The Locomotive Railway Carriage and Wagon Review
Volume 60 (1954)
No. 737 (January 1954)
International Railway Congress. 1.
The XVI session of the the International Railway Congress was scheduled to be held at Church House, London, from the 19 to 26 May. Since the establishment of the International Railway Congress Association in 1885, London has twice been its venue: in 1895 and 1925. Great changes have been wrought in the British railway scene during the last quarter of a century and the delegates attending from railways the world over will, no doubt, find much to interest them here. Apart from such a superb showpiece as the Rugby Testing Station, British Railways can offer modern examples of every form of traction, in addition to every aid for efficient traffic operation. The objects of the Association have always been to facilitate the progress and development of railways by holding periodical congresses and by means of publications; these objects have certainly been attained with distinction and the free interchange of views and experience has contributed much to the present standard of railways.
The eleven questions listed for discussion in the London session, as usual, include topics covering all branches of railway working, but the two (Nos. 3 and 4) in the second Section, relating .to locomotives and rolling stock, would particularly interest readers. Question No.3 is a technical and economic investigation of the basic characteristics of electric traction systems now in use, with a view to deciding whether, and to what extent, there are relevant reasons for preferring one system to another. Factors of special interest in this consideration will be power supply, overhead line and fixed track installations, motive power units, and working and maintenance costs. The Reporters handling this important topic were C. Guzzanti, Inspectorat Général de la Motorisation Civile et des Transports Concédés, Rome, and Mr. S. B. Warder, Chief Officer (Electrical Engineering), British Transport Commission.
Question No.4 refers to the ever-present topic of means and methods of improving the efficiency of steam locomotives. Matters receiving particular attention in this connection would be, increase of steam pressure, types of grates, superheating, feed water heating, feed water treatment, etc. The Reporters in this instance were Manlio Diegoli, Inspecteur en Chef Supérieur 'au Service du Matérial et de la Traction des Chemins de fer de l'Etat Italian, Florence, and C.T. Long, Assistant C.M.E. (Motive Power) South African Railways.
Question 11, in the fifth Section, dealing with light and colonial railways will also be of interest to those concerned with locomotives and rolling stock. It relates to the protection of overhead lines, substations, locomotives and motor coaches against accidents of an electrical nature (excess voltage, overloads, short-circuits, and lightning). The three Reporters of this question were Messrs. Vrielynck and De Boeck from the Belgian Société Nationale des Chemins de fer Vicinaux, and T.S. Pick, Chief Electrical Engineer, London Transport Executive.
Other Questions are of indirect interest to the locomotive and carriage and wagon departments, e.g., that dealing with recruiting staff. The whole programme has a wide scope and we have no doubt that the Session will prove, in every way, to be as valuable as those previously held.
Institution of Locomotive Engineers. 1
An important paper on Developments in Locomotive Testing was presented by S.O. Ell to the Institution in London, on 18 November. The thermodynamics of the locomotive is inseparably linked with the mechanics of the train. It was shown how this can be accomplished in locomotive testing in a manner both analytical and demonstrative. In describing its development it was shown (1) how the performance and efficiency of a steam locomotive can be expressed by a three-fold relation and by a two-fold relation in thermo electric units, and (2) why the mass, system of locomotive and train and its normal mode of progression must be preserved in demonstrative analytical testing. Since the normal mode of progression is one of variable speed, an outstanding problem has been the control of the thermodynamic factors at variable speeds. Finding a solution in apparatus and methods which are simple and easily applied, a full description and analysis was given of a test on the Controlled Road Testing System. How the results of a number of tests are coordinated was described and the paper concluded with a discussion of the implication of the results in respect to the efficiency of the locomotive as a mobile power plant and as a motive power unit with its associated operating problems..
H. Davies, M.I.LocoE., A.M.I.I.A., 1.
Appointed a Director of W.G. Bagnall, Ltd., of which firm he had been General Manager since 1947. He commenced his apprenticeship in the locomotive industry with Kerr Stuart & Co., Ltd., in 1918. In 1926 he joined Bagnalls as an estimator and draughtsman. Two years' later he rejoined Kerr Stuart and subsequently worked with Sir W. G. Armstrong Whitworth & Co., Ltd., the Air Ministry and in the London office of Babcock. & Wilcox, Ltd., before returning to Bagnalls as Chief Estimator and Persorial Assistant to the Managing Director in 1940.
Mauritius Railway 0-6-0 diesel-hydraulic locomotives. 2-4. 2 diagrs. (including s. el.) and plan
Electric baggage cars for L.M.R. 9. illustration
Converted from LMS-built passenger motor cars introduced in 1926 for service on the Liverpool, Southport, Crossens and Ormskirk electric lines with sliding doors to assist loading and unloading.
G.N.R. locomotive notes. 10-11. 2 illustrations
Notes made by H.G. King whilst at Doncaster Works and held by Norman Kerr of Cartmel. Illustrations of Sturrock 0-6-0 with steam tender and reports made by Sturrock to the Board on the economies made. Also report made by Stirling leading to the removal of the cylinders and motion from the modified tenders. Also illustrated 2-4-0 No. 268 supplied by Sharp Stewart and Sturrock's report to the Board. These were originally intended tio be singles, but were supplied as 2-4-0 type to assist timekeeping on the climbs to Potters Bar and from Peterborough to the 100 mile post: stirling subsequently converted them to singles.
