Volume 12 (1906)
Key to all Volumes

No. 161 (15 January 1906)

Railway notes. 1.

Great Central Ry. 1. illus.
J.G. Robinson new series of Atlantic type locomotives: twelve already delivered by North British Locomotive Co. and twelve under construction at Gorton. These locomotives were practically identical with the the first GCR Atlantic No. 192 illustrated and described on 12 December 1903 except for a slight increase in firebox heating surface, higher boiler pressure and larger tenders.  But two of the Gorton-built locomotives were three-cylinder compounds, with one high-pressure cylinder below the smokebox of 19-in. diameter and 26-in. stroke, driving the leading pair of coupled wheels, and two low-pressure cylinders outside the frames, 21-in. diameter by 26-in. stroke, driving the trailing pair of coupled wheels: otherwise, these engines were identical with the 22 simple engines. Robinson intended exhaustive tests on similar traffic and if the compounds had the advantage then it would be easy to convert the simples to compounds.  
The only important differences between these and the earliest type of Atlantic were an increase in total heating surface to 1931 ft2 and boiler pressure to 200 psi.

Metropolitan Ry. 1.
Steam locomotives Nos. 10, 11, 12, 13, 15 and 66 had been sold to the Cambrian Rys. No. 14 had been fitted with a cab, had its condensing apparatus removed and sold to the South Hetton Coal Co., near Seaham, County Durham. One of the trains of bogie coaches built for the Aylesbury service has been equipped for electric working. The guards compartments were fitted with the driving appliances for multiple unit working and two large plate glass wihdows provided suitable look-outs at the ends. The passenger compartments and side doors remained unaltered; but second class was now labelled "third", A new style of painting had been adopted. Two of the electric locomotives built for the Central London Ry. by the General Electric Co. of America, and removed from service on the lntroduction of the multiple unit motor-driven trains were being used. for experimental purposes by the Metropolitan Ry. at Neasden.

Great Western Ry. 2.
New Consolidation locomotives Nos. 2814-2818 completed.

Great Eastern Ry. 2
During 1905 Stratford Works completed 1150 c1ass 0-6-0s Nos. 1210-1219. These mineral engines had Belpaire fireboxes,  flat-topped domes and sandboxes for the middle pair of wheels, placed on top of the framing, the sand being applied by apparatus described on page 8. Twenty 2-4-2T passenger tank engines similar to No. 781, illustrated on page 7 of Volume 11 completed: last ten  fitted.with condensing apparatus.

Great Southern & Western Ry. 2.
A new type of express locomotive, having six-couphed wheels and a leading bogie, is now being built at Inchicore, Nos. 362-365 being already completed.

London & North Western Ry. 2
The latest locomotives of the new Precursor type: Nos. 811 Express, 117 Alaska, 127 Snake, 229 Stork, 1301 Candidate, 1363 Cornwall, 1396 Harpy: 1439 Tiger, 2007 Oregon, 2012 Penguin and 2115 Servia. There were eighty in service. The Teutonic class was being withdrawn as were the earlier three-cylinder compounds. Two further Ramsbottom 7ft 6in singles, Nos. 127 Peel and 229 Watt had been withdrawn from service, and replaced. No. 3020 Cornwall had been withdrawn, but it was hoped that this historic veteran would not be consigned to the scrap heap.

South Eastern & Chatham Ry. 2.
Five further bogie passenger tank. locomotives were running: Nos. 259, 261, 264, 269 and 500.

Messrs Beyer, Peacock & Co., Ltd.  2.
Firm was "full of work", having the following orders on hand: six 4-6-0 freight locomotives with 19in. by 26in.cylinders, 5ft. 8in. coupled wheels, and.a boiler 5ft. 6in. in diameter carrrying a. working pressure of 200 psi for the Argentine Great Western Ry.; two side tank 2-6-0 outside cylinder engines and six 2-6-0 tender engines for mixed traffic on the Central Uruguay Ry.; 30 4-6-0 compound freight engines for the Buenos Ayres Great Southern Ry.; ten 4-6-0 "Fish" engines with large boilers, and ten 4-6-0 goods engines of a new type for the Great Central Ry., two 4-4-0 express passenger engines for the Great Northern of Ireland Ry.; one 4-6-0 tank engine for the Cork, Bandon & South Coast Ry.; and a motor coach for the North Staffordshire Ry. The firm had recently delivered to the Dutch State Railways ten 4-4-0 express engines similar to those illustrated in Issue for Sept. 1900, but with 19in cylinders and certain modifications in detail.

Steam rail motor coach, G.N.R. 2.
See page 206 of Volume 11 for illustration. of one of a series of steam rail motor coaches for service on.branch lines., The leading dimensions: length over buffers 66ft. 5½in., height from rail level to chimney top 12ft 6in, extreme width over stepboards 8ft 10½in, diameter of cylinders 10in; diameter of wheels 3ft 7in, total heatihg surface 505.64ft2, working pressure 200 psi, total weight 40 tons 2 cwt., seating accommodation for 57 passengers.

Recent appointments. 2.
Carlton Hurry Riches appointed locomotive superintendent of the Rhymney Ry. in succession to Jenkins from 1 January 1906. Surrey Warner of the GWR carriage department succeeded W. Panter as carriage and wagon superintendent LSWR. On the LBSCR George Gillies, chief locomotive draughtsman retired at the end of 1905 and was replaced by D.J. Spidy his former chief assistant. Following the death of Yerkes, Edgar Speyer of Speyer' Brothers had been appointed; chairman of the Underground Electric Railways  Co. of  London Ltd., Sir George Gibb, the general manager of the North Eastern Ry. had resigned that position, and accepted the chairmanship and general management of the Metropolitan District Ry., and the position of deputy chairman of the Underground Electric Rys.

Obituary. 2
Death of George H. Wall, a member ot the firm of Dewrance & Co., and inventor of the well-known water-gauge-glass protector..

New three-cylinder compound express engines, Midland Railway. 3.  illus.
Nos. 1000-1009 (No. 1000 illustrated): Deeley version with higher (220 psi) boiler pressure. Followed American style with number on tender.

Steam locomotives of the Metropolitan Dictrict Railway. 3-4. illus.
Continued from Volume 11 page 206. Thomas S. Speck was locomotive superintendent from July 1871 to December 1879. Hon. S.A. Cecil followed until December 1884 when G. Estall took over. Fitted Adams type bogies on new 4-4-0Ts Nos. 49 to 54 and subsequently replaced Bissel trucks on earlier engines. All were fitted with new boilers, cylinderds and cast iron chimneys. Leading dimensions: 17 x 24in cylinders actuated via D-shape slide valves and Allan straight link motion; total heating surface 903ft2, grate area 16ft2, working pressure 130 psi. Boiler fed by two gun-metal pumps worked by eccentrics off driving axle. Original livery (first 30 locomotives) bright green, but latterly olive green without lining (formerly black and red lining). Former locomotive fascilities being converted to service electric stock. See also letter from Frank S. Hennell on page 52..

Atlantic passenger locomotive, L. B. & S. C. Ry. 5. illus., diagr. (s. el.)
Class B5 Nos. 37-41 (No. 37 illustrated) built by Kitson & Co. to the requirements of D.E. Marsh. Text notes the strong resemblance to the GNR Ivatt design of large Atlantics. The Brighton machines had a higher boiler pressure (200 psi) and larger cylinders: 18½ x 26 in. See also next Issue page 17..

[Dean/Churchward either-side wagon brakes]. 5.
Richard Bell had sent a copy of the report made by the Amalgamated Society of Railway Servants on trials of the brake which were conducted near Dowlais on Sunday 5 November 1905: the tests were satisfactory.

Recent locomotives of the Belgian State Railways. 6-7. 2 diagrs. (s. el.)
4-4-0 and 0-6-0 designs types 18 and 32 based on McIntosh Caledonian Railway types, but with a different type of slide valves and Wilson-Klotz safety valves.

Steam sanding gear, Great Eastern Railway. 8-9. 2 diagrs.
Linkage of sanding gear controls to reverser position (for forward or backward) sanding ejectors and to the regulator handle enabling the driver either to apply sand for a short period or continuously.

The Kalka-Simla Ry., India. 9-11. 4 illus.
Ascended into the foothills of the Himalayas rising to over 7000 feet via viaducts and tunnels. Narrow gauge: 2ft 6in. 24 tank locomotives, 74 paswsenger cars, 75 freight vehicles. 59½ miles long.

Central South African Rys. 10-11; 13. 4 illus., table.
Notes very large dimensions of 11th class with its 37ft2 grate area and total weight of over 78 tons.

Reviews. 13.
The locomotives of the North Eastern Ry. J.S. Maclean. Newcastle-upon-Tyne: R. Robinson.
Complains about lack of any mention of Blyth & Tyne Railway and minimal reference to Newcastle & Carlisle Railway and its locomotives.

The Royal Visit to India. 14. 2 illus.
Bombay, Baroda & Central India Railway preparations for running the Royal Train carrying the Prince of Wales. from Bombay to Baroda and return. Standard inside cylinder 4-4-0s built by Beyer Peacock were used (see 11, page 61). W.P.Johnson, locomotive superintendent rode on the train engine and C.G. Cotesworth, district locomotive superintendent, rode on the leading engine (one photograph taken by him looks back along train).

New carriage stock, E.C.J.S. 15. illus.
NER contribution from York carriage works: sleeping car with six berths, wider than usual (one compartment fitted in a bed); hot & cold water; electric fans; Pullman gangways; rubber insulation.

Correspondence. 15.
An object lesson on the Belgian State Rys. F. Gaiser.
See Volume 11 page 214: Le Belge and L'Elephant. La Belge not built by R. Stephenson, but by John Cockerill of Seraing and was the first locomotive to be built in Continental Europe. It had 11 x 18in cylinders, enlarged to 12½in diameter in 1844 and to 15in in 1858. It had 5ft driving wheels. It was scrapped in 1869. L'Elephant was built at Vulcan Foundry and was put in service on 1 May 1835. It had 14 x 18in cylinders, 4ft 6in coupled wheels and was scrapped in February 1844, but parts were incorporated into a new locomotive in 1850. The two modern locomotives were Cockerill Nos. 1672 of 1902 and 3201 of 1903..
Steam locomotives of the M.D. Ry. Frank S. Hennell.
See page 205 of previous Volume: corrections: District trains ran to LBSCR station at New Cross, not SECR station. Only engines Nos. 1 to 24 fitted with Bissel truck; all oters fitted Adams bogie. Nos 25 to 30, built in 1876 under Thomas Speck had fireboxes 1 ft shorter and tanks 1½in wider and longer bearing springs under the coupled wheels. When new had cabs over the whole length of the footplate, but this made working conditions worse and they were removed. Later engines had the top of the weather plate turned backwards for about 16in. and a vertical plate above the bunker.

Reunion Dinner of Locomotive Department, G.E.R. 16. illus.
Held in the Abercorn Rooms within the Liverpool Street Station Hotel on 8 December 1911. Photograph shows the 49 present with a key to identify those present with James Holden: W.E. Dalby, A.J. Hill, G. Elliot, W. Collingwood, George Winmill, J.H.B. Jemkins, E. Winmill, J. Pollock, J. Wild, J. Cookson, J. Abbott, A.P.Turner, C.W.L. Glaze, A.W. Polley, H. Rudland, J.C. Mannooch, C.A. Robinson, J. Wilson, A. Lansdell, F. Duce, R.L. Soper, J.B. Corrie, T.W. Ford, E.F. Elliot, T.O. Mein, W. Pickersgill, R.H. Haylock, M.A. Selaverani, W.F. Pettigrew, D. Gillies, F.W. Dodd, C. Watchhurst, C. Adams, A.C. Kelly, L. Simpson, F.V. Russell, J.H. Adams, J.H. Bowles, L. Meyrick-Jones, H.W.C. Drury, H. Haylock, A.G. Herbert, Henry Parker, A.P. Parker, W.D. Craig, J.W. Howard, G. Macallan, G.B. Lawrence.

No. 162 (15 February 1906)

Railway Notes. 17.

South Eastern & Chatham Ry. 17. illus.
4-4-0 No. 273 illustrated. Built at Ashford Works to design of Harry S. Wainwright, Locomotive Superintendent. 6ft 6in coupled wheels; 19¼ x 26in cylinders; Belpaire boiler with 1532ft2 total heating surface; 21.15ft2 grate area; and 180 psi working pressure. Stone's patent economiser and spark arrester fitted. Six further steam rail motor coaches (railcars) being built by Kitson & Co., similar to No. 1 illustrated 11, page 46.

Caledonian Ry. 17.
Six new bogie locomotives, similar to No. 141 (illustrated 15 July 1904): Nos. 146-151.

London & North Western Ry. 17.
New Precursor 4-4-0s: 2576 Arab; 2577 Etna; 2578 Fame; 2579 Ganymede; 2580 Problem; and 2581 Peel. In January Issue noted that No. 3020 Cornwall had been withdrawn from service. Shortly before being condemned the locomotive worked into Euston with a relief train. One of Webb's Precedent class being rebuilt with a leading bogie.

London, Brighton & South Coast Ry. 17.
See Atlantic type illustrated in January Issue on page 5: locomotives fitted with quick acting Westinghouse brake and was fitted to bogie wheels. Bearing springs of bogie fitted with McCord Spring Dampener (see 16 October 1905). No. 37 in service painted in standard brown colour. Practice of naming locomotives to cease.

Great Central Ry. 18.
The new main line from Neasden to South Harrow stations scheduled to open for passenger traffic with a half-houdy steam rail motor service beginning on 1 March 1906. The Metropolitan Ry. station at Neasden, and intermediate stations at Wembley and Harrow Road, Sudbury would be used. The opening of this line would also inaugurate the commencement of the joint G.C and Metropolitan workings of the latter company's line from Harrow to Aylesbury. 15 more engines were to be stationed at the GC. sheds at Neasden in consequence.

London & South Western Ry. 18. illus.
The output from Nine Elms of.new locomotive stock during the 1ast six months of 1905 comprised five large four-cylinder six-coupled bogie express locomotives illustrated in our October and December issues, five new bogie. passenger tank engines, and four new steam rail motor coaches. One of the new steam motor cbaches is here illustrated, and it will be noticed that the design is modified from those previously adopted. The leading dimensions were: cylinders 10in. by 14in., boiler pressure 175 psi; heating surface: firebox 76ft2., water tubes 119ft2, flue tubes 152ft2, total 347ft2 ; grate area 6.75ft2; water capacity 485 gallons and bunker 1 ton, weight of coach complete 32 tons 6 cwt.; seating 1st class 8 and 2nd class 32 passengers, total 40.

