The Locomotive Magazine and Railway Carriage and Wagon Review
Volume 35 (1929)
Key file

Number 437 (15 January 1929)

The "Rotorua" Express, New Zealand Government Rys. 1 + Supplement (not with copy indexed: presume photograph).
Supplement shows the express train which leaves Auckland every week-day at 10.00 for Rotorua terminus in the Geyserland, or thermal district of New Zealand. The run is 171 miles over a very heavy road. The steep grades between Putaruru (140 miles) at an altitude of 525 ft. above sea level, and Mamaku (158 miles) where an altitude of 1,884 ft. is attained, require a second engine on the train, and to distribute the load on the bridges, etc., it is usual to insert this behind the leading baggage van. The train, when leaving Auckland, is usually made up of twelve well-appointed cars of the American type. The 4-6-2 type locomotive hauling the train was built by the North British Locomotive Co. Ltd. . in 1921. It has cylinders 17 in. by 26 in. with driving wheels 4 ft. 6 in. dia. The working pressure is 180 lb. per sq. in.; the total heating surface 1,625 sq. ft. and the grate area 33 sq. ft. The total weight of the engine in working order is 47 tons, of which 30t tons is available for adhesion. The Vanderbilt pattern tender carries 4½ tons of coal and 3,500 gallons of water, and weighs full 32 tons. They are remarkably fine engines for the 3 ft. 6 in. gauge and have given excellent results in service

London & North Eastern Railway. 1.
The construction of a number of new locomotives has been authorised by the Directors. Eight of these were to be of the latest design of Pacific type, with a working pressure of 220 psi. Nine 2-6-0 tender engines, forty-eight goods engines (J39 class), twenty-eight tank locomotives of a new design for service in Scotland, six suburban tank engines, and twenty 0-4-0 shunting engines. The latest 0-6-2 tank engines delivered by Hawthorn, Leslie & Co. were Nos. 2670 and 2671, while the North Road Works hadcompleted Nos. 2718, 2719 and 2720 of the 0-6-0 J39 class. Darlington works were also building a large four-cylinder express engine with water-tube boiler, carrying a very high working pressure.

Paris, Lyons & Mediterranean Ry. 1
It is reported that this railway has placed an order with Henschel & Sohn, of Cassel, for a high-pressure locomotive, the boiler of which will be designed to carry a working pressure of 1,000 psi. It is estimated the new locomotive, when empty, will weigh 100 tons. See also p. 59.

New 4-6-0 "Hall" class lcomotives Great Western Ry. 1; 2. illustration, diagram (side & front elevations)
Text begins "To take the place of the 4-4-0 engines which are not able to deal with the long and heavy trains of today". Also somewhat muddled about 6ft driving wheels implying that all Saint class had been so fitted rather than the prototype Saint Martin which is not mentioned. Illustration of No. 4901 Adderley Hall

South Australian Rys. new "Mikado" type locomotives. 3. illustration
700 class 2-8-2 built at Islington to design of F.J. Shea. No. 710 Sir Alexander Ruthven illustrated

Institution of Locomotive Engineers.. 3
Railway rolling stock and permanent way was the subject of Paper 244 read at a joint meeting of the above Institution and that of the Permanent Way Engineers on Thursday, 13 December 1928 by H. Holcroft. By way of preface to his remarks on the relationship existing between the locomotive and the track, the author visualised the track as a smooth, special form of path on which the locomotive as a tractor had to rely for its ability to do the work imposed on it. The permanent way has three functions:-(1) To support the steel rails and form a path, (2) To guide the vehicles in a given path, (3) To provide the reaction to the tractive effort, or, conversely, to the braking force. The locomotive and track combined to form the railway transport machine, and either one would be of no value by itself as a money-earning item.
Ho1croft proceeded to illustrate the effect the track had on the wear of tyres, flanges, etc.; also the effect the inequalities of the track had on the mechanism of the locomotive; the stresses imparted to bridges, etc., were also discussed. J. Clayton, Vice-President, presided, and opened the discussion by complimenting the reader of the paper on its excellence. Messrs. Williams, Tomes, Devon, Lelean, Allen, and others took part in the discussion which followed.

London Midland & Scottish Ry. (L. & N.W. Section). 3
The L. & N.W. Ry, renumbering was finally completed during November. One of the last engines to be renumbered was 4-6-0 mixed traffic class No. 2424, this being now L. M. & S. 8732. Further Class 4 0-6-0s—the last of the present order—had been completed and turned out at Crewe, Nos. 4551-6. After being broken in, these engines will be transferred to the Midland division. Except for painting, the new 2-6-0 mixed traffic engines, Nos. 13100-9, were all finished and in service by  31 December 1928. They were working from the Crewe South shed. Later on they were scheduled to return to the works for painting, and then despatched for service on the Northern division. The first of a series of enlarged 0-8-0 superheater freight engines would shortly be put in hand at Crewe.
There were six 4-6-0 Claughton class locomotives adapted to the Northern division gauge in service. Of these, five were noted in the December issue. The remaining one was No. 5915 Rupert Guinness (old 668). Others of the same type at present working on the Midland division bore the following numbers :-5900, 5923, 5932, 5944, 5949, 5960, 5971, 5973, 5974, 5977, 5978, 5984, 6001, 6005, and 6025. No. 9665 (formerly R.O.D. No. 1853), which was turned out at Crewe, completed the series of 2-8-0 M.M. engines which were taken over in 1927.
Recent withdrawals include the following passenger tender engines: 4-6-0 Experiment class No. 5492 Sanspariel ; 4-4-0 Precursor class Nos. 5234 Velocipede and 5264 Pacific; 4-4-0 Renown class Nos. 5160 Resolution and 5167 Jupiter; also class B 0-8-0 compound No. 8916 (old No. 2561).

Three-cylinder 4-6-0 express locomotive, L. & N.E. Ry. 4-5. illustration, diagram (side & front elevations)
Requirements in the eastern counties imposed serious demands upon the locomotive stock inherited from the old Great Eastern Ry., and though a certain number of classes derived from other constituents of the London and North Eastern group have been employed in this area, the peculiarities of the line, with its many restrictions, have rendered the construction of specially designed locomotives very necessary and desirable. Iillustrations of the first engine of an entirely new class, officially known as Type B17, which we understand is intended for service in East Anglia. Although it embodied the most characteristic features of Gresley's distinctive practice, it is the first locomotive of his design to have the 4-6-0 formation, a type which in this instance results in a remarkably compact, and for its size and weight, decidedly powerful, engine which should be admirably suited to the conditions it is intended to meet. As might be expected from the excellent performance of all the three-cylinder types originated on the Great Northern line, these latest engines, like the Shires with which they have many features in common, make use of three high-pressure cylinders, but are different in that the drive is divided, the inside cylinder acting upon the leading coupled axle and the external pair upon the middle coupled wheels. The diameter of 17½ in. and the piston stroke of 26 in. is common to all cylinders, and the distribution is effected by Walschaerts-Gresley gear in its latest development, that is to say, with the rocking arms located behind the cylinders, as in the Shire class, instead of in front of the valve chambers. This arrangement permits the inside cylinder to lie well ahead, and also facilitates access to the piston valves from the front end. These are of the inside admission type, 8 in. in diameter, and are set to give a maximum cut-off of 65 per cent. in full gear.The total evaporative heating surface being therefore 1,676 sq. ft. and the combined surface 2,020 sq. ft.Ten of these engines have been built at the Hyde Park Works of the North British Locomotive Co. Ltd. (Nos. 23803 to 23812 of 1928). The new engines were run in on the slow trains between Edinburgh and Glasgow. The following are the numbers and names:- 2800 Sandringham (illustrated), 2801 Holkham, 2802 Walsingham, 2803 Framlingham, 2804 Elveden, 2805 Burnham Thorpe, 2806 Audley End, 2807 Blickling, 2808 Gunton, 2809 Quidenham

Great Western & Southern Jt. Rys. 5
On the Easton and Church Hope Ry, a wire screen 211 yards long had been fixed alongside the line to safeguard the trains from rocks falling from the. cliffs. In the event of any of the wires of the scre.en bemg broken by a fall of. rock, signals working in conjunction WIth It are automatically put to danger and warning bells in the signal boxes at Easton and Port1and were operated. Hitherto, a flagman had to be in attendance to take precautionary measures in the event of a fall of rock. A similar system has been in use on the Callender and Oban Ry, im the Pass of Brander for many years.

Great Western Ry. 5
On the former Midland & South Western Junction line between Andoversford Junction and Cirencester, and on the Cardiff Ry section between Whitchurch and Rhydyfelin conversion from double to single track had been completed.

Six-cylinder "Beyer-Garratt" locomotive, New Zealand Government Rys. 6-9. 3 illustrations
Three 4-8-2+2-8-4 locomotives to requirements of G.S. Lynde, chief mechanical engineer, supplied by Beyer, Peacock and fitted with a mechanical stoker

Standard 2-6-2 tender locomotive for the 2 ft. 6 in. gauge Indian State Rys. 9-10. illustration, diagram (side & front elevations)
Supplied by W.G. Bagnall Ltd of Stafford.

Recent locomotives for the Royal State Rys of Siam. 10-13. 4 illustrations. diagram (side & front elevations)
Railways came under the control of Prince Kambeng Bejra who was appointed Commissioner General in 1917. Metre gauge was established as the standard. Plans started for the Rama VI bridge across the River Menam which opened on 1 January 1927. Hua Lampong became the central station for Bangkok Ingham Sutcliff had become locomotive superintendent. 2-8-2 locomotives were supplied by Baldwin and by Nasmyth Wilson & Co.  Further part page 41.

Old Belgian locomotives. 16-18.  2 illustrations, 3 diagrams (side elevations)

2,660 h.p. oil-electric locomotive for the Canadian National Rys. 23-4. illustration
See also erratum p. 59

Railway exhibits at the Norwegian Industrial Exhibition., Bergen. 24-6. 8 illustrations.
Composite sleeping cars and old Royal saloon.

Obituary. 26
J.H.B. Jenkins died on 11 December 1928 whilst presiding over meeting at Railway Clearing House when aged 62. Served his time at Swindon under William Dean; after studying chemistry under F.W. Harris, chemist of the GWR he moved onto the chemical laboratory. In 1892 appointed chemist of the Great Eastern Railway in succession to H.J. Phillips who had established a chemical laboratory at Stratford under James Holden. In 1924 Jenkins became chief chemist to the LNER...

R.H. Inness  (unattributed): Locomotive history of the Stockton & Darlington Railway, 1825-1876. 27-8.
0-6-0s Nos. 19 and 20 (latter fitted outside cylinders): Designed James Irving Carson for West Hartlepool Railway: became NER Nos. 1194 and 1192.

T.H.  Shields. Train resistance and tractive effort. 29-30. 4 diagrams.

Number 438 (15 February 1929)

Petrol-driven inspection car. Buenos Aires Great Southern Ry. 35-7. 4 illustrations
Bogie vehicle built by Drewry Car Co. Ltd with sleeping bunks, lavatory with shower and kitchen. A six-cylinder engine was fitted

London & North Eastern Ry. 37
Five Pacifics compleeted at Doncaster Works: Nos. 2748 Colorado, 2749 Flamingo, 2750 Papyrus, 2751 Humorist and 2752 Spion Kop. Two Shgire class 4-4-0 had left Darlington Works: Nos. 336 Buckinghamshire and 352 Leicestershire.

Articulated oil-burning locomotives, Southern Pacific Railroad. 37-9. 3 illustrations.
Cab-in-front 4-8-8-2 Mallet

The L.M. & S. Ry.  38
256 locomotives to be built during 1929. Of these, 100 will be for passenger work, 134 for freight traffic, and 22 for mixed traffic. The passenger engines to comprise fifty 2-6-2 tanks and fifty 2-6-4 tanks. For freight service 100 0-8-0 tender engines, thirty-one 0-6-0 tanks, and three 0-6-0 dock shunters. The twenty-two 2-6-0 mixed traffic tender engines, we understand, are to be built at Horwich, All of the engines will be built in the company's own works with the exception of the 0-6-0 tanks.

Sentinel-Camrnell steam inspection car, Leopoldina Ry. 39-41 + Supplement entitled "A flat on rails". 8 illustrations, diagram (side elevation & plan)
Boiler was in centre of car which had sleeping and kitchen facilities. Intended for use of general manager.

Recent locomotives for the Rioyal State Rys of Siam. 41-4. 8 illustrations, diagram
Began page 10. In 1925 four three-cylinder Pacific passenger and four three-cylinder Mikado freight locomotives were supplied by Baldwin Locomotive Works. Twelve 2-6-0 locomotives which had been supplied as broad gauge engines were converted to metre gauge as had two 0-10-0 Decapod with Lentz poppet valves. During 1926 a further eight of the three-cylinder passenger Pacifics were supplied by Baldwin and twelve 2-8-0 superheater locomotivres were purchased from the Rhaetian Railway in Switzerland. A further six of the last were acquired in 1927. Two light diesel mechanical locomotives for shunting were supplied by the Swiss Locomotive Works in Winterthur

Shunting engines for docks, London, Midland and Scottish Ry.. 45. illustration, diagram (side elevation)
Outsde-cylinder 0-6-0T with 3ft 11in coupled wheels. This class was built for dock working and had a short wheel base and outside cylinders. Aided by the use of Cartazzi self-centring axleboxes on the rear axle, allowed the locomotive to negotiate curves of 2½ chains.

Three-cylinder locomotives, Colombian Government Rys. 46-50. 2 illustrations, 3 diagrams (including side elevation)
See also letter from W.T. Hoecker on p. 135

Derwent Valley Light Railway. Charles F. Klapper. 50-3.  

Jouruey of H.R.H The Prince of Wales across Europe. 53

Geared steam locomotives. 53-6. 3 illustrations, diagram
Paper presented by K.W. Willans of Kerr, Stuart Ltd to the Junior Institution of Engineers describing patented watertube boiler andgeared 0-4-0 locomotive supplied to Balfour Beatty & Co. for the Fort William Hydro Electric contract.

Locomotive history of the Great Indian Peninsula Ry. 56-8

Institution of Locomotive Engineers. 59
Meeting held at Denison House on 31 January H. Kelway-Bamber, vice-president, read a paper entitled "Modern steam rail cars in service." Sir Henry Fowler, KB.E., was in the chair. In his introduction of the subject, Bamber mentioned the services in which the Light Rail Car may be most usefully employed. He then quoted representative particulars of the steam rail motor cars which were introduced on many of the British railways about twenty-five years ago, and on comparing the figures with those of modern rail cars showed that the builders have succeded in effecting a reduction of about 40 per cent. in the dead weight per unit of seating capacity, while retaining the tractive force of the majority of the old cars. Recent developments in the construction of light multiple-cylinder fast running engines, deriving their power from highly superheated steam at a pressure of about 300 lb. per sq. in. (compared with about 170 lb. for the cars of twenty-five years ago) produced in small quick-steaming boilers, and geared down to suit the required train speeds, have enabled considerable improvements to be effected.
To meet different service requirements, rail cars of the Sentinel-Camrnell type are geared either to 500 crankshaft revolutions at a car speed of 38 m.p.h. or 500 at 30 m.p.h., but these ratios are not interchangeable on anyone car. The maximum outputs of the six-cylinder engines vary from 50 B.H.P. at 5 m.p.h. to 130 H.P. at 20 m.p.h., 116 H.P. at 30 m.p.h. and 100 H.P:. at 50 m.p.h. on the 500 rev. at 38 m.p.h. gear, and 64 H.P., 110 H.P., 115 H.P., and 87 H.P. respectively on the 30 m.p.h. gear. In the engines fitted to the latest cars, steam admission and exhaust is controlled by Poppet valves, operated by sliding cam shafts having three positions, the percentage of admission being 70, 45, and 27 respectively. The author then discussed the steam consumption, boiler and steam-raising capacity, rate of evaporation, rate of firing, the effect of car mileage on revenue earning capacity, and the overall working costs. Finally, he gave some interesting experiences of the latest Sentinel-Camrnell rail cars in traffic working. An interesting discussion followed the chairman's remarks.
J.R. Bazin, of the Great Southern Rys., Ireland, was the new president of the Institution, and the following members of council had been elected :- A. Devon (Rendel, Palmer & Tritton), W.S. Edwards (W. G. Bagnall Ltd.), E. Graham (London Electric Rys.), L.J. Le Clair (Westinghouse Brake & Saxby Signal Co.), J. Mitchell (A.B.C. Coupler & Engineering Co.), S.J. Syrnes (L.M. & S. Ry., Derby), F.S. Whalley, M·C. (Vulcan Foundry), W.J. Tomes (G. Turton, Platts & Co.), A.W. Bannatyne (late Central Argentine Ry.), and H. Chambers (L.M. & S. Ry, Derby); The annual dinner of the Institution has been arranged to take place at the Frascati Restaurant, London, on Friday, 1 March. R.E.L. Maunsell, the retiring president, in the chair.

High pressure locomotive for the L.M.S.. Ry. 59
With reference to the note on page 1 of our last issue, an, nouncing the fact that the Paris, Lyons and Mediterranean Ry. have placed an order with Henschel and Sohn for a high- pressure locomotive. We now learn from the Superheater Co. Ltd. that the boiler for this locomotive is to be of a similar design to that built by Henschel's to the designs and patents of their Associate Company, The Schrnidt.'sche Heissdampf G.m.b.h. for the German State Rys., extended trails of which have taken place during the last two years. The North British Locomotive Co. Ltd., are building for the Superheater Company Ltd. and the London, Midland and Scottish Ry., a similar boiler having 900 lb. pressure in the high-pressure and 250 lb. in the low-pressure boiler, and this boiler is to be fitted to an engine of the Royal Scot class. The design of the boiler is being directed by the Superheater Company, and will be built to the inspection and requirements of the L.M.S. Ry. As the engine will be a three-cylinder compound, certain modifications will be required to the inside cylinder.

London, Midland & Scottish Ry. (L. & N.W. Section). 59
4-6-0 four-cylinder Claughton class engine, No. 5908 Alfred Fletcher (old No. 1327), which was fitted with Caprotti valve gear as an experiment was running rebuilt with the new standard boiler, thus completing the series of twenty which were to be so fitted. Of these engines, ten still retained the original Walschaerts motion, these being numbered 5906, 5910, 5953, 5970, 5972, 5986, 5993, 5999, 6004, and 6017. The other ten engines, all of which are fitted with Caprotti valve gear, bear the Nos. 5908, 5927, 5946, 5948, 5957, 5962, 5975, 6013, 6023, and 6029. The output of new locomotives at Crewe during 1928 comprised sixty 0-6-0 standard freight engines, Nos. 4447-56 and 4507-56 and ten 2-6-0 mixed traffic engines, Nos. 13100-9. In addition, about twenty-two 0-8-0 mineral engines were converted to superheaters; also the rebuilding of the twenty Claughrons, above mentioned, was completed during the year.
Since the appearance of the Royal Scot class engines, certain L. & N.W. engines have continued to carry the names in cases where they clashed with those of the newer engines. To avoid further confusion, however, the older name-plates were to be removed forthwith. About nine engines are affected, including No. 5468 Lady of the Lake (Experiment class), which is already nameless.
0-6-2 side tank coal engine No. 7641 (old No. 2486) had been fitted for motor service.
Withdrawals included the last remaining four-cylinder mineral compounds, viz, 0-8-0 B class, Nos. 8919 and 8938, and 2-8-0 F class No. 9614. Thus, all the Webb compound engines, both passenger and goods, had disappeared. Precursor class 4-4-0 No. 5238 Ilion had also been withdrawn.