Portuguese Railway Mission to British Railways. 14. illustration
Led by De Brion, Technical Director of Companhia dos Caminhos de Ferro Portugueses with Pinto Monteiro and Valerio Vincente of the Portuguese Railway and Lino Netto representing the Portuguese Government. They visited British railway electrification projects, namely Lancaster-Morecambe-Heysham, Manchester-Sheffield and London-Shenfield.
No. 738 (February 1954)
B.R. 2-10-0 heavy freight locomotives. Loco. Rly Carr. Wagon Rev.,
1954, 60, 15.
2-10-0 heavy freight locomotives for B.R.. Loco. Rly Carr. Wagon Rev., 1954, 60, 16-18. 2 illus., diagr. (s. el.)
Number 740 (April 1954)
[Diesel railcars built in Holland for Portugal]. 63
Supplied by Fiat see also page 114
Number 741 (May 1954)
Intrernational Railway Congress. 67
First meeting of the International Railway Congress to be held in Great Britain since 1925 was being held in London from 19-26 May, when over 450 delegates from more than 30 different countries assembled in Church House, Westminster, to discuss current problems and the latest techniques. It was arranged for H.R.H. the Duke of Gloucester, Honorary President of the Congress, to perform the formal opening ceremony and to be supported by the Rt. Hon. Alan Lennox-Boyd, M.P. (Minister of Transport and Civil Aviation); M. de Vos (President of the International Railway Congress Association, and General Manager of the Belgian National Railways); Sir Brian Robertson (Chairman of the British Transport Commission); Sir John Benstead (Deputy Chairman) and other Members of the Commission; Sir John Elliot (Chairman, London Transport Executive); and civic representatives .
In addition to seven business sessions and sectional discussions at Church House, arrangements were made for delegates to visit important railway centres, and to inspect recent examples of technical development on British Railways and London Transport. Such visits included Willesden carriage cleaning and servicing depot; electrical control rooms and sub-stations on the Southern Region electrification; Swindon locomotive, carriage and wagon works; London Transport workshops and depots at Lillie Bridge and Acton; Southampton Docks; Liverpool- Street-Shenfield electrification; the Central Line tube extension; Rugby locomotive testing station where one of the new standard 2-10-0 locomotives, described on page 16, was undergoing test; and railway coastal protection works between Dover and Folkestone, also a special exhibition of B.R. and London Transport locomotives, rolling-stock, civil and signal engineering equipment at Willesden, included the prototype of the new British Railways Class 8 three-cylinder large 4-6-2 with Caprotti Valve gear. This exhibition will be open to the public from 26-29 May. Subjects discussed at the International Railway Congress which are of particular interest to our readers will be shortly summarised in our pages. As is well known the Questions considered are reported at length in the Monthly Bulletin of the International Railway Congress Association. These Bulletins contain much valuable information which is not to be found else-where.
Five British officials were among the reporters who have collated international data for consideration by the Congress: Dr. F.F.C. Curtis (Architect, British Railways, B.T.C.), Mr. S.B. Warder (Chief Officer, Electrical Engineering, British Railways, B.T.C.), Mr. S.G. Hearn (Operating Superintendent, London Midland Region), Mr. J. H. Fraser (Chief Officer, Signal & Telecommunications, British Railways, B.T.C.) and Mr. T. S. Pick (Chief Electrical Engineer, London Transport Executive).
So that delegates from overseas Governments and railway administrations may inspect the latest products of British manufacturers, seven leading trade organ- isations in co-operation with the Federation of British Industries offered facilities for Congress delegates to' visit anyone of 74 different factories and industrial plants in various parts of the country. Included among the works open for inspection were the majority of the builders of locomotives of all types. Detailed arrangements for the Congress were made, on behalf of the British Organising Commission, by an Arrangements Committee of Officers from B.T.C. Headquarters, the Railway Regions, B.T.C. associated undertakings and London Transport, under the chairmanship of Mr. J.L. Harrington (Chief Officer, Marine & Administration, B.T.C.). Mr. E. E. Whitworth is English General Secretary of the Congress.
British Railways. 67
The following new engines had been placed in service. Eastern Region Co-Co Electric Class EM2 No. 27001; London Midland Region, 2-10-0 Class 9F Nos. 92008, 92009; North Eastern Region, 2-6-0 Class 3MT Nos. 77002, 77004; Scottish Region, 2·6-0 Class 3MT Nos. 77005-77007; Southern Region 350 h.p. diesel shunter Nos. 13044, 13045; Western Region, 0-6-0PT Class 94XX Nos. 8440, 8442, 8443, 9491.
Aid to Recruitment on the Railways, Wolverton Training School. 67
A learn-as-you-earn training school was opened 2 April at Wolverton Carriage & Wagon Works by J.W. Watkins, Chief Regional Manager of British Railways (London Midland Region). The school, which will accept boys leaving school, is fully equipped with a large workshop with the necessary machines and lecture and film projection rooms. Trainers will receive practical instruction under workshop conditions for a full year in joinery, coach bodybuilding, welding, painting and electrical work. At the end of the 12 months course in the training school, apprentice trainees will be transferred to the works, where training will follow a carefully planned schedule which guarantees every apprentice being given the same opportunity in accordance with the principles of the progressive system of workshop training which operate throughout the Works.
B.R. new lightweight diesel trains. 68-9. 2 illustrations, diagram
(elevation and plan)
Part of £2 million programme: the Derby built units w ere powered by bus-type underfloor horizontal engines of at least 125 h.p. The units illustrated had Leyland engines, Lysholm Smith torque converters and Walker diouble reduction final drive. They could run in multiple with up to eight cars. The initial areas to be served were the West Riding of Yorkshire, West Cumberland, Lincolnshire, East Anglia and on Newcastle to Middlesbrough services.