North British Ry. 18.
Orders placed with the North British Locomotive Co., Ltd., for ten goods locomotives, and a similar number were under construction at the Cow1airs shops, in addition to 12 engines of new design. for intermediate passenger and express goods traffic. The goods locomotives would be the usual six-coupled type, with. cylinders 18*#189;in by 26in, coupled wheels 5ft, heating surface 1794ft2, grate area 19.25 ft2, and working pressure l80 psi. The mixed traffic engines would have four-coupled wheels 6ft. diameter, and a total heating surface of 1760ft2. New tenders were being built, to hold 3500 gallons of water and 5 tons coal. "We understand" that tenders are being called for fourteen express passenger 1ocomotives for the East Coast and Waverley route express serviees between Aberdeen and Berwick and. Carlis1e respectively.

Midland Ry. 18.
E. Talbot, district locomotive superintendent, Normanton, appointed to succeed R. Weatherburn, district superintendent for London, who retired after more than thirty years service. W.L. Mugliston, of Lancaster, succeeded Talbot at Normanton.

Great Western Ry. 18.
Two new consolidation mineral locomotives 2-8-0s Nos. 2819 and 2820 which completed series of twenty apart from No. 97, the original of class. On the 11 February an interesting run was made with No. 2806:starting from Severn Tunnel Junction with a load of 54 coal wagons and a dynamometer car, a further 11 wagons were added at Stoke Gifford. At Swindon Transfer the train was made upto 100 loaded wagons, with the dynamometer car next to the tender, and this huge load was hauled to Southall, where some portion was left behind, and the remainder taken to Paddington Goods  yard. '. The timing. of this train, ordinari1y the 07.40 from Severn Tunnel Jn., was accelerated throughout, and every care was taken to secure an unchecked run between booked stopping-places.

The Bradford Corporation Nidderdale Light Ry. 19-20. illus.
Initial Light Railway Order envisaged a 2ft 6in line from Pateley Bridge to Lofthouse, but on 1 March 1904 transferred powers to standard gauge line to assist with construction of dam at Angram reservoir scheduled for completion in June/July. There were two ex-Metropolitan Railway Beyer Peacock 4-4-0Ts former No. 20 becoming No. 1 Holdsworth and another No. 2 Milner. Cabs had been added as had the Bradford coat of arms, but the original red livery remained.

Ten-wheeled goods locomotive, Great Southern & Western Railway. 20. illus.
Coey 4-6-0 with 19¼ x 26in cylinders, 5ft 1¾in coupled wheels, 1599.75ft2 total heating surface and 24.3ft2 grate area. No. 365 illustrated.

The locomotives of the Great Eastern Railway' 21-2. 5 illus. (drawings)
Ten single-driver tank engines were put in hand at the Stratford Works in the year 1854 for working what was then known as the Tilbury Fort line, which was opened in that year, and the working of which by the Eastern Counties Ry. had been arranged for by the lessees, Messrs. Peto, Betts & Brassey. These engines were similar in general design to the tank locomotives previously designed by Gooch, but with larger dimensions: numbered 250 to 259, and illustrated as originally built in Fig. 88. Cylinders 14 x 22in. Driving wheels 6ft. 6in. The boiler barrel was lap jointed, Grate area 11.1 ft2. Total heating surface 859.2 ft2. Working pressure 120 psi. During Sinclair’s time domes added over firebox, and Johnson fitted engines with injectors and his standard pattern of chimney, number plate, etc. As thus altered shown in Fig. 89. In 1877 Nos. 255, 258, and 259 were renumbered 2550, 2580 and 2590, and in 1879 Nos. 250, 252 and 253 had a cipher prefixed to their numbers. None of this class were rebuilt, and the following gives the dates turned out new and withdrawn from service:-

Engine No.

Date New

Date Scrapped.

250, 0250

Dec., 1854

Dec., 1879


Dec., 1854

Aug., 1878

252, 0252

Dec., 1854

Dec., 1879

253, 0253

Dec., 1854

Dec., 1879


Jan., 1855

May 1873

255, 2550

Jan., 1855

Dec., 1879


Feb., 1855

Oct., 1875


April, 1855

Jan., 1876

258, 2580

May, 1855

Dec., 1878

259, 2590

May, 1855

Dec., 1878

Five large Crampton singles, Nos. 108 to 112 (Fig. 57) having proved unsatisfactory due to lack of adhesive weight, Gooch designed a class of six-coupled goods engines to take the boilers of the single-wheelers, these being almost as good as new owing to the engines had done little work. The new goods engines were built at Stratford works and had outside bearings; they were commonly known as the “Floating Batteries.” Fig. 90 illustrates one of this class, which were numbered 233 to 237. The wheels were 5ft.  The cylinders were 15in. x 24in. The tender was on four wheels and had a wheelbase of 10ft. 2in. Sinclair designed new boilers for Nos. 234 and 236, which were constructed by Neilson & Co. with grate area 14 ft2.and total heating surface 1008.04 ft2. Fig. 91 illustrates these engines as rebuilt. The remaining three engines were rebuilt by Johnson with boilers of the following dimensions: grate area 15.5 ft2 and total heating surface 931.15 ft2; working pressure 140 psi. Johnson also increased the cylinder diameter in these engines to 16-in., and fitted his standard cab, number plate and chimney. As thus altered, the weight of these engines was increased to 27 tons 7 cwt. 3 qrs., Fig. 92 shows No. 235 as rebuilt by Johnson. In 1880 these engines were put in the duplicate list, a cipher being added to their numbers.

Engine No.

Date New

Date Rebuilt

Date Scrapped


Aug. 1855

June 1869

Jan. 1883


Oct. 1854

Oct. 1867

April 1882


Nov. 1855

Dec. 1869

Jan. 1883


Sept. 1855

Oct. 1867

Nov. 1884


Oct. 1854

April 1870

Oct. 1883

On 9 October 1858, at 23.40 engine No. 233, driver Henry Ward, when working a special goods train from Newmarket, collided with a special horsebox train consisting of 21 vehicles which was standing at Six Mile Bottom, the guard of the horsebox train, Chas. Titchmarsh, being killed. Ward was arrested and committed to the Assizes, but was eventually acquitted.

American locomotive boilers. 22-4. 5 diagrs.
Continued from 11 page 198. Figs. 4-8. Considered deep and shallow fireboxes. of the Wootten type which provided a large grate. The nature of the coal dictated dimensions. Combustion chambers. Belpaire fireboxes. Staying. 75ft2 grate areas.

Express passenger locomotive, North Staffordshire Ry. 25. illus.
John H. Adams design of 2-4-0. 6ft 6in coupled wheels; 18 in (formerly 17in) x 24in cylinders. 160 psi boiler pressure.

Express engine, Stockton and Darlington Railway. 26-7. diagrs./plan (cross section and longitudinal section)
William Bouch 4-4-0 No. 238 of December 1871. Boiler made from Low Moor iron with a total heating surface of 1217ft2. Cylinders 17in x 30 in with 13in diameter piston valves made from solid brass, but there were problems with lubrication (black lead was used as a lubricant. Known as Ginx's Baby. Fletcher converted them to 2-4-0 with smaller (17in x 26in) cylinders similar to the Game Cock Class. See illus on page 148 (28 February 1903). Makes a substatial quotation from Edward Jenkins pamphlet which included the memorable lines: Philopsophers, Philanthropists, Politicians, Papists and Protestants, Poor Law Miinisters and Parish Officers (which Nock was to quote).

The prevention of smoke. 27-8.
Firing little and often

New locomotives, Alsace-Lorraine State Rys. 28-9. 2 illus., 2 diagrs.
SACM (Société Asacienne de Construction Mecaniques): 4-6-4T Amanda and 2-10-0 Rolandseck. Both were de Glehn four-cylinder compounds. The 4-6-4T had 1650mm coupled wheels and 340 x 640mm high pressure and 330 x 640mm low pressure cylinders and the 2-10-0 had 390 x 650mm high and 600 x 650mm low pressure cylinders and 1330mm coupled wheels. 

Official Guide to the Great Western Railway. Cassell. 29.
Included maps of towns and places of interest served by the railway.

Locomotive economy. 29; 31.
Complained about loss of smart appearance, leaking joints and valves, knocks and thumps, and higher fuel consumption.

New combination ejector. 31.
Vacuum Brake Co. automatic vacuum brake apparatus.

Reviews. 31.
The autobiography of Samuel Smiles. John Murray.
It is noted that he worked as an assistant secretary for the Leeds & Thirsk Railway, becoming its Secretary before its incorporation into the NER, then in the Company Secretary's office of the North Eastern Railway in Newcastle where he gathered much of his information for the life of Stepenson and as Secretary of the South Eastern Railway for twelve years.
Engineering mathematics simply explained. H.H. Harrison. Percival Marshall.

Steel passenger cars, Great Northern & City Ry. 32-3. 2 illus.
Eighteen all-steel fireproof cars supplied by Brush Electrical Engineering with girder underframes seating 64 passengers. Exterior painted in teak colour.

New Pullman cars, London, Brighton & South Coast Ry. 33. diagr. (s. el.), plan
63ft 8½in long, running on six-wheeel bogies and seating 32 passengers. Interior with green plush seating (green leather in the smoking accommodation) with greeen carpets with white ceilings lined with gold. Exterior umber lower panels and ivory upper. Thomas Powell was the Secretary and Manager of the Pullman Co. Cars named Duchess of Norfolk, Princess Ena and Princess Patricia.

Steel double hopper wagon. 34. illus.
Supplied by Brush Electrical to Birmingham Corporation Gas Department to the design of Hack Engineer-in-Chief of the Gas Department and according to patents of Sheffield & Twinberrow Steel Car Co. 20 ton capacity; 20ft over headstocks. Peart's either-side compensated brake..

Admiralty Contracts for asbestos goods. 34.
Royal Navy supplied by United Asbestos Co.

No. 163 (15 March)

Railway Notes. 35

London & North Western Ry. 35.
Latest Precursor class: Nos. 2582 Rowland Hill, 2583 Teutonic, 2584 Velocipede and 2585 Watt. Four new Experiment class: Nos. 565 City of Carlisle, 893 City of Chester, 1074 City of Dublin and 1357 City of Edinburgh.

Grerat Western Ry. 35.
New 3111 class 2-6-2Ts: Nos. 3131-38. No. 3138 had number on bunker and "Great Western" on tanks similar to style adopted for tenders. Nos. 2603, 2605 and 2607 of 2601 class rebuilt similar to 2621 with tapered boilers. Nos. 3298-9, 3302, 3305 and 3307 of the Badminton class rebuilt  with large domeless tapered boilers and Belpaire fireboxes. Refers to Churchward IMechE on large boilers and scrapping of last two broad gauge engines including North Star...

Midland Ry. 35
4-4-0 ("coupled bogie engines") Nos. 2185, 2196 and 2202 rebuilt with larger boilers, and new cabs "right over the footplate".
Brass beading removed from splashers and black metal substituted. Brass numerals removed and white metal put in front of smokebox. Smokebox door flat instead of being dished and handrail ran straight across it. No. 163, a 6ft 6in coupled, bogie engine similarly rebuilt. Nos. 172 and 175, 7ft. 6in. singles, had been altered externally to suit new ideas, but retain the old boilers. Some half dozen of the old double-framed goods engines had recently received new boilers of the large new standard type, together with new cabs and side sheets. Nos. 380, 547 and 550 thus rebuilt.

Steam rail motor coach, Cape Government Railways. 35. illus.

Great Central Ry. 35.
Commencing 1 March 1906 passenger traffic on the Neasden-Northolt new line had been worked by steam rail motor No.3. Starting from Marylebone terminus (not Neasden as was first arranged) the first stopping station was Wembley(6½ miles); then followed Sudbury and Harrow Road and South Harrow. The time occupied on the journey was 25 minutes. The G.C. local service from Marylebone to Metropolitan Ry. stations from Harrow on to Aylesbury, etc., was also inaugurated on the same date. Smart new trains, each made up of four bogie coaches with electric light and steam heat, and Robinson's ten-wheel tank engines (4-4-2T), employed on this duty,

South Eastern & Chatham Ry. 36
A new rail motor coach, No.3, delivered: the engine built by Kitson & Co., Ltd, (makers' No. 4376) and the car by the Oldbury Carriage & Wagon Co., Ltd. As a result of the successful services on the Sheppey branch, motor coaches to be used on the fol1owing sections: EImers End to Hayes, Dunton Green to Westerham, Otford to Sevenoaks, Gravesend to Port Victoria, and on the branch from Appledore to New Romney via Brookland, Lydd and Dungeness.

London & South Western Ry. 36.
Nos.50-60, standard trailing bogie tank locomotives nearly all into service. Nos. 5-10, steam rail motor coaches, were rapidly approaching completion.

Baker Street & Waterloo Ry. 36.
New line of the London Underground Electric Rys. Co, opened on 10 March between Kennington.and Baker Street, with a service at five minutes' intervals during the day, reduced to three minutes during busy hours. The cars were steel built, 50ft. long, 8ft. 8in. wide and 9ft. 5½in. high, and the six coaches composing a train seated 300 passengers. The distance of 3¾ miles covered in 13 minutes northbound, and 12 minutes in the reverse direction, gradients favouring the latter. Intermediate stations are at Regent's Park, Oxford Circus, Piccadilly Circus, Trafalgar Square, Embankment and Waterloo. Extensions to Paddington and the Elephant and Castle were in progress.

Midland & Great Northern Joint Ry. 36
Midland Ry. locomotive No. 144,
and several others of the same class. were working on this line, having been loaned to the Joint Committee to replace some of the earlier bogie tanks.

The Campbeltown & Machrihanish Ry. 36.
Company ordered, from Andrew Barclay, Sons & Co., Ltd., Caledonia Works, Kilmarnock, a locootive for their new narrow-gauge railway from Campbeltown to Machrihanish. The locomotive had six wheels coupled, with two wheeled bogie, and was fitted with Walschaerts valve gear. The railway intended partly for minerals and partly to carry passengers across the Mull of Kintyre to Machrihanish and back to Campbeltown, in connection with the turbine steamers.

Great Northern Ry. 36. illus.
The  illustration shows one of two steam rail motor rcoaches designed by H.A. Ivatt and constructed at the Doncaster works of this company. The car body was 49 feet long, and had seating for 53 passengers; it was carried on a standard carriage bogie at one end, and on four-coupled wheels of 3ft. 8in diameter under the engine. Other leading dimensions were: cylinders, 10in. by 16in diameter, total heating surface 382 ft2., grate area 9.5 ft2., boiler pressure 175 psi. Built to work local services, such as Finchley to Edgware, Hatfield to Hertford, Hatfield to St; Albans and Hitchin to Baldock, etc. Nos. 1271-1280, six-coupled saddle tanks, and Nos. 127-136, eight-coupled side tanks of No. 116 class had been put into service; Nos. 132-136 are stationed at Colwick to work coal trains over the Nottinghamshire branch lines.