L.M. & S. Ry. (Midland Section). 59
Five new type 0-6-0 shunting tank engines for service in dockyards, etc., had been completed at Derby, Nos. 11270-4. One of these engines, No. 11271, was working trial at the Birkenhead docks. A description and illustration of one of these engines appears on page 45.
Further 2-6-4 passenger tank engines (2300 class) were under construction at Derby, Nos. 2325 upwards. Several of the No. 1 class L.T.S. 4-4-2 passenger tank engines were running fitted with the vacuum brake, in addition to the Westinghouse brake.
The demolition of the Cofton Tunnel, on the Birmingham and Gloucester line of the L.M. & S. Ry., near Barnt Green, was successfully completed late on Saturday night, 26 January.

2,660 h.p. oil-electric locomotive for the Canadian National Rys. 59
In the description of this engine on page 23, by a printer's error, the bore of the cylinders was incorrectly given as 2 in. It should have been 12 in. dia.

"Kearns" universal boring machine for machining injector bodies. 60-1. 2 illustraions, diagram

Electric passenger locomotives, Great Indian Peninsula Railway. 62. illustration

T.H.  Shields. Train resistance and tractive effort. 63-4. 4 diagrams.


Recent accidents. 66
Severe head-on colliision on 27 June 1929 at Darlington Bank Top between a Scarborough to Newcastle excursion hauled by Atlantic No. 2164 and and a parcels train hauled by 4-6-0 No. 2369. 25 passengers killed and 45 seriously injured in telescoping of passenger stock. Sir John Pringle attributed blame to driver of parcels train for failing to observe signals during shunting. On 17 August a Cambridge to King's Cross express hauled by Atlantic No. 3253 hit a lorry loaded with lime on the level crossing at Shepreth. The driver of the lorry and the fireman of the locomotive were killed and the driver of the locomotive was severely injured and the locomotive was beyond repair. Colonel Trench blamed the lorry driver and noted that consideration should be given to improving the safety at level crossings.  On 9 July a light engine (4-4-0) collided side-on with an electric train from London Bridge to Epsom Downs near London Bridge leading to the deaths of two passengers and serious injuries to five others. Colonel Mount attributed the cause to the failure of the driver of the light engine to understand the new signalling. On 19 September there was a buffer stop collision at Charing Cross which led to telescoping. Pringle was critical of the buffing arrangements of the rolling stock and attributed the blame to the motorman due to failuure to operate the Westinghouse brake correctly. On 29 July an LNER from Hull to Blackpool was at Midland Junction, Manchester when it was hit by a light engine. Both the LNER and LMSR guards died. Colonel Trench blamed the driver of the light engine

Correspondence. 67

Reviews. 68

Trade Notices

Number 439 (15 March 1929)

Tank locomotives, Manchester Ship Canal Co. 69. illustration
Two engines supplied by Kitson & Co. Ltd to requirements of W.G. Smith, Mechanical Engineer: 0-6-0T with 18 x26in cylinders, 4ft 6in coupled wheels, 947.13ft2 total heating surface; 18.7ft2  and 180 psi boiler pressure.

H.H. The Pope's Railway. 69
Station opened inside Vatican Walls to receive freight inwards and convey Papal train outwards: train consisted of four saloons one of which was a chapel.

Six-coupled pannier tank engines, Great Western Ry. 70. illustration, diagram (side & front elevations)
Collett 57XX 0-6-0PT

Heavy shunting locomotives for the Indian State Rys. 71-3. 2 illustrations, 2 diagrams (side & front elevations)
Very large 0-8-0 tender engines with outside cylinders and wide fireboxes (akin to American switcher types): two types (both had 4ft 3in coupled wheels): XG with 23½ x 28in cylinders, 2453ft2 evaporative heating surface plus 605ft2  superheat and 41.5ft2  grate area; and XF with 20½ x 28in cylinders, 1699 evaporative heating surface plus 401ft2  superheat and 30.25ft2  grate area.

London & North Eastern Ry. 73
An order has been placed with the English Electric Co. Ltd. for diesel-electric loc omotive equipment comprising Beardmore 1000 h.p high speed engine driving a 675 kw electric generator and a 10 kw auxiliary generator together with complete control equipment. "We understand" to be installed in Raven 4-6-4 No. 13. Proposed use to haul freight at 20 mile/h.

Isle of Man Ry. 73
Frederick Joseph Vaughan to succeed James Bradshaw as locomotive, carriage & wagon superintendent.

New tenders for express locomotives, Chemin de Fer du Nord. 74-5. diagtam (side elevation)
See also letter from W, T. Hoecker on p. 169

Light rail units for passenger and freight work. 79-82
Paper presented to the Newcastle and Sunderland Railway Lecture and Debating Society by L. Ballan. Concluded page 120. See also contribution from H. Dixon Hewitt on p. 135.

R.H. Inness  (unattributed): Locomotive history of the Stockton & Darlington Railway, 1825-1876. 94-5. 2 illustrations, diagram (side elevation)
Hopkins, Gilkes & Co. supplied 15 0-6-0 mineral engines between 1865 and 1868: WN 219-230; 248-50. They lasted until the 1900s. Table gives full details of NER numbers, scrapping dates, etc. Photographs show locomotives in NER state.

E.C. Poultney. Two large American locomotives, 98-100. illustration, table
Illustration of Chicago, Burlington & Quincy 2-10-4. Tabulates dimensions of other ten-coupled locomotives. Concluded page 116. . See also letter from W.T. Hoecker on p. 169

Number 440 (15 April 1929)

Locomotives for shunting, Southern Ry.. 103-4. illustration, diagram (side & front elevations)
Maunsell Z class 0-8-0T fitted with Brighton 0-6-0 boiler and three cylinders. No. A950 and notes left-hand drive

New passenger locomotives—Southern Ry. 104-5. illustration, diagram (side & front/rear elevations)
Maunsell U class 2-6-0 with 6ft coupled wheels constructed at Brighton Works: No. A622 illustrated. Text states suitable for speed of 70 mph: see leteer from C.F. Dendy Marshall on p. 169

4-6.4 passenger locomotives, 2ft. 6in. gauge, Barsi Light Ry, India. 106-7 + folding plate Supplement. illustration, diagrams (including side & front elevations and detailedd working drawings)
Supplied Nasmyth, Wilson & Co. Ltd to inspection of Sir John Wolfe Barry & Partners

New tank locomotives, Somerset and Dorset Joint Ry. 107. illustration
Standard 0-6-0T built W.G. Bagnall: No. 23 illustrated.

3 ft. 6 in. gauge locomotive, Egyptian State Rys. 108. illustration, diagram (side elevation)
Built by Maffei of Munich for Assuan to Luxor line in 1925 to requirements of J.M.E. Langton, chief mechanical engineer.

Four-cylinder express engines, Netherlands Rys. 109-10
Five locomotives supplied by Berlin Locomotive & Machine Works.

London, Midland & Scottish Ry, (Midland Division). 110
Nos. 11275-9, new 0-6-0 dock tank engines ex Derby, were now at work on the Northern division, together with Nos. 11272-4 of the same type. The following 0-6-0 shunting tanks had been delivered to Derby :-Nos. 16650-69 ex Hunslet Engine Co. and Nos. 16700-29 ex Wm. Beardmore and Co. Three of the new 2-6-4 passenger tanks had been turned out at Derby, Nos. 2325-7.

R.H. Inness. (unattributed): Stockton & Darlington Railway, locomotive history 1825-1876. 110-12. 2 illustrations, 2 diagrams (side elevations), 2 tables
Four powerful tank locomotives built for Skinningrove branch in Cleveland. Built R. Stephenson in 1866 WN 1691-4. Nos. 196 Roseberry, 197 Kildale, 198 Whitcomb and 199 Escomb which differed in having extended water tanks. They were fitted with Bouch's steam retarder, but were very damaging to the permanent way. Also 0-6-0 supplied by R. & W. Hawthorn & Co. WN 1410-21, running numbers 207-218 in 1867/8 and further five WN 1221-5 RN 221-5 in 1870. Some were fitted with Ramsay Kendal cabs.

Technical essays. No. XXXII—On running-shed routine. 113-14.
Disposal, inspection (in some countries performed by a qualified fitter) and preparation including coaling and filling up with sand (mechanized at Doncaster), and with electric lighting.

New Zealand Ry, notes, 114-16. 6 illustrations

E.C. Poultney. Two Large American Locomotives. 116-18. illustration, tsable
See page 98 for beginning of this article. Mallet articulated 2-8-8-2 of the Denver and Rio Grande Western RR with a grate area of 136ft2 and total evaporative heating surface of 7265ft2 plus 2295ft2 feeding four 26 x 32in cylinders. Table includes Mallrt compounds including 2-10-10-2 of Virginian and 2-8-8-2 of Pennsyvania RR.

Smith Brothers & Co. (Hyson) Ltd. 118
,Hyson Green Valve Works, Nottingham, in referring to our article on the Pressure Gauge, inform us that Mr. Sydney Smith, who patented the first steam gauge, founded their company III 1847 for the purpose of manufacturing this gauge and other steam fittings. They have supplied a large number of th.e Smith type of gauge to the L. & N. W. Ry., and they are still made by them, as well as by Messrs. Sydney Smith and Sons, of Basford. In addition to its pressure gauges section, t~e firm now specialises in whistles and syrens, injectors and ejectors, safety and reducing valves, radiator fittings, super- heat valves, asbestos packed cocks, etc. An amusing order was. received by them from an Indian Rajah. He required an Ill~trument that would roar like a tiger. After many expenments a steam syren with a "tiger roar" was designed and made. The Rajah was delighted. and expressed his gratitude in glowing terms.

Wood's patent vacuum braking device for locomotives. 119-20. 2 diagrams. (including  side elevation).
Fitted to Great Southern Railways "Woolwich" 2-6-0s.

Light rail units for passenger and freight work. 120-1
Began page 79: Paper presented to the Newcastle and Sunderland Railway Lecture and Debating Society by L. Ballan. See also contribution from H. Dixon Hewitt on p. 135.

Portable petrol engine-driven drill and rail saw. 122. 2 illustrations
Known as the "John Bull," introduced by the Howard Pneumatic Engineering Co. Ltd., of London

Contracts placed by the L. & N.E. Ry. 122
New trains for the London Suburban district as follow: CIayton Wagons, Ltd., two quintuple units; Birmingham Carriage and Wagon Co., two quadruple units; Craven's Carnage and Wagon Co., one quadruple unit; Metropolitan-Carnmell Carriage, Wagon and Finance Co., one quadruple unit.

Electric Locomotives for the Victorian Rys, 123. illustration
For freight working within the suburban area of Melbourne: fitted with both automtic and screw couplings

Aluminium for railway rolling stock. 124-5. 4 illustrations
Electric multiple unit built bt Lancashire & Yorkshire Railway in 1905 and suburban and main line corridor coaches built under Lancrenon for the Nord Railway in France

Locomotive whistles. 126. diagram
Position in front of chimney better for sounding warning. Talbot of Colchester showed such an arrangement at Great Exhibition in 1851.

A. Jacquet. English engines on the Luxemburg Railway. 127. 2 diagrams (side elevations)
Built by the Yorkshire Engine Co. and virtually ifdentical to S.W. Johnson for the Great Eastern Railway. Six 0-6-0 type built in 1873 to requirements of T. Kitson who was then locomotive superintendent of the Luxembourg Co. The second diagram shows the locomotives as modified with Luxemburg cab, chimney and suspension.

Relics of the past: wheels of a Blenkinsop locomotive of 1813. R.N. Appleby Miller.  128-9. illustration
Relics of a Blenkinsop rack locomotive, found at the Newburn Steel Works, Newcastle See letter from E.A. Forward on page 169

Locomotive stock returns, December 31, 1928. 129-30. 2 tables

Funeral Train of H.M. the Queen Dowager of Spain. 131. 2 illustrations

Ford rail motor, Aden Field Force , 131. illustration

Household, H.G.W. Weston, Clevedon and Portishead Ry.  132-4. illustraion.

Welded locomotive underframes, Swiss Federal Rys. 134. 2 illustrations

Obituary. 135
It is with great regret that we have to record the death of. Robert Whyte Reid, vice-president for works and ancillary undertakings of the London Midland and Scottish Ry., which occurred at Derby on M;rch 28. Reid, who was 44 years of age, joined the Midland Ry. in 1909. In August, 1919, he toured the principal carriage and wagon buIld!ng works of the United States to study methods of construction, repair and administration, and on his return was responsible for the re-organisation of the Derby works and the introduction of mass production methods in the manufacture of carriages and wagons. From the formation of the L.M. & S. Ry. until the end of 1926 Reid was carnage and wagon superintendent, when he was appointed vlce :presldent on the headquarters reorganisation. He was president of the Institution of Locomotive Engineers in 1925. He was awarded the C.B.E. for services in connection with the design and construction of special rolling stock for war purposes.

Lord Montagu of Beaulieu, 135
Died on 30 March 1929: went into the Nine Elms Works of the L. & S.W. Ry. in eariy life, and became not only a fireman but an expert engine driver. He was. a thorough enthusiast on all matters concerning locomotives, their history, construction and maintenance.

Karl Benz. 135
Another expert in locomotive matters, Dr. Karl Benz, died at Mannheim on 4 April 1929. He passed his early days at Karlsruhe, and was much interested in all that appertained to railway locomotives, even in later life, when he had devoted his attention to motor cars, in which direction he was a pioneer.

Railway Club. 135.
The monthly meeting of the Railway Club was held on 4 March, at Headquarters, 57 Fetter Lane, E.C.4, Kenneth Brown, President, in the chair. An interesting paper was read by G.S. Walker on "Crime and the Iron Road." Walker dealt with the following murder cases: (a) Mr. Bnggs by Muller on N.L. Ry. on July 9, 1864 (the first murder committed on a British railway)' (b) Mr. Gold by Lefroy on L.B. & S.C. Ry. on June 27 1881' a murder which began in Merstham tunnel and was only completed m Balcombe tunnel, 17 miles further on; (c) Miss Elizabeth Camp by an unknown assailant (an unsolved mystery), on February 11, 1897, on L. & S.W. Ry.; (d) Mr. Pearson, by George Parker at Vauxhall, L. & S.W. Ry., on June 17, 1901; (e) another unsolved mystery, the murder of Miss Maria Sophia Money, in Merstham tunnel on September 24, 1905. In each case Mr. Walker traced how the murderer was brought to justice, also what little was elucidated in the two unsolved tragedies. The paper was brought to a conclusion by the story of the Netherby Hall burglary, which happened in the Carlisle area many years ago. Though not originally a railway crime the three desperadoes were secured by railway servants when trying to make their escape, after acts of violence following the robbery, by goods train to the south. All three were hanged.
The paper was followed with much interest by members, and hope was expressed that at some future occasion Mr. Walker would contribute a further paper on the subject. The following visits and excursions have been arranged :- Sat., May 11, Camden Sheds, L.M. & S. Ry. Sat., June 1, Romney, Hythe & Dymchurch Light Ry. Sat., July 20, Wimbledon and Sutton new line.
The following visit has taken place :- Sat., April 13, the new power signal box at London Bridge station. followed by the Croydon signalling school, S. Ry.

Special boat train.  135
On Saturday, 6 April 1929 a special boat train was run by the G.W. Ry. from Paddington to Cardiff Docks, in connection with the first sailing of an Atlantic liner from that port— the S.S. Montrose. A train of five bogie coaches with restaurant car, hauled by engine No. 4093 Dunster Castle, conveyed about 100 passengers, and another 200 joined the boat at the docks.

Southern Ry. 135
The three-cylinder 4-4-0 passenger cngmes, under construction for the London and Hastings and Folkestone services, are to receive the following names of schools in the South of England :- Eton, Winchester, Welimgton, Charterhouse, Lancing, Tonbridge, Sherborne, Duliwich, Westminster, and St. Paul's. The 1929 building programme also included ninety new corridor coaches, four of which were restaurant cars, as well as fifty passenger luggage vans, while the wagon building programme includes over 1,000 vehicles of various descriptions.

Correspondence. 135

Wm. T. Hoecker.
On page 48 of your February issue there are some remarks regarding the relative proportions of superheating surface used in British and German locomotive boilers. In connection therewith, the following facts are submitted:—
In the official "Merkbuch für die Fahrzeuge der Reichbahn" there are listed 104 types of standard gauge steam locomotives equipped with Schmidt large-tube, or type HA," superheaters. Using the official figures, it is found that in these 104 different types of boilers, the aueraqe ratio of superheating surface to evaporative heating surface is 1to 3.30.
To render this comparable with British figures, it is necessaryto take into consideration the fact that, in Germany, heating surfaces are calculated from the side in contact with fire and gases. In the boilers under discussion, multiplying the superheating surface by 0.8, and the evaporating heating surface by 1.09, will convert the value of these surfaces to the English basis of water contact, with sufficient accuracy. The resultant ratio of superheating to evaporative surface is 1 to 4.50.
For thirty-five new types of British main line engines (except Great Western) illustrated in THE LOCOMOTIVE during the past five years, the average ratio of superheating surface to evaporative heating surface is 1 to 5.1. This is not far from the German figure given above, and the difference is partly explained by the presence of exhaust-steam feed-water heaters on sixty-six of the 104 German engines. It is scarcely necessary to explain that engines having feed-water heaters require a greater proportion of superheating surface than those without such heaters, if the same degree of superheat is to be attained. The feed-water heater is the real reason for the increasing adoption of the small-tube or type HE," superheater in America.

H. Dixon Hewitt Light Rail Units for Passenger and Freight Work
Writes in connection with L. Ballard's paper on Light Rail Units for Passenger and Freight Work, of which we gave an abstract in our last issue, and encloses a photo. of a rail motor at Westerham in August, 1905. This resembles the Peebles car tried on the Midland Ry., but we are unable to say if it is the same. The S.E. & C. Ry. steam cars came out about four months later. There were at first only two, but they finally increased to nine. These were long bogie cars with an engme end of the small locomotive type, not cased m. They worked the services on the Dunton Green and Westerham, Otford and Sevenoaks, Dover and Sandgate (reversing at Sandling JunctIon), Beckenham and Norwood, Orpmgton and Crystal Palace, and he thinks also on the Gravesend and Port Victoria, Isle of Sheppey Lt. Ry. and the Lydd, Romney and Appledore lines. Also to supplement the services between Gravesend and Dartford, etc. In spite of alleged trial tnps m which 50 m.p.h. was attained, passengers spoke of their low speed. They were all withdrawn from service prior to the Great War [WW1}.

Reviews. 136

Trade Notes

Number 441 (15 May 1929)

2-8-4 type express locomotives, Austrian Federal Rys. 137-9 + Supplement. illustration, 2 diagrams (including side & front elevations & plan)
Florisdorf Locomotive Works

2-8-2 freight locomotive, with booster, Victorian Rys. J.C.M. Rolland. 139. illustration

Locomotives for the Tanganyika Railway. 140-2. 2 illustrations, 2 diagrams (side elevations)
Vulcan Foundry Ltd: 2-8-2 freight and locomotive and 2-6-2T supplied via Crown Agents for the Colonies. K.C. Strahan, chief mechanical engineer

Sentinel shunting locomotives, Somerset & Dorset Joint Railway. 142-3. illustration, diagram (side, front, rear elevations & plan)
Includes general arrangement drawings

Locomotives for the Gwalior Light Rys., India. 144-5. illustration, diagram (side elevation)

Institution of Locomotive Engineers. 145
Paper by G.W. Crook

4-8-2 booster fitted locomotives for the Nigerian Ry. 146-52. 3 illustrations, 5 diagrams including side, front & rear elevations

The "Blue Comet" train, Central Railroad of New Jersey, U.S.A. 152-3. illustration

Liverpool Dock Locomotives, Mersey Docks and Harbour Board. 153-5. 4 illustrations

High-capacity coal wagons, Indian State Rys., B.G. 156-8. illustration, diagram (side & end elevations & plan)

Charles F. Klapper. The Southwold Ry. and its lessons. 158-60. 2 illustrations
See also letter from E.A, Phillipson

Household, H.G.W. Weston, Clevedon and Portishead Ry. 160-1.
Next par see page 180.