Development in Portuguese E. Africa. 69
Construction of the new railway line into Rhodesia from Portuguese E. Africa continued to make good progress. The temporary high level bridge over the Limpopo River had been completed .and construction trains were now able to run into the railway base of Mebelane about 50 kilometres beyond the Limpopo
Mr. W. P. Snedden. 69
Death on 23 April of W. P. Snedden, Chief Technical Engineer of the Rolling Mill Division of British Timken Ltd.
B.R. Eastern Region improvements. 69.
Large programme of new works in the Eastern Region had been authorised by the B.T.C. Included in the schemes is the provision of plant for pre-steaming locomotives at Colwick. The hot water washing-out plant at Colwick Motive Power Depot had become due for overhaul and reconditioning and the opportunity had been taken in carrying out this work to provide pre-steaming facilities for locomotives. There were two boilers provided for washing-out purposea and two additionai boilers were to be installed to meet the additional commitment of pre-heating. All four boilers will be interconnected and each provided with mechanical stokers. Pre-steaming lines were to be installed in the shed complete with flexible connections and pressurised fire starters. The boilers will be sited so that coal can be unloaded direct from wagon to hopper to minimise hand labour. The benefits which are anticipated from installation of the pre-steaming plant are more uniform heating of boilers and fireboxes, diminution of smoke when steam is being raised and a saving of fuel in locomotives during the lighting-up process. There will also be improved availability by a saving of three engine preparation hours for each locomotive pre-steamed.
A further matter included in the programme is the fire protection of cable routes on the Liverpool Street-Shenfield electrified lines. Since the introduction of electric working between Liverpool Street and Shenfield in 1949 there have been a number of line-side cable fires, some of which have caused severe or fairly severe damage and in some cases serious dislocation of traffic has resulted. Certain protective measures were carried out following a cable fire in April, 1952, including the protection of the cables on vulnerable sections by special sheeting. It has been found from experience, however, that this sheeting deteriorates fairly rapidly, causing a parting between the protective coating and the steel, and the presence of bitumen in the protective coating has added to the fire risk. As a result of the steps now being taken it is hoped that full protection will be given to all cables, both electric and signal, and further trouble avoided.
Western Region locomotive renamed. "Castle" class
No. 5017 has been renamed The Gloucestershire Regiment.
Mr. S.T. Clayton, M.I.Loco.E. appointment.
Motive Power Superintendent, London Midland Region. He entered the service of the former Lancashire and Yorkshire Railway as an apprentice at Horwich Works in 1909. Among tmore recent appointments held by Mr. Clayton had been the positions of District Locomotive Superintendent, Rugby from 1940 until 1943, when he was appointed District Locomotive Superintendent, Polmadie. In 1945, he was appointed General Assistant (Motive Power) to the Operating Manager, Northern Division, L.M.S. Glasgow, and in 1949, became District Motive Power Superintendent, Glasgow (North), Scottish Region. Later that year he was appointed Assistant Motive Power Superintendent. L.M.R., which position he now vacates.
New Zealand Government Railways: The Royal Train. 70. 4
HM The Queen boardin train at Wanganui station; train leaving Palmerston North for New Plymouth behind two diesel locomotives; at Cross Creek behind two AB class locomotives and on Rimutaka Incline with three locomotives belching smoke and steam. No Royal journeys should be without this one!
B.R. Class 3 Standard 2-6-0 locomotive. 71-2.
illustration, diagram (side elevation)
Amazing new design for services on North Eastern and Scottish Regions
The measurement of train resistance. 72-5. 2 illustrations,
Precis of H.I. Andrews paper No. 531
The Hunslet Engine Co. Ltd. 75
Repeat order from Peruvian Corporation for one 2-8-0 for 3ft gauge Trujillo Railway.
Mechanical Handling Exhibition. 75
To be held at Olympia 9-19 June: British Thomson Houston and Westinghouse Brake & Signal Co. exhibits
Diesel trains for Northern Ireland. 76. illustration
Passenger services over the former Belfast & County Down Railway between Belfast and Bangor are now worked entirely by diesel trains. The last steam operated passenger train ran on 27th November, 1953. In May 1'952 the first diesel train was put into service. Since then there has been a regular output of three-coach sets every two months from the Ulster Transport Engineering Works. The B. & C. D. Railway, under the Transport Act (Northern Ireland) of 1948, became a constituent, with the Northern Counties Committee, of the Ulster Transport Authority.