Steam heat trials, North Eastern & Great Northern Ry. 36.??
Comparison of NER locomotive No. 2024 hauling ten bogie carriages using low pressure steam (which took ½ hour to heat the train) with GNR train of fifteen six-wheel carriages employing a storage system which took 1¼ hours to heat the train.

The electrification of the Simplon Tunnel Ry. 37. illus.
Two three-phase 900-1000 hp locomotives diverted from Italian State Railways to provide traction through 20km tunnel. The hydraulic plants at each end to supply power for construction works were modified to generate electricity. The locomotives were of 1-C-1 type with connecting rod drive and could operate at 34 km/h or 68 km/h.

Compound tank locomotive, Metropolitan Ry., Paris. 38. illus.
Four-cylinder 4-8-0T built Société Alsacienne de Constructions Mecaniques for the Centure Railway with two 14½ diameter high pressure; and two 22½ diameter low pressure cylinders with a common stroke of 25½ in. Serve tubes. Total heating surface 2188.9 ft2. Grate area 23.75ft2

Railway Club. 38
Scheduled meeting on 10 April 1906: R.L. Robinson paper on automatic signalling.

Locomotive stock. 38




Rail motor coaches





Great Northern




Great Western








LNWR duplicate










*for joint working with LSWR

Four wheels coupled tank locomotive No. 457, G.W.R. 38. illus
2-4-0T with condensing apparatus c1875 near Earl's Couirt Road standing on flat-bottomed Vignolles rails.

Tank engines, North British Railway. 39. illus.
0-6-0T designed by Dugald Drummond and introduced from 1875. Similar to Stroudley Terriers: 4ft 6in coupled wheels, 15 x 22in cylinders, 14ft2 grate area, total heating surface 701 ft2, boiler pressure 140 psi.























St. Andrews






North Berwick






Loch Leven.





























The history of the London & South Western locomotives. 39-41.
Continued from previous Volume pp. 118-19.

Oil grooves. 42-3. 7 diagrs.
Bearing lubrication.

Globe Pneumatic Engineering Company. 43
Order for pneumatic tools received from East India Railway locomotive workshops

Mr. R. Weatherburn. 43. illus. (port.).
Author of works on locomotives, railways and hydrasulics. Apprenticed at Kitson's, joined Midland Railway in 1874. Inspector of new works at R. Stephenson at Newcastle. Appointmentments at Liverpool, Leicester and London. Author of Ajax Loquitur. (Ottley 7732)

Obituary. 43
August von Borries aged 54 on 14 February 1906 at Meran Tyrolo.

Great Eastern Ry. 43
Fitting goods vans with air brake to work on fast trains between Bishopsgate and Whitemoor. See 70: vacuum brake.

Recent locomotives of the Begian State Railways. 44-6. 3 diagrs. (s. els.)
See page 7 for previous Part. Fig. 3 Type 35 4-6-0 with Schmidt superheater. See Volume 11 (March 1905 issue) p. 40 for type as introduced. Coupled wheel size increased from 5ft 3in to 5ft 7in and boiler raised. Cylinders 20½in x 26in. 1559.7ft2 total heating surface, 30.6ft2 grate area. 42 of type in service. Originally intended for fast freight, but usefulo for heavy passenger trains with frequent stops. Nos. 3223-42 mainly worked express passenger services.
Fig. 4 two locomotives, Nos. 3311 and 3312 were Société Cockerill 4-4-2 de Glehn four-cyliinder compounds similar to Nos. 3001-8 of the Paris Orleans Railway and No. 2512 of the Pennsylvania Railroad. and Nos. 103-4 of the great Western Railway. These had Serve tubes with a total heating surface of 2577ft2, 33.15ft2 grate area and 225 psi boiler pressure. High pressure cylinders were 14 3/16in x 25 3/16 and the low pressure were 23
5/8 with the same stroke. The coupledv wheels were 6ft 6in. They had swing link bogies. No. 3312 was exhibited at the Liège Exposition. No. 3311 was used on Brussels to Ostend services.
Fig. 8 showed the Type 8 4-6-0 which shared the main dimensions of the de Glehn compond Atlantics, but had 5ft 11in coupled wheels. There were 42 in service: Nos. 3313- 3354 Continued page 93.. See also letter on page 55 from Alex Friedmann who noted that on page 46 the text mentioned the Bourdon telescopompes used for cylinder lubrication: writer noted that 28 engines of Class 8 were fitted with writer's mechanical oil pump.

New tank locomotives, Highland Railway. 46. illus.
Peter Drummond light 0-4-4T with 14in x 20in ctlinders, 4ft 6in coupled wheels, 719.5ft2 total heating surface and 13ft2 grate area. 150 psi boiler pressure. No. 25 Strathpeffer (illustrated) and No. 40 Gordon Lennox.

Locomotives for the Shanghai-Nanking Ry. 47-8. 2 illus.
Consulting engineers Sir J. Wolfe Barry, Morrison & Barry. 4-4-0 expreess locomotive with outside cylinders (18in x 26in) and 6ft 7in coupled wheels. total heating surface 1630ft2, grate area 28ft2, 180 psi boiler pressure. Supplied Robert Stephenson. North British Locomotive Co. supplied 4-6-2T with similar dimensions, but with 4ft 4in coupled wheels. Boilers of both classes standard with 4-6-0 supplied by NBL (see Issue for August 1905 page 135).

A broad gauge explosion. 48-9. illus.
On 8 November 1852 Great Western Railway broad gauge locomotive Perseus suffered a boiler explosion at the Paddington engine shed causing the death of several workers in the vicinity. Notes by F.S. Hennell. See also letter from T. Houghton Wright on page 55 which notes that Government inquiry was conducted by Captain Henry Tyler. Those killed were John Elridge, James Wilson and Christopher Thomas who were cleaners. The driver was John Thompson, known as Hell Fire Jack who had driven the locomotive up from Swindon on the previous day and noted the 150 pst boiler pressure. Perseus was being prepared to work a passenger train. Comment on Gooch's theory on hydraulic testing was out of date. He noted earlier boiler explosions: Steropes at Bull's Bridge (Driver Richard Denham slightly injured); Actaeon at Gloucester (Driver J. Brown) and Leopard at Bristol GSE notes probable movements of locomotive on previous day and how Great Western attempted to smash the evidence. W.B. Paley, refering to previous letters,  noted that 135 psi was a misprint for 115 psi, the morning express for Bristol and the West departed at 09.15, that there did not appear to be a 10.00 for Swindon; the 21.00 Limited Mail was not then running, the up Mail was due in at 04.35. The 06.00 was the third class Parly all stations to the West beyond Didcot: a heavy train. The afternoon trains were probably up Dutchman due 15.00 and the 15.30 down...... .

Old passenger engines, Lancashire & Yorkshire Ry. 49-50. illus.
2-4-0 illustrated: originally built as one of 82 5ft 9in singles with 15 x 20in cylinders numbered 37 to 118 to the design of Sr. J. Hawkshaw. Included probably last locomotives built by Bury, Curtis & Kennedy which had 5ft 10in driving wheels of which RN 50 (WN 411) was last. In late 1860s nearly all converted into 2-4-0s with new boilers and larger cylinders. The original livery was dark green with black and white lining. Nos. 37 to 39 were built by the Manchester & Leeds Ry at Miles Platting. Also built at Miles Platting were Nos. 62, 63, 76-82, 84 in 1847; 85-7, 89, 92, 94, 95, 98-100, 103 and `104 in 1848; 73, 74 113 asnd 116 in 1849. W. Fairbairn supplied 105-108 and 111 in 1848; 41-44, 48, 53, 56, 58-61, 64, 75, 88, 96 and 117 in 1849. All remainder supplied by Bury, Curtis & Kennedy in 1849. Two of the locomotives (85 and 86) were transferred to the East Lancashire Division and became Nos. 665 Giraffe and 666 Antelope.

The arrangement of locomotive shops. 50-1.
Criteria for suitable sites including access to raw materials, labour, and general topography (level). The basic arrangement should permit the easy receipt of raw materials, and the minimum of internal movement. Lighting, heating and ventilation and the design of roofs were important. Continued page 92.

New Pullman car train with Atlantic type express engine, L.B.S.C. R. 51. illus.
Posed picture of locomotive with three six-wheel bogie Pullman cars and two six-wheel vans.

Locomotive injector faults and failures. 51.
Proper fitting was essential otherwise leakage could occur from union nut joints. Care had to be taken to avoid defective seatings. Over-twist of feed-cock rods and handles could damage seatings. Water impurity led to formation of scale on cones; when removing scale care had to be taken to avoid enlargement. If they became very dirty then the top clack would fail to return to its seat. Water pick up from troughs could bring leaves into the tank and block the sieves.

Contracts [Empire Roller Bearings Co.] 51
330 axleboxes for 80 heavy wagons being built in Calcutta.

Reviews. 52.
The Engineers' Pocket Dictionary: French—English. M. Lvoff. Percival Marshall & Co.
Swingle's Modern Locomotive Engineering Handybook. Chicago: Frederick J. Drake & Co. London: Locomotive Publishing Co.
626 pages many folding diagrams and charts.
A Tour over the Pioneer Railway of Canada. John Wardle. London: Railway Publishing Co.
Grand Trunk Railway.

Correspondence. 52
Steam locomotives of the Metropolitan District Ry. Frank S. Hennell.

See pages 3-3: Outside dimensions of the side tanks: Nos. 1-24 and 25-54: latter were wider, as were the bunkers.

No. 164 (14 April 1906)

Railway notes. 53.

Great Western Ry. 53. illustration.
No. 2221 illustrated (ten of type under construction): see also page 163 for dimensions. Latest locomotives of 3111 Class of 2-6-2Ts: Nos. 3138-48. No. 97 (2-8-0) modified to conform to 2801 class. No. 2016, six-coupled tank engine provided with continuous handrail and footboard to dispense with shunting truck. One side of the motion of old broad gauge engine Lord of the Isles presented to Swindon Technical School. Old engine shed at Westbourne Park being demolished. Kerr Stuart & Co. had delivered nine of twelve motor coaches (steam railcars) and Gloucester Carriage & Wagon had supplied three bodies.

London & North Western Ry. 53.
Latest Experiment class into service: Nos. 1669 City of Glasgow, 165 City of Lichfield, 828 City of Liverpool, 978 City of London, 1405 City of Manchester, and 1575 City of Paris.  . Latest Precursor: Nos. 923 Coptic, 837 Friar, 1312 Ionic, 1387 Lang Meg and 1642 Lapwing. New passenger tank having Precursor dimensions but with 6ft coupled wheels about to be introduced. Nos. 1038, 1223 and 1884: four-cylnder eight-coupled compounds converted into consolidations (2-8-0s). Webb 4ft 3in mineral engines converted to saddle tanks: Nos. 1348, 2071, 2079 and 2101. Withdrawn from service: Nos. 165 Star, 565 Napoleon, 723 Clive (7ft 6in singles): 1311 Celtic and 1312 Gaelic (7ft compounds): 526 Scottish Chief (Greater Britain class): 893, 878, 1074, 1357 and 2513 (4ft 6in 2-4-2Ts): 1387, 1405, 1575 and 1642 (Special DX goods). On DX goods was working on the Malins-Terneuzen Railway in the Netherlands.

Midland Ry. 54. illustration.
Motor train (push & pull) on Melbourne, Ripley and Wirksworth branch formed of Pullman coach  fitted with side seats and Midland & Great Northern Joint Railway 4-4-0T No. 10 which retained yellow colour. Control was by wire. Ten new compound locomotives similar to No. 1000 to be built. Ten goods engines of 240 Class with large boilers being built at Derby: Nos. 275-279 already at work. Nos. 156 and 2200, 7ft 4-4-0s rebuilt with new boilers similar to No. 2185 (see previous issue)..

Great Central & Great Western Joint Ry. 54.
On 24 February the Tramways & Light Railways Association  visited the then new railway from Marylebone to Grendon Underwood and returned via Aylesbury visiting the Metropolitan Railway's Neasden power station en route. Full description in Locomotive Mag., 1903 Issues of 7, 14 and 21 November. Opened for freight traffic on 20 November 1905 and for passenger traffic on 2 April. 36 locomotives and one rail motor coach stationed at Neasden. No. 1 rail motor coach employed between Aylesbury and Verney Junction.

Alexandra Docks and Ry. 54.
Eight ex-Mersey Railway locomotives acquired (both 2-6-2T and 0-6-4T). Overhaul at Newport included removal of condensing apparatus and fitting cabs: numbered 6 to 11 and 22 nd 23.

Metropolitan Ry. 55.
Ten electric locomotives built by Metropolitan Amalgamated Carriage Co. in service on St. John's Wood extension line to Harrow.

Barsi Light Ry. 55.
Extension from Barsi to Tadwala, about 30 miles, almost ready for opening. Other extensions contemplated in addition to Barsi Road to Pamdharpar. Calthrop, consulting engineer, on visit to India at that time.

Great Northern Ry. (Ireland). 55.
Latest 4-4-0s supplied North British Locomotive Co.: Nos. 113 Neptune; 114 Theseus and 157 Orpheus. Two 4-4-0s supplied Beyer Peacock: Nos. 106 Tornado and 107 Cyclone. They were enlarged versions of 70 class and were intended to work Derry Mail trains.  Two others, but with 5ft 6in coupled wheels were Nos. 104 Avoca and 105 Foyle. Several small four-coupled bogie tanks were being converted to motor coach engines.

London & South Western Ry. 55
New mixed traffic locomotives then uder construction: Nos. 174-5 and 407-414. New tank engines near completion at Nine Elms: Nos. 56-60. New rail motor coaches with vestibule trailers oedered for Plymouth district to be fitted with Stone's electric lighting

New locomotives, Dublin, Wicklow & Wexford Ry. 55. illus.
R. Cronin 4-4-0 Nos. 67 Rathmore (illustrated) and 68 Rathcoole for working Limited Mail between Bray and Wexford. Leading dimensions: 18in x 26in cylinders, 6ft 1in diameter coupled wheels, total heating surface 1193ft2, grate area 20ft2, boiler pressure 175 psi.  A new double-end tank engine (2-4-2T) similar to No. 8 St. Brendan, but with Belpaire boiler was under construction at the Canal Street Works to replace No. 29 an old single wheel well tank. No. 57, one of smaller bogie passenger engines was being fitted with a Belpaire boiler. A steam motor caoch was being contemplated for use between Westland Row and Kingstown to counter electric tram competition.

The Schull & Skibbereen Tramway Light Railway Co. 55
Order placed with Peckett & Sons for 4-4-0T.