Technical Essays. No. XXXIII. On new engine performance reports. 162

G. Reder. Locomotives of the Madrid, Zaragoza & Alicante Ry. 163-4. 3 illustrations

The Newcomen Society. the Rainhill Locomotive Trials of 1829. 164

The locomotive history of the Great Indian Peninsula Ry. 165-6. illustration

Motor car van, Southern Pacific R.R. 166-7. illustration, diagram (side elevation)

Cleaning boilers with sand blast 167. diagram

Lifting magnets for handling railway material. 167-8. 2 illustrations

Flexible bolts  168-9. diagram

The Model Railway Club Exhibition. 169
No one who visited this exhibition, which was held at Kingsway Hall on the 17-20 of April, could fail to be impressed with the remarkable excellence of the various models shown and the efficient performance of the various trains actually running, which latter ranged from relatively large steam engines hauling loads of passengers to almost microscopical electrically propelled loco- motives dealing with various kinds of rolling stock upon a beautifully laid-out miniature railway system complete with all details and scenic effects. Although the models were for the most part constructed by persons not professionally concerned with locomotives or railways, the accuracy of reproduction, combined with the ingenuity in overcoming difficulties peculiar to small-scale machinery, was worthy of commendation by the most critical engineer; and it is evident that the widely spread and ever-growing pursuit of model railway construction must have no little intellectual value in fostering habits of acute observation and dexterous craftsmanship. It would be difficult, and perhaps a little invidious, to signalise any particular exhibit amongst so many admirable specimens; but mention must be made of a little shunting tank loco- motive, made to a scale of 7 mrn.yf t. which included in the minutest detail all the most modern devices and accessories -Knorr air and water pumps, feed heating apparatus, full Walschaerts valve gear, etc., etc., and also to a 4 mrn.yft. scale model of the Royal Scot complete with valve gear which ran, with an appropriate train, an aggregate distance of many miles during the course of the exhibition. There was a very fine display of coaches, the Great Western Ry. appearing to be the most favoured line in this respect. Signalling, track, etc., were also well represented, together with a great variety of goods stock. From our observations of previous exhibitions we should say there is every sign of progressive improvement in the objects shown, and it should be gratifying to all concerned with railway matters that there is thus manifested so much interest by a wide and intelligent public at a time when the companies for obvious reasons find it desirable to emphasise the importance of the railway to our vital needs and services.

Correspondence. 169

False relics of the past. E. A. Forward.
The article by Mr. R N. Appleby Miller on the supposed relics of a Blenkinsop rack locomotive, found at the Newburn Steel Works, Newcastle, which appeared in the April number of THE LOCOMOTIVE, prompts the writer to give the true story of these "false relics." In 1886, John Spencer & Sons, of Newburn Steel Works, exhibited these rack rails, wheels, etc., at the Liverpool Exhibition, but clearly stated that they had been cast from original patterns which were in their possession. They had, however, the incorrect Wylam tradition attached to them. Front the evidence of existing letters written in 1893 by the Tyne Hematite Iron Works Co., who had been the lessees of the works of the original Tyne Iron Co. since about 1870, it appears that on taking over those works they found some old patterns of rack rails, cogged wheels and carrying or wagon wheels. Between 1870 and 1877 new castings were made from these old patterns, and in the latter year sets consisting of two rack-rails and a cog wheel were said to have been distributed to various institutions in this country. Such a set was sent to the South Kensington Museum in 1893. It is thus practically certain that the material now found at the Newburn Steel Works is part of that cast from the old patterns at the Tyne Hematite Iron Works between 1870 and 1877, and no doubt preserved at Newburn after being exhibited at Liverpool in 1886.
The length of the axles fitted to the wheels was no doubt dictated by the Wylarn tradition and has no historical significance. It is well known that the Middleton line at Leeds had the rack on one side only, and doubtless the Kenton and Coxlodge line was similar, as, apart from the cost, it would be difficult, if not practically impossible, to satisfactorily work an engine with a rack and cog wheel on both sides. The writer is unable to detect a double rack and wheel on the print in Walker's Costume of Yorkshire in 1814, and is of opinion that the weight of evidence is decidedly against the existence of rack rails on the Wylam line. It would, therefore, appear to be highly probable that the old patterns had been used for the material required by the Kenton and Coxlodge line.

Northern Ry. of France locomotives, etc. Wm T. Hoecker. 169
On pages 74 and 75 there are a welcome photograph and an excellent drawing of the Super-Pacific locomotives of the Northern Ry. of France. Various articles in other periodicals indicate that some uncertainty exists concerning the weight of these engines. In adding the several axle loads shown on the drawing above referred to, it is impossible to arrive at a total, because of a misprint of the figure under the trailing axle. It may, therefore, be of interest to quote the following extract from a letter which I received from the chief engineer of material and traction of the Cie. du C. der Fer du Nord, under date of 29 January 1929—
The weight of our locomotives 3.1201-3.1240, in their present condition, is 97,600 Kg.
This is 3,140 Kg. more than is shown on the original diagram of these engines, which was reproduced in THE LOCOMOTIVE for September, 1924. The increase is, of course, due to the feed-water heater and pump, and the additional water contained in these accessories.
Re some discrepancies in the table on page 99. The weights of the Pennsylvania RR 2-10-0 engines of class 1-1-S are given in the P.R.R. Bulletin No. 32, and in several publications of the Baldwin Locomotive works, as follow:-
On coupled wheels, 352,500 lb.
Total engine in running order, 386,100 lb.
The weights listed by Poultney are those of the first experimental 1-1-S engine, which was illustrated in your January, 1918, number. The later standard engines of this class have type E superheaters and Worthington feed-water heaters, and are somewhat heavier than the original locomotive.
Poultney also quotes the superheating surface of these engines as 2,469 sq. ft., but this figure should not be used for comparative purposes. Contrary to the practice of all other American railways and locomotive builders, the Pennsylvania RR calculates superheating surfaces from the side in contact with combustion gases. The superheating surface of the 1-1-S engines, calculated from the side of the tubes in contact with steam, is given by the Baldwin Locomotive Works as 1,986 sq. ft.

Southern Ry. 2-6-0 locomotives. C.F. Dendy Marshall. 169
I think you are mistaken in saying that the new Southern Ry. 2-6-0 engines are suitable for a maximum speed of 70 m.p.h. In my opinion, such a speed is highly dangerous for a locomotive with a pony truck. In order to render an engine of this kind safe at speeds in excess of 50 m.p.h. it should be fitted with a Krauss-Helrnholtz, or Zara, bogie, which is used extensively on the Continent. Engines with pony trucks were tried for fast trains in the United States in the early 'nineties, but were quickly dropped, owing to the unsatisfactory steering of the engine. Author of The Resistance of Express Trains.

Reviews. 170

The theory of heat engines. Wm. Inchley. London: Longmans, Green & Co. Ltd.
This book is intended specially for those who desire a thorough knowledge of the theory of heat engines, whether they are engineers or students preparing for examinations. They will find it gives plainly, in a concise form, the thermodynamical and mechanical principles of the subject, and omits all purely descriptive matter. The author begins his work with chapters on the characteristics of gases and hot air engines. The next three chapters are devoted' to the properties of steam and theory of the steam engine. He then describes in succession compound expansion, mechanical refrigeration and flow of steam through orifices and nozzles. The next seven chapters deal with the theory of the steam turbine, air compressors and motors, the gas engine, internal combustion engines and the oil engine. Two chapters are devoted to testing internal combustion engines and steam engine and boiler trials, and after a chapter on valve diagrams and valve gears, particulars are given of twisting moment diagrams, balancing and governors. The book is completed by various useful tables, answers to the examples in the text, and an excellent index. The first edition had not long appeared before the author, who held a commission in the reserve, was called up on the outbreak of war in 1914, and was killed in December, 1915. The second and present editions have therefore been corrected and various amendments made by a former colleague, A. Morley.

A centenary history of the Liverpool & Manchester Ry. 170
Arrangements have been made to publish a special souvenir in commemoration of the opening of the Liverpool and Manchester Ry, in 1830. It is to be compiled by C.F. Dendy-Marshall, who has made a study of this subject and possesses an unique collection of prints, medals, china and other relics connected with the Liverpool and Manchester Ry. Details of the publication will be announced shortly. It will be profusely illustrated in colour and otherwise, from prints, etc.

Bengal-Nagpur Ry, Co. 170
Contract with Beyer, Peacock & Co. Ltd. for sixteen Beyer-Garratt articulated locomotives to weigh about 232 tons each in working order, and will be the largest engines of any type built in Europe for any part of the world. Of the 4-8-0+0-8-4 wheel arrangement with a maximum axle load of 20 tons, the tractive force at 85 per cent. boiler pressure will be 70,000 lb. with coupled wheels of 4 ft. 8 in. dia. The working pressure will be 210 lb. per sq. in. 10,000 gallons of water and 14 tons of coal will be carried. The engines will be built under the supervision of Sir John Wolfe Barry & Partners, the consulting engineers to the B.N. Ry.

Railway Club. 170
Monthly meeting held at 57 Fetter Lane, E.C.4 on Monday, April 8. Kenneth Brown, the president, was in the chair. The London and North Eastern Ry. Co.'s lecture on the Railway Museum at York was read. The lecture, which was wel1 il1ustrated by lantern slides, proved to be of considerable interest and was much appreciated by members. The museum is comprehensive and embraces all branches of railway history. There are already a number of valuable relics of the past to be found among its exhibits. The hearing of this lecture made one regret once more that a National Railway Museum was not created many years ago, so saving many things of the past which are now irretrievably lost.

Trade Notices. 170

Clyde Rubber Works Co. Ltd., of Renfrew, Scotland, 170
Well-produced leaflet giving illustrations of locomotive and carriage rubbers as well as carriage and wagon underframe rubber goods, which have been their speciality since 1883. The details include buffing and draw springs, auxiliary bearing springs, carriage body pads, window sash or frame pads, anti-rattlers, carriage door stops, etc.

Transport Observation and Models Society. 170
Third Annual Dinner, S.M.W. Hann, of Frensham, Shirley Road, Croydon, Secretary, held on 20April. The tables were decorated with an O-gauge "Terrier" at the head of a model freight train, and also by the well-known model of a Metropolitan electric locomotive to ½in. scale built by Baker. The Society is in a flourishing state, and a good programme of visits has been arranged for the summer months to locomotive depots and other places of railway and general transport interest.

Oerlikon Ltd.,
Recent issues of their Bulletins describing traction-motor commutators, yoke drive for electric locomotives, a two-stage blower, an electric runway for carrying sacks and other machines constructed by them at their works in Switzerland.

Brown-Boveri & Co. Ltd., 170
Baden, Switzerland, give a detailed description of the automatic rectifier sub-stations of the Dutch Rys, equipped by them, and also particulars of electric locomotives in the Review, published by Messrs. British Brown-Boveri Ltd., The April issue describes the combined rack and adhesion electric locomotives on the Chilian Transandine Ry.

Number 442 (15 June 1929)

A replica of "The Rocket".  171-2. illustration.
Constructed by Robert Stephenson & Co. on behalf of Henry Ford for the Mechanical Museum in Detroit.

The Bramhope Tunnel, L.N.E. Ry. 172. illustration. (and Supplement)
The Supplement (not with copy inspected) shows Z1 Class Atlantic approaching tunnel from south on a steep (1 in 94) gradient on a heavy Liverpool to Newcastle express. Text notes that the Leeds & Thirsk Railway opened on 9 July 1849; that Bramhope Tunnel is 2 miles 243 yards in length, that Thomas Grainger was the Engineer and James Gray, the contractor. There was a serious accident with severe loss of life (thirty died). An illustration shows a memorial in the form of the tunnel entrance in Otley Churchyard. See also erratum on page 209.

Railway exhibition at Delhi. 172.
Organized in New Dehli by the Publicity Department of the Indian State Railways. Included the Fairy Queen supplied to the East India Railway in 1857, an XC Class Pacific, a new 0-6-6-0 electric locomotive, and modern rolling stock.

4-8-0 locomotives Buenos Aires Central Ry. 173. illustration.
Supplied by Kerr Stuart to requirements of Oscar Jaette, Locomotive Superintendent and J.H. Bance, consulting engineer..

Institute of Transport Congress. 173.
Held at Grand Hotel, Harrogate, 9-11 May. Four papers presented: Characteristic fearures of the transport facilities of the North Eastern Area of the L. & N.E. Ry. by Thomas Hornsby, Divisional General Manager; Influences affecting transport development and efficiency by E.G.E. Beaumont; Internal air services and overseas connections by I.A. Edwards; and Trade and transport prospects on thje North-East Coast by R. Bell, Assistant General Manager, L. & N.E. Ry.

Metre-gauge tank locomotive for H.E.H. the Nizam's Guaranteed Rys. 174-5. illustration.
4-6-4T supplied by Beyer, Peacock under supervision of Rendel, Palmer & Tritton.

Locomotives for the Singapore Naval Base Contract. 175. 2 illustrations.
Avonside Engine Co. order for eleven metre-gauge outside-cylinder 0-6-0ST for Sir John Jackson Ltd, contractors. One photograph shows three locomotives loaded onto GWR boiler wagons in transit to docks.

Narrow gauge locomotives for the Nepal Government. 176. illustration. .
Avonside Engine Co 0-6-2T for 2ft 6in gauge: outside cylinders and frames.

Locomotive firebars. 176-7.
Life varied from three months to two years: longest on shunting locomotives, least on express passenger engines. Life was influenced by length of the bar, its shape (fish-bellied showed some advantage), fusion of impurities in fuel onto bars, deterioration in physical properties (cast iron inherently brittle), and too close placement.

Southern Ry., Isle of Wight Section. 177.
Beyer Peacock No. W13 Ryde and W16 Wroxhall fitted with steam heat fittings for working Bembridge branch.

Early South Australian Railway locomotives. 177. 2 illustrations.
2-4-0 No. 1 Adelaide (originally a 2-4-0T) supplied by William Fairbairn in 1855 which worked first train in South Australia and Avonside 2-4-0T No. 14 of 1865 (possibly originally supplied to New Zealand see Locomotive 15 September 1920).

Great Western Ry. 177.
New locomotives: 4920 Dumbleton Hall, 4921 Eaton Hall, 4922 Enville Hall, 4923 Evenly Hall, 4924 Eyden Hall and 4925 Eynsham Hall.

Conversion of 2-8-0 type goods tender engines into 0-8-0 shunting tank engines, Nigerian Ry. 178-9. 2 illustrations, 2 diagrams. (side & front elevations.).
Rebuilding under M.P. Sells, Chief Mechanical Engineer, at Ebute-Metta shops. 2-8-0s supplied by Hawthorn Leslie in 1908. Rebuilds used for work wharves during ground nut season.

Indian Rys. 179.
Several new extensions and connecting links had recently been opened. The Mysore Ry. had been extended to Shimoga, the last section of the Villupuram-Trichinopoly line of the S.I. Ry. has been completed and a portion of the Central India Coalfields Ry., about 116 miles long, had opened. This broad gauge line was built to the new standards of the Railway Board for heavy traffic. The new portion of the Victoria terminus, Bombay, had been opened by the Governor of Bombay. The "Grand Trunk Express" service between Peshawar and Mangalore via Delhi, Itarsi, Nagpur, Kazipet, Bezwada and Madras commenced running on April 1.

L. & N.E. Ry. 179.
Pacific type engines then worked north of Edinburgh as far as Dundee, over the Forth and Tay bridges. New 0-6-0 goods engines, J39 class, completed at Darlington Nos. 2728 to 2731. New Sentinel rail cars, Umpire and Eagle, are at Sunderland, Woodpecker and Courier at Tyne Dock, and Cleveland at Heaton. '.

Electric mining locomotives. 180. illus.
Supplied to mines in China by Greenwood & Batley Ltd, Albion Works, Leeds.  18 inch gauge.

Household, H.G.W. Weston, Clevedon and Portishead Ry. 180-2. 5 illus.
This part continued from page 161. The original stock was described in Locomotive, 1899, 4, 184.
Original locomotives: 0-6-0T Portishead built Robert Stephenson in 1887 ran as 2-4-0T and two 2-2-2T built Sharp Stewart in 1857 and 1866 for Furness Railway. Colour was crimson lake lined vermilion and black. At that time locomotives painted several shades of green. No. 2 Portishead (illustrated)(Manning Wardle 0-6-0ST WN 1134/1890) delivered to Logan & Hemingway (their No. 11, used in construction of Beighton and Chesterfield section of MSLR; sold in 1898 to Naylor Bros who possibly used it on constructing Buxton to Parsley Hay and Ashbourne to Parsley Hay lines. Sold in 1907 to Weston, Clevedon & Portishead Railway. Subsequently resold for contract work and replaced by a Terrier. Manning Wardle used by William Cowlin & Son in construction of Portishead power station. A Hudswell Clarke (WN 823/1908) outside-cylinder 0-6-ST named Walton Park, used on Shropshire & Montgomreryshire Railway and from 1913 sold to East Kent Railway (see Locomotive, 1917, 23, 133; 176).
Locomotives in service in 1929: No. 1 Clevedon (illustrated)(Dubs WN 1222/1879 supplied to Jersey Railway); rebuilt by Avonside in 1906 and sent to Clevedon. No. 2 Portishead (illustrated)(A1X Stroudley Terrier No. 643 Gipsy Hill) sold by Southern Railway in 1926. No. 3 Weston (illustrated): Manning Wardle inside-cylinder 0-6-0ST (WN 731/1881). Originally supplied to J.M. Smith of Bury and named Resolute. Subsequently used by Burry Port & Gwendreath Valley Railway, Yniscedwyn Colliery (South Wales Anthracite Colliery Co.) and Gabbutt & Co. of Huddersfield. No. 4 Hesperus (illustrated) Sharp Stewart 2-4-0T WN 2578/1875 sold to Watlington and Princes Risborough Railway. Became GWR No. 1384 and sold in about 1911. Locomotive 1911, 17, 230 stated that reboilered in 1899. No. 5 was a Manning Wardle inside-cylinder 0-6-0ST WN 1970/1919 (see also Locomotive, 1919, 25, 63). For a time Kent and East Sussex Railway outside-cylinder 2-4-0T No. 2 Northiam used on WC&PR: see also Locomotive, 1919, 25, 63.

Seattle and Vancouver train, Great Northern Ry., U.S.A. 183. illus.
Between the cities of Seattle, Washington and Vancouver, British Columbia, a distance of 155 miles, the Great Northern Ry. Coast line affords the most direct route. The photograph reproduced was taken at Bellingham, Washington, by M.F. Jukes, and shows one of the day trains en route. The locomotive was a 4-6-2 Pacific simple locomotive with superheater and Belpaire firebox, and burnt oil fuel. Main dimensions listed.

London, Midland & Scottish Ry. (L. & N.W. Section). 183.
No. 9516 is the latest 0-8-0 standard superheater freight engine to be completed at Crewe. The second of the series, No. 9501, sent to Toton for trial. New 2-6-0 mixed traffic engines ex Horwich working from Crewe South shed bore numbers 13110-1. These engines were first of series of twenty and formed part of 1929 programme. The following 0-6-2 side tank coal engines have been fitted with vacuum control gear for working motor trains: Nos. 7709, 7725 and 7797. Xn addition to the two "George the Fifth's," which. appeared a little while back, there are now quite a number of "Princes" in service painted black with red lines, including Nos. 5619, 5641, 5644, 5670, 5754 and 5806.
"Claughton" class 4-6-O's Nos. 5861, 5982 and 6026 had been fitted with increased brake power, while "Prince of Wales" class No. 5670 and "Experiment" class No. 5547 were altered for working over the Midland division. Wolverton carriage department 0-4-2 crane engines, Nos. 2 and 5, had been broken up at Crewe. Although the first of the class to be scrapped, there are still six others in service at Crewe works, Nos. 3246-9 and 3251-2. Other recent scraps include DX. class 0-6-0 No. 8014 and two ex N.S. Ry. "100" class 0-6-0s, Nos. 8667 and 8671.