Mr. W. Cyril Williams. 76 illustration
W. Cyril WiIliams, F.R.G.S., A.M.Inst.C.E. M.I.Mech.E., M.I.Loco.E., M.lnst.T., and Past President of The Institution of Locomotive Engineers, retired on 30th April from the Executive position of Sales Director with the firm of Beyer Peacock & Co. Ltd., although his services are retained as a Director of the company. He commenced his railway work in 1906 with an apprenticeship to the Natal Government Railways where his training, apart from the general workshop course. included running shed, signal department, footplate and drawing office experience. He attended the Durban Technical Institute and obtained the Abe Bailey Scholarship in 1909, the James Brown Exhibition in 1910 and the Institute Scholarship in 1913. For a short period in 1912 he was a lecturer at the Institute. In 1913 Mr. Williams was appointed a junior engineer to the Chief Superintendent Motive Power at Johannesburg. During the first World War he was commissioned in the South African Engineer Corps and served throughout the campaign in German South West Africa with the rank of Captain in the Railway Regiment. During this time he was locomotive foreman at Usakos and later held the rank of Assistant Superintendent (Mechanical). Following the campaign in Sonth West Africa, he was posted to France in the Royal Engineers, being promoted in the field to Army Locomotive Superintendent. Mr. Williams is one of the most widely travelled railway men and is renowned for his encyclopaedic knowledge of railways in all parts of the world. He went to the United States and Canada in 1919 on behalf of the South African Railways where he was responsible for the inspection of locomotives. wagons and other railway equipment. After one year he returned to London where he acted for a short time as Advisory Engineer to the South African Railways. eventually returning to South Africa on the staff of the- Assistant General Manager in Durban. Up to 1923 Mr. Williams was largely engaged on special engineering test duties, in particular with locomoti ve performance, and he was associated with the early tests of the Garratt articulated locomotive. In 1923 he joined the firm of Beyer Peacock & Co. Ltd., and opened their London Office as London Manager. As an enthusiastic advocate of the Beyer-Garratt he has taken a large part in its successful development and use by many railways throughout the world. He was subsequently designated Sales Director of the company and in I945 was elected to the Board. During WW2 his wide experience and knowledge of overseas railways was freely drawn upon by the War Office and the Ministry of Supply, and he actively par- ticipated in the work of his Company on important armaments and locomotive production. During the past thirty-one years he has travelled on railways in all parts of the world, and has been a great and popular Ambassador for Britain, and British locomotives. He has made many contributions to the technical press and .in papers read before the Institution of Locomotive Engineers; his Presidential address was reported in our 1950 volume, page 15· He has many friends throughout the world who will join in expressing the wish that, after a full and most successful career, he will enjoy many happy years of retirement.
350 h.p. diesel shunting locomotive Renfe. 77. diagram (side elevation & plan)
S. Ellingworth. The locomotives of Imperial Chemical
Industries Ltd. 78-9. 2 illustrations
One factory handled 11,000 wagons per week. 118 steam and 20 internal combustion engines were operated. Liveries were varied: black, grey, maroon, blue and green. Most were saddle tanks with outside cylinders and inside valve gear. There were eight six-coupled, but the remainder were four-coupled. Two 0-6-0STs were at the Dyestuffs Divion's plant at Blackley, Manchester: they were built by Hawthorn, Leslie & Co. in 1919 and 1920 and had to be able to cope with 1 in 33 gradients. The Lime Division 0-6-0 was built by Avonside in 1921. It, and three four coupled locomotives were fitted with the vacuum brake to handle 40-ton hopper wagons at Tunstead Quarry used to convey limestone to Winnington. Four 0-6-0 side tanks (No. 42 Isis illustrated) were at Billingham to handle trains weighing up to 1000 tons. They were built by Stephenson, Hawthorn & Co.: two in 1928 and two in 1947. The others were named Tyne, Tees and Cam.
Railway Exhibition at Willesden. 79
B.R. cafeteria car. 79. illustration
16th Railway Congress: review of electric traction systems. 80-1
New "Bristolian". 81
Scheduled to leave Paddington at 08.45 an Bristol at 16.30 and complete the journey in 1¾ hours an an average speed of 67 mile/h.
L.M.R. appointment. 81
Eric Baker appointed Divisional Motive Power Superintendent, London Midland Region, Crewe.
Light alloy air reservoirs. 81
K & L Steelfounders & Engineering. 82
Canadian Pacific Railway. 82.
Diesel-electric locomotive for Southern Region. 82
Victorian Railways J class locomotives. 83-4. illustration, diagram
2-8-0 built Vulcan Foundry: thirty coal fired with Hulson Grates, and further thirty oil-fired.
Giesl oblong ejector. 84.
"It is understood" that device to be fitted to 30 locomotives of Austrian Federal Railways including 20 4-8-0s in long distance service on the Southern line.
Cours d'exploitation des chemins des fer. Ulysse Lamaille. Paris:
Studies in railway working. Second edition. Covers train and locomotive resistance, and motive power withn emphasis on French and Belgian practice.
Mr. W.N. Pellow, M.I.Mech.E., M.I.Loco. E. 84
Retirement after more than fifty years service: Assistsnt Locomotive, Carriage & Wagon Engineer at Wolverhampton, Assistant to the Locomotive Running Superintendent and Outdoor Assistant to the C.M.E. (Collett); Divisional Carriage & Wagon Superintendent at Bristol, then Old Oak Common. Latterly Chief of Motive Power on Western Region.
Mr N.R. Peach, A.M.I.Loco.E. 84
District Motive Power Superintendent, Crewe from 1 May 1954: formerly in Assistant position; following retirement of James Foster.
"Popular Carriage". 84
Scholes, Curator to British Transport Commission had assembled an exhibition of model road and railway carriages in the shareholders' room at Euston Station including an actual omnibus operated by the Kent & East Sussex Railway.
Woolwich Arsenal. 84
Hunslet Engine Co. Ltd supplied a B-B type diesel mechanical locomotive to work on 18 inch gauge system: repeat order of a type supplied in 1934.
E.M. Bywell, aged 80: editor of former North Eastern Railway Magazine and first curator of York Railway Museum from 1922.