Correspondence. 56
Recent locomotives of the Belgian State Railways.
Alex Friedmann.
Noted that on page 46 (begins p. 44) the text mentioned the Bourdon telescopompes used for cylinder lubrication: writer noted that 28 engines of Class 8 were fitted with writer's mechanical oil pump.
A broad gauge boiler explosion. T. Houghton Wright.
See page 48: notes that inquiry conducted by Captain Henry Tyler. Those killed were John Elridge, James Wilson and Christopher Thomas who were cleaners. The driver was John Thompson, known as Hell Fire Jack who had driven the locomotive up from Swindon on the previous day and noted the 150 pst boiler pressure. Perseus was being prepared to work a passenger train. Comment on Gooch's theory on hydraulic testing was out of date. He noted earlier boiler explosions: Steropes at Bull's Bridge; Actaeon at Gloucester and Leopard at Bristol.. .
A broad gauge boiler explosion. G.S.E..
See page 48: movement of Perseus prior to explosion. On previous day had taken 09.00 or 09.15 Paddington to Bristol and pressure of 135 psi recorded. On day of explosion should have piloted 06.00 out (working nearly always piloted) and then worked 10.00 to Swindon. Also worked 20.10 called a mail train; returning to Paddington between 04.00 and 04.30, followed by a day on-shed, prior to beginning at 06.00. The driver of Lightning was to drive Perseus, but Thompson had arrived late for work. Photograph was taken by a Royal Oak based photographer and official from Great Western Railway smashed glass plate negative. Evidence was sheeted and removed to Swindon, but coroner demanded its return. Some of the brass wotk was blow three-quarter mile.
A broad gauge boiler explosion. W.B. Paley.
See page 48: refering to previous letters,  noted that 135 psi was a misprint for 115 psi, the morning express for Bristol and the West departed at 09.15, that there did not appear to be a 10.00 for Swindon; the 21.00 Limited Mail was not then running, the up Mail was due in at 04.35. The 06.00 was the third class Parly all stations to the West beyond Didcot: a heavy train. The afternoon trains were probably up Dutchman due 15.00 and the 15.30 down...

North Eastern locomotive running. 57-8. 5 illus. (composite picture)
Footplate journey on the 10.30 Newcastle to York with a stop at Darlington in a scheduled time of 1 hr 35 min. Twelve vehicles (six on six-wheeled bogies, and four on four-wheeled bogies) hauled by V class 4-4-2 No. 784. Noted fast stop at Darlington assisted by quick-acting air brake and hard work on climb to Relly Mill. After Darlington water was taken at Danby Wiske troughs and the train ran at 79 mile/h. Darlington was left at 11.18, Thirsk passed at 11.41 and Alne at 11.52. Heavy race traffic delayed the arrival at York, and they were halted just outside the station at 12.03. Notes that two four-cylinder compounds were to be constructed and that exhaust steam injectors were being fitted.
Another footplate journey involved the 11.08 from Newcastle to Edinburgh hauled by R class 4-4-0 No. 2026 in charge of Driver C. Gill of Gateshead. This train had started at Leeds at 08.50, but the start from Newcastle was 17 minutes late. The train consisted of seven bogie coaches. The severe curvature on the line is noted and there was a strong head wind, but six minutes was made up by Berwick. The writer criticised the NBR track and Waverley was reached 12 minutes late. On the return run (18.27 ex-Edinburgh) with the same driver and locomotive but with nine coaches a fish tarin running 15 minutes ahead tended to inhibit progress.

Roller bearings. 58.
In the discussion of a paper on Forced lubrication read before the Scientific Society of the Technical College of Glasgow on 17 March 1906 it was stated that the roller bearings supplied by Empire Roller Bearings to the Nobel's explosives factory were giving great satifaction in cartridge packing machines.

Narrow gauge locomotive Cape Government Railways. 59. illus.
Two foot gauge 4-6-0s supplied by W.G. Bagnall Ltd to designs of Gregory & Eyles, Sir Douglas Fox & Partners and Sir Charles Metcalfe for the Kalabas Kraal to Hopefield section. Coupled wheeels 2ft 9in diameters, cylinders 11¾ x 16in cast in form of stays to carry front end of boiler, 421.33 ft2 total heating surface, grate area 7.6 ft2, 180 psi boiler pressure, bar frames and Crosby pop safety valves.

The Royal Visit to India. 59. illus.
Royal train leaving Bhatundo for Lahore on 28 November 1905 hauled by two SP class locomotives of North Western Railway.

The Duke of Portland's Tramway. 60-1. 3 illus.
Act granted in 1808. Opened in 1810. William Jessop was the engineer of a double track plateway linking collieries near Kilmarnock with harbour at Troon. The major shareholders were the Duke of Portland, Lord Eglinton and Lord Justice General Boyle. Troon Harbour and the collieries were both owned by the Duke. There was a branch line from Drybridge to the Fairlie collieries, but this was built to a different gauge. The article refers to a "locomotive built on the spot" by George Stephenson (cites this as "fourth" Stephenson locomotive): this had six wheels coupled and vertical cylinders. The Duke was placed in service in 1817 but was too heavy and was sold to the Gloucester & Cheltenham plateway where it became Royal William: An Act of 1837 permitted steam traction and the line was taken over by the Glasgow Paisley Kilmarnock & Ayr Railway on 5 August 1839.

The mechanical causes of hot axle boxes. 62-3. 2 diagrs.
Lubrication: bearings; trimmings (to syphon oil); fitting; brass; white metal; cleaning; finishing; depthe of oil grooves.

Compound ten-coupled loco., Austrian State Rys. 63. illus.
Gouml;lsdorf four-cylinder 2-10-0 for Arlsberg division with 14½ x 28¼ high pressure and 24¾ x 28¼ low pressure cylinders; 4ft 9in coupled wheels; 2777.13ft2 total heating surface; 49.5ft2  grate area and 235 psi boiler pressure. Interchangeable with 2-6-2 illustrated in Issue for 15 March 1905 page 48. Exhibited at Milan Exposition.

Coupling rod bushes. 64-5. 7 diagrs.
Half brasses held in eyes of rod by cotters; plain bushes fitting circular holes in rod ends — Ramsbottom started dove-tailing into rod with a key; securing with a tapered pin; use of gunmetal.

More railway reminiscences. 65.
Quotes Gooch entering Box Tunnel on a locomotive when only single track had been installed and seeing lights of a down train and having to reverse out quickly. One of drivers who was drunk feared to pass a doctor's red light fearing that it was a signal at danger.

Locomotive firing past and present. 66.
Refinements included cabs, convenient footplates, improved lubrication (formerly plain oil cups); better injectors; boilers steamed well; signalling improvements. Good steaming depended on correct firing technique including leaving space under brick arch; keeping the brick arch hot; clean tubes and coal broken to size.

New passenger brake van, Great India Peninsula Ry. 68-9. 2 illus.
Designed A.M. Bell, carriage & wagon superintendent. 62ft long; 9ft wide. Made from Moulmein teak with outer steel panels with double construction roofs incorporatig asbestos. Gas lighting. Rich red brown lower panels, and cream white upper. Comparison with old four-wheel vehicle.

New rail "loader". 69. 2 illus.
Invented by a permanent way inspector, Midland & Great Northern Joint Railway. Cranking device to lift rail into wagons. Submitted via William Marriott.

Midland Ry. 69.
Carriages: "Midland" painted along top panel.

Composite coach designed by Mr D. Earle Marsh, Loco. Carr. & Wagon Supt., L. B. & S. C. Ry.  70 illus.
Non-vestibuled coach with two first class compartments with access to lavatory, two second class compartments and four third class compartments. 54 ft long, 8ft 6in wide.

Electric signalling lamp. 70. illus.
Supplied Electric Power Storage Co. ltd.

Electrification of Hammersmith & City Ry. 70.
Metropolitan Railway & Great Western Railway Joint: 120 cars ordered from Saltley Works of Metropolitan Amalgamated Carriage Co.

Great Eastern Ry. 70
See paragraph on page 43: Freight rolling stock fitted with vacuum brake for fast goods services

A large testing machine. 70.
W, & T. Avery machine supplied to Birmingham University for testing girders, roofs, bridges of 25ft in tension, 30ft in compression and 20ft in transverse. 300 ton capacity: hydraulic operation.

No. 165 (15 May 1906)

Railway notes. 71

London & North Western Ry. 71. illus.
0-8-0 simple No. 1866, formerly three-cylinder compound illustrated: had two 19½ x 24in. cylinders: noted resemblance to Webb simple No. 2524 of 1892. Latest Precursor class were Nos. 234 Pearl, 2513 Leven, 526 Ilion and 1311 Napoleon.

Great Northern Ry. 71.
Letter signifying class painted in white on leading brake pipe just below sawn neck. Some of designations: T Stirling and Ivatt four-coupled passenger; W 1321 class; Y Klondike or 990 class; Z large 251 Atlantics. Then new 251 class Atlantics Nos. 1411-1420. In these engines the spaces below the extra hand rails on either side of the cab were filled with small panels. 4-4-2T No. 1533 fitted with brake blocks on leading bogie. First eight-coupled mineral engine No. 401 had been painted green instead of black and retained brass beading around splashers.

Midland Ry. 71.
Of the twenty "new" authorised three-cylinder compounds Nos. 1010-1016 were at work: they had extended smokeboxes. Ten large-boilered goods engines, Nos. 575-584 were at work. Nearly all the 6ft 6in 4-4-0s of 1808 and 2203 classes had been rebuilt with new larger boilers. No. 1563, a 6ft 9in 4-4-0 had been fitted with a similar boiler and a cab and splashers imilar to 1000 class of compounds. All recent rebuilds had beeen fitted with deflectors on chimney caps.

Great Central Ry. 71-2.
No. 2259, the second three-cylinder compound Atlantic, was at work. Nos. 260-262, the similar simple Atlantics, were also at work. On 12 April 1906 a special excursion was run from Manchester to Plymouth hauled by No. 1094 to Leicester, No. 1031 from thence to Bristol Pylle Hill via Badbury and the Badminton line. GWR No. 3305 Samson worked from there to Plymouth. No. 1031 was employed on the return working on the same day.

Great Western Ry. 72.
New 29XX two-cylinder 4-6-0 would have Schmidt superheaters, lever reverse and be painted green above the footplate and black below it. Nos. 3701-3 were new series of 5ft 8in 4-4-0: the Dominion of Canada class. Both this and 29XX to be fitted with "new" 3,500 gallon tenders. Several Metropolitan passenger tank engines had been provided with cabs and the condensing apparatus had been removed due to then forthcoming electrification of Hammersmith & City line. No. 3067 Duchess of Teck had been rebuilt with a large Belpaire boiler similar to that fitted to No. 3027 Worcester (illustrated February 1901)

Great Eastern Ry. 72.
Ten new 1150 class mineral engines (0-6-0) Nos. 1200-1229 stationed in Peterborough district. Coal traffic from Peterborough routed to suburban stations on Colchester line routed via Ely, Bury, Haughley and Ipswich thus relieving congestion on Cambridge line and at Temple Mills. Engine involved in derailment of 11.10 Norwich to London train at Shippea Hill on 7 April 1906 was No. 466. Restaurant car for Hunstanton to be attached to 17.15 Cambridge line express in summer timetable.

Inner Circle trains. 72
Electrification had reduced running time to 60 minutes, thus requiring six sets on each line: these were normally provided on the basis of 4 Metropolitan and 2 District sets on each line. When steam was used there were seven sets on each line: seven Metropolitan on the outer line and five District plus two Metropolitan on the inner.

North London Ry. 72
Sharp locomotive whistle was to be replaced by a deeper tone.

Metropolitan Ry. 72.
The Oxford & Aylebury Tramroad to be worked by Metropolitan Railway between Quainton Road and Brill. The two Manning Wardle engine Wotton No. 1 and Brill No. 2 worked line on alternate weeks and had been repainted in Metropolian livery with M.R. on the buffer beams. One of the old eight-wheeled Underground carriages with oil lamps provided the passenger accommodation. Continuous brakes were not fitted.

London & South Western Ry. 72
Ten four-wheels-coupled motor engines under construction at Nine Elms for use with six vestibule cars under construction at Eastleigh.
Failure of one part did not involve withdrawing car from service.

Caledonian Ry. 72
Large new 72ft turntables to accommodate new six-copled engines under construction at St. Rollox Works were to be installed at Perth, Aberdeen, Dundee and Carlisle. Bankfoot Light Railway, about 3½ miles long, had opended for traffic from Strathord Station and was worked by Caledonian Railway with a small Drummond tank engine No. 230 built in 1886.

Highland Ry. 72
Three Ben class on order from North British Locomotive Co.

Turbine locomotive. 72
Invented by Hugo Lentz of Berlin (French patent 352,983 and several British patents for turbine: KPJ added): turbine was mounted on driving axle between the wheels; flexible pipes were major feature.

Railway motor coaches. 72
Manning Wardle were in course of constructing steam rail motors (railcars) for four for Great Northern Railway (Ireland), two for Dublin, Wicklow & Wexford Railway and three for Taff Vale Railway. Carriage portion being built by Brush Electrical Engineering Co. Ltd.

North Eastern Railway: four-cylinder compound express locomotive. plate facing page 72.
Issued as Supplement with 15 May 1906 Issue. Smith Worsdell 4-6-0 with Belpaire boiler

Four-cylinder compound locomotives, North Eastern Ry. 73. diagr. (s. el)
Indebted to Mr. Wilson Worsdell, mechanical engineer, for photograph reproduced as a special Supplement with this issue, showing one of two four-cylinder "balanced" compound Atlantic locomotives built at Gateshead Works for express passenger traffic between York and. Edinburgh. Nos. 730 and 731, No. 730 had entered main, line traffic, and shown its capacity to haul heavy loads at high speeds. One special quailty was its quickness in starting. The system of compounding was that introduced. by W.M. Smith which in its three cylinder form had already proved so successful. The cylinders had the following dimensions: high pressure, placed outside, 14½in x 26in; low pressure, inside the frames, 22in x 26in. Piston valves were used, actuated by a modified of Walschaerts gear in No. 731 and by Stephenson link motion in No. 730

Mr C.H. Grinling. 73
Charles H. Grinling died on 9 April 1906, aged 35. "Well-known" writer on railway topics; early training and family connections with GNR.

New locomotives for the Great Indian Peninsula Ry. 73-4.
Difficulties of working trains over the Bhore Ghat and Thul Ghat inclines.

The locomotives of the Great Eastern Railway. 75-6.
Gooch 2-4-0 design for goods traffic, but largely used on passenger trains as well; usually known as “Butterflies”. Total of 18 engines, of which Nos. 214 to 219 were built by the Canada Works, Birkenhead, Nos. 238 to 243 by Sharp, Stewart & Co., and Nos. 244 to 249 by Kitson & Co. Fig. 93 illustrates one of the engines built by Kitson, whilst Fig. 94 shows one built by Sharp, Stewart & Co. with certain alterations subsequently introduced. They were outside cylindered engines with four-wheeled tenders. Principal dimensions: cylinders, 15in. by 24in., coupled wheels 5ft. 6in.; grate area 14 ft2. working pressure 120 psi.; total heating surface 1001.5 ft2.