Metropolitan-Vickers Electrical Co. Ltd., Trafford Park, Manchester, illustrated booklet. 183.
Dealt with various British electrification schemes. The Southern and Metropolitan are described, as well as the Underground Electric with interior views of several sub-stations. The L.M. & S. Ry. with its London, Liverpool and Heysham services; the L. & N.E. Ry. and its Newcastle area services; the Mersey Ry. and, the recently completed Swansea and Mumbles electrifications are dealt with. Particulars of the electric locomotives and the power stations are given. At the end is a list of apparatus which the firm manufacture, whilst a large map showing the electrified railways of London and the surrounding districts and lines in conrse of electrification, is included.

North Sunderland Ry. 183.
Standard gauge line, 4½ miles in length, "is likely to be taken over by the L. & N.E. Ry." It connected the fishing village of Seahouses with the LNER main line at Chathill, and was worked by a single locomotive, and there were nine employees.

Technical essays. No. XXXIV— On mileages and their computation. 184.
Overview of methodology adopted.

C.R.C. Hart  [obituary]. 184.
Chairman and Managing Director of Dermantine: manufacturer of seals.

Inness, R.H. (unattributed): Locomotive history of the Stockton & Darlington Railway, 1825-1876. 185-6. 4 illus.
Previous part page 112. Engines Nos. 207, 208, 210, 211 and 223 (Hawthorn) see page 112: extensively rebuilt in early 1880s. These locomotives received Worsdell boilers Remaining Hawthorn locomotives received few major modifications. Nos. 207-218 and 221-225 were best of Bouch mineral engines..

[Restoration of former Midland Railway locomotives]. 186.
The last S.W. Johnson "single" of the former Midland Ry., LMS No. 673 repainted at Derby in its original style, i.e., M.R. on tender and buffer beam and the old number "118" on the cab side sheet. Kirtley goods engine No. 2385, built by Kitson in 1856, had been similarly treated and was No. 421.

London & North Eastern Ry. 186
The second series of eight "Shire" class 4-4-0 passenger engines completed at Darlington Works: Nos. 2753 Cheshire, 2754 Rutlandshire, 2755 Berkshire, 2756 Selkirkshire, 2757 Dumfries-shire, 2758 Northumberland, 2759 Cumberland and 2760 Westmorland.

South African Rys. 186.
Mr. A.G. Watson has been appointed chief mechanical engineer. A native of the Cape Province, Mr. Watson served an apprenticeship from 1895 with Neilson & Co., of Glasgow. In 1928 he was appointed assistant chief mechanical engineer of the S.A. Rys.

New electro-pneumatic brakes on the Underground Electric Railways. 187.
Westinghouse Brake & Saxby Signal Co.

Rail motors von the South Eastern & Chatham Ry. 187.
See also April Issue. First car was specially built for Sheppey Light Railway. Total of eight vehicles: in addition to lines mentioned also worked Woodside to South Croydon, local Hastings to Rye service and Chatham Centraal branch. G.L. Gundry (who supplied info) travelled from Hastings to Rye in 1916 and noted very low speeds on steep gradients. L.P. Quested noted that Birchington to Ramsgate Harbour service operated by one of the cars in 1912 an 1913.

Baxter, B. Peak Forest Tramway. 188-90. 6 illus.
Abstract of paper presented to Stephenson Locomotive Society.

Canadian Notes. 190.
Parallel running on sections of CPR and CNR between Toronto and Montreal, especially between Cobourg and Trenton.

Recent "Beyer-Garratt" locomotives for South America. 191-3. 2 illustrations
2-6-2+2-6-2 for Guayaquil & Quito Railway, Ecuador: 3ft 6in gauge. 4-8-2+2-8-4 for Buenos Aires Great Southern Railway.

Locomotives from India. 193. illustration.
Thomas W. Ward (of Sheffield) purchase of standard gauge locomotives built by Hawthorn Leslie (0-4-0STs), Avonside (0-4-0STs) and Manning Wardle (0-6-0STs) for a large contract for improving sanitation in Bombay. Shipped to Tilbury on motor-ship Beldis.

Brake and baggage van, International Sleeping Car Co. 194-5. diagram (side elevation), plan.
Bogie vehicle designed to carry passenbgers' luggage in containers and act as brake van for Golden Arrow service between Paris and Calais.

Memomorial Tablet to Matthew Murray. 195. illustration.
Matthew Murray has been called the Father of Leeds Engineering. The memorial is in the form of a bronze tablet affixed to the wall of a factory in Water Lane, Leeds, on the site of the Round Foundry built by Fenton, Murray & Wood. The Lord Mayor of Leeds (Alderman D.B. Foster) unveiled the tablet on 8 May 1919 and in his speech described Murray as one of the greatest preparers for the present mechanical age. Mr. E. Kilburn Scott, chairman and secretary of the memorial fund, narrated the life work of Murray and explained the outstanding events of his career. To Murray belonged the credit of building the first successful steam locomotives in the world in 1811. These ran on the Blenkinsop rack-railway between Leeds and the Middleton Colliery from 1812 to 1835. Lieut.-Col. E. Kitson Clark, who was present at the unveiling as vice-president of the Institution of Mechanical Engineers, and as representing the Newcomen Society, said that his grandfather was bitten by the idea of making locomotives, and he represented the third generation making them. Murray was undoubtedly very much ahead of his time, and was the embodiment of the courageous, common-sensed, able, determined, dogged, practical, and at the same time, imaginative genius which constituted the British character. When they realised that in the City Square there was a statue of James Watt, and their own man of .Leeds was left out, it was time to rectify the omission. To complete the memorial, another tablet is to be erected at the Institution of Mechanical Engineers, London, a prize fund is to be formed at the Leeds Technical College, and copies are to be made of Murray's models in the Science Museum, South Kensington, for the Leeds City Museum.

Pullman cars from Paddington to Plymouth Docks. 195
On Friday, 10 May 1929 the Great Western Ry. ran a train of six Pullman cars from Paddington to Plymouth Docks and back as a trial: the train consisted of the three first-class cars, Ansonia, Plato, Thelma, and three third-class cars. The train, headed by No. 4073 Caerphilly Castle, left Paddington at 09.15 and ran non-stop to Millbay Docks, the journey occupying four hours. The return journey also took four hours, Paddington being reached just after 19.00. Officials from Paddington and the Pullman Car Co. travelled with the train.

Poultney, E.C. Modern express locomotives. 196-200. 4 illus., 5 tables
Both the 4-6-4 and 4-8-4 wheel arrangements offered very material advantages over the 4-6-2 and 4-8-2 types. The value of the four-wheeled truck as a means of decreasing individual rear axle loading and providing smooth running was investiated by C.T. Ripley, chief mechanical engineer of the Santa Fé, See alos letter from W.T. Hoecker on p. 270

The Crewe dinner. 201.
Thirty-ninth annual reunion dinner of past and present Crewe pupils and premiums was held at the Park Lane Hotel; Piccadilly, on Friday, May 24, under the presidency of Col. F. R. Collins, D.S.O., late chief mechanical engineer of the South African Rys. About sixty attended, and, as usual, the proceedings were of a very congenial character. The toast of the "Past and Present Crewe Pupils and Premiums" was proposed by Dr. C. E. M. Lowe and responded to by Mr. F. S. Bennett and Mr. D. G. Ritson, that of "The Guests" given by Mr. C. H. Dent and replied to by Sir Francis H. Dent, C.V.O., whilst J. W. Beaumont proposed "The Chairman." To the Honorary Secretary, Captain Reginald Terrell, the best thanks of the company were accorded for his unstinting efforts to make the evening the unqualified success it certainly was. In addition to the names already mentioned the following were present :- Lord Congleton, Sir Martin Hall, Bart., Sir Herbert Walker, Col. Cortez-Leigh, Col. C. J. Francis, Capt. H. P. M. Beames, Messrs. C. C. Berger, E. C. Bickersteth, D. H. Binyon, F. J. Birks, V. R. Bowen-Cooke, N. H. Brierley, J. Brown, R. Fell Clark, F. C. Coleman,  Collins Jr, J. E. S. Cooper, R. E. S. Cooper, R. B. Creak, Reginald Earle, W. A. Fannin, E. G. C. Fawcett, W. S. Fraser, Commander H. V. Gaud, E. H. Greg, H. G. Hale, W. Handy, A. H. Hernu, R. A. Horton, G. Hughes, H. G. Ivatt, S. J. Kendrick, J. A. W. Knapman, F. M. Lea, W. B. Leach, J. H. Leech, C. L. Mason, R. E. L. Maunsell, W. E. K. Mayne, K. McDonald, C. A. T. Nevett, L. A. Ormrod, F. D. Playford, C. H. Readman, L. A. Riddles, A. D. Robinson, E. A. Robinson, F. R. St. Patrick, H. D. Sawtell, ]. Shearman, Col. C. K. D. Sidgwick, L. W. Swainson, T. Tandy and T. Lovatt Williams.

Combined pressure gauges. 201. diagram
Proposed combined arrangement of pressure gauges for a locomotive. It will be seen that indicators for (1) boiler pressure, (2) steam chest pressure, (3) vacuum brake train pipe, and (4) vacuum chambers, are all provided for in one casing, which can be conveniently placed in the cab and illuminated, if desired.

Early English built locomotives for the United States. 202-3.
Chas. E. Fisher, president of the Railway and Locomotive Historical Society, of Brookline, Mass. made a study of the English-built locomotives that were sent to the early railways of the United States. Based on the survey of the United States Government, which was made in 1838, of every steam boiler in the country, he prepared the accompanying list, in which he has also included the names of such locomotives that have been found in the registers of the early roads. However, it is probably not complete, and if any readers can advise as to its accuracy and make such additions as their records show, he will much appreciate such additional information.


Delaware & Hudson Canal Co. America Robert Stephenson
Delaware & Hudson Canal Co. Stourbridge Lion Foster, Rastrick & Co


Delaware & Hudson Canal Co. Delaware Foster, Rastrick & Co
Delaware & Hudson Canal Co. Hudson Foster, Rastrick & Co



New Castle & Frenchtown Delaware Robert Stephenson
Camden & Amboy John Bull Robert Stephenson
Mohawk & Hudson John Bull Robert Stephenson


Boston & Lowell Stephenson Robert Stephenson
Saratoga & Schenectady Fire Fly Robert Stephenson
Camden & Amboy No. 1 Robert Stephenson
New Castle & Frenchtown Pennsylvania Robert Stephenson
New Castle & Frenchtown Phoenix Robert Stephenson
Baltimore & Susquehanna Herald Robert Stephenson
Richmond Fredericksburg & Potomac Roamoke Edward Bury
Pontchartrain Pontchartrain Rothwell, Hick and Rothwell


Boston & Providence Whistler Robert Stephenson
Mohawk & Hudson Brother Jonathon Robert Stephenson
Saratoga & Schenectady Davy Crockett Robert Stephenson
Camden & Woodbury Fire Fly C. Tayleur & Co.
Camden & Woodbury Red Clover C. Tayleur & Co.
Paterson & Hudson McNeil Robert Stephenson
New Castle & Frenchtown Virginia Robert Stephenson
Greenville & Roanoke Nottoway Rothwell & Hick
Raleigh & Gaston Maherrin Edward Bury
Raleigh & Gaston Appomattox Edward Bury
Richmond & Petersburg . Liverpool Edward Bury
South Carolina Canal and R.R Georgia Edward Bury
South Carolina Canal and R.R Augusta Edward Bury
South Carolina Canal and R.R Edgefield Robert Stephenson
Pontchartrain Creole Edward Bury


Boston & Worcester Meteor Robert Stephenson
Raleigh & Gaston Staunton Edward Bury
Raleigh & Gaston Petersburg Edward Bury
Richmond Fredericksburg & Potomac Richmond Robert Stephenson
South Carolina Canal and R.R Wm. Aiken Robert Stephenson
South Carolina Canal and R.R E. Horry Robert Stephenson
South Carolina Canal and R.R Columbia Fenton & Co.
Pontchartrain Fulton B. Hick & Son


Boston & Providence Boston Edward Bury
Boston & Providence New York Geo. Forrester
Boston & Worcester Comet Robert Stephenson
Boston & Worcester Rocket Robert Stephenson
Boston & Worcester Mercury Robert Stephenson
Boston & Worcester Jupiter Robert Stephenson
Philadelphia and Columbia Kentucky Robert Stephenson
Philadelphia and Columbia John Bull Robert Stephenson
Philadelphia and Columbia Atlantic Robert Stephenson
Portsmouth & Roancke 3 Edward Bury
Richmond Fredericksburg & Potomac Augusta Edward Bury
South Carolina Canal and R.R. Fredericksburg Edward Bury
South Carolina Canal and R.R. H. Schultz Rothwell & Co.
South Carolina Canal and R.R. Sumter Robert Stephenson
South Carolina Canal and R.R. Marion Robert Stephenson
South Carolina Canal and R.R Ohio Robert Stephenson
South Carolina Canal and R.R Cincinnati C. Tayleur & Co.
South Carolina Canal and R.R Allen C. Tayleur & Co.
South Carolina Canal and R.R Kentucky C. Tayleur & Co.
New Castle & Frenchtown Comet Robert Stephenson


Bangor & Piscataquie Pioneer Robert Stephenson
Bangor & Piscataquie 6 Robert Stephenson
Boston & Worcester Lion Edward Bury
Raleigh & Gaston Raleigh C. Tayleur & Co.
Raleigh & Gaston Gaston C. Tayleur & Co.
Richmond Fredericksburg & Potomac Potomac B. Hick & Son
South Carolina Canal and R.R Tennessee Rothwell & Co.
Pontchartrain Orleans Edward Bury
Lexington & Ohio Nottoway ?
Lexington & Ohio Elkorn ?


Philadelphia and Reading Rocket Braithwaite, Milner and Co
Philadelphia and Reading Fire Fly Braithwaite, Milner and Co
Philadelphia and Reading Spitfire Braithwaite, Milner and Co
Philadelphia and Reading Dragon Braithwaite, Milner and Co
Philadelphia, Wilmington & Baltimore Wilmington Edward Bury
Baltimore & Susquehanna No. 151 Robert Stephenson
Baltimore & Susquehanna No. 152 Robert Stephenson
Raleigh & Gaston Roanoke Edward Bury
Raleigh & Gaston Virginia B. Hick & Son
Richmond & Petersbnrg John Randolph Edward Bury
Richmond & Petersbnrg Sheppard Edward Bury
Richmond & Petersbnrg Stafford Edward Bury
Richmond & Petersbnrg Patrick Henry Edward Bury
Richmond & Petersbnrg Robert M orris Rothwell & Co.
Richmond & Petersbnrg Oliver Evans Rothwell & Co.
Richmond Fredericksburg & Potomac Louisa B. Hick & Son
Richmond Fredericksburg & Potomac Jefferson Summers, Graves & Day
Wilmington & Raleigh Wayne Robert Stephenson
Wilmington & Raleigh Nash Robert Stephenson
Carrolton New Orleans B. Hick & Co.


Baltimore & Susquehanna Samson . Robert Stephenson
Baltimore & Susquehanna Chieftain Robert Stephenson
Richmond & Petersbnrg John Hopkins Rothwell & Hick
Richmond & Petersbnrg Phoenix B. Hick & Son



Baltimore & Susquehanna Wrightsville Robert Stephenson
Philadelphia & Reading Hecla Braithwaite, Milner and Co


Philadelphia & Reading Gem Braithwaite, Milner and Co

It should be mentioned that Dendy Marshall's Essay in Early Locomotive History gives a very full account and several illustrations of interest of British locomotives in North America.

Metropolitan Ry. 202
The complete list of the named electric locomotives is as follows:-1 John Lyon, 2 Oliuer Cromwell, 3 Sir Ralph. Verney, 4 Lord Byron, 5 John Hampden, 6 William Penn, 7 Edmund Burke, 8 Sherlock Holmes, 9 John Milton, 10 William Ewart Gladstone, 11 George Romney, 12 Sarah Siddons, 13 Dick Whittingtcm, 14 Benjamin Disraeli, 15 Wembley, 1924 (this engine has the Wembley Lion on each side of the lettering), 16 Oliver Goldsmith, 17 Florence Nightingale, 18 Michael Faraday, 19 John Wycliffe, and 20 Sir Christopher Wren.

Vu1can Foundry Ltd. 202
An order for four 2-8-2 YD type engines, metre gauge, had been placed by the Assam-Bengal Ry.

George Stephenson Memorial at Wylam. 202
The North- East Coast Institution of Engineers and Shipbuilders and the Institution of Mechanical Engineers collaborated in the erection of a memorial tablet on the cottage at Wylam in which George Stephenson was born. The tablet was unveiled on Saturday the 8 June at 2-30 p.m., by the Lord Mayor of Newcastle-on-Tyne, Councillor Arthur Lambert, M.C., in the presence of a representative attendance of the councils of both institutions. A special train was kindly provided by the L. & N.E. Ry. to convey the members of the institutions to and from the cottage, leaving the Central Station, Newcastle, at 2-15 p.m,

Correspondence.  202-3

The Southwold Ry. and its lessons. E.A. Phillipson 202-3
As one who, by reason of inability totally to abstain from "shop" when on leave, has taken a professional interest in, and has an intimate knowledge of the working of the Southwold Ry. extending over many years, I was most interested to read Mr. Klapper's article in the May LOCOMOTIVE. I personally am perfectly confident that, with good management and a moderate amount of capital, this line could be reorganised as a prosperous concern, capable of paying a satisfactory dividend. At the same time, I am unable entirely to agree with Mr. Klapper's suggestions for realising this happy state of affairs. I therefore beg to offer the following criticisms and alternative suggestions.
Rolling Stock.Klapper proposes a rail car for the passenger service with, in addition, a geared steam locomotive or Diesel engine for goods traffic. Such an arrangement would lead to heavy wages and other charges, and multiplicity of types of prime mover is not desirable, either from the point of view of financial or operating efficiency; this applies with disproportionately greater force to small than to a large railway. I therefore suggest the use of the geared type of steam engine only, in conjunction with low tare bogie passenger coaches, comfortably appointed and suspended, steam heated in winter and well lighted. The chief disadvantages of the application of a steam rail car to this particular case are that an additional engineman per car per shift must be employed, as the fireman must remain in the engine compartment to attend to the boiler when the driver is controlling the car from the other end, and the undesirability of leaving the passenger-carrying car in the dirt-laden vicinity of a running shed, where a good deal of stand-by time must necessarily be spent, since running repairs to the engine are far more extensive than to the car portion. Goods stock to be of modern design with a low tare and fitted with continuous brake throughout (preferably air brake to minimise delay in attaching and detaching, and decelerating generally) and attached to passenger trains as required to give rapid delivery at frequent intervals.
Incidentally, I think Mr. Klapper is unduly optimistic in his estimate of the economies effected in coal consumption by the use of a steam rail car.
Transhipment of Goods at Halesworth.-The use of transporter cars presents certain disadvantages. The tare: paying lead ratio is, for instance, unduly high. and unless the narrow gauge line has an exceptionally generous loading gauge, covered vans cannot be transported. I would suggest a compromise: transporter cars to be used only for freight which cannot be conveniently dealt with by a truck tippler, which is badly needed at Halesworth.
I am told that manual transhipment increased freight charges by about 1/- per ton—truly exorbitant. As coal is probably the most important item of the freight carried, a truck tippler would be of great value at Halesworth, in ccnjunction with unloading staithes at wayside stations and bottom-door wagons of, say, 10 tons capacity. Facilities for the expeditious handling of passengers' luggage at Halesworth are also required.
Operation.-An intensive service, with tickets issued on the trains by the guards, would probably necessitate working Blythburgh as a passing station; the loop is there, ready for use. Station staff would therefore be retained there, in addition to the terminal stations, but none would be required at Walberswick or Wenhaston, assuming the level crossing there to be replaced by a cattle guard, as suggested by Klapper, or worked automatically, and travelling staff available for handling wayside station goods traffic. At the same time, a canvasser would probably be required to deal with wayside goods traffic and passenger excursions; the general manager could probably find time for these duties!
Lay-out of Line. To secure an authorisation under a Light Railway Order Ior working at 25 m.p.h., with possibly heavier axle loads, it would probably be necessary to re-align some of the curves and to re-lay with heavier rails throughout. There are one or two places where improvements are badly needed, notably the curve to the west of Blythburgh station and the combination of severe gradient with curvature by Blythburgh Herony. The line should be surveyed anew from the latter point to the Blyth swing bridge, with a view to locating Walberswick station much nearer and more centrally to the village of that name.
Extension of the Liue.-Having reorganised the railway on the above lines it would undoubtedly be advantageous to consider an extension to Lowestoft v.ia Reydon, Wangford, Wrentham and Kessingland.
Occasional late trains to Lowestoft would incidentally enable residents in outlying districts to patronise the theatres and other attractions offered by that town, especially during the winter months. It is the local traffic', both passenger and freight, that requires fostering; holiday traffic, although heavy, is of a very spasmodic nature and only extends over about eight weeks in the whole year. Lack of enterprise at Southwold probably is responsible Ior the very short season. This does not by any means exhaust the possibilities of expansion, but will, I think, suffice for the moment, as I wish to confine myself to practical politics as opposed to speculation. Response from Klapper

Reviews. 203

Locomotives of the L.N.E.R. London: The Locomotive Publishing Co. Ltd.
This little book, which has just been published for the L. & N.E. Ry., contains thirty-three photogravure illustrations of many past and present locomotives of the constituent companies forming the group, as well as the latest types on the road. Not only does it contain a complete list of all the named engines on the system with their numbers at the da;e of publication, but also a mass of information on weights, dimensions, etc. The engines in the Scottish area are also included. As a frontispiece, an excellent coloured picture of the Royal Lancer, one of Mr. Gresley's Pacifics, is well reproduced. Locomotive enthusiasts will appreciate this artistically produced booklet.