Number 743 (July 1954)
Time changes all. 103
Attitudes to railway travel especially in USA and call for road improvements in UK. Partly driven by booklet produced by American Car & Foundry Co: How to travel by train published to encourage rail travel
Rhodesian Railways. 103
Had taken delivery of 4-8-4 locomotives with condensing tenders from Henschel & Co. similar to locomotives supplied to South African Railways by North British Locomotive Co. and Henschel
300 h.p. diesel-hydraulic shunting locomotive. 104-5. illustration,
Supplied to Shelton Iron, Steel and Coal Co. of Stoke by North British Locomotive Co: 0-4-0 with Voith North British hydraulic transmission capable of haulage on 1 in 44 gradient.
F.J.G. Haut. New Swiss mountain rail coach. 105. 2 illustrations
St Gallen to Mühlech Railway which had been converted from cable haulage using counterr-balance system to Riggenback rack system. Coach built by SLM of Winterthur in co-operation with Brown Boveri: railway had gradient of 1 in 4.5, 1.2 m gauge and cars accommodated 68 passengers.
Westinghouse Brake & Signal Co. Ltd. 105
In conjuction with Bellamy & Lambie formed Westinghouse Brake & Signal Company SA (Pty) in Johannesburg with A.R. Walwyn from Bellamy & Lambie (Managing Director) and M.W. Shorter (MD of Westinghouse in England) and N.V. Davies and J. Pryce as directors
S. Ellingworth. The locomotives of Imperial Chemical Industries Ltd.
106-8. 2 illustrations, diagram
The Alkali Division did not number its locomotives and only used names. The Metals Division at the Kynoch Works in Witton had two unusual locomotives. No. 3 was a very squat outside cylinder 0-4-0T which had been a crane locomotive. It had 14 x 22in cylinders, 3ft 5in wheels and 160 psi boiler pressure. No. 4 was a Ramsbottom inside-cylinder 0-4-0ST: it had been LNWR running numbers 1439 then 1988 and was No. 3042 when sold in 1919. It had a cylindrical firebox (diagram), 14 x 20in cylinders and 4ft 1in coupled wheels. It was presented to the British Transport Commission in June. The Dyestuffs Division in Huddersfield used a fireless locomotive built by Hawthorn Leslie & Co in 1930. It had 17 x 16in cylinders activated by Walschaerts valve gear. Diesel traction was used at Winnington Works and at the Nobel Division at Ardeer where explosives were manufactured. There was a 2ft 6in gauge system employing Ruston-Horsby 27 hp locomotives with clutches and gearboxes. The standard gauge lines used North British Locomotive Co. locomotives with Voith hydraulic transmission. The new Wilton plant would use diesel locomtives.
Dining cars for the Argentine. 108-9 2 illustrations, diagram
(side & front elevations, sections & plan)
Built by Werkspoor J.J. Beijnes Carriage & Wagon Works at Beverwijk in Holland
1,000 H.P. diesel-electric locomotives for Brazil. 110-11. 2
A1A-A1A built by English Electric for metre gauge railways from Recife to Afogadas de Ingazeira and to Maceio.
Rehabilitation Workshop, B.R., W.R. 111
Following the lead of the medical profession. British Railways (Western Regiou ) were developing a Rehabilitation Workshop at Swindon. The object is to sustain in employment by the provision of productive work during their convalescence. injured workmen whose return to work would normally be longer delayed. Machinery has been specially adapted to provide a form of graduated work to a selected group of muscles or to give increasing ranges of movement in one or more joints. Apart from accident cases, it is hoped tc also provide for those who require "toning up" after operation or long Illness.
While working in the Rehabilitation Workshop, men are paid at the basic rate applying to their normal work and admission is entirely voluntary. Work was begun ten minute later and finished ten minutes earlier than the normal factory hours to avoid the usual rush in the approaches to the works.
British Railways. 111
The. following new engines had been placed in service:
Eastern Region 2-6-0 Cl. 4, Nos. 76035-76037;. 2-10-0 Cl. 9. No. 920I2.
London Midland Region 4-6-2 Cl. 8, No. 71000; 2-6-0 Cl. 2. Nos. 78021-78024; 2-6-4T Cl. 4, Nos. 80083, 80084; 350 h.p. diesel shunter No. 13050.
Southern Region 4-6-0 Cl. 5, Nos. 73051, 73052.
Western Region 4-6-0 Cl. 4, Nos. 75026-75029; 0-6-0PT Cl. 94XX, No. 9492 (Built by the Yorkshire Engine Co )
Centenary of Paddington. 111
To mark the centenary of the terminus at Paddington, a tablet was unveiled on 29 May, on No. 1 Platform, by A.S. Quartermaine, C.B.E., M.C., a former Chief Engineer of the Great Western Railway and of the Western Region and a Past President of the Institution of Civil Engineers. Inscribed on the tablet are the dates 1854 and 1954, below which, and slightly inset, is a bronze plaque in low relief depicting the head and shoulders of Isarnbard Kingdom Brunel, in a tall beaver hat, and with the inevitable cigar. Beneath this bronze an appropriate inscription is cut in the stone. At the foot of the panel, in bronze, is the Coat of Arms of the former Great Western Railway Companythe joined shields of the Cities of London and Bristol.
Steel Ride. 111
We recently saw the film Steel Ride dealing with the production of railwav material. which had been made for the Steel Peech & Tozer branch of the United Steel Companies Ltd. The subject was dealt with factually, objectively and in an interesting manner and packed a large amount into the running time of 32 rnmutes and ranges from the sequences of the melting shop anrl ingot casting to the machining, fitting and use of the finished product. .
British Railways announced the appointment of H.E.A. White as Motive Power Superintendent, Western Region.
2-10-0 locomotives for Greece. 112. illustration.