Engine No.


Makers’ No .

Date New

Date Scrapped.


Canada Works

Jan., 1856

Aug., 1879


Canada Works

Jan., 1856

April, 1878


Canada Works


June, 1874


Canada Works


Feb., 1879


Canada Works

April, 1856

Sept., 1874


Canada Works


Jan., 1876


S. S. & Co.


May, 1855

Jan., 1873


S. S. & Co.


May, 1855

Dec., 1875


S. S. & Co.


May, 1855

Dec., 1875


S. S. & Co.





S. S. & Co.





S. S. & Co.


Aug., 1855

Dec., 1875


Kitson & Co


May, 1855

Jan., 1876


Kitson & Co



Jan., 1875


Kitson & Co



Jan., 1873


Kitson & Co



Aug., 1875


Kitson & Co



Oct., 1873


Kitson & Co


Aug., 1855

Dec., 1879

One of these engines was the first to be fitted with Frodsham’s patent smoke consuming apparatus. On the night of Thursday, 10 September 1874, engine No. 218 was working forward from Norwich to Yarmouth the down express which had left Bishopsgate at 5 p.m. At this time there was only a single line from Norwich to Yarmouth, the first crossing place being at Brundall (5¾ miles from Norwich), and at this station the down express should have crossed the up mail from Yarmouth to London. Owing, however, to the down train being late on this occasion a message was sent to Brundall to send the mail on. The express having in the meantime arrived at Norwich, the officials thought that it could be got through to Brundall without seriously delaying the mail, and it was therefore despatched as quickly as possible and another message sent to Brundall cancelling the previous instructions. In reply came the ominous telegram “Message received too late, mail gone.”
The officials at Norwich being thus made aware of the impending disaster, they commenced their preparations for the succour of the wounded before the catastrophe had actually taken place. In the meantime, each driver being under the impression that the other train was waiting for him, made speed to clear the section, and when opposite Thorpe Village and a few yards from the river bridge near to what became Whitlingham Junction. No. 218 struck No. 54, a 7ft. single express engine of Sinclair design, which was working the up mail, wrecking both engines and trains, killing all the enginemen on the spot and causing a total casualty list of 25 killed and 73 injured. As the regulators of both engines were found shut, and the reversing lever of No. 218 was in mid-gear, it is supposed that the drivers had seen what would occur, but too late to prevent the most disastrous head-on collision in the annals of British railways.

Compound locomotive for the Buenos Ayres & Rosario Ry. 76-7. illus.
4-6-0 No. 286 illustrated. Supplied by the Atlas Works of the North British Locomotive Company to the design of Livesay, Son & Henderson. 5ft 6in gauge. 2-cylinder compound with 5ft 8in coupled wheels and outside cylinders: high pressure 19 x 26in and low pressure 27½ x 26in. A starting valve supplied high pressure steam to both cylinders. Belpaire boiler with 1634ft2 total heating surface and 25ft2 grate area. Bogie tender.

Passenger locomotive, G.N.R. (Ireland). 77. illus.
No. 107 Cyclone illustrated. Charles Clifford Tornado class with 18 x 24in inside cylinders, 6ft 7in coupled wheels; 1119.5ft2 total heating surface, 18.5ft2 grate area and 175 psi boiler pressure.

Compound goods lococomotive, Austrian State Rys. 77. illus..
Golsdorf 2-cylinder compound 0-10-0 with 22 x 24¾ in high pressure and 32½ x 24¾ low pressure cylinders, 2188ft2 total heating surface and 36.8ft2 grate area. 206 psi boiler pressure. No. 180 117 illustrated at Milan Exposition.

Blakesley Hall Miniature Railway. 78-9. 5 illus.
Includes portrait of owner: C.W. Bartholemew. Located 12 miles from Northampton. 15 inch gauge. Steam locomotive supplied by Miniature Railway Co. of New York: US outside-cylinder 4-4-0. Also Petrolia with internal combustion engine. Hauled coal from East & West Junction Railway siding half mile to Hall. Used Sykes Electric signals (banner repeater type).

New locomotives, Swiss State Railways. 79-82. 4 illus.
Jura-Simplon Company. Class A3/A5 4-6-0 Nos. 703-729 (No. 704 illustrated): four-cylinder compound with 143/8 x 26in high pressure and 22½ x 26in low pressure cylinders, Walschaerts valve gear for the high pressure and Joy valve gear for the low pressure; 5ft 10in coupled wheels; 1792.22ft2 total heating surface, 28ft2 grate area; fitted with pop safety valves; Friedmann lubricators; Langer smoke consumers and compressed air sanding. Class B 2-6-0 Nos. 1301-2 (No. 1301 illustrated). These had 21¼ x 235/8in cylinders; 4ft 117/8 coupled wheels; 1484.37ft2 total heating surface; 24.75ft2 grate area; 170 psi boiler pressure; piston valves and Walschaerts valve gear. Another three cylinder compound 2-6-0 type had an inside high pressure cylinder (193/8 x 235/8in and two outside low pressure cylinders 21¼ in by same stroke; 5ft coupled wheels; 16172ft2 total heating surface; 24.752ft2 grate area; Walschaerts valve gear and Adams radial trucks: No. 1707 illustrated.

Jubilee of the Selkirk Ry. 82. illus.
Illustration of 4-4-0T No. 79 decorated for 5 April 1906 celebration. Driver Willie Gow ran the first train and retired on 4 May 1898. The line was 5 miles long. The Tweed was crossed en route. There were stations at Abbotsford Ferry and Lindean. The line was served by eleven trains per day. A. Stewart was the driver in 1906 and T. Lamb was the locomotive foreman at Galashiels.

Lubrication. 82-3.
Tallow had been used at first to lubricate bearings, but had been displaced by rape oil or a mixture with mineral oil; sight feed lubricators; thick mineral oil; 'Black Jack'; trimmings — wire and worsted or lamp cotton; capillary axleboxes (not mineral oil); slidebars; mops for glands.

Special covered trucks for motor car traffic, L. & N.W.R. 84-5. diagr. (s/f el., plan)
Two axle van designed C.A. Park at Wolverton. Exterior chocolate with lining and lettering in gold; interior light green.

Luggage brake van, E.C.J.S. 85. illus.
56ft 6in long vehicle built Doncaster to Gresley design: gas lit.

35-tons open goods wagon, Great Northern Ry. 85-6.
Ivatt bogie wagon with diamond frame bogies capable of turning completely around on wagon turntables.

The football specials. 86.
The "Final Cup Tie" at the Crystal Palace on Saturday, 21 April 1906 between the Everton and Newcastle teams brought a record number of excursions from the North of England to the Metropolis.
Euston headed the list with 43 return specials, and they were despatched homewards at 5 min. intervals up to about 4.00 a.m. on Sunday. Paddington with 20 specials was not so busy.
Marylebone had 16 specials to send on their return journey at about 10 minutes' intervals from 10.10 p.m. to 1.15 a.m. These all went via Quainton Road, and were non-stop as far as Leicester. To make up these trains, saloons belonging to the L.B. & S.C., S.E. & C: and L. & S.W. Rys were requisitioned.
The bulk of the St. Pancras special traffic, came from the Birmingham dlstrict, and 22 special trains were booked, saloon parties being conveyed in Pullman drawing-room cars, Somerset & Dorset, Midland & Great Northern Joint, and G. & S. W. Ry. coaches.,
There were 27 specials booked into King's Cross, of which six ran in duplicate, making 33 in all, mostly from Newcastle and that district and the trains consisted generally of the new excursion stock of up-to-date bogie coaches, and E.C.J.S. coaches, with a few trains also of North British, Lancashire & Yorkshire, and North Staffordshire Rys. saloons. As on the same occasion last year, the No.2 road from Finsbury Park to Wood Green was reserved for working empty trains close together to Bounds Green, block working being temporarily suspended. The Great Eastern Ry. for once seemed to appreciate the possibilities of the situation, and this year ran three specials, as against two in previous years. All came via. Cambridge from Doncaster, Norwich and the district served by the Lancashire, Derbyshire & East Coast Ry.

Correspondence.  86
The locomotives of the Great Eastern Ry. C. Rous-Marten
The Gooch tank engines Nos. 250-259, when they first came out, had no safety valve on the middle of the boiler barrel, as shown in the illustration, Fig. 88; but only Gooch's standard valve casing over the firebox. Subsequently this was replaced by another in Sinclair's style, and it was not, I believe, until a dome was added over the firebox that the safety valve on the boiler barrel was added, as shown in Fig. 89. I may mention further that the original Gooch valve column was of brass, unlike those of the earlier engines of that type, which were of copper, all painted over except in the case of No. 20. When Nos. 250, etc., first began to run the Tilbury trains, the brass valve casing was burnished and unpainted. Subsequently it was painted green, like those of Nos. 4-12, 21-5, also of the Express class Nos. 27, 94 and 274-9; all, however, subsequently received the Sinclair casing. I may also add what does not seem to be generally known or remembered, that when the Tilbury line was first opened,. and until the Gooch tanks were ready, the trains were worked by the Sharp single. wheel tender engines, Nos. 260-270. Response from author see p.126. Safety valve columns did not always accompany fitting boilers with domes: No. 253 in old photograph ) showed Gooch valve casing on firebox and column on the barrel which led to Fig. 88. Butterfly No. 214 had a combination of mountings.

Number 166 (15 June 1906)

Railway notes. 87

Great Central Ry. 87. illus.
The accompanying illustration reproduced from a photograph taken at Chorley Wood, shows the Atlantic three-cylinder compound No. 258 hauling the Sheffield express which ran non-stop between Marylebone and Sheffield in 2 hours.55 minutes. Of the two-cylinder Atlantics, No. 358 was latest into service. Beyer, Peacock & Co., Ltd. were delivering a new series of six-coupled 'qomotives with 6-ft. 6-in. wheels, Nos. i being already out, whilst the others essing rapidly.

London & North Western Ry. 87.
New Precu.rsor type into service: Nos. 282 Alaric, 261 Antæus, 675 Adjutant, 772 Admiral, Faerie Queene, Richard Trevithick, and 2017 Tubal. No. 2513 was named Levens (not as shown on page XXX). No. 1845, formerly a three-cylinder compound mineral engine converted to an eight-coupled simple with Precursor type boiler as illsustrated on page71.

Great Western Ry. 87.
Nos. 2904-2910 completed the series of new six-coupled bogie locomotives refered to last month (<<<). No. 2901 was provided with a superheater. These ten. engines appeared during one month. Other new engines recently into service were Nos. 3704-3707 of the new 4-4-0 Dominion of Canada class.  Nos. 3149-50, large 2-6-2 tank, enginesof the type illustrated in August last year, and Nos. 3101-3108, sma1l 2-6-2 tank engines built at Wolverhampton similar to No. 115 illustrated in December 1904. The coal trains between Severn Tunnel Junction and Old Oak Common, and empty wagons on  the return journey, were worked by Consolidation engines (28XX class) exclusively, with accelerated-schedules, and increased loads, the minimum being 50 wagons and van between Stoke Gifford and Severn Tunnel Jn., and the maximum (on Sundays only) being 80 wagons and van between Swindon and Old Oak Common.

Great Eastern Ry. 87.
The connection between the new Norfolk and Suffolk Joint Railway from Mundesley to Cromer, about half-a-mile on the Norwich side of Cromer G.E. station, to Runton West Junction on the M.&G.N joint line giving the GER a through route from. London to Sheringham, was scheduled to open for traffic about the middle of July. The Mundesley to Cromer (Beach) line (Norfolk and Suffolk Joint Committee) via the coast, with stations at Trimingham and Overstrand, was expected to open about the first week in August.

Mr. F.W. Webb [obituary]. 88
Announcement that on 4 June 1906 Francis William Webb had died aged 71.
He was for upwards of 30 years chief mechanical engineer of the London & North Western Railway.  His connection with that railway really extended over more than half a century for he first entered Crewe Works as a pupil in 1851 under Francis Trevithick, then chief of the northern division loco. department. After serving his time, Mr Webb became chief draughtsman and subsequently works manager under Mr. John Ramsbottom. For five years, from 1866 he left Crewe to join the Bolton Iron & Steel Co., but in October 1871 he returned to Crewe as chief mechanical engineer on the retirement of John Ramsbottom from that position. As a warm and practical advocate of compounding locomotives, Mr Webb has sometimes been criticised, and it is significant also that within barely three years of his retirement his successor has removed from service dt reconstructed all but a very few of the several hundred three and four-cylinder compound locomotives of his design. But apart from that disputed practice, Mr. Webb justified his appointment by constituting Crewe Works into one of the most self-contained railway factories in the world. Almost every requisite, both of the running and permanent way departments, was made from the raw material by the railway company itself, and the "chief" not only secured efficiency by this system, but effected economies which, on the turnover of a huge organisation such as he controlled, can only be characterised as immense. Mr. Webb retired from office in 1903 and since that date had suffered from failing health. He, was twice elected mayor of Crewe, a town which during his association with it increased in population from 18,000 to 40,000 — almost all railway railway employees. Upwards of 4,000 locomotives were built at the Crewe works during his term of office, apart from the other details of railway material already referred to.

Caledonian Ry. 88
No. 903, the first of five new six-coupled bogie locomotives, was engaged on steam trials. In general appearance these engines are similar to Nos. 49 and 50, but the boiler barrel is of larger diameter and the arrangement of safety valves different. In addition to the six-coupled "Oban" bogie engines, Nos. 51-54, recently built, which are similar to No. 55, illustrated in issue of July 1902, Mr. Mclntosh was about to construct 15 more of the same type, but with larger boilers.

A railway relic. 88. 2 illus.
Placing Invicta in the City Moat Garden, Canterbury. (See page 91)

Messrs,. Beyer, Peacock &. Co., Ltd., 88.
Had on hand six 4-4-4 and six 2-6-2 tank engines, five 2-4-0 passenger engines for the Buenos Ayres Western Railway, 13 saddle tank locomot,ives for the Buenos Ayres &. Rosario Ry., two six wheels coupled bogie engines for the Tasmanian Government Rys., and a further 10 four-coupled express locomotives for the Dutch State Rys. .

The history of the London & South Western locomotives. 89-90. illus.
Last William George Beattie 0-6-0s supplied by Beyer Peacock in April/May 1878 WN 1781-6 received running Nos. 368-73. First William Adams locomotives were twelve 4-4-0Ts with outside cylinders supplied by Beyer Peacock (WN 1832-43). Cylinders were 18in x 24in; coupled wheels 5ft 7in diameter, 1047ft2 total heating surface and 16ft2 grate area, boiler pressure 140psi. Radial trailing axles were added at Nine Elms between 1883 and 1886 (dates shown in table). Continued on page 133. .