Railways of to-day: their evolution, equipment and operation. Cecil J. Allen, London: Fredk, Warne & Co. Ltd.
This book deals with the most interesting features of present-day railway equipment and operation at home and abroad in its 400 pages. Written in simple and straight- f o rwarr] language, it will meet the needs of the general reader as well as those whose interest is keen enough to require reliable explanations of the methods and practice of railway work. Allen has known where to look for interesting photographs and material, and both the text and the 262 illustrations, thirty-six of which are fine colour plates, are excellently printed and the whole attractively produced. To g;ve some idea of the contents, Part I furnishes the main outline of railway development during a century; planning the route; the choice of gauge; bridging and tunnelling; and the permanent way and general engineering work. Part II is concerned with the motive power and rolling stock, and comprises four sections on the steam locomotive and one on electric traction. Part III deals with the trains—passenger and freight, express and suburban. Part IV provides another fi!e chapters covering railway operation, and including timetables and traffic control; stations and their staffs; signals and signalling, and other railway activities and administration. As an appendix, tables are given of the highest altitudes on British railways and abroad, the longest railway tunnels, leading dimensions of British express locomotives, fastest runs in Great Britain and France, longest daily non-stop runs in France and the largest signal-boxes in Great Britain. The book will be read with profit and pleasure by all who are interested in railways.

The railway year bcok 1929. Thirty-second annual edition. London: The Railway Publishing Co. Ltd.
While maintaining all standard features, the 1929 volume, the thirty-second annual edition, is characterised by several additions and changes. Hitherto attention has been confined to British railways, or, in the case of lands overseas, to railways in Colonies, Dominions, Protectorates, etc., with countries, particularly the South American and Central American States, where British enterprise is largely con- cerned in the construction and operation of railways. United States and other railways have now been added. The new European section is classified according to States, and under each heading particulars are given of the principal railways, with notes as to gauge, numbers of locomotives, coaching vehicles and freight stock, and the headquarters. In the case of United States Railways, a full list, with general particulars, is given of all the principal (Class 1) railways. This section is prefaced by statistics indicating the scale of operation and main particulars of United States railways as a whole.
Opportunity has also been taken to replace the tabular statements in previous editions in regard to non-British railways in various countries by new sections covering the same ground in a different and more convenient manner. These remarks apply particularly to the Asiatic (except India), African and Central and South American sections. In the home railway and general sections, all recent developments are adequately covered, up-to-date statistics are given, and the particulars based upon the railway companies' annual reports have been amplified, especially in regard to joint railways. There is one new map, that of the Southern Ry., but the volume as a whole received systematic attention throughout, so as to cover the latest changes, developments and statistics.

Department of Overseas Trade. 203
Report on the economic conditions in Finland for 1928. According to the Administration of the Finland State Rys., the total mileage open to traffic is 3,259 miles or 5215 kilometres. About 77 miles or 123 kilometres were added during the year. The five years' programme for the building of railways comes to an end in 1930, and a programme commencing in 1931, will be put before Parliament for the construction of more lines.

Vulcan Foundry Ltd. 204
Order for fourteen class XA standard 4-6-2 broad gauge tender engines for the North Western State Ry. of India and for twenty-five of the same class for the Great Indian Peninsula Ry. This firm is also to build six class XD 2-8-2 freight engines for the Bombay, Baroda and Central India Ry.

Wm. Beardmore & Co. Ltd.  204.
To build at their Dalmuir works thirty-two class XC 4-6-2 passenger engines for the Indian State Rys,

Sir W.G. Armstrong, Whitworth & Co. Ltd. 204
Contract from the High Commissioner for India for eleven 4-6-2 locomotives and tenders for the Eastern Bengal Ry. These engines are of the new standard type adopted by the Indian Railway Board for the broad gauge lines. The same firm have also received an order from the Madras &Southern Mahratta Ry, Co. Ltd. for twelve 4-6-2 locomotives and tenders of the standard XB type for the broad gauge section of the M. & S.M. Ry. These locomotives will be built at the firm's Scotswood works, Newcastle- upon-Tyne, and will be shipped in fully erected condition on one of the motor vessels specially designed and constructed by them for this .service.

Hunslet Engine Co. Ltd., of Leeds. 204
Order from the Rohilkund & Kumaon Ry, Co. Ltd. for two locomotive engines and tenders, standard mixed superheated 4-6-0 type metre gauge, with cylinders 16 in. by 22 in., and fitted with Walschaerts valve gear, Wakefield's cylinder lubrication and electric lighting equipment.

Oerlikon Co. 204
Bulletin No. 92 contains a description of the Rupperswil sub-station of the Swiss Federal Rys. This installation, which serves to step-down the pressure of supply from 132,000 volts to 66,000 volts, is for a maximum capacity of .54,000 k VA in continuous service. Bulletin No. 93 deals with the economic advantages derived from the parallel operation of the two steam power stations at Lourches and Valenciennes in France, while details are given of the arrangements adopted for interconnecting these two installations. Reference is also made to large 6,000 kW. D.C. generators, supplied to Ammonia Works in Norway for electrolytic purposes.

Sentinel-Cammell rail cars for special purposes. 204
Booklet describing an inspection car for the Leopoldina Ry., a private official car for tropical countries, a sleeping car, and various other rail cars and locomotives in service at home and abroad, as examples of the uses to which these cars can be adapted. Full details are given and the illustrations are excellent. Several types of the Sentinel shunting locomotives are also shown.

Herbert Morris Ltd., of Loughborough. 204
A new and original type of portable jib crane had been put on the market whivh provided a unique versatility of movement and an all-embracing mobility, it is claimed that it will go where no other crane can, and do what no other crane can, saving lime, effort and expense. The crane is capable of lifting 14 cwt. at a distance of 16 ft. from the front wheel or 2i tons at 5 ft. 6 in. For loading and unloading wagons, laying heavy pipes and such work, it should be a valuable 'acquisition and a time-saver.  

Kerr, Stuart & Co. Ltd., Stoke-on-Trent. 204
Leaflet dealing with their K.S. metallic packing. It is simple, inexpensive, and easy to instal, and adaptable to all types of steam engine glands. Long life and absolute freedom from trouble are claimed as the chief characteristics.

Edgar Allen & Co. Ltd., Imperial Steel Works, Sheffield. 204
Descriptive booklet of their "Maxilvry" patent malleable stainless steel. This material is supplied in many forms, such as bars, plates, sheets, forgings, castings, and angles, etc., and can be put to a great many uses, e.g., nuts, bolts, engine handrails, etc. The booklet describes various tests, heat-treatment, welding, hot-forging, rivetting, polish- ing, sawing, etc., and to buyers of steel should be of great interest. Much information is given as to the different processes to which this steel can be subjected. A table of tests which have been carried out is given at the end of the book.

Auckland, N.Z. 204
Sgnalling of the new terminal station: Westinghouse Electro-Pneumatic system of power operation, together with A.C. track circuits and day colour light signals, has been selected, and the contract has been awarded to the Westinghouse Brake & Saxby Signal Co. Ltd., of London. The plant, including the air compressors, to be supplied from England with the exception of the interlocking frame of 128 levers, which will be built at Melbourne, Victoria, in the shops of their associated company, McKenzie & Holland (Australia) Pty. Ltd., Newport, Melbourne. Thus, the whole of the material for this installation will be of British manufacture.

Number 443 (15 July 1929).

Locomotive development on the Eastern Ry. of France. 205-7. illustration, diagram (side elevation)
Four-cylinder compound 4-8-2 to design of E. Duchatel

Mikado type freight locomotive, Ottoman Railway., Smyrna to Aidin. 207. illustration

L.&N.E. Ry. 207
Pasenger service on Ponteland branch which had been operated by a steam railcar had been withdrawn from 15 June 1929.
New J39 class from Darlington: Nos. 2735-7.
Large trolley wagon to carry 120 tons or 150 tons with cantilevers completed at North Road Works.

Compound Pacific express locomotives, Bengal-Nagpur Ry. 208-9 + Supplement (not in copy held). illustration, diagram (side elevation) 
Four-cylinder compound, De Glehn type: eighteen supplied North British Locomotive Co., Hyde Park Works (WN 23868-) under supervision of Sir John Wiolfe Barry & Partners and requirements of G. Cunningham,, chief mechanical engineer.

Bramhope Tunnel. 209
We are informed that the photograph reproduced as a supplement to our last issue represents the North, or Arthington, end of the tunnel, and the train is therefore bound for Leeds.

Royal Agricultural Show, Harrogate. 209
Kerr, Stuart and Co. Ltd. exhibited on their stand one of their internal combustion engined locomotives. Fitted with a Diesel engine burning crude oil, it was the first locomotive to be fitted with the Robertson variable gear, the work of the driver being reduced to that of merely handling the starting lever and controlling the brake. It is claimed that the engine uses less than ½ lb. of fuel oil per B.H.P. hour.

Great Western Ry. 209
Contracts had been placed for fifty 0-6-0 and fifty 0-6-2 tank locomotives. Twenty-five engines are to be built by each of the following firms: North British Locomotive Co. Ltd., Kerr, Stuart & Co. Ltd., Yorkshire Engine Co. Ltd., and W. G. Bagnall Ltd.

Canadian Pacific Ry. 209
Construction had commenced at the Angus shops, Montreal, of a locomotive using the indirect method of steam generation. Steam pressure as high as 1,500 psi carried on the boiler, and steam was generated at two working pressures, one of 900 psi and one of 250 psi. A fuel economy of 20% was anticipated.

2-8-4 passenger tank locomotive, Czecho-Slovakian State Rys. 209-10. illustration
In May 1928 the Ceskornoravska-Kolben-Danek Co., of Prague, designed and supplied to the Czecho-Slovakian State Rys. for service on the mountain section a 2-8-4 express tank locomotive. Seven other engines of the same type were delivered by the end of 1928, and a further five had been completed. The front bogie is of the Krauss-Helmholtz type, with a movable centre pin; the standard four-wheeled rear bogie has also a movable centre pin, and both are equipped with a spring centring device. The leading axle has a play of 4 in. on either side, and the second one 15/8 in. The centre pin play on either side is 21/8 in. The fourth coupled axle has tyres. narrower than the others, and the centre pin of the trailing bogie has a play of 1 5/8in. both ways.

4-6-4 four-cylinder express tank locomotives, Netherlands Rys. 210-11. illustration
Five built by Hanowag (but by Hohenzollern Locomotive Works, of Dusseldorf, see erratum p. 258) and five by Werkspoor of Amsterdam

High speed on the Great Western Ry. Humphrey Baker. 212
Summer timetable runs in exccess of 60 mile/h; the fastest of which up afternoon service from Swindon to Paddington called for 66.2 mile/h average

Mikado type locomotives, Buenos Ayres & Pacific Ry. 212-14. 2 illustrations, diagram (side elevation)
Eight 2-8-2 brooad gauge locomotives supplied by Beyer Peacock & Co. under the supervision of Fox and Mayo, consulting engineers

H.G.W. Household. Weston, C1evedon & Portishead Ry. 214-16. 2 illustrations
Muir-Hill Service Equipment Ltd WN A137 supplied a rail tractor with a Fordson power unit mainly for shunting on Yeo Pier. A Drewry Car Co.25/30-HP railcar with wooden slat seats only cost about six (old) pence per train mile to operate. The passenger and freight is described: the former were painted dark brown. First and second class accommodation was provided, but not third class. 65,000 to 70,000 tons of stone were carried per annum from quarries on the route. Milk and passenger holiday traffic were significant.

The Benguela Ry. 216-17
Opened 10 July 1929 by the Portuguese Minister for the Colonies. Prince Arthur of Connaught was present. It runs from Lobito Bay, where there is a deep water port in Angola to Katanga in the Belgian Congo. Its summit is over 6000 feet above sea leval. Pauling & Co. were the contractors. The headquarters were at Nova Lisboa.

A new departure in steam distribution for locomotives. 217.
Werkspoor of Amsterdam had fitted two Netherland Railways superheated 4-4-0 Nos. 1752 and 1777 with a form of poppet valves activated by oil under pressure, the invention of Meier Mattern.

Petrol locomotive & transporter wagon, Perak River Hydro-Electric Power Co. Ltd. 218-19. 3 illustrations
13 miles north of Kuala Kangsar a 5ft 6in gauge railway was constructed to carry lauches and native river craft over the Chenderoh Dam. The locomotive was supplied by the Drewry Car Co. and  could cope with 1 in 22 gradients. It also had a winch and a system for clipping the locomotive to the rails if thhe gradient was too severe. The river craft were conveyed on a double bolster bogie wagon. 

The Science Museum, South Kensington. 219
To commemorate the centenary of the Rainhill locomotive trials of October, 1829, a special exhibition had been arranged in the Museum Gallery IV, adjacent to the original locomotives Rocket and Sans Pareil, One of the original cylinders of Braithwaite & Ericsson's engine, the Novelty, and the original wheels, had been built into a full-sized model of that engine, which confirms the description of an eye-witness that it resembled a "new tea urn with a parlour-like appearance." To these has been added, by the kindness of Henry Ford, the replica of the Rocket as it was in 1829, which had been made by Robert Stephenson & Co. Ltd. for his museum at Detroit. Portraits of George and Robert Stephenson by John Lucas had been lent by the Institution of Civil Engineers, and a portrait of John Kennedy, one of the judges at Rainhill, has been lent by Lady Sinclair. There are also portraits of the other judges and the makers of the competing engines. Copies of books containing contemporary descriptions of the trials are shown, and numerous letters and other documents relating to the trials and to the history of the locomotives. Amongst these is included the recently discovered note book in which John U. Raslrick entered the particulars of the trials.

Freight engines for the Chinese Government Rys. 220. illustration
2-8-2 built by Skoda in Prague for the Ssupingkai-Taonan Railway with 1.4m coupled wheels and 0.52 x 0.711m cylinders

New bogie coal wagons for the Indian State Rys. (B.G.). 221-4. illustration, diagrams (side & end elevations & plan)
44-ton wagon built to reuirements of Rendel, Palmer & Tritton consulting engineers

Welsh Highland Ry. 224
Buffet and tea car operating on train running from Portmadoc to Bedgellert and Dinas Junction.

Jamaica Government Rys. 224
Orders placed with Kitson & Co. Ltd for two 0-8-0T shunting tank locomotives and with the Canadian Locomotive Works of Ontario for two tender 4-6-2 locomotives

Tanganyika Ry. 224
Orders placed with Sentinel Waggon Works for 100-H.P. geared shunting locomotive and with W.G. Bagnall Ltd for a 2-6-T tank locomotive.

Indian State Rys. 224
Order for 29 2-8-2 YD class metre gauge placed with Henschel & Sohn for Burma Rys.

The Ewden Valley Ry. 224-9, 10 illustrations, table
Built by Sheffield  Water Co. under Act obtained in 1867 from the MS&LR main line at Wharncliffe Wood between Oughtybridge and Deepcar stations to assist in the construction of More Hall Reservoir. Works included bridges across rivers and roads and the gradients were severe. The works were implemented by Sheffield Corporation. The locomotives used are tabulated: all were built by Manning Wardle & Co.: all were 0-6-0ST, but only Ewden was new; the remainder were second-hand. Birkenhead worked for Arnold & Sons on the Cuffley extension of the GNR. Don was  older than the maker's plate date and came from Catterick Camp in 1921. Penn came from the Ebbw Vale Iron & Steel Co. in 1922 but had been bought by Pauling & Co. Ltd for the Northolt to Gerrards Cross section of the Great Western & Great Central Joint Railway contract. Frank came from the Chesterfield district in 1914 from Charles Baker & Sons,

Name Date WN Cylinders Wheels Boiler pressure
Ewden 1914 1860 13 x 18in 3ft 2in 160
Frank 1904 1642 12 x 18in 3ft 2in 150
Birkenhead 1901 1530 12 x 18½ 3ft 2in 150
Don 1895 1293 12 x 17in 3ft 2in 150
Penn 1902 1539 12 x 17in 3ft 2in 140

C. Morris foreman fitter was in bcharge of the locomotives. Colin Clegg was the chief engineer.

Hackworth's locomotive "Samson" in Nova Scotia. 229. illustration
Photograph lent by H.N. Gresley who was given it by Sir John Thornycroft. The picture was taken in Stellarton, Nova Scotia in 1892 before it was sold for exhibition at the World's Fair in Chicago. It was built at Shildon in 1838 and was alleged to be the second oldest in North America. The driver in the photograph was George Davidson was said to have helped build the locomotive. The carriage was used to convey passengers over the Coal Company's Railway Loading Ground where boat was taken to Pictou. See also article

G. Reder. Locomotives of the Madrid, Zaragoza and Alicante Ry, 230-1. 2 illustrations

E.C. Poultney. Modern American express locomotives. 231-3. 2 illustrations

The new "Bournemouth Limited" Express. 233
Two hour journey times for 10.30 and 16.30 down trains, the latter being the Bournemouth Limited and 08.40 and 17.15 up trains. These trains carried through coaches to and from Weymouth and Swanage. Motive power King Arthur and Lord Nelson classes

Technical Essays No. XXXV—On the varying opinions of the running man and the mechanical man. 234-5
Need for closer co-operation between locomotive designers and locomotivve operatting and maintenance departments

London, Midland & Scottish Ry. (L. & N.W. Section). 235
Nos. 9517-24 were further 0-8-0 standard freight engines ex Crewe, all of which had been allocated temporarily to the South shed for trial purposes. Of this series, Nos. 9500-9 were now stationed at Willesden, while Nos. 9510-9 were destined for the Central division (L. & Y. section). Two additional 2-6-0 mixed traffic engines ex Horwich were now in service, Nos. 13112-3. New 2-6-4 passenger tank engines recently delivered from Derby bore Nos. 2343-52. The majority of these engines were at Stoke. Class G 0-8-0 mineral engine No. 9092 (old No. 1456) had been converted to G1 class (superheater), but retained the original form of boiler with round-topped firebox. Several 5 ft. 6 in. 2-4-2 passenger tanks werer running equipped with vacuum control gear for working motor trains, including Nos. 6635, 6666 and 6703. 0-6-2 side tank coal engine No. 7778 had also been similarly fitted up. Midland division vacuum controlled 0-4-4 passenger tanks Nos. 1239 and 1253 were recently observed working auto trains in the Walsall district.
Recent withdrawals included two further ex: N.S. Ry. locomotives, viz., class H 0-6-0 goods tender engine No. 8682 and class D goods tank No. 1573. In the (late) N.S.Ry. list these engines were numbered 85 and 56 respectively.