Illustration: 195 ton 2-10-0 locomotive for Greece on test at Sampierdarena. What were among the largest steam locomotives in Europe were being built in Italy for the Greek State Railways, and the first three or four of them had entered service on the Athens-Salonika line. Their principal dimensions were: two cylinders 26in. by 27½ in., 63 in. wheels, 255 psi. boiler pressure, evaporative heating surface 3,359 ft2., superheating surface 1,346 ft2., grate area 60.3 ft2, adhesive weight 100 tons, total engine weight 132 tons, tender weight 63 tons, overall length of engine and tender 81 ft., tractive effort at 75 per cent. boiler pressure 56,500 lb. The boiler barrel had a maximum diameter of 82 in., and the round-topped firebox contains four arch tubes and is prolonged forward into a combustion chamber. Exhaust is through a double Kylchap arrangement. No mechanical stoker is provided but provision had been made in the design of engine and tender for one to be fitted at a later stage should this be found necessary. The boiler was fed by a pump delivering through a feed-water heater, and by an injector. Piston valves are actuated by Walschaerts motion. The cast steel driving and coupled wheel centres were of the SCOA-P type, supplied by Societa Italiana Ernesto Breda who are sole selling and manufacturing licensees in Italy under a licence granted by K & L Steelfounders and Engineers Limited, Letchworth, England under power of Attorney granted by the original inventors and patentees, the Steel Company of Australia (Pty). The Vulcan Foundry Limited, Newton-le-Willows, were designers and technical advisers to all European licencees. Leading and leading coupled wheels were combined in a Krauss truck and the driving wheels are flangeless, in order to get the engine round the curves of 985 feet radius out on the line. Bar frames were used, and in general these and the various cross stretchers and drag boxes are welded up. Altogether 20 of these locomotives, with double-bogie 5,500 gallon 12-tons of coal tenders, wee being built, ten by Ansaldo at Genoa and ten at Milan by Breda. Despite a height of almost 15ft. it was found possible to try one of these engines over the 1 in 40. grades ot the Brenner line of the Italian State Railways, a route which was electrified on the three-phase system.
The Prime Minister of Northern Ireland. 112. illustration.
Viscount Brookeborough, visited the main works at Rugby of The British Thomson-Houston Company on 18 May. The photograph reproduced, taken on this occasion, included:. H. L. Satchell (Director, Manager Rugby Works, BTH) , Lord Glentoran (Minister of Commerce, Northern Ireland), J.S. Borrington (Supt Turbine Factory, BTH Rugby), Viscount Brookeborough (Unelected Prime Minister of Northern Ireland), E. H. Ball (Managing Director, BTH), W.W. Vinsen (Director of Manufacture, BTH), . W.N. McWilliam (Asst. Sec. to the Cabinet, Northern Ireland), D.R.S. Turner (Asst. General Superintendent. Rugby Works, and Manager of Larne Factory), H. Dreghorn (General Superintendent, BTH Rugby Works). The visit was of particular interest in view of the BTH decision to erect a new factory, for the expansion of their turbine business, at Larne, Northern Ireland.
Birmingham. New Street. 112
British Railways held an exhibition of locomotives and coaching stock at New Street Station to commemorate the centenary of the opening: of the station.
Italian locomotives with Franco-Crosti boilers. 113-14. 2
P.M. Kalla-Bishop described the five streamlined (No. 683.981 illustrated) 685 class 2-6-2 originally built in 1927 but modified in 1940 and allocated to the Venice SEA depot and also illustrates a non-streamlined 2-8-0 No. 743.015 and notes that British Railways were about to embark on fitting Franco-Crosti boilers
Cor-Ten Steel. 114
For the first time in the United Kingdom Cor-Ten steel has been rolled on the hot strip mill. The Steel Company of Wales announced that they had rolled some of this high-tensile corrosion resisting steel in coils and sheets at the Abbey' Works, Port Talbot. Cor-Ten is the registered trade name given to this steel by the United States Steel Corporation and it is produced in this country under licence. This material possesses good working and welding properties, and weight-far-weight has much greater strength than mild steel. While Cor-Tenis not a stainless steel it has a good resistance to atmospheric corrosion, and is also more resistant to abrasion, fatigue and impact that ordinary steel. These characteristics render it particularly suitable for use in the manufacture of railway wagons, etc. and it has a wide application, for this and other purposes, in America, where it has been shown that the resulting maintenance economies more than offset the higher initial cost. The first large order for it has been placed through R.T.S.C. Home Sales Ltd., by British Railways; to be used for the manufacture of wagons.
Swedish State Railways. 114
Order from ASEA works for two fast electric locomotives of a new type: 3.000 h.p. units to develop a top speed of 93 m.p.h. The high output of the new units was combined with a relatively low axle load and they could haul up to eight bogie coaches on lines which are not severely graded, e.g. Stockholm-Gothenburg and Stockholm- Malmoe. Maximum service speed was about 80 m.p.h. Mechanical parts of these locomotives were being supplied by Nydqvist & Holm of Trollhaettan.
Japanese diescls. 114
Japanese National Railways order for 13 diesel-electric locomotives of 63 tons weight and 56 m.p.h. top speed for main-line mixed-traffic working, and powered each by a Sulzer engine of 1,000 h.p. at 850 r.p.m. Starting tractive effort is 35,000 lb., wheel arrangement Bo-Bo, bogie wheelbase 7ft. 6in., bogie pitch 18ft and overall length 38ft. 9in.