"Decapod" tank locomotive, Westphalian Railway. 90. illus.
0-10-0T built by Hannovershe Machine Co. for steeply graded (1 in 50) and sharply curved Westfalische Landes Eisenbahnen. Leading and trailing axles provided with side play and draw gear set inwards. Photograph of Kamp.

North British Ry. 90
Atlantics under construction: no further information.

North Eastern Ry. 90
High-level bridge, under construction for 3½ years nearing copmpleting: to be opened by the King in July. Basic statistics of bridge and of the impending conversion of Newcastle Central into a through station for East Coast trains.

New goods locomotives, L. B. & S. C. R. 91. illus., diagr.
0-6-0 Nos. 300-309 with 5ft coupled wheels, 17½in x 26in cylinders, 1284ft2 total heating surface, 18.64ft2 grate area, and 170 psi boiler pressure. The boiler feed was via crosshead pumps. Fitted with Westinghouse brake and steam sanding.

A railway relic. 91.
Invicta, the early Robert Stephenson locomotive was presented to the City of Canterbury by Sir David Salamans and displayed in the City Moat Gardens. The locomotive took part in the Darlington Jubilee celebrations in 1875 and the Stephenson Centenary in 1881. The feature deplored the destruction of the North Star and Lord of the Isles by the GWR and Cornwall by the LNWR.

The arrangement of locomotive shops. 92.
Continued from page 51: the relative position of individual shops. Care needed for storage of timber. Good water supply. Brass foundry. Fitting and machine shops. Boiler shop. Paint shop.

Express locomotive, East Indian Railaway. 93. 2 illus., diagr. (s. el.)
4-6-0 built North British Locomotive Co. with 19 x 26in outside cylinders and a Belpaire boiler with 1652ft2 total heating surface, 29.5ft2 grate area and 180 psi boiler pressure. See also letter from L.N. Nollins on page 180..

Recent locomotives of the Belgian State Railways. 93-5. diagrs.
Continued from page 46: 4-6-0 four-cylinder simple Nos. 3302 and 3303 (diagr.: s. el.). No. 3303 fitted with a Schmidt superheater. The superheated locomotive had 171/8 x 24in cylinders, 6ft 6in coupled wheels, 1675.99ft2  total heating surface plus 446.7ft2  of superheater and 32.4ft2  of grate area. Operated at 200 psi. Diagram of Belpaire boiler and of cylinders. The Walschaerts valve gear operated the inside cylinders via rocking levers. No. 3302 had smaller cylinders (169/16 diameter) and a total heating surface of 1863.4ft2.

Tender water scoop, G.E.R. 96-7. 3 diagrs.
James Holden modification to Westinghouse brake to provide power

Goods tank locomotive, Sligo, Leitrim and Northern Counties Railway. 99-100. illus.
Beyer Peacock 0-6-4T produced to requirements of locomotive superintendent S. Murphy.

Six-coupled tank locomotive, Campbeltown & Machrihanish Light Ry. 100. illus.
Andrew Barclay 0-6-2T Argyll manufactured Andrew Barclay. Gauge 2ft 3in, but design would have allowed an increase in gauge to 2ft 6in. Cylinders: 11½ x 18in; Walschaerts valve. coupled wheels 2ft 9in diameter, total heating surface 354ft2 and grate area 8ft2. Working pressure 160 psi.

Goods locomotives, G. & S.W. Ry. 100. illus.
Manson 0-6-0 with 18 x 26in cylinders; 5ft 1½ coupled wheels. 1208ft2 total heating surface and 18ft2 grate area, 165 psi boiler pressure, vacuum brake. Nos. 361-80 built by Neilson (No. 365 illustrated)

Railway weighbridge for Mashonaland. 100.
W & T Avery 30 tons or 60 tons

Contractors' tank locomotive, Shanghai-Nanking Ry. 101. illus.

New bogie carriage stock, L. B. & S. C. R. 102-3. 4 illus.
54ft bogie coaches: third class with nine compartments seating 90; second class with eight compartments , seating 78 plus two lavatories

New sleeping carriages, Midland Railway. 103-4. diagr. (s. el.), plan.
65ft coaches running on six-wheel bogies with one double berth compartment and eight convertible compartments. Lavatory in compartments plus WC at ends. Designed by D. Bain. Electric lighting

Mineral wagon on North British Railway. 104. illus.
Short wheelbase vehicle able to cope with sharp curves in collieries and gasworks. Timber underframe with steel body. 6 ton payload.

No. 167 (14 July)

Railway notes. 105.

Great Western Ry. 105. illus.
Photograph of No. 40, four-cylinder Atlantic hauling 11.40 Paddington to Ilfracombe via Castle Cary express which had been accelerated by 37 minutes.No. 167 Four cylinders: 14½ x 26in; the inside pair being beneath the bogie platform in advance of the smokebox saddle, driving the leading pair of coupled wheels. Latest 3701 class of four-coupled bogie engines into service: Nos. 3708-3718. Two further 7ft 8in. bogie singles, Nos. 3048 Majestic and 3052 Sir Walter Raleigh rebuilt with doomeless Belpaire boilers. In connection with the Swindon Mecahnics' Institute trip which took place between 6 and 13 July an elaborate 10 pp. working timetable had to be issued dealing with trains conveying 14,620 adults and 10,706 children comprising destinations inn London, Winchester, West of England, Weymouth, South Wales and the North.

Great Central Ry.105-6.
Latest Atlantics built at Gorton Works were Npos. 360, 362 and 363. Two more compound Atlantics were scheduled to be built at Gorton; also some six- coupled outside cylinder tank engines. New six-coupled bogie engines with 6ft 6in coupled wheels had been delivered from Beyer Peacock & Co.: seven numbered to No. 1101 (seven out of order for ten). There were ten similar engines, but with 5ft 3in coupled wheels in course of construction for fast goods traffic. No. 1097 had been named Immingham after the new dock to be constructed at Grimsby: the nameplate being above the driving splasher vas on GWR engines. Two, of five, 0-6-0 being built by the Yorkshie Engine Co. had been delivered: Nos. 1115 and 1116. Twelve new bogie passenger tank engines would be built "outside". No. 452, one of the Altringham tank engines, being adapted as mootor engine with trailer car and three cars specially built; two other engines scheduled to be adapted.

London & North Western Ry. 106
Nos. 804 Amphion; 990 Bucephalus; 988 Bellerophon and 1787 Hyperion.
Numbers omitted on page XXX were 1433 Faerie Queene and 1650 Richard Trevithick, The number of Antæus was 561 not as stated: for some time the engine carried "Antaeus": that is without the diphthong. Three of the new 4-4-2T passenger tank locomotives about to enter service: Nos. 528, 531 and 784. Intended for Buxton line. New type of number plate, upon which date was shown introduced with this class carried on coal bunker. Also intended to paint company initials on tank side. Recent withdrawals included 7ft 6in singles: Nos. 97 Atalanta; 531 Lady of the Lake; 561 Prince Oscar; 563 Combermere; 675 Ivanhoe; 804 Soult; and 1433 Daphne: Greater Britain class 528 Richard Moon and 772 Richard Trevithick: Teutonic class No. 1305 Doric; 4ft 6in double-end tank Nos. 282, 988 and 990: special DX goods Nos. 1650, 1787 and 2017: 4ft 3in tender goods No. 784 and No. 1132 North Western (Newton class). Four-cylinder compound 0-8-0s, Nos. 1044, 1273 and 2570 converted into Consolidations (2-8-0). Three-cylinder compound 0-8-0s Nos. 1822 and 2548 converted to simples and fitted with larger boilers.

Midland Ry. 106.
Of twenty new three-cylinder compounds then in course of construction at Derby, the latest completed were Nos. 1020-1023. A misprint, the ten new goods locomotives referred to in the May issue "were allocated Nos. 575-584" their numbers were 275-284. The 7ft bogie engines Nos. 157, 2186 and 2194, the 6ft 6in bogie engines Nos. 162, 185, 187, 194, 2210, 2212 and 230-239, and the double-framed goods engines Nos. 649 and 683 had been fitted with new large boilers. Several motor trains of the type illustrated on page 54 are now at wbrk on local services from Derby to Wirksworth, Ashby and Ripley, and on the Sutton-in-Ashfield and Hemel-Hempstead branches.

South Eastern & Chatham Ry.  106.
Five new engines of Mr. Wainwright's latest express passenger type, similar to No.273 illustrated in February issue, were now out bearing Nos. 275, 503, 504, 506 and 511. The follpwing new bogie tank locomotives were then into service: Nos. 305, 306, 308 and 309 . replacing Stirling's bogie tanks which were placed on the "A" list. A number of' Stirling engines had recently been rebuilt with domed boilers and new cabs, amongst them being the four-coupled bogies, Nos. 29, 35, 187, 212 and 249; the bogie tanks Nos. 304, 324 and 81; and the six-coupled goods engines, Nos. 282, 373, 377 and 316.

London & South Western Ry. 106.
The four cylinder 4-4-0 and 4-6-0 locomotives which had been withdrawn ftom service during the winter months were again at work on summer traffic. The engine concerned in the lamentable disaster at Salisbury on the 1st July was No. 421 of the class illustrated in issue of July 1904. In connection with the notes in recent issues concerning rail motor services the following.branch lines of the L. & S. W. R. would be worked, by this type of vehicle: Friary and' Turnchchapel; Plymouth and .Tavistock; Bishop's Waltham; Exeter and.Honiton; Poole, Bournemouth and Christchurch; Bodmin and Wadebridge; Fratton and Southsea; Hurstboume and Fullerton; and it is possible that other sections may also shortly be supplied with motor coaches in place of locomotives and trains of the ordinary type. It is interesting to note that the last named goods engines of Beattie's design No. 092 Charon had been withdrawn from service after 39 years of work, during which it ran a mileage of over 973,000. GWR locomotives were now working through to Southampton from Winchester (Cheesehill) piloted by South Western drivers.

Midland Ry locomotives for Italy. 106=7.
Recent developments on the Italian Government Rys.had led to a considerable shortage of locomotive power, and extensive orders for new engines had. already been placed; the Baldwin Co. in particular having secured a contract for 20 locomotives. Owing to an immediate need of adequate engine power, Comm. Luigi and other State officials visited the United Kingdom to obtain second-hand locomotives to cope with seasonal traffic and after careful inquiry and inspection acquireat once 50 six-coupled goods engines (0-6-0) from the Midland Raillvay, which it will replace with newer locomotives.

Franco-Spanish Rys. 107. illus.
Owing to the difference in gauge of the lines in the two countries travellers by the Sud Express had to change cars at the Spanish frontier station at Irun on the southward journey and at the French frontier station at Hendaye going north. Arrangements were being made for the provision of a third rail to suit the Spanish 5ft. 6in gauge from the frontier to Biarritz, and similarly to suit the standard 4ft. 8½in. gauge from the frontier to San Sebastian so that the express trains from Paris may run right through to the latter place. King Alfonso expressed a wish that the mixed gauge be extended as far as Madrid. The engine shown is one of the large six-coupled bogie compound express locomotives of the Northern Ry. of Spain, built by A. Borsig, of Berlin.

Great Central & Great Western Jt. Ry. 107.
From 1 July the GCR Sheffield Special left Marylebone at 15.25 was diverted onto the new Wycombe-Prince's Risborough line: the distance from London to Sheffield by this route was 169 miles 4 chains, as compared with 164 miles 56 chains via Quainton Road. The running time had increased by 3 minutes making the booked time 178 min. The GNR therefore, still held the record to Sheffiald with the 18.10 from King's Cross; which performed the journey in 170 min.

GWR new route to Plymouth. 107.
The shortened route to Plymauth via Castle Cary and Lamtport was opened for traffic on 2 July 1906 saving 20 miles between London and Taunton and places westward. The Plymouth Limited would start running again on 21 July via the new route and reach its destination in 4 hours 10 minutes, instead of 4 hours 25 minutes. Exeter would be 3 hours 3 minutes from London; instead of 3½ hours. On Friday, 29 June a special train ran over the new route, leaving Paddington,at 09.30 and running to Plymouth without stop, arriving there at 13.40.

Six-coupled bogie express locomotive, Caledonian Ry. 108-9. illus.
No. 903 illustrated. J.F. McIntosh inside-cylinder 4-6-0 similar to Nos. 49-50 but with smaller (20 x 26in) and wheelbase of coupled wheels reduced by 4 inches, built-up steel plate drag-box in place of cast iron, direct stays in place of roof-bars in firebox crown. Large bearings on driving axle. 200 psi boiler pressure. Describes name [not visible in photograph] of Cardean: seat of E. Cox, director of Company.

Aberdeen service North British Ry. 109. diagr. (s. el.)
Diagram courtesy Railway Gazette. Block trains.  Edinburgh portion consisted of one composite, two third class and a luggage brake van. Glasgow portion: composite, one third and luggage brake which was attached at Dundee. Vehicles were 58ft 4in long corridor type with gangways. Ten Atlantics were available built by North British Locomotive Co. at their Hyde Park Works. These had 6ft 9in coupled wheels; 20 x 28in cylinders and 200 psi boiler pressure. 0-6-0 Nos. 849-52 had entered service with 18½ x 26in cylinders: built at NBL Atlas Works.

Rebuilt G.E.R. locomotive. 110. 2 illus.
No. 1021 illustrated as a 2-4-0, as built in 1895, and as rebuilt with larger Belpaire boiler and leading bogie. The total heating surface increased from 1199.5ft2 to 1476.2ft2 and the grate area from 18ft2 to 21.6ft2 . The boiler pressure increased from 140 psi to 180 psi. See also page 146.

Metropolitan District Ry. 110.
Mr Tarver, formerly with Cleveland Bridge Co., appointed engineer.

Weighing locomotives. 111-12. diagr.
Weighbridge supplied by W. & T. Avery to Barry Railway and North Eastern Railway with multiple tables each equipped with its own levers, knife edges, steel-yard and poises, and capable of being locked whilst a locomotive was brought on for weighing.

Traffic on the G.E.R. 112-13. 2 illus.
13.35 Liverpool Street to Yarmouth express hauled by 4-4-0 and 13.35 to Woolwich probably hauled by an 0-6-0T near top of Bethnal Green bank and five local trains in motion at same location.

New locomotives for the Great Indian Peninsula Ry. 114-15. 2 illus., diagr. (s. el.), plan
Previous part see page 74. Steam rail motor car (railcar): locomotive portion built by Kerr Stuart and body portion built at Parel workshops, Bombay. The engine had outside 9 x 15 in cylinders activated by Walschaerts valve gear driving a single bogie wheel 3ft 5in diameter. Total heating surface of the trandversely mounted boiler was 353 and the grate area  8.75ft2. Lit by electric light as were the head and tail lights: electricity generated by steam turbine supplied Greenwood and Barley Co. of Leeds. Coach portion was 48 ft long. An alternative form of light train was created by adapting an old locomotive (one the 1863 Ghat engines supplied by Wilson of Leeds running as an 0-6-0T with side tanks) and a 62 ft long trailer constructed in the Bombay workshops in 40 working hours (spread over a working week): 172 men were employed on this task. The trailer car seated 6 first and 30 3rd class passengers.