Indian Rys. 235
On reference to the new All-India Timetable, the very ambitious attempt of the Publicity Department to provide an encyclopsedia of time and fare tables of all the Indian railways, the Gran:d Trunk Express between Mangalore and Peshawar, 2,497 miles, appears to consist of two coaches, a first and second and a third class, which are attached and detached from various connecting trains over the long route. In fact, it can only be accorded its title over the sections Madras-Bezwada-Kazipat-Chanda- Wardha-Nagpur-Itarsi--818 miles. The cars commence their journey from Mangalore, attached to the West Coast Mail. thence from Podanur to Jalarpet, on the Nilgiri Mail. At Jalarpet they are transferred to the Madras & Southern Mahratta Ry, Mangalore Mail, and from Madras leave with other carriages as the Grand Trunk Express over the M.S.M., Nizams Guaranteed State, and G.I.P. Railways to Itarsi, where the two cars are attached to the latter railway's Delhi Express to Delhi, thence by the North Western Ry.'s Frontier Mail to Lahore and Peshawar. The time taken on the journey is sixty hours fifteen minutes—not a bad timing considering the route, junctions, etc.

G.I.P. Ry. 235
It was hoped to open the electrified line, Bombay-Poona, in October 1929. New corridor trains of articulated cars were being built for the mail service at the Matunga shops, Bombay.

George Stephenson's birthplace. 235, illustration
Reference to the unveiling ceremony at the Stephenson cottage at Wylam-on-Tyne was made in previous issue. A bronze memorial tablet had been attached to the walls of the little cottage, which stood at the side of the L. & N.E. Ry. This tablet is a casting from a model by Herbert Maryon, Master of Sculpture at the King Edward VII School of Art, Armstrong College, Newcastle-on-Tyne. It was unveiled on Saturday, 8 June 1929, at 2-30 p.m., by the Lord Mayor of Newcastle (Councillor A. W. Lambert) before a party which included the presidents of the Institution of Mechanical Engineers and of the North East Coast Institution of Engineers and Shipbuilders, the two bodies which have borne the cost of the memorial, and a representative attendance of the councils of both institutions and the L. & N.E. and L.M. & S. Rys. In view of the approaching centenary of the famous Rainhill trials, when Geo. Stephenson's Rocket took the prize, it is appropriate that a representation of that famous engine should appear on the memorial tablet.
Sir Archibald Ross, managing director of Hawthorn, Leslie & Co. Ltd., who originated the idea of honouring the cottage where the great engineer who brought the locomotive to its position of utility was born, made a speech at the ceremony.
Photograph shows the party leaving to join the special train for return to Newcastle, and also shows the tablet clearly, and in the background will be seen the tree planted in 1875 on the occasion of the procession of locomotives past the cottage at the Jubilee of the opening of the Stockton & Darlington Ry.

North East Coast Institution of Engineers and Shipbuilders. 235
An attractive programme was arranged for the summer meeting of this Institution which was held in Newcastle-on-Tyne from 2 to 4 July, jointly with the Institution of Engineers and Shipbuilders in Scotland, embracing civic and other hospitalities, the reading and discussion of papers, and visits to works in the neighbourhood, as well as to Rothbury and Alnwick Castle and to the North East Coast Exhibition. On Wednesday, 3 July, visits were made to the works of Clarke, Chapman & Co. Ltd., Gateshead, the Consett Iron Co. Ltd., Consett, and to the Newcastle Electric Supply Co.ts coal distillation plant at Dunston Power Station, Gateshead, and another party visited the scientific instrument works of Sir Howard Grubb, Parsons & Co., at Heaton. A number of other works in the district were open to receive informal visits during the days of the meeting. Mr. E.W. Fraser Smith, secretary of the institution, was responsible for the excellent arrangements made.

Southern Ry. electrlrlcation. 236
Further extensions of the electrified suburban system had been sanctioned by the directors as follows :-Hounslow Junction and Whitton J unction to Windsor, track mileage 27½ miles; Dartford to Gravesend, track mileage 14 miles; and Wimbledon to West Croydon, track mileage 8 miles. Sub-stations will be erected at Ashford and Datchet on the Windsor line, and at Northfleet on the Gravesend section. Incidental works include lengthening the platforms at Feltharn, Ashford, Staines and Wraysbury, and rebuilding the station at Greenhithe, reconstruction of the halts at Stone Crossing and Swanscornbe and lengthening of the platforms at Northfleet and Gravesend Central. On the West Croydon line a halt is to be built at Waddon Marsh, and certain sidings linked up to form an 'independent goods line between West Croydon and Beddington Lane. It is hoped to complete most of the work by the summer of 1930.
The first section of the 'Wimbledon and Sutton Ry. was opened for traffic on Sunday, July 7, when new stations were opened at Wimbledon Chase and South Merton. The electric service between Holborn Viaduct and Wimbledon via Tulse Hill had been extended to South Merton.

New General Manager, Great Western Ry. 236
James Milne, assistant general manager, had been appointed general manager of the Great Western Ry. in succession to Sir Felix Pole. Milne had been in the railway service for twenty-five years, and is forty-six. Joining the company as a pupil in the locomotive department in 1904, he passed through the shops at Swindon, and had experience in the drawing office and other departments. He then served in the offices of the superintendent of the line and of the general manager, and in 1912 took charge of the passenger train running department. Four years later he was appointed chief clerk to the divisional superintendent at Pontypool Road and Newport, and service in Swansea and Plymouth followed. In 1919 he went to the Ministry of Transport as Director of Statistics, and subsequently as one of the two officials selected to assist the Committee on National Expenditure. In 1922, he was selected by Lord Inchcape to assist the Indian Retrenchment Committee—a work for which he received the C.S.I. He returned to Paddington in 1923, and was appointed assistant general manager in March, 1924.

Sir Felix J.C. Pole, general manager of the Great Western Ry. 236
Retired on July 6 to become chairman of the Associated Electrical Industries Ltd., succeeding H.C. Levis. The railway, however, will have a call on his services as a consultant. He entered the G.W. Ry. Co.'s service in 1891 at Swindon in the Telegraph department. He was at Port Talbot for a time, and in 1893 was transferred to the Electrical, now the Signal department, at Paddington. From 1896-1904 he was on the Personal Staff of the chief engineer, and while in this capacity was editor of the G.W. Ry. Magaazine, one of the first of the staff magazines, and for a long time this was conducted entirely in his spare time. In 1904, the railway issued the magazine as an official publication, but he was responsible for its publication until 1919. In 1913, he became chief clerk to the general manager, and in March, 1919, became assistant to the general manager. He was secretary to the company's side of the G.W. Ry.'s Conciliation Boards and later of the Supervisory Staff Conferences, and he also took an active part in the formation of the G.W. Ry. Lecture and Debating Society. When Chas. Aldington was appointed general manager in 1919, Mr. Pole was made assistant general manager. He succeeded Aldington as general manager in 1921. With the permis- sion of the directors, at the request of the Sudan Government, he visited the Sudan in November 1923-January 1924, report- ing on the Government railways there. A Knighthood was conferred on him in February 1924. In 1927 he visited the U.S.A. and was chairman of the General Managers' Conference of the Railway Clearing House in 1926.

G:W.R. 236
On the 8 July 1929 a new Pullman car express to Torquay and Paignton was started. It ran on Mondays and Fridays only, leaving Paddington at 11 a.m. and makes its first stop at. Newton Abbot at 2.25 p.m.

Retirement of G. Percy Wainwright. 236. illustration (portrait)
London manager of George Turton, Platts & Co. Ltd., of Sheffield, was retiring at the end July 1929 through ill-health. His cheery and happy disposition made him very popular with railway officers and contractors, and he will be missed by many. Percy Wainwright served his time under James. Stirling at the S.E. Ry. works at Ashford, where he started in 1888. In 1898 he went to Kentish Town, Midland Ry., and served as a fitter under R. Weatherburn, and was soon promoted to Locomotive foreman in charge of Mint Street, Whitecross Street and St. Pancras goods depots, and also took charge of the Engineers department of the St. Pancra Hotel. He was then appointed assistant locomotive superintendent of the London Division, and left that position to hecome London manager of Geo. Turton, Plaits and Co. Ltd. Wainwright's father, William Wainwright, was locomotive, carriage and wagon superintendent of the Oxford, Worcester and Wolverhampton Ry., and later carriage and wagon superintendent of the South Eastern Ry. Curiously enough, Wainwright's brother, Edward G. Wainwright, is the divisional locomotive superintendent of the G.W. Ry. at the old Stafford. Road shops of the O.W. & W. Ry, at Wolverhampton. Another brother, Harry S. Wainwright, was chief mechanical engineer of the South Eastern & Chatham Ry. In spite of bad health G.P. Wainwright acted as special constable in the Streatham district, and regularly did his duty during WW1 as a station sergeant. He is also the holder of the record made for the third year in succession of securing the highest individual collection in the whole of London on behalf of the Hospital Sunday Fund. In 1922 he received a letter from the Lord Mayor of London congratulating him on the excellent record made.

Correspondence. 237

Southwold Ry. Charles F. Klapper.
I was much interested to see that there are others studying such problems as the Southwold Ry.: presents. I should like to call Phillipson's attention, however, to the fact that I did not suggest different forms of motive power for passenger and goods work, but bracketed geared steam and internal combustion units for consideration in either case. We all know several light railways, of course, where both petrol and steam are used for passenger traction without loss of efficiency.
If a rail coach requires a driver, fireman and guard, does not a train and locomotive require as much personnel? The coal consumption figures for the geared steam unit were estimated from a combination of some figures published by the Jersey Railways and Tramways, and those very kindly supplied to the writer by Reading, of the Derwent Valley Ry. Phillipson, with some obtuseness, suggests mixed trains, which a rail coach would effectively prevent. Probably that abomination, the mixed train, has contributed more to the success of the omnibus than any other one thing. Who is going to stand the bumping, the inevitable station delays, or the indignity and discomfort of being shunted to and fro, in a mixed train, if a 'bus will take one direct? I agree that a truck tippler arrangement might have its advantages for such traffic as coal, for which it could well be used.
If I was unduly optimistic with regard to coal consumption, I think your correspondent is exceedingly so in supposing that capital is likely to be available in such quantities as to permit of re-alignment. And while it is well that a 3 ft. gauge railway with a good roadbed should be rehabilitated and put to work again, it is doubtful whether a further extension on such a gauge would be justified. It has neither the attractions to the general public in a holiday area of 15 or 18 inches and scale model locomotives, nor the convenience of through carriage working of standard gauge. By the way, as the intensive service outlined was intended to be worked with one train unit, no passing loop would require to be staffed, unless it were necessary to cross a freight train at Blythburgh.

Reviews. 237

Vibration problems in engineering. S. Timoshenko. London: Constable &Co. Ltd. 21 s. net.
In this book of 350 pages the author's aim is to give an explanation of the fundamentals of the theory of vibration, and how to apply their solution of technical problems by various practical examples, taken in many cases, from ex- perience with vibrations of machines and structures in service. Nowadays, with the increase of size and velocity in machinery, the analysis of vibration problems becomes of considerable importance in mechanical engineering design. Problems such as the balancing of machines, the torsional vibration of shafts and of geared systems, the vibrations of turbine blades and discs, the whirling of rotating shafts, the vibrations of railway track and bridges under the action of rolling loads, can be thoroughly understood only on the basis of the theory of vibration. The first chapter is devoted to the discussion of harmonic vibrations. The general theory of free and forced vibration is discussed, and the application of this theory to balancing machines and vibration-recording instruments is shown. Chapter two contains the theory of the non-harmonic vibration, with approximate methods for investigating. A particular case in which the flexibility of the system varies with the time is considered, and the results are applied to the investigation of vibrations in electric locomotives with side rod drive. In chapter three the general theory of vibration of systems with several degrees of freedom is developed, and its solution of various engineering problems. Chapter four contains the theory of vibration of elastic bodies. Descriptions of vibration-recording instruments are given in the appendix. The author was Professor of Engineering Mechanics at the University of Michigan.

Universal Directory of Railway Officials. London: The Directory Publishing Co. Ltd.,
This useful book for railway reference now appears for the thirty-fifth successive year. The various changes in the officials of British and foreign railways since last year are duly recorded. As to general contents, no special enumera- tion is necessary, since they are so well known, and practically indispensable to every engineering firm doing business with the railways, while the scope is international. In addition to the entry against each railway giving the names and ad- dresses of the officials, and their departments, particulars of the length and gauge of track, rolling stock and equipment are included, as well at the native name of a foreign railway after its English equivalent. Other information includes names of the consulting engineers, and the various societies, associations and federations connected with railways, and data relative to official bodies.

Estimating. T.H. Hargrave. London: Sir Isaac Pitman &Sons Ltd.
The practice and procedure for dealing with the preparation of estimates, and serve as an excellent guide to the young engineer to an insight to the commercial side of the engineering business. To-day it is essential for men to have both commercial and practical experience, and in practically every establishment the ability to produce an estimated cost to a close degree of accuracy increases the value of the employee. The author, who has had considerable experience in estimating for some of our leading engineering firms, gives examples of the methods adopted in well-organised works, and gives many practical suggestions. As instructor in workshop organisation and costs at Horwich Technical College, he has so planned the work that the student can make an analysis of the various items relating to any type of manufacture, light or heavy, but at the same time it will be of practical utility to refer to for works managers, foremen, and all who have to deal with estimating work. After dealing with costs of materials, estimating weights, foundry costs, machining rates and wages, attention is given to the overhead charges, delivery charges, specifications, and the general organisation of an estimating department.

Trade Notices, etc. 238

Number 444 (15 August 1929)

New 0-8-0 mineral locomotives, London, Midland & Scottish Ry.. 239-40. illustration, diagram (side elevation)
Fowler design: 100 then being constructed at Crewe Works: No. 8500 illustrated. Notes similarities to LNWR G2 type.

Charles R. King., The home of Richard Trevithick. 242-3. illustration
At Penponds near Camborne in Cornwall

F.W. Brewer. 2-4-0 passenger engines, "3206" class: Great Western Railway. 256-8
William Dean design of 1889. Swindon numbers 1137-1151: running numbers 3206-3225. They haad 6ft 2in coupled wheels and double frames. Originally they had 15 x 24in cylinders, 1468.82 ft2 total heating surface, 19ft2  and 150 psi boiler pressure. From 1899 most were rebuilt with Belpaire boilers, some were of the doeless type with the safety valves in the middle of the barrel, and some with domes. At the same time larger cylinders were fitted (18 x 26in) and boier pressure was increased to 180 psi. Superheaters were fitted to the domed variety. In 1924, two of the engines, Nos. 3222 and 3223 had the overhang at the front end increased from 4 ft. to 4 ft. 9 in., the length of engine and tender overall thus becoming 53 ft. 5 in., as compared with the 52 ft. 8 in. of the other rebuilds. These two engines, moreover, were the only representatives of the 3206 class fitted with piston valves. All had the top-feed device. The dome is in all cases carried on the back ring of the boiler, and enclosed the regulator valve. This valve was originally fixed in the smokebox, not withstanding that the engines were built with domed boilers. The Barnums, which were often employed on the West and North expresses, from Bristol to Shrewsbury, and also Swindon to Bristol and Swindon to Gloucester and Cardiff, acquired their nick-name in connection with working the old Barnum Show trains. The engines of this notable class which had been broken up were :-Nos. 3208 and 3224, in 1926; and Nos. 3215 and 3220, in 1927. A fifth, No. 3209, was condemned in March, 1929. It was one of those which had been superheated, and it supplements the eight examples of that description, the numbers of which have already been quoted. The rebuilding of the 3206 class was commenced in William Dean's time, and was continued by G.J. Churchward. The then chief mechanical engineer of the G.W. Ry., C. B. Collett, has also contributed his share in keeping the engines up-to-date, in so far as it has been in the interests of economy to retain them in service.

London & North Eastern Ry. 258
The order for fifty J39 0-6-0 goods engines had been completed at North Road Works, Darlington, the last five being Nos. 2738 to 2742. The series commenced with No. 2691.
One of the A3 class Pacifies, No. 2580 Shotooer had been fitted with the A.C.E.I. feed-water heater, and the two cylindrical reservoirs as fitted on the 4-4-2's Nos. 728 and 2206 had been dispensed with, and a fitting provided on the front of the smokebox. Viewed from the front no chimney is visible, giving the engine a very formidable appearance. One of Sir Vincent Raven's Pacifies, No. 2404 City of Rtipon was being fitted with a coned boiler. Several 2-6-0 engines of the K.3 class hade been completed at Doncaster Works of which Nos. 1300, 1312, 1318, 1331 and 1364 are working on the North Eastern section.

Paris Lyons & Mediterranean Ry. 258
A new type of four-cylinder compound locomotive of the.2-10-2 wheel a:rangement was under construction. All cylinders were outside the frames, the front pair driving the first and second axles and the rear pair the third, fourth and fifth axles. The first and second axles are coupled by outside rods, and the third, fourth and fifth axles also had outside coupling rods, but axles two and three were cranked and coupled by rods between the frames.

Netherlands Ry. 4-6-4 four-cylinder express tank locomotives. 258
We are informed that the five engines built in Germany were constructed by the Hohenzollern Locomotive Works, of Dusseldorf, and not by the Hanomag Co., as stated in the article in our last issue.

J.G.B. Sams. Modification of British goods equipment. 258-9
Freight transport may be divided into thr classes—minerals, always in bulk, large goods consignments and "smalls," each having specific problems for the railway operator. Present railway methods have slowly evolved out of an easy-going and practically non-competitive past that has perhaps imbued present-day managements with too great sense of permanent stability for the transport business and it is due to the changes in these conditions since WW1 that a drastic overhaul has become necessary.

Long non-stop run on the L.M. & S. Ry. 269. illustration
On 21 July 1929 from Glenboig to Euston, 395½ miles, when coal distillery owned by Bussey Coal Distillation Co. was opened. The train was hauled by Royal Scot No. 6127 Novelty and arrived 6 minutes early.

Presentation to Sir Robert Hadfield.. 270. illustration  (portrait)
Ceremony took place at the East Hecla Works of Hadfields Ltd., Sheffield, when the presentation of a bust of himself was made by the directors to Sir Robert Hadfield, the chairman of the firm, in recognition of his seventieth birthday. The presentation was of an informal character, for Lady Hadfield was the only one present, apart from the directors of the firm, Mr. P. B. Brown, Major A. B. H. C1erke, Mr. J. P. Crosbie, Mr. W. B. Pickering, Mr. W. J. Dawson, and Commander E. H. M. Nicholson. Mr. P. B. Brown, the managing director, made the presentation, remarking that the bust, the work of Mr. F. J. Halnon, R.B.S., had been prepared without Sir Robert's knowledge. Fearing that it might be difficult to persuade Sir Robert to sit for the artist, they took a risk and commissioned him to proceed with the work from snapshots taken at various times. It was not because he was a man of distinction, recognised by the world as the greatest living metallurgist, that they had taken this action. It was much more personal. They wished him to accept it as a mark of esteem from his colleagues, who for many years had been privileged and had felt it an honour to be associated with him in the building up of this business. The bust was uncovered by Major C1erke, and Sir Robert, in replying. thanked the Board for the kind thought that had prompted the presentation. He was particularly delighted it had taken the form of a bronze bust, and assured them that he greatly appreciated and valued the kindness that had been shown him.