Portuguese Notes. 114 . illustration
On page 63 of this Volume were illustrated and described the motor trains built by Fiat for Portugal. They were used on the Lisbon-Oporto services and complete the run of 210 miles, including seven stops, in about 4¼ hours. Delivery of stock built in Holland commenced in March, with the receipt of two diesel railcars of the new series 35 and 20 trailers. When this order has been completed it will bring the number of railcars received since 1948 up to 70, and the corresponding figure for trailers to 31. Also on order are 35 Budd type stainless steel coaches. The first three of seven ordered from France were delivered in March, these are for use on International services. We are indebted to J. H. Richards for these particulars, and also for the reproduced photograph.
Bagnalls of Stafford. 115
Investment in its offices, including a larger drawing office and in its plant. A 450 ton Fielding & Platt flanging press had been installed to increase its boiler output. The wheel shop had acquired improved boring machines. Unionmelt submerged automatic welding had been installed. 0-6-0STs were being built for the National Coal Board. Boilers were being supplied to the Mauritius Government Railway and to the Jodhpur Railway. Four-wheeled and Bo-Bo diesel electric locomotives were being built for the Steel Company of Wales. Diesel mechanical locomotives were being supplied to the New Zealand Government Railways and to the Tasman Pulp & Paper Company.
New Hungarian railcars. 115.
Three-car diesel electric trains with Ganz-Jendrassie diesel engines and air conditioning and a dining car forming the central vehicle accommodated 128 passengers. They were known as Hargita and used on services between Budapest and Nyiregyháza. A unit had been sold to Czechoslovakia for use on Prague to Berlin services.
Diesel for Bolivia. 115
Sulzer of Switzerland supplied the Machacamarca-Uncia Railway with a C-C metre gauge diesel electric locomotive.
Coal-burning steam-turbine-electric locomotive.
116-17. illustration, diagram (side elevation).
Described as a 6-6-6-6, but C+C-C+C might be more suitable, was in effect a power station on wheels as it had a Babcock & Wilcox water tube boiler with a self-cleaning travelling chain grate which operated at 600 psi and 900°F. It was supplied to the Norfolk & Western Railway where C.E. Pond was General Superintendent of Motive Power, by Baldwin-Lima-Hamilton.
Cornish Riviera Express. 117
Celebrated its 50th birthday on 1 July. It was the outstanding performance of a Royal Train showing the possibilities of non-stop long distance runs which led up to the introduction of this famous express. In 1903, the Prince and Princess of Wales, afterwards King George V and Queen Mary travelled to Falmouth for the opening of the first Transatlantic Wireless Station, their special train running non-stop from Paddington to Plymouth via Bristol, a distance of 246 miles in under 4 hours. In June the following year, the Riviera made a trial run and was officially introduced in the timetable on 1 July 1904, being scheduled to leave Paddington at 10.10 a.m. In 1906 it was re-routed to run by the shorter route via Westhury and re-timed to depart at 10.30 .
G.E.C. Rectifiers for Netherlands Railways. 117
The General Electric Co. Ltd. entrusted by the Netherlands Railways with an important contract for pumpless steel-tank rectifiers. The order covers a total of thirteen twin-cylinder units each rated at 1,224 kW at 1,530 volts and includes electronic arc-suppression equipment. This contract is the latest in a series received by the G.E.C. in the post- war period for rectifier equipment for the rehabilitation and expansion of the electrified section .of the Netherlands Railways, and brings the total quantity of fixed and mobile rectifiers supplied and on order for this administration to 76 cylinders with a combined rating of over 45,000 kW.
The Third Woodhead Tunnel. George Dow.
British Railways (London Midland Region)
To commemorate the formal opening of the new Woodhead Tunnel by Alan Lennox-Boyd, 3 June, 1954. 28-page booklet divided into four chapters dealing with the earlier tunnels. preliminaries, construction and completion of the third tunnel. The text is well illustrated with photographic reproduction and line diagrams including a map of the old and new tunnels and connecting lines. The author is to he congratulated upon the production of this very interesting account of the greatest tunnelling achievement in this country during the present century.
Electric Power Convention Traction. 118.
British Electrical Power Convention held in June paper by Sir George H. Nelson which referred to the Cock Report for potential for railway electrification in Britain.
B.R. new cafeteria-restaurant cars. 118
Cylinder fixing with shear strips. 119. 2 illustrations,
No. 46203 shown in photograph.
G.E.C. platform lighting. 120
New Twickenham Station of the Southern Region, for which new lanterns for fluorescent tubes were manufactured to the design of the Civil Engineer by the General Electric Co. Ltd. All the lanterns are mounted at right angles to the tracks so that the station name is continuously visible from trains running into the station. A 12ft. internally illuminated name sign on one platform was also supplied by the G.E.C.
Festiniog Railway. 120
A society has been formed to attempt to re-instate passenger services on this narrow gauge railway in North Wales. The line is about 13 miles long between Blaenau-Festiniog and Portmadoc. Fairlie type locomotives were an interesting feature of the railway, which was opened for traffic over a century ago.
Bolivian railcars. 120
The cars, supplied by The British Thompson-Houston Co. Ltd., and described on page 59 of this volume, were in operation between Potosi and Sucre, 109 miles, over a summit 12,900 ft. high, and where the grades are as steep at I in 34 and there are constant curves down to 250ft. radius. The curvature, and the necessity to guard against frequent rock falls, limit the top speed to 28 m.p.h. The cars are worked in convoy with some old petrol cars, and make the journey from one end to the other in about 7 hours inclusive of a 45-mmute stop at Vila Vila.