Locomotive wheels and axles. 115-17. 3 diagrs.
Cast steel had largely replaced wrought iron, but there is a description of the past art of forging the spokes, fixing them together to form the boss and welded together via heating and pounding with a special steam hammer. The hole for the axle was then bored. Axles and tyres tended to be supplied by specialist companies. Crank axles were manufactured from Siemens-Martin steel.

Old locomotives on the Western Railway of France. 117-18. illus.
See 5 page 189 for description of Waterford & Tramore Railway which was still using a locomotive on light duties dating from 1900.  In France the Orleans Railway still used a locomotive supplied by R. Stephenson to the design of F. Seguin in 1846 and another built in 1855. The Western Railway still had a few locomotives dating from 1844 designed by Buddicom at theCharteux Works near Rouen. Originally built as 2-2-2 tender engines and converted to well tank engines: No. 131 was preserved in near original condition at Sotteville Works. Exhibited at Champ de Mars at Pris Rxhibition of 1900. No. 0128 (illustrated) was more modified, but about three were still in service on St Pierre-du-Vauvray to Luviers line and on passenger shunting at Rouen. Further locomotives were metmorphosed into four-coupled side tanks. See letter from Clement E. Stretton on page 162.

Krauss locomotive No. 5,000. 119. 2 illus.
Messrs Krauss of Munich had completed their 5000th locomotive: a 2-8-0 for the Bavarian State Railways with 21¼ x 24in cylinders; 4ft 2in coupled wheels; 2175ft2 total heating surface; 30.67ft2 grate area and 176 psi boiler pressure. Also illustrated is a metre gauge 2-6-2T with outside cylinders for the Cantabrian Railway line from Santander to Llanes: 15¾ x 237/8in cylinders; 3ft 11¼ in coupled wheels; 1056ft2 total heating surface; 17.22ft2 grate area and 176 psi boiler pressure.

Four-cylinder compound Atlantic locomotive, Austrian State Railways. 121. illus., diagr. (s. & f. els.)
Golsdorf 4-4-2 No. 108.22 exhibited at Milan Exposition. Four similar locomotives Nos. 108.18 to 108.21 built in 1905. Diagram shows metric dimensions, but are difficult to read: Imperial equivalents in text.

The Canterbury-Whitstable Railway: the last trip of "The Invicta".  121-2.
Presentastion of locomotive to the  city by Sir David Salomon and placed in the Dane John garden upon a pedestal of Kentish rag. Gives history of the locomotive including the involvement of Edward Fletcher and the original dimensions of the locomotive: 4ft diameter driving wheels; 10 x 18in cylinders, and 40 psi boiler pressure. Notes that David Reid, a locomotive foreman at Ashford Works who took the Invicta to Paris Exhibition in 1900, was involved in the installation. Information supplied by H.H. Battey of Canterbury.

The Evolution of the Locomotive Engine. 122.
Theodore West drawings of early locomotives orginally diagrams were 1/8 inch to foot scale, but reproduced at 1/20 inch to foot and publshed William Dresser & Sons of Darlington. Ottley 2836?

A Royal Train. 122.
Pamphlet printed on high quality art paper of photographs of LNWR Royal Train prepared by Messrs. Robert Ingham Clark & Co. Ltd , suppliers of Britannia varnishes.

New wagon stock, Buenos Ayres Great Southern Ry. 123; 124. 3 illus.
Built by Metropolitan Amalgamated Carriage and Wagon Co.: 35 ft bogie covered cattle wagon with guillotine pattern end doors and 32 ft covered wagon with 40 ton capacity capable of being with grain through rhe roof. Underframe of Livesey & Gould patent cantilver type.

Either-side wagon brake, Great Western Railway. 124-5. diagr., plan.
Dean-Churchward design

Mr R. Weatherburn. 125.
Appointed sole British agent for Borsig of Berlin

The late Mr. T. Robertson, C.V.O. 125.
Died on 17 June 1906 Special Government Commissioner for Railways, Indian Empire. He had visited the United States and Canada travelling over 75,000 miles in connection with his mission to India where he advocated the establishmnet of a Railway Board.

New North Country Continental express train, Great Eastern Ry. 125. illus.
4-4-0 with restaurant car set which appeared to include one six-wheel vehicle.

Correspondence. 126
The locomotives of the Great Eastern Ry. H.T.B.

See letter from C. Rouse-Marten on page 86: Safety valve columns did not always accompany fitting boilers with domes: No. 253 in old photograph ) showed Gooch valve casing on firebox and column on the barrel which led to Fig. 88. Butterfly No. 214 had a combination of mountings.
L. & S. W. R. locomotives. J.K.
See page 89 (photograph of No. 379) which shows a plate above the cylinders which recorded that the locomotive was fitted with Church's valves for which Beyer Peacock were the agents. These were circular and were liable to stick when stationary: "hideous screeches [were] made when the engine again moved off wwere most aboninable, just as if hundreds of slate pencils were being scraped on slates the "wrong way"". There was also considerable leakage of steam. 
A broad gauge boiler explosion. Anon (of Barry)
Refers to the Diaries of Sir Daniel Gooch to the run made from Paddington to Exeter on 1 May 1844 and back driven by Daniel Gooch when Extere was left at 17.20 and Paddington was reached at 22.00 in time for Sir Thomas Acland to inform the House of Commons that he had left Exeter at 17.20 and travelled 195 miles. The locomotive was Actæon. Also refers to the run made from Bristol to Paddington when thje train conveying Prince Albert who had been at the launch of the Great Britain was conveyed in 2 hours 4 minutes. Also Lightning achieved a mileage of 816,601 between 1847 and 1878.

No. 168 (15 August 1906)

Railway notes. 127

London & North Western Ry. 127. illus.
4-4-2T (No, 528 illustrated with number on bunker and L & N W R and Company Coat of Arms on tank side) 6ft 3in coupled wheels; 19 x 26in cylinders; 2009.7ft2 total heating surface; grate area 22.42; 175 psi boiler pressure

Highland Ry. 127.
Three new Ben class constructed at North British Locomotive Co. Polmadie Works: Nos. 38 Ben Udlaman; 41 Ben Bhach Ard; 47 Ben A'Bhuird: WN 17438-40. Identical to Nos. 1-17 except for new number plate with raised cast figures on a red ground.

London & South Western Ry.127.
Five six-coupled bogie locomotives (4-6-0) were in service between Salisbury and Exeter. New bogie mixed traffic engines delivered up to No. 411. Total engine stock on 30 June 1906: 916, of which 180 on duplicate list. Included 532 tender engines and 17 rail motors (2 jointly owned with LBSCR).

Great Central Ry. 127-8.
Ten 4-6-0 passenger engines delivered by Beyer Peacock with Nos. to 1104. Ten six-coupled bogie freight locomotives, to be Nos. 1105-1114 on order from same firm who were about to start work on twelve ten-wheel passenger tank engines of 1055 class. (4-4-2T) and six six-coupled shunting locomotives built at Gorton. Kitson had received an order for thirteen 0-8-0 mineral engines.

Midland Ry. 128.. illus.
Several Johnson 4-4-0s were being rebuilt with larger boilers, new cabs and modified splashers. Illus. shows No. 14 in rebuilt state (this had been built in 1891 and had 6ft 6in coupled wheels and 18 x 26in cylinders. Also rebuilt were Nos. 61-4 with 7ft coupled wheels and 19½ x 26in cylinders; Nos. 2187-90 and 2195 with 7ft coupled wheels and 18¾ x 26in cylinders: other engines treated similarly included Nos. 197, 805, 2594 and 2597. J.W. Smith, chief draughtsman at Derby had been appointed works manager at Gorton locomotive works of GCR.

South Eastern & Chatham Ry. 128.
Correction to numbers listed in previous Issue: should have been Nos. 273, 275, 504, 506 and 511. No. 503 was a tank engine. Nos. 310 and 312 were latest bogie tank engines. Five new locomotives of 726 class were under construction.

North London Ry. 128.
Nos. 19 and 86 had been fitted with reservoirs located between safety valves and dome to contain oak liquor (oak chips and caustic soda) to treat feed water in an endeavour to purify and soften it.

Hammersmith & City Ry. 128.
First new electric trains built Metropolitan Amalgamated Carriage & Wagon Co. Ltd had been delivered to Neasden for great Western and Metropolitan joint service. Nine trains were then being worked by electric locomotives between Bishop's Road and Aldgate. On August Bank Holiday some of these steam trains worked with electric locomotives on the Uxbridge branch.

Great Western Ry. 128.
Nos. 3719-24 were latest 4-4-0s at work. No. 3079 (bogie single) and Nos. 3276 and 3313 (Duke of Cornwall class) had beenn rebuilt withh larger domeless Belpair boilers.

London, Brighton & South Coast Ry. 128.
Decision that although naming locomotives would cease an exception would be made for locomotives named after living celebrities.

Great Northern Ry. 128.
Another series of N class eight-coupled radial side tanks was under construction at Doncaster. Nos. 1137-141 were workiing between Colwick Sidings and Pinxton.

Taff Vale Ry. 128.
Manning Wardle had received contract to build seven six-coupled tank locomotives designed for mixed traffic.

Four-cylinder Atlantic locomotive, Great Western Ry. 129. illus., diagr. (s. el.)
No. 40: material originally published in Great Western Mag. Churchward locomotive with four 14¼ in x 26 in cylinders, 2142.91ft2 total heating surface and 27.01ft2 grate area. Boiler pressure 225 psi.

New locomotives, North British Railway. 130-1. 2 illus.
Tweny large 0-6-0s: ten built at Cowlairs and ten at North British Locomotive Co. at the Atlas Works. These had 18½ x 26in cylinders, piston valves, 5ft coupled wheels and 5ft diameter boilers with 1605ft2 total heating surface and 19.8ft2 grate area. Working pressure 180 psi. No. 329 illustraated. Ten NBL locomotives numbered 849-858. Also illus. of Atlantic No. 868 Aberdonian. List of name page 146

Ten wheel tank locomotives, Cork, Bandon & South Coast Ry. 131-2. illus.
4-4-0T designed J.W. Johnston and supplied by Beyer Peacock with 18 x 24in cylinders; 5ft 2½in couplerd wheels, 1182.5ft2 total heating surface and 24ft2 grate area

The Renard road train. 132-3. 2 illus.
Tractor drove through trailers: four three axle shown in illustrations (one passenger carrying, the other freight). The outside axles of each trailer allowed radial movement and tracked the vehicle in front. The passenger train was for service in Hungary. Each freight vehicle could carry 3½ tons. Tractors had petrol engines.

The history of the London & South Western locomotives. 133-4. 2 illus.
Continued from page 90 Twelve tender mixed traffic 4-4-0s followed. These were very similar to the 4-4-0Ts and also featured the very small disc wheel (2ft 6in diameter) bogie. The boiler was slightly larger with 1136ft2 total heating surface and 16.96ft2 grate area. The boiler pressure was set at 140 psi. Beyer Peacock supplied WN 1854-1865 in September to November 1879 and received RN 380-391. Some were later rebuilt with larger boilers. When new they worked excursion and other heavy traffic, but later hauled transfer traffic between Brent and Battersea Yard, and were then moved to the West of England. No. 386 was involved in a collision at Tresmeer station in November 1898. In 1880 Beyer Peacock delivered two further Ilfracombe goods (282 Class) WN 2041-2, RN 393-4: in 1906 they were the only two which had not been rebuilt and were used on ballast trains, shunting, or on lightly built lines. Twelve express 4-4-0s were supplied by Beyer Peacock: WN 1948-59 and RN 135-146 (No. 146 illustrated). The outside cylinders were 18in x 24in; 6ft 7in coupled wheels, 1223ft2 total heating surface and 17.77ft2 grate area. Boiler pressure 140 psi. By 1906 they were employed in the central district, but still worked boat trains from Southampton and services on the Portsmouth Direct line. No. 136 was fitted with a new boiler and conical shaped smokebox door in 1896...

Heating of "big ends". 135; 137. diagr.
Factors considered: friction, lubrication and lubricants, oil supply to the bearings; side paly, wear, qulaity of white metal and fitting of the brasses.

Rebuilt locomotives, Hull & Barnsley Railway. 137. 4 illus. p. 136
Rebuild of William Kirtley 2-4-0 (originally supplied Beyer Peacock WN 2479-88, RN 33-42) with domeless boiler by Matthew Stirling) and larger cylinders (17½ as against 17im diameter) and 24 in stroke. Grate area increased from 10.31ft2 to 16.25ft2 and boiler pressure from 140 to 165 psi. Some had been fitted with still larger boilers in which the total heating surface was increased to 1118ft2 and the boiler pressure to 170 psi. Likewise Beyer Peacock WN 2489-2508, RN 13-32) were 0-6-0 with 5ft coupled wheels, orinally with 17in x 24in cylinders, total heating surface of 1037.45ft2 , grate area 16.31ft2 and working pressure 140 psi.  Matthew Stirling had rebuilt all on similar lines to the 2-4-0s and in 1902 ten had been fitted with larger domeless boilers with pressure increased to 170 psi. 

New narrow gauge locomotives, Antofagasta Ry. 137-8. 2 illus.
Hunslet locomotives for 2ft 6in gauge capable of working on 1 in 33 gradients and 200ft radius curves: four 2-8-2 Nos. 75-8 (No. 78 Uyuni illustrated) and three 0-6-4T Nos. 1-3 (No. 3 Mejillones illustrated) .

Weighing locomotives and rolling stock. 139-40. diagrs.
W&T Avery portable 9 ton weighing machine; double weighbridges for bogie rolling stock; Carl Schenck weighing machine in pit (lifted wheels).

Meyer compound locomotives, Portuguese State Rys. 140. illus.
Four Meyer-Rimrott system constructed by Henschel in Cassel. Metre guage. Four-cylinder compound 0-4-4-0T with high pressure cylinders on rear unit and low prssure at front. Piston valves and Walschaerts valve gear. WN 7019-22.

Bogie tank locomotive, Great Southern & Western Ry. 140-1. illus.

Reviews. 141.
A history of the Whitby & Pickering Ry. G.W.J. Potter. Locomotive Publishing Co.
Includes notes on some of the illustrations, including NER 0-4-0 No. 272 and Fletcher's Whitby bogies. Ottley 7025.
History of the East Indian Railway. George Huddleston. London: W. Thacker & Co.
Author was Chief Superintendent

New six-wheel bogie train used on Edinburgh-Glasgow service, Caledonian Ry. 141. illus.
Shows 4-4-0 with three coach set of non-corridor stock.

20 tons covered goods wagon, North Eastern Ry. 143. illus.
37ft long riding on Sheffield-Twinberrow bogies supplied by Brush Electrical. Four side doors and two sliding roof doors. 25 ton capacity.