Reviews. 270

Der Neuzeitliche Waggonbau. Franz Lehner; Berlin, Laubsch and Everth, or The Locomotive Publishing Co. Ltd.,
For those who desire an illustrated record of the latest German practice in railway vehicles, with concise particulars of construction we can recommend this up-to-date book, just to hand. The writer is one actively engaged in the design and manufacture of rolling stock, being a director of the Hungarian Car Building Co., of Gyor. After discussing the principles underlying recent design of details, such as wheels, axleboxes, couplings, etc., a variety of examples are given, taken from actual practice on. almost every type of railway vehicle used on European railways, The different brake arrangements are also described as well as special fitments used in the international services.

[Cornish Riviera Express]. 270
From the Publicity Department, Great Western Ry., Paddington, a reprint from The Illustrated London News giving a history of that popular and historic train, the Cornish Riviera Express, which celebrated its twenty-fifth anniversary last month. A description of the route taken by the train with illustrations of the different places it serves; a section of a King class locomotive, showing details, is given, and a coloured plate showing the train on one of the South Devon gradients forms a supplement.

Correspondence. 270

Railway development. Frank Smith.
M.P. for Nuneaton Division of Warwickshire observed that Lord Monkswell was again in the saddle of that pet hobby horse of his on which he periodically charges full tilt at the railway system of Great Britain. Unhappily for his case he alleges that "the official railway attitude to any suggested improvement is and always has been, 'This is quite unnecessary; nothing needs improving.''' The words had scarcely left his Lordship's lips when a new Cornish Riviera express steamed off from Paddington to celebrate the silver jubilee of that remarkable train. Compared with its predecessor the new express was improved at every possible point—larger coaches (the widest in the country); a huge locomotive; a train nearly twice as long and more than twice as heavy; electric light for gas; radiators instead of steam pipes; vitaglass to let in all the sun instead of ordinary window glass; and a journey forty minutes quicker. Lord Monkswell's enthusiasm for railway reform really must not be allowed to overleap aU the known facts for an end must be put to this practice of crying down anything and everything British. Do any of your readers know a country in the world where they can travel in greater comfort than they do at home?

American Pacific type locomotives. Wm. T. Hoecker
In his most welcome article on page 196 of your June number, Mr. Poultney has unfortunately omitted any mention of what is, so far as published records go, the heaviest and, as regards boiler capacity, the most powerful group of Pacific express engines running in America to-day. I refer to the locomotives Nos. 325-328, built for the Richmond, Fredericksburg and Potomac Ry, by The Baldwin Locomotive Works early in 1927. Although their maximum tractive force is 1,420 lb. less than that of the Baltimore & Ohio's President class, these R.F. & P. engines have a more favourable factor of adhesion a boiler 4 in. larger in diameter, a larger grate, and a larger superheater. Their principal dimensions are as follow:-
Weight in running order (without booster) 332,(i)() lb.
Adhesive weight 205,300 lb.
Maximum tractive force 48,580 lb.
Cylinders 27 in. by 28 in.
Driving wheels diameter 75 in.
Boiler pressure 210 lb.
Evaporative heating surface 4,175 sq. ft.
Superheating surface 1,078 sq. ft.
Grate area 75.8 sq. ft.
The maximum running speed allowed for these engines is 70 m.p.h. Further particulars may be found on page 68 of the July, 1927, number of Baldwin's Locomotives.

Southwold Ry.  E.A. Phillipson. 271
Klapper's letter in the July issue makes it obvious that he and I are at cross purposes on some points, and I therefore venture finally to trespass on your space to clear up a few misunderstandings. In the first instance, I must admit I took it that Klapper advocated the operation of varied forms of prime mover. I am well aware that such a procedure is by no means without precedent on both light and main line railways; at the same time, I, personally, do not in general regard this as good practice when applied to a railway comparable in size with the, let us hope, merely temporarily defunct Southwold line.
In this particular case, I most certainly consider the operation of an independent locomotive, having a high speed engine with reduced drive, and working a light train with a considerably lower fuel consumption than would obtain with an engine of conventional form, to be easily within the capabilities of one engineman. The only proviso is that a "dead man's" regulator handle, or kindred safety device, must be fitted. The train staff would, of course, be limited to one conductor-guard.
As regards mixed trains, I am afraid financial considera- tions would render them an evil necessity. The evil would however, be to a certain extent mitigated in this particular instance, because:-
(1) "Bumping" is, unfortunately, inseparable from any form of combined central buffer coupling between engine and vehicles, although admittedly absent, of course, in the case of a rail car;
(2) Arrangements can easily be made whereby there is no necessity to shunt the passenger coaches when attaching wagons intermediately.
(3) Two or three additional minutes may be allowed conditionally on the running time for the last section of the trip, to be taken only when required to regain excess time at stations.
A mixed train, as I visualise it on a reorganised Southwold Ry., would, however, not be a very terrifying thing. I have repeatedly noticed that the bulk of the goods traffic is be- t ween the respective termini at Halesworth and Southwold, and that the intermediate stations contribute but an infinite- simal proportion to the total. Therefore, until the develop- ment of the latter type of traffic is fostered, incidental shunting will have little effect on train working. Further, the couplings and continuous brake would be standard on all stock, for both passenger and goods traffic.
The operation of the goods service with one daily train, as a separate entity, would be at a disadvantage in comparison with mixed working in that
(1) Delivery of freight would be retarded; delays are already sufficiently encouraged by transhipment. Also, more wagon stock would be required to transport a given quantity of goods. .
(2) With only one engine in steam, allowing for engme requirements and "running round" at termini, and assuming a permissible maximum speed of 25 m.p.h., the minimum interval between trains running in a given direction would be somewhat over the hour. The interruption caused by interspersing a goods working would therefore be a serious dislocation, The only alternative is to work the goods tram before or after the normal time the line is open to passenger traffic each day; this would involve extra expense in bringing station staff on duty solely to deal with the goods, which would be loaded or delivered at times inconvenient to the recipient or sender, as the case may be.
I quite see Mr. Klapper's point with regard to limitation of capital expenditure, and his remarks are most timely. I may say that I estimated, very roughly, the cost of merely relaying the existing location with heavier track and providing appropriate modern rolling stock on the lines I have advocated, and the total was truly astounding. At the same time, the additional capital which would be required for re-alignment would not be great, as the country is not difficult from an engineering point of view, and the concomitant earth works would not be extensive in consequence. The money would also be well spent because it would eliminate those places which form the present limitation of the maximum load any given locomotive is capable of handling, and also because additional traffic would be secured to the line by reason of greater convenience afforded to its patrons.
The suggested extension to Lowestoft is not only justifiable in that it would, in my opinion, of itself represent a profitable investment of capital, but also because it would strengthen the position of the existing system.

Soutluoold Ry. J.R. Belcher
Being interested in the closing of the above railway and in your esteemed correspondent, Mr. Phillipson's letter, I think he is painting too rosy a picture when he deals with the elaborate passenger stock suggested.
It should be patent that such stock is bound to be expensive to maintain for so small a company, and if he had read my letter in the East Anglian Daily Times of April 18, I think he would, like many others, have agreed with me.
To open out light railways to-day for passenger service is a serious problem even for main line companies, owing to the severe road competition. This sounded the death knell of the Southwold Ry., and to revise on such a scale as suggested would be hopeless.
My own idea for the benefit of Southwold is as follows, the main point is low capital outlay, at the same time low operating charges. The main point to bear in mind, if an attempt is being made to make the railway pay a dividend, is to relay it to standard gauge and run goods only, leaving passenger work alone, as it involves one's own stock and is too risky. Main line pattern sleepers, 56-lb. rails where necessary, and the formation strengthened where required, using the existing rails where possible.
One Sentinel locomotive would suffice to commence with, and as time went on could be added to by No. 2 Sentinel. This would be the only rolling stock the company would require of their own, as all goods and merchandise that comes to Southwold is through traffic from foreign lines, and the same thing applies to the reverse traffic.
I do not agree with your correspondent when he deals with the transhipment of goods, as it is a poor compromise and expensive in any form.
As stated above, the cheapest way out of the difficulty is to adopt standard gauge and cater for through traffic, and a dividend on the capital outlay should be certain if properiy managed and all overhead charges kept at the minimum.

Trade notes and publications. 271

W.G. Bagnall Ltd., Stafford, 271
Received an order for four locomotive boilers for the Assam Rys, and Trading Co. Ltd.

Sentinel Wagon Works Ltd., Shrewsbury. 271.
Repeat order for a Sentinel locomotive for the Barsi Ry., and an order for a 100 h.p. Sentinel-Cammell steam rail car for the L.M. & S. Ry.

Airvac Ventilators, of Darlington, 271.
Received an order from the South Indian Ry. for 442 of their Type R Airvacs.

Rhodesian Rys. 272
Ten Beyer-Garratt locomotives ordered from Beyer, Peacock & Co. Ltd., twelve brake vans from Hurst, Nelson & Co. Ltd., 100 20-ton wagons from the Birmingham Railway Carriage and Wagon Co., and 200 high-sided wagons with the Metropolitan-Carnmell Carriage, Wagon and Finance Co. Ltd.

D. Wickham & Co. Ltd., of Ware. 272
To manufacture fifty-five D.W.rail cars for the Argentine State Rys.

L.M. & S. Ry. 272.
Ordered 1000 12-ton covered goods wagons. The contracts placed with the Metropolitan-Camrnell Co., Gloucester Carriage and Wagon Co., R. Y. Pickering & Co. Ltd., and Charles Roberts & Co. Ltd.

Federated Malay States Rys. 272
Crown Agents for the Colonies placed orders with Robert Stephenson &Co. Ltd. for four Pacific type locomotives and with the Birmingham Railway Carriage and Wagon Co. Ltd. for four all-steel 40-ton bogie hopper wagons.

Kenya & Uganda Rys. 272
Twelve bogie petrol tank wagons and sixteen bogie kerosene tank wagons to be built by Charles Roberts & Co. Ltd., of Horbury Junction.

Central Ry. of Buenos Aires. 272
Contract for the electro-pneumatic signalling on the new section of subway line from Federico Lacroze to Callao on the Ferro Carril Central de Buenos Aires, awarded to the Westinghouse Brake and Saxby Signal Co. Ltd. This section comprises the terminal station Federico Lacroze and six kilometres of double track, constructed partly through tube and partly "cut and cover." The contract covers the complete apparatus for the work, including three power frames of 23, 15 and 11 levers each, two-aspect colour light signals, electro-pneumatic train stops and point layouts, impedance bonds, track circuits, etc.

Hadfields Ltd., East Hlecla and Hecla Works, Sheffield, 272
Leaflet of four pages describing their heat-resisting steels for boiler plants. Engineers have long recognised the advantages of high temperatures in steam operation. With the knowledge gained by past experience, temperatures will be raised still higher, improving efficiency and reducing sizes of plants. It is, however, unsafe to trust to ordinary steel for higher temperatures on account of risks of failure in respect of mechanical or other properties. Considerable research work has been carried out by the firm, and as a result two brands of heat-resisting steels have been evolved, known as "Era" and "Hecla.' The "Era" is used for turbine casing castings, forgings and valve bodies where ability to sustain stresses at high temperatures is required, not taking into account such considerations as resistance to corrosion or erosion of the steam. The "Hecla" brand is better suited for the flange bolts of steam pipe lines, and is chiefly used for components. For spindles and valve seatings where resistance to corrosion and erosion is of primary importance, their "Galahad" non-corrodible steel has many advantages.

British steel strip and bar. 272
United Strip and Bar Mills Ltd., Sheffield, a handy pocket-size booklet setting out the various sections of steel strip and bar they have available for their customers' use. Many useful tables are also incorporated. From the illustrations and description of this up-to-date plant, it would appear that it is one of the most advanced plants in the country for the continuous production of strip and bar steel.

Superheater Co., of New York,  272
Three booklets are to hand entitled A Short Story of the Locomotive Superheater, 1929 Locomotive Progress, and an Instruction Book on Elesco Locomotive Feed Water Heaters. The first- mentioned gives a brief history of the locomotive superheater and the efforts made to prevent initial condensation in steam cylinders. Attempts to stop this were made by James Watt, and although it is only within the last twenty-five years or so that superheating has come into vogue, the underlying principles were known long ago. In 1910 the Locomotive Superheater Co. (now the Superheater Co.) was formed, and the Elesco type A superheater (at that time known as the Schmidt) was fitted to eighteen 4-6-2 type locomotives for the Northern Pacific RR. Now more than 55,000 American-built locomotives are so equipped and in service. The Elesco feed-water heater reclaims as much of the heat in the exhaust steam as possible. This apparatus also pre-heats the boiler. feed water, and by so doing reduces fuel consumption. The book gives full instructions on the operation and maintenance of this heater.

Number 445 (14 September 1929)

4-6-4 four-cylinder tank locomotives, Netherlands Rys. 273. illustration
See also issue of July 15 pages 210-11: five of these engines were built by the Hohenzollern Locomotive Works at Dusseldorf, and not at the Hanomag, and a further five were being constructed at Amsterdam by the Werkspoor Co.

Southern Ry. 273
No. E861 Lord Anson, was latest addition to Lord Nelson class to be completed at Eastleigh. No. E850 Lord Nelson was stationed at Exmouth Junction, and E860 Lord Hawke at Nine Elms. They were working through between Waterloo and Exeter, down on the 10.40 and up on the 12.30 on alternate days. Two of the new 0-8-0 tank engines were stationed at Exmouth Junction, Nos. A953/4.

Great Western Ry. 273
Since the middle of June the following 4-6-0 Hall class engines hade been completed at Swindon Works: 4934 Hindlip Hall, 4935 Ketley Hall, 4936 Kinlet Hall, 4937 Lanelay Hall, 4938 Liddington Hall, 4939 Littleton Hall, 4940 Ludford Hall, 4941 Llangedwyn Hall, 4942 Maindy Hall, 4943 Marrington Hall, 4944 Middleton Hall, 4945 Milligan Hall, 4946 Moseley Hall, 4947 Nanhoran Hall, 4951 Pendeford Hall, 4952 Peplow Hall, and 4953 Pitchford Hall. New 0-6-0 tank engines were Nos. 5761 to 5769.

[Corris Ry].  273
The Great Western Ry. had acquired the Corris Ry., a narrow-gauge railway connecting Machynlleth to Corris and Aberllefeni, through the heart of mid-Wales, and well known to tourists. An illustrated article on this line appeared in our issue of August 14, 1926. The total length of the railway was 11 miles, but only 6½ were open for passenger traffic. A number of motor-coach services had been operated by the Corris Ry. during recent years.

London, Midland and Scottish Ry. (L. & N.W. Section).
No. 9544 was the latest 0-8-0 standard freight engine to be completed and turned out at Crewe. Further transfers of this type were as follows:—Nos. 9522-4 to Central division (L. & Y. section), and Nos. 9525-34 to Midland division. Eight of the new 2-6-0 mixed traffic engines -ex Horwich were in traffic, Nos. 13110-17. The remainder of this series were for service on other divisions, e.g., Nos. 13118-9 had been noted on the Central division (L. & Y. section). New 2-6-4 passenger tank engines ex Derby bore Nos. 2357-64. Nos. 6656 and 6711 were additional 5 ft. 6 in. 2-4-2 passenger tanks equipped with vacuum control gear for working motor trains. D class 0-8-0 No. 9041 (old No. 1830), had been converted to G1 class (superheater), and provided with a standard Belpaire boiler. Horwich-built 4-6-4 Baltic tanks, Nos. 11112 and 11114 had been returned to the L. & Y. section. Recent withdrawals included the following:-6 ft. 6 in. 2-4-0, No. 5003 (old No. 512) Lazonby: 18 in. 0-6-0 goods, Nos. 8371 and 8502; N.S.R. 159 class 0-6-0, No. 8676, and 4 ft. 3 in. 0-6-0 coal class, Nos. 8179 and 8237.

Beyer-Garratt locomotives for South Africa. 274-6. illustration, 2 diagrams (including side elevation)
4-6-2+2-6-4 with tractivee force of 78,650 lbf to design of A.G. Watson. Fitted with mechanical stokers, Goodfellow tips on the blastpipes, Nicholson thermal syphons, arch tubes and tachygraphs. A turbine-driven air compreesor and reservoir is provided to supply fresh air to the cabs in tunnels. Class GL.

L. & N.E.R. Pacific type locomotive fitted with A.C.F.I. feed-water heating apparatus. 277. 2 illustrations.
Two Pacifics fitted: one of which No. 2580 Shotover illustrated. Space limitations on top of boiler forced the location of the water reservoirs to be inside the smokebox

A Chaplin engine in steam. 280. illustration
At Northampton Gas Works. Vertical boiler locomotive built at the Cranstonhill Engine Works in Glasgow.

Stockton & Darlington Ry. locomotive history, 1825-1876. 297-8. 2 illustrations, diagram (side elevation), table
Five mineral locomotive 0-6-0s were supplied by Hopkins Gilkes: WN 271-2/1870; 273-5/1871; RN 266-30. The last was withdrawn in 1909.

Novel use of air-brake air. 298.
For working through the high altitude (7274 ft) Aspin Tunnel the Denver & Rio Grande RR used air from the compressed air supply to provide conical respirators for the footplate crew. Also extension to chimney to divert the exhaust behind the cab.

High efficiency locomotive. "Wiesinger" system. 299-300. 2 diagrams
Kurt Wiesinger 1200 hp 4-4-0 with condensing unit and reciprocating engine activated by rotary valve gear.

L. & N.E. Ry. 300
New six-cylinder Sentinel steam railcar began working between Hitchin and Hertford on 16 August in place of Clayton car Bang Up. Intended that new car No. 51912 Rising Sun would be transferred to Finchley to Edgware service once fully run in where the Great Northern steam railmotor used to run. The new Sentinel car received favourable comments for its appointments, smooth running and rapid acceleration..

Goods stock, Algerian Rys. 302. illustration
Steel-framed covered cattle wagons built to French standards with Willison automatic couplers and Westinghouse air brake.

Improved expanding wheel boring tools. 302 diagram
Manufactured by Davis Boring Tool Co. of St. Louis, USA

C.F. Dendy Marshall. Notes on the early locomotive builders. 303
Bourne, Barclay & Co.: considers claim that North Union Railway 2-2-2 No. 13 St George was built by firm. Examined the claim in relation to the Minute Books of the Liverpool & Manchester Railway and what Whishaw wrote about the North Union Railway. Fenton, Muuray & Jackson founded c1799 not 1830. Also notes on W. Dean, Fulton, Murray & Jackson, George Forrester & Co, Galloway Borman & Co., Horsley Iron Co., Jones, Turner & Evans, Marshall, Sons & Co., John P. Mather, Dixon & Co. and Stark & Fulton.

Number 446 (15 October 1929)

E.A. Forward. The Rainhill Locomotive Trials, October 1829. 307-10. illustration, map
Drawing by F.H. Stingemore shows Rocket going flat out. Notes preliminary report by James Walker and John Urpeth Rastrick which recomended fixed stationary engines for working the Liverpoool & Manchester Railway, but the Stephensons argued that steam locomotives had not been fairly assessed and this led to the Trials. The specification and the entrants are listed. Part 2: page 359 et seq

[2-8-4T for San Paulo Ry., Brazil]. 310
Six supplied by North British Locomotive Co., Queens Park Works

Clayton geared locomotives. 311-12. 3 illustratiions
Clayton Wagons Ltd of Lincoln supplied two 200 HP geared steam locomotives to the North Western State Ry. of India. 0-4-0T with jackshaft drive: one was for shunting and the other for passenger services. White-Forster boiler supplied by J.S. White & Co. Ltd.