East African Railway progress. 120
Excellent progress is reported to have been made with the construction of the new Lourenco Marques-Southern Rhodesia railway. Crossing points complete with station buildings and staff housing had been built as far as Mabelane, an important base on the new railway 80 km. beyond the Limpopo crossing. Track laying, which is going forward at 1to 1,5 km. per day is now 70 km. beyond Mabelane and was expected to be completed to the Rhodesian border before the end of 1954. Construction of earth works on the Rhodesia side has now been commenced northwards from the Mocambique-Southern Rhodesia border. The extension of the Lourenco Marques- Vila Luisa line to Manhica, some 72 km. north of Lourenco Marques, has been started. This line will eventually form part of: the main line to Rhodesia and will also assist development in the Incomati Valley.
ISO Committee on Pallets. 120
Delegates from many ccuntries attended the meeting, recently held at the British Standards Institution in London, of the Pallets Committee of the International Organisation for Standardisation. Dimensions and loading of standard pallets were agreed:.
Model Railway Club. 120
The very large and well-attended Exhibition staged annually by this Club has now reached a stage where it appears to us finality has been attained so far as quality is concerned. The models of locomotives, rolling stock, track and lineside accessories have reached such a pitch of perfection, certainly in the smaller scales, that it seems little, if any, further improvement is possible. It must not be inferred from this that there will be no change. Yearly a large number of models appear of other prototypes. Some of the results on show this year of subjects hitherto neglected were extremely well madeas indeed were almost all of the exhibits. The whole show reflects great credit upon the many who contributed both to the making of the models and the organisationwhich must be a tremendous undertaking.
Applying the pressure. The British Productivity Council. 120
This is the thirteenth review m a series ot surveys of British industries, which originally sent Productivity Teams to the U.S.A. under the auspices of the Anglo-American Council of Productivity. The Pressed Metal Industry Team visited America in 1949, and, in 1951, an American team visited Britain. The Amencan team's report was also published by the Council. The pressed metal industry is among the most important of British engmeenng industries, as it deals with a wide range of articles, such as parts for railway wagons, motor vehicles, aircraft, refrigerators, down to tin cans, etc. The report deals extensively with techniques, material handling, plant layout etc., and reviews the work done bv some of the leading firms of the pressed metal industry. -
British Railways. Test Bulletin No. 6. The British
Transport Commission. 120
This addition to the series of reports. already published on the comprehensive performance and efficiency tests carried out on British Railways, relates to. the Class 5 two-cylinder 4-6-0 mixed-traffic locomotive. As. is customary with these reports the one now issued contains much of interest in addition to a wealth of test results. Among the interesting features of this report are the indicator diagrams obtained by the use of a modified "Farnboro" indicator. It will be recalled that this indicator and its application to steam locomotives formed the subject of a paper presented by R.E. Morgan to the Institution of Locomotive Engineers (Journal No. 233). It produces diagrams on a basis of angle of rotation of the driving axle, instead of the stroke basis, and also builds up the diagram over a large number of revolutions, in place of one or two. A further point of interest is the modifications made to improve steaming. These included the substitution of grid type firebars for the Hulson bars. originally fitted, the increase in air space so obtained to- gether with more direct air passage, resulted in an increase of 1,000 lb. /hr. in steam production when Blidworth coal was fired and reduction in smoke production. Additional increase in maximum evaporations were obtained by reduction in the' diameter of blast pipe caps. The graphs include some which show the higher vacua obtained by this reduction and the quadruple relationships between steam, air, gas, draught and hlast pipe pressure.
Leitfaden fur den Dampflokomotivdienst. Von Leopold
Niederstrasser, Verkehrswissenschaftliche Lehrmittelgesellschaft
M.B.H. Frankfurt. 120
In German. This is the 8th edition of this well-known book which is a guide, both theoretical and practical, to the steam locomotive. As will be gathered from the fact that the book runs to over 600 pages, the subject is dealt with in considerable detail. The comprehensive text is supported by many good lineand half-tone illustrations and there are 11 loose folding plates which show many technical details and arrangements of .the main components; diagrams of many German locomotives are also included. German locomotive practice has always been worth a careful study and the book under review provides an excellent opportunity of becoming familiar with up-to-date practice in that country. The book is well produced and must be regarded as one of the most important works on the subject for it contains much information that is not, so far as we are aware, available elsewhere.
Locomotives and train working in the latter part of
the' 19th century. Vol. 6. Edited by. L.L. Asher. Cambridge:
Heffer & Sons Ltd. 120
This, the last of the reprints of Ahrons' classic works. which appeared originally in The Railway Magazine, deals with that fascinating subject- the Irish railways. Many will deplore the fact tha.t no further volumes in this series can be pleasurably anticipated for Ahrons' work was unique and presented a mass of valuable information in a manner all his own. Both Editor and Publishers have done an excellent job in making this series of articles available to present-day enthusiasts.
German steam locomotives. 120
More of the 23-c1ass standard 2-6-2 mixed-traffic locomotives of 19 tons maximum axle load and with all-welded boilers and all-welded' frame structures are now being delivered to the German Federal Railway, 14 from Henschel, nine from Krupp and' four from Arn. Jung.
Swedish power-gas locomotive. 177
P.C. Dewhurst. Commentary on
down to the end of 1831". 186
Next part of Commentary
O.S.M. Raw. Some locomotive reminiscences. -201
August & September Issues: L. Lynes. Wagon design
"December Issue" Clean Air Committee chaired by Sir Hugh Beaver: see Volume 61 page 123