Petrol locomotive for dairy work. 312-13. illustration
For service at Manor Farm Dairy in Finchley supplied by unpasteurized milk from Ingestre in Staffordshire and brought to London by LNER express services in glass-lined tanks. The locomotive was suppled by Hardy Railmotors Ltd of Slough and appears to have been painted red.

Eight-coupled tank locomotives, Series 423.0, for the Czecho-Slovakian State Rys. 313-15. 2 diagrams (including side elevation)
2-8-2T includes details of water purifier and electric lighting.

Heavy tank locomotive, Admiralty Dockyard Department. 315-16. illustration
Outside-cylinder 0-4-0T weighing 46½ tons in working order and with a maximum axle load of about 25 tons. Supplied by Andrew Barclay in 1915.

New geared steam locomotive. 316-17. 3 illustrations.
Narrow gauge 0-6-0 with enclosed vertical engine and high pressure water tube boiler. Designed by K.W. Willans general manager of Kerr, Stuart & Co. Ltd.

G.W. Ry. broad gauge locomotive "Hedley". 317
Built by Avonside in 1865: 2-4-0 tender engine later converted to a saddle tank. In 1893 it went to the Conwil Quarry. In 1905 it was overhauled and transferred to the engineering department at Neath. Later it was sent to the Newport division for use as a stationary engine.

10-30 a..m. "Cornish Riviera Limited" Express.  R.L.B. 318-19. illustration
Strangely the accompanying photograph supplied by the GWR was of a King hauled Torbay Limited! R.L.B. described a footplate journey on No. 6012 King Edward VI when the load was 510 tons as far as Westbury; 416 tons thereafter. A special stop had to be made at Newton Abbot to add an assisting locomotive No. 8332 was added for the journey as far as Brent. Coal consumption for the Paddington to Plymouth run was estimated at 3¾ tons. Good steaming was noted. The Driver was S. Bright of Laira with Fireman B. Henwood. Chief locomotive inspector H. Robinson was also on the footplate.

Passenger locomotive, Delaware & Hudson Company, U.S.A. 319-20. 2 illustrations
4-6-2 built at the Company's Colonie works to the design of G.S. Edmonds with lines more akink to British practice and far less clutter in view.

Locomotive development on the Eastern Ry. of France. 320-2. illustration, diagram (side elevation)
2-10-2T Series 13 supplied Schneider & Co. to design of E. Duchatel

Transporter wagon, London, |Midland & Scottish Ry. — Northern Counties Committee. 322. illustration
For conveying narrow gauge locomotives and rolling stock from Larne to Belfast for repair to enable the former worshops at Larne to be closed. At that time the Ballymena to Larne was still open and there was a network of 48 miles of narrow gauge lines. The innovation is credited to W.K. Wallace.

E.A. Phillipson. Steam locomotivde design: data and formulae. Chapter II. Tractive force, power, adhesion and resistance. 323-4. table
This part tabulates ratios of cyliinder diameter to stroke for several locomotive classes; the relative advantages of inside and outside cylinders, and of the various forms of three and four cylinder layout.

A Colonial railway running department. 324-5.
Written under the name "An Assistant Locomotive Superintendent" but reads like P.C. Dewhurst and was probably the railway system which used to operate in Jamaica which used American rolling stock and some American locomotives. Trouble with trades unions, lack of productivity: coaling engines wasv highly labour intensive and barracks were provided at terminal stations.

Easingwold Railway train. 326. illustration
Photograph of Hudswell, Clarke & Co. WN 608/1903 at Alne with mixed train

August Borsig. 327-8. 2 illustrations
Most of material used by John Marshall and steamindex to create biographical entry which see

The "K-C" blast pipe for locomotives. 328-30. 6 diagrams

London, Midland & Scottish Ry. (L. & N.W. Section). 330
Further 0-8-0 standard freight engines recently completed at Crewe were Nos. 9545-61: Nos. 9535-44 allocated to the Midland division and Nos. 9545-54 to the Central division (L. & Y. section). The remainder, from No. 9555 onwards, were all working temporarily from Crewe South shed. It is reported that an order for fifty 2-6-0 mixed traffic engines had been placed at Crewe. The twenty-two 2-6-4 passenger tank engines ex Derby were now all in service, Nos. 2343-64 inclusive. Additional 5 ft. 6 in. 2-4-2 passenger tanks fitted with vacuum control gear for working motor trains included Nos. 6683 and 6754. 0-6-2 side tank coal engine No. 7563 had the motor rodding removed. The following engines had been adapted for working over the Midland division: 4-4-0 George the Fifth class No. 5323; 4-6-0 Prince of Wales class No. 5764; 0-8-0 G1 class Nos. 9041 and 9198; 0-8-0 "G2" class No. 9441. The ex N.L. Ry. 4-4-0 outside cylinder passenger tank class was extinct, with the exception of No. 6445, this latter being now preserved cn the paint shop at Derby. Other withdrawals included the following: 0-6-0 18-in. goods class Nos. 8341, 8411, 8437; 0-6-0 special tank No. 7395; N.S. Ry. 0-6-0T D class Nos. 1561 and 1563. Fifty 2-6-2 tanks were on order at Derby Works, Nos. 15500 to 15049, intended for the Midland and Western divisions. It is said that some of these will work on the Tilbury and Southend line. The high-pressure compound Royal Scot engine being built at the North British Locomotive Co. Ltd., would be No. 6399. The cylinders were 11½ in. dia. by 26 in. stroke, and 18 in. by 26 in., and the coupled wheels 6 ft. 9 in. diameter. Engine No. 6139, Fury, of the Royal Scot class has been re-named London Irish Rifleman.

Mid-Nottinghamshire Joint Ry. 330
Work had started on the line, to be controlled and constructed by the L.M. & S. and L. & N.E. Rys. jointly. It was to be nearly eight miles long and branched off from the L.M. & S. Ry.'s Mansfield and Southwell line at a point near Farnsfield, the terminus being at Ollerton. When completed it would form a new outlet for coal from important collieries in the Mid-Nottinghamshire district. The carrying out of the work would involve excavating of some 922,000 cubic yards of cutting, the construction of twenty-four bridges and a viaduct.

The Rhodesian Rys. Co. 330
Placed an order for six 10th class locomotives with North British Locomotive Co. Ltd.

The Instiutiion of Locomotive Engineers (London). 330-1
Paper 253 by R.P. Wagner on improvements to the Stephenson boiler

Cooling railway carriages. 331-2.

Number 447 (15 November 1929)

4-6-0 locomotives for the Ceylon Government Rys. 341-2. illustration, diagram (side elevation)
Supplied by Armstrong Whitworth & Co. Belpaire fireboxes and bogie tenders

Italian State Railway locomotives, Series 743-744. 342-5. 2 illustrations, diagram (side elevation)
Mixed traffic 2-8-0 types with Walschaerts valve or Caprotti poppet valves

Four-cylinder express engine with longer boiler, Southern Ry. 345. illustration
No. E860 Lord Hawke was the last of the class to be built, and was fitted with boiler tubes 10 in longer than the rest of the class.

Crane locomotive, Great Northern Railway (Ireland). 346-7. illustration, diagram (side & front elevations)
Given No. 31. Standard Hawthorn Leslie product: 3ft 4in coupled wheels. 14 x 20in outside cylinders and Walschaerts valve gear. It was bought for shunting in Dundalk Works.

Tilbury Section renumbering, L.M. & S. Ry.. 347.
2135-45 became 2056-66; 2158-75 became 2092-2109; 2176-9 became 2147-50; 2190-2214 became 2067-91; 2146-57 became 2135-46; 2101-07 became 2193-99 (the last were the 4-6-4Ts)

The exhaust steam injector with automatic contriol. 347-50. 6 diagrams

New "57" class, 4-8-2 fast freight locomotive, New South Wales Government Railways. 351 + Supplement (missing). 2 illustrations
E.E. Lucy three cylinder design with Gresley derived valve gear fitted with Du Pont mechanicaln stoker buit by Clyde Engineering

French State Rys. 351.
Test runs between Paris and Cherbourg with 4-8-2 express locomotives: 230 miles in 4 hours 50 minutes. Speed of 75 mile/h being attained in places. New engines planned with mechanical stokers; track being strengthened for high speed running.

Rebuilt narrow gauge compound tank locomotive, L.M. & S. Ry. — Northern Counties Committee. 352-3. illustration, diagram (side elevation)
S2 class No.114, 2-cylinder compound tank engine was rebuilt under direction of W.K. Wallace with a larger boiler. At the same time it was converted from a 2-4-2T into a 2-4-4T to work Larne to Ballymena services.

Eight-coupled compound tank engine, Paris, Lyons and Mediterranean Ry. 354. illustration
Four-cylinder compound

E.A. Phillipson. Steam locomotive design: data and formulae. Chapter II. 355-7. diagram, table
Coupled wheel diameter

Pooling of locomotives. 358
Productivity versus reliability

Questions and answers. 358 diagram
No. 93. Setting of blast pipe
Position adopted by D. Drummond on the CR.
No. 94. Boring of cylinders when in position.
Portable tool

E.A. Forward. The Rainhill Locomotive Trials, October 1829. 359-63.
Part 1 see pages 307-11

Gartsherrie Ironworks and its locomotives. 363-4. 2 illustrations
William Baird & Co. Ltd. was formed in 1830 to develop iron smelting initially based on local iron and coal in the area around Gartsherrie. They constructed blast furnaces there and at Kilwinning, Lugar and Muirkirk in Ayrshire. The firm had running rights over both the LNER and LMS and ran trains from Gartsherrie to Kilsyth with its own 0-6-0 tender locomotive which was kept very clean and smart. It was built by Dubs & Co., in 1874 (No. 756) and was painted a very light green, with fine black panels and vermilion lining, it hads a brass dome casing and safety-valve cover, and copper chimney cap. The eighteen "pug" engines were distributed among the Company's plants and collieries at Gartsherrie, Bedlay, Twechar and Bothwell, and were of several makes: Nos. 2, 14 and 17 were by Peckett, of Bristol, dated 1918; 1890 (WN 489), and 1899 (WN 738) respectively. Nos. 3, 5, 6. 8, 11, 13 and 15 were Neilson engines, dated 1887 (WN 3629), 1889 (WN 3994), 1899 (WN 5566), 1901 (WN 5935), 1882 (WN 2937), 1876 (WN 2203), and 1894 (WN 4689). Nos. 4 and 21 were Barclay's: WN 236/1881 and 1512/1917 respectively. The North British Locomotive Co. Ltd., supplied Nos. 7 (WN 16732/1905), 18 (WN 17904/1907), 19 (WN 18385/1908), and 20 (WN 18386/1908). They were the standard Neilson design, but with slightly larger cylinders and tanks. Engine No. 9 was a veteran, built by Dick & Stevenson (their No. 16), dating back to 1867. No. 10 was built in 1919 by Grant, Ritchie & Co. (their No. 805). A second tender engine No. 12, almost identical with No. 1 was cut up in 1929. Former Nos. 2 and 10 were standard Neilson 0-6-0 saddle tanks (No. 1939 of 1874, and 2068 of 1875), withdrawn in 1916 and 1917 respectively. No. 16, which was sold prior to 1916, was built by Pecketts. The Company had other locomotives at the plants at Lugar, Muirkirk, Auchincruive and Kilwinning. Indebted to James Robertson, works manager, and John Mushet, chief engineer at Gartsherrie Works, for facilities for photographing Engine No. 1, and for most of the information in the above article.

London & North Eastern Ry. 365
Sentinel cars had replaced the autocars worked by tank engines in the Middlesbrough area, also the train service on the Stockton-Wellfield branch. H. & B. section 4-4-0 engine No. 2425 had been supplied with a non-superheater domed boiler. No. 66 Aerolite and No. 957, inspection locomotives, had been overhauled and repainted in green livery. North Road Works had completed Nos. 2776, 2777, 2778 and 2779 of the J39 (0-6-0) class.

Marsden station. 365
The South Shields, Marsden & Whitburn Colliery Ry. station had been pulled down to make a new coast road. The railway, which is now mostly used for the colliery traffic, had been diverted further inland.

Isle of Wight Section, Southern Ry. 364
Central section 0-6-0 tank engine, No. B678, originally L.B. & S.C. No. 78 Knowle, had been transferred to the Isle of Wight, and was No. W4 Bembridge.

Hudswell, Clarke & Co. Ltd. 365
Building a 90-h.p. diesel locomotive for a Buxton lime works.

"Three-decker" railway crossings. 365. illustration
Photograph shows the unique case of three main line railways crossing each other at different levels, near the Main Street (Union) Depot, at Richmond, Virginia., U.S.A. When the picture was taken, the lower train shown was standing on the single track of the old Richmond and Danville Railroad, which extended from Danville to Richmond and West Point, and was then included in the Southern Railroad system. The middle train was one of the Sea-Board Air Line, and it stands on a single line over a bridge built across the R. & D., some thirty years ago, when the railway was constructed through to Richmond. The uppermost train is one of the Chesapeake & Ohio Railroad, and this is seen running over the double-tracked viaduct, which had to be constructed to give that railway an uninterrupted road alongside the James River, from Hollywood Cemetery to Orleans Street, a considerable distance, which made it, for the time being, probably the longest steel viaduct in the world. The Chesapeake & Ohio and Seaboard trains, at the time, ran into the Main Street station, whilst the Southern trains used an old station on S. 14th Street ; all railways now use the Main Street (Union) Depot. Apart from the crossings of the various tube railways in London, the only similar instance we know of is at Chesterfield, where the former Manchester, Sheffield and Lincolnshire Ry. is crossed by the Midland main line as well as the former Lancashire, Derbyshire and East Coast Ry. The Lancashire, Derbyshire and East Coast Ry., which is now part of the Great Central section of the L. and N.E. Ry., commences at Chesterfield, which is approached by the viaduct shown in our second photograph, consisting of one span of steel girders, 115 ft., over the Midland line, and two spans of steel girders over the M.S. & L. Ry. The rest of the viaduct consists of seven brick arches, varying in span from 58 ft. to 30 ft. ; the height from the foundations to rail level is about 63 ft. At Charing Cross, London, the Underground tubes are below the District Ry., which, in turn, is underneath the Southern Ry. tracks, entering Charing Cross terminus, and also at Blackfriars, where the Southern Ry. crosses the District and the Waterloo and City (Tube) Ry. Immediately outside Liverpool Street terminus of the L. & N.E. Ry. at the Spitalfields goods depot is an instance of three tiers of lines, but only the lowest level is a main traffic line.

Robert Stephenson & Co. Ltd., Darlington. 366
Received an order from the Buenos Ayres and Pacific Ry. for twelve three-cylinder passenger tank locomotives of the 4-6-4 type with cylinders 19 in. dia. by 26 in. stroke, and were of a new design. It was estimated that the light weight would be about 94 tons, whilst the weight in working order would be about 120 tons.
For the San Paulo (Brazilian) Ry. they were to build two brake locomotives for the new "Serra" incline, of the 0-4-0 type; cylinders 13 in. by 16 in., fitted with special apparatus for rail gripping and rope nipping for controlling the trains on these inclines. The locomotives to be built under the inspection of Fox & Mayo, consulting engineers to the San Paulo (Brazilian) Ry. Co.

G. Reder. Locomotives of the Madrid, Zaragoza & Alicante Railway. 366
Concluded from page 289. Following WW1 and as soon as conditions appeared relatively normal, further engines of the Pacific type were ordered, but of different design to those built by Maffei. This series, Nos. 901 to 915, was built by the American Locomotive Co., and represented one of the first attempts of a Pacific engine with only two cylinders in Europe. No further description is necessary, as an illustrated article will be found in the October, 1920, issue of this journal.

Automatic couplers. 368
The International Labour Office set up under the League of Nations had formed a committee to examine automatic coupleres: the Britsh representatives were C.M. Jenkin Jones of the LNER and C.T. Cramp of the National Union of Railwaymen.

Details of the Clayton geared locomotive. 368-70. 2 diagrams
Clayton Wagon Works Ltd, Lincoln for the North Western State Ry. of India. Fully enclosed vertical four-cylinder engine driving two crankshafts and White-Forster boiler working at 300 psi.

Liverpool & Manchester Ry. Centenary. 370
Liverpool City Council granted LMS use of Wavertree Park for celebration in September 1930.

Chaplin's geared locomotives. 370
Of Cranstonhill Engine Works, Govan, Glasgow. First geared locomotive supplied in 1867; last in 1902. Works numbers refer to cranes and hoists as well as locomotives.

G.W. Ry. appointments. 370
F.C. Hall, former assistant running superintendent and outdoor assistant to CME Swindon to be divisional superintendent, Bristol. R.J. Armstrong, divisional superintendent, Bristol to be divisional superintendent, Worcester and H.C. Rodda, divisional superintendent, Worcester to be works manager at Stafford Road, Wolverhampton..

Goods stock — Lynton & Barnstaple line, Southern Railway. 371
New bogie vehicles: two vans and an open wagon with tarpaulin support supplied by Howard Ltd of Bedford

Retirement of Mr. J. Head, Southern Ry. 372. illustration (portrait)
Retirement on 31 October 1929 former district locomotive superintendent. Joined South Eastern Railway at Bricklayers' Arms as a cleaner when ageed 14. Passed as a fireman in 1881 and as a driver in 1889. Promoted to locomotive inspector in 1900. Placed in charge of Bricklayers' Arms depot in 1901. Moved to Battersea in 1912 and on formation of the Southern Railway the Brighton depot at Battersea Park was included in his responsibilities. Finally Coulsdon and West Croydon were added shortly before retirement.

Number 448 (14 December 1929)

New express engines, Netherlands Railways. 375-6. illustration

Locomotive development on the Eastern Railway of France. 376-9. illustration, 3 diagrams (including side elevation)
Three-cylinder 2-10-0 freight locomotives with Madamet conjugated valve gear.

New passenger locomotives, Chicago and North Western Ry. 379-80. illustration
35 4-8-4 locomotives supplied by Baldwin Locomotive Works to work between Chicago and Omaha: H class

4-4-0 passenger engines, L. & N.E. Ry. with rotary cam poppet valve gear. 380-1. illustration
No. 336 Buckinghamshire (illustrated) and No. 352 Leicestershire fitted with Lentz gear.

Institution of Locomotive Engineers (London). 381
Paper 255: precis added to existing material

Stratfordians' Association. 381
A very successful evening was spent at the Liverpool Street Hotel on November 29, by a large company under the able chairmanship of E.S. Tiddeman, late chief draughtsman of the C.M.E.'s department. It was a re-union meeting of old friends from all parts and many countries. After the usual loyal toasts submitted by the chairman, those of the L. & N.E. Ry., Stratfordians present and past, and the chairman were cordially offered and responded to. The speakers included Messrs. Hill, Glaze, Tabor, Twinberrow, Hosken, Parker, Banks, Corrie, and Flatt. As usual, the committee and the energetic hon. sec., A. W. Headley, are to be congratulated on a very successful entertainment.

Renaming of L.M. & S. Ry. locomotive. 381
On October 24, No. 6138 Fury, the engine of the special train in which the officers and men of the 1st Battalion The Royal Ulster Rifles travelled to Heysham, en route for Belfast, was renamed the London Irish Rifleman.

Conversion of tank to tender engines, New South Wales Government Rys. 382-4. 6 illustrations
4-6-4T type built for Sydney suburban services, which were being electrified, converted to 4-60 type for secondary services under E.E. Lucy. chief mechanical engineer.

Fairlie locomotive, Luxembourg Railway, Belgium. 384-5. diagram (side elevation)
Built Yorkshire Engine Co. (WN 212/1872) named Fenton after W. Fenton who was president of board of directors. 0-6-6-0 type. Information supplied by Albert Jacquet.

The locomotive history of the Great Indian Peninsula Railway. 385-8.   4 illustrations