New East Coast Joint stock. 143.
Six bogie luggage vans supplied by North British Locomotive Company (see July issue). The GNR had placed twelve bogie luggage vans into service and six third class vehicles with a side corridor and luggage lockers which wer suitable for private parties.

Motor car van, Caledonian Ry. 144. illus.
30ft long six-wheel vehicle with steel underframe and teak body constructed at St. Rollox.

No. 169 (15 September 1906)

Railway notes. 145

Great Central Ry. 145. illus.
In the accompanying illustration is shown No. 1097, one of the new series of six-coupled bogie passengedocomotives recently built by Beyer, Peacock & Co., Ltd., to the same general dimensipns as the first examples of the class, but with the slightly larger heating surface adopted in the later Atlantics. This engine is noteworthy on account of bearing a nameplate, the name Immingham being also given to the new docks in course of construction for the Great Central Ry. on the Humber.

Great Western Ry. 145.
Nos. 3725-30 of the new four-coupled bogie type of express passenger locomotives were in service, thus completing a series of thirty. Due to the success of No. 40, further four-cylinder six-coupled bogie locomotives were to be built. A new series ot the County or outside cylinder type of express engine were also to be built, and progress was being made with the nine tank engines of the 4-4-2 type similar to No. 2221 illustrated in our April issue, while a series of 2-6-2 tank engines of the 3121 type are in contemplation. Nos. 3004, 3296, 3303, 3406 and 3497 had recently received new taper boilers with Belpaire fireboxes.

The new route to Ireland. 145.
The Fishguard-Rosslare route to Ireland via the Great Western and Great Southern & Western Rys new lines, was formally opened on the 30 July. To bring the scheme to completion a vast amount of work had been accomplished, including the construction of harbours at Fishguard and Rosslare, the laying out of a new line from Clarbeston Road to Letterston Junction in South Wales, a distance of 10 miles 50 chains, and a new single line 38 miles long between Rosslare and Waterford. For the sea passage the GWR provided three turbine-propelled steamers of 22½ knot speed, to accomplish the crossing of 54 nautical miles in less than three hours. The whole distance from Paddington to Cork is reduced by this new route to 457¼ miles, and the actual time occupied on the journey would be 13 hours, including the sea passage. Apart from giving this more direct and speedy communication with the South of Ireland, the GWR had undoubtedly had in mind, in establishing a magnificent new harbour in South Wales, the idea of wresting some part of the Transatlantic mail and passenger traffic from Liverpool and Southampton. The distances of Fishguard, Liverpool and Southampton from New York are respectively 2902, 3017 and 3077 nautical miles, the disparity being further marked by the compulsory stop of all Liverpool liners at Queenstown to land mails.

London & South Western Ry. 146.
The six-coupled bogie engines of No. 330 class had been doing good service during the busy holiday season hauling heavy loads.
The ten small four-wheels coupled tank locomotives for motor service with vestibule coaches, were in course of construction at Nine Elms, to be Nos. 736-745 inclusive.

Furness Ry. 146.
An order for six tank and four six-coupled tender goods locomotives had been placed with the North British Locomotive Co.

Hull & Barnsley Ry. 146.
A contract to supply ten eight-coupled mineral locomotives had been placed with the Yorkshire Engine Co., Ltd. These engines would have the following leading dimensions: cylinders 19 x 26in; coupled wheel diameter 4ft. 6in., total heating surface 1869 ft2; grate area 22 ft2.

Great Eastern Ry. 146.
See illustrations page 110: engines rebuilt with new boilers and leading bogie during year were Nos. 704, 708, 712, 719, 728, 772,,777, 779, 1012, 1013, 1015, 1016, 1621, 1023, 1025, 1026, 1027, 1030 and 1032. Ten new six-coupled goods engines of the 640 series were Nos. 552-561. They were painted blue, and equipped for working Westinghouse and automatic vacuum brakes. New double-end tank engines (2-4-2T) Nos. 231-240. Large bogie engines Nos. 1890, 1894, 1895 and 1897 had been equipped with the vacuum brake and located at Doncaster for working Doncaster-London express goods trains which from 1 August had been accomplished in 6 houis, with maximum load of 25 wagons and a brake van.
The new Sheringham line, branching off from  the Norwich to Cromer section at Cromer Junction, and converging with the Norfolk and Suffolk Joint Ry at Roughton Road Junction, and thence via Newstead Lane Junction to Runton West Junction on the Sheringham and Cromer branch line of the Midland & Great Northern Joint opened on 23 July with G.E.R. locomotive No.678.

Norfolk & Suffolk Joint Ry. 146.
The new line from Mundesley via Trimingham and Overstrand to Roughton Road Junction, there forming part of the G.E.R. new Sheringham route, opened on 3 August. Two spur lines from Newstead Lane Junction, the next junction after Roughton Road Junction, gave access respectively to Runton West Junction, West Runton and Sheringham, and to Runton East Junction and Cromer Beach, on the Midland and Great Northern Joint Ry. The first GER train, Overstrand to North Walsham (G.E.R. ),was worked by tank locomotive No. 591, and the first Joint Co.'s train, Mundesley to Cromer Beach, was worked by the Midland Ry. tank locomotive No. 143.

Great Northern Ry. 146.
Following is a complete list of the new loading classification for locomotives on this railway, referred to briefly in our May issue: Class B: Ivatt six-coupled goods engines of 1101 class, Stirling. goods rebuilt with domes, and the American Moguls; Class C: all Stirling goods engines with domeless boilers, 474, 372 and 1021 classes, also Ivatt Nos. 1091-1100 with domes; Class D, eight-coupled mineral engines, Nos. 401-440; Class F, Stirling six-coupled saddle tanks, 601 class; Class H, six-coupled tank engines, 1201 class; Class K, miscellaneous small tank engines; Class L, Stirling passenger bogie tank engines, 116A and 504 classes; Class M, ten-wheeled passenger tanks, 1501 class; Class N, ten-wheeled eight-coupled tank engines, 116-146; Class P, single-driver express engines of all classes; Class R, four-coupled in front mixed traffic tender engines; Class S. Stirling four-coupled 6ft. 6in. passenger engines. with domeless boilers; Class T, Stirling four-coupled passenger engines rebuilt with domes, and Ivatt 1961 class and the small bogie engines of 1071 class; Class W, Ivatt large eight-wheeled bogie engines Nos. 1321-1340. and 1361-95; Class Y, the Atlantics of 990 class; and Class Z, the large Atlantics of 251 class. The letters omitted were as yet unrepresented.

North British Ry. 146.
List of names allotted to Atlantic type: (locomotives illustrated and described page 130): Aberdonlan, Abbotsford, Bon Accord, Borderer, Cumberland, Dunedin, Dundonian, Hazeldean, Midlothian, St. Mungo, Teviotdale, Thane of Fife, Tweeddale, and Waverley. See also page 192..

Caledonian Ry.146.
The six-coupled ,bogie express locomotive No. 903 named Cardean.

Mr. James Halcrow. 146.
London agent for Hanover Locomotive Works, Bochumer Verein, and Augsburg & Nürnberg Engineering Works had moved from 5, Moorgate St. Buildings, to 12, Coleman Street,EC.

Six-coupled bogie goods loco. 147
Class 918

Schull and Skibbereen Light Railway. 150-1. 3 illus.
3ft gauge. 15¼ miles long laid on flat bottom rail. Formerly known as West Carberry Light Railway & Tramway. Passing place at Ballydehob. Severe gradients (1 in 24) and sharp curves (2 chains). Two mixed trains per day with a journey time of 1 hour 20 minutes. Six carriages and four locomotives. Three tramway locomotives were supplied by Dick Kerr in 1886: 0-4-0T with 9½ x 16in cylinders and 2ft 6in coupled wheels:
1 Marion
2 Ida
3 Ilen
No. 1 had been reboilered with a dome, but was out-of-service. Ida had been rebuilt with a Belpaire boiler (illustrated). No. 4 Erin was supplied by Nasmyth Wilson in 1888. It was a 4-4-0T with Belpaire boiler, 12 x 18in cylinders, 3ft 4in coupled wheels, and 508ft2 total heating surface. It was probably the first Irish locomotive with a Belpaire boiler. New No. 1 Gabriel had been supplied by Peckett (illustrtaed). It was a 4-4-0T with the wheels inside the frames, 12 x 18in cylinders and 3ft 0½in coupled wheels.

Train indicator at Liverpool Street Station. 151. illus.

The Lentz linkless valve gear. 152-3. 3 illus., 2 diagrs.
Hannovershe Machine Co. outside cylinder 0-6-0T with Pielock superheater. Designed by Gustav Lentz: shifting eccentric on crank axle; poppet valves. Cylinders 15¾ x 215/8in; 3ft 7½in coupled wheels, 996ft2 total heating surface, 264ft2 of superheater and 15½ft2 grate area.

Erecting a locomotive. 153-4.
Setting up the frames, fitting the cylinders, slide bars, boiler and its lagging and cladding, axleboxes, wheeling, motion, springs and buffer beam.

Steam rail motor coach, North Western Ry of India. 155. illus.
Designs of Sir Alexander Rendel, and built at Vulcan Foundry with exception of Indian woodwork. 3ft 3in driving wheels (only one axle driven), 9in x 14in cylinders, 300ft2 total heating surface. Seating for three first class, three second class and 72 third class. Lit by Pintsch gas system.

An Indian locomotive's crew. 155.
Footplate staff of three: driver, fireman and assistant fireman or augwalla (a Jack who rode on the front buffer beam and was a "hindoo"). The drivers were formerly Europeans, but Parsees were favoured by shed foremen. They had to abandon their topee (conical hat) in favour of a skull cap.

New locomotive and train, Gothard Railway. 156-7. illus.
29 4-6-0 four-cylinder compounds of the de Glehn du Bousquet type had entered service since June 1894. No. 228 built at the Swiss Locomotive Works in Winterthur in 1905 illustrated. High pressure cylinders (inside) 105/8 x 235/8in and 235/8 x 235/8 low pressure; 5ft 33/8in coupled wheels; 1676ft2 total heating surface; 25.8ft2 grate area and 220 psi boiler pressure. Shown at Milan Exposition with four coaches: mail/luggage composite; first; first second composite and third class. No. 228 illustrated. 

Rebuilt locomotive, London, Tilbury & Southend Ry. 157. illus.
No. 37 Woodgrange illustrated. Rebuilt with larger boiler with 1099ft2 total heating surface; 19.7ft2 grate area and 170 psi boiler pressure; increased water tank capacity; iproved smokebox door; new cylinders (19 x 26in), but with original valve gear. Steam reverser and enlarged air pump.

A railway lamp works. 157.
George Polkey Ltd.: head lamps, signal lamps, carriage lamps and powerful headlamps for colonial railways.

A new water gauge. 158. diagr.
Boiler water gauge: section shows how ball valve enabled driver to clean glass whilst in steam. Produced by United Asbestos Co. Ltd.

The Borsig carriage-cleaning plant. 158-9. 2 illus.
Combined compressed air with vacuum cleaning: showed carriage seats but listed many applications.

More railway reminiscences. 159-61. illus.
Haydon Bridge on the Newcastle & Carlisle Railway: had opended from Gateshead to Carlisle on 18 June 1838. Robert Stephenson No. 1 0-4-0 with a boiler pressure of 150 psi was based there and author was beaten by his father for driving the locomotive off the track when he was aged six. No. 2 Comet was built by Hawthorn: it was an 0-4-0 and had four eccentics. It produced a firework display at night as it had no ashpan, cinders being thrown to the ground, and up into the air via chimney. It was repurchased by Hawthorn. No. 3 Meteor was a Bury of Liverpool locomotive with bar frames and 55 psi boiler pressure. The other locomotives were 0-4-2 Nos. 4 Hercules, 5 Samson and 8 Tyne, 2-4-0 No. 9 Eden; and 0-6-0s Nos. 6 Goliath and 7 Atlas. In 1850 Stephenson link motion introduced simplicity and economy as coomapared with the gab motion. When the line opened through to Carlisle his father was sent to Haydon Bridge with Rapid engine and one of his duties was to look for very late trains as there vwas no telegraph. William, his elder brother, was a fireman. There were no guards on bthe goods trains: there was a firebucket or large lamp on the rear vehicle. Traffic ceased at 10 pm – if after had to work level crossing gates. Driver carried the invoices. The passenger guards wore scarlet uniform coats, drab trousers and cream coloured hats. The first class carriages were painted yellow picked out with black. Second class coaches were painted white picked out with green. Luggage vans and horse boxes were green. Illus. of No. 7 Tyne in 7, 132.

New rolling stock, G.N.R. 161
Vestibuled corridor train for London Sheffield Manchester service consisting of six-wheel bogie composite dining car with kitchen in centre; third class open saloon, first class luggage brake with compartments and third class lugage brake with compartments. Dining car featured concealed lighting plus table lamps, blinds plus green side curtains. Typical Gresley topography.

Midland Ry. 161
New coaches had large figures to designate class on the doors and the word "Midland" in block letters on a small black facia black board over the centre windows.

Hull & Barnsley Ry. 161.
R.Y. Pickering & Co. Ltd. to construct twelve bogie brake carriages fitted with steam heating, Pintsch gas lighting and torpedo ventilators. Vehicles 50ft long and 8ft 9in wide and 12ft 6in high. C. Roberts & Co. Ltd. to build ten 20 ton goods brake vans.

Correspondence. 162.
Old locomotives on the Western Railway of France. Clement E. Stretton.
[KPJ: in view of the recent questionning (21st century) of Stretton's veracity this letter is reproduced as printed]
On page 117 of July issue. with reference to Waterford & Tramore engine No. 4, you state "for the Liverpool and Manchester Railway" I am:, not aware of this engine running on the L & M. Perhaps you intended to say built by Bury, of Liverpool.
On page 118 you illustrate an old French engine. The French directors at the time, by invitation through Mr. Locke, paid a visit to Crewe. They inspected Mr. Alexander AlIan's designs of 6ft. single and 5ft. coupled engines, and they decided to have the same type for their line. They applied to the Grand Junction Company to allow Mr. Allan to supply drawings and dimensions. This was granted. Mr. Allan supplied the drawings, etc" and the Grand Junction Company allowed him to be paid by the French Company. When new, the engines had tenders, each running on four wheels. For the information of the Chicago Exhibition authorities, in 1892, I had to inspect the drawings and correspondence. The drawings were marked "Alexander Allan's design," and signed by him. The payment to Mr, Allan was "for use of his designs." These few facts will show that the engines were not designed by Mr. Buddicom.
Editorial response: The engine No. 4 was said to have been originally built for the Liverpool and Manchester Ry., but there is no evidence to show that it ever ran on tbat line, as almost immediately after completion it appears to have been converted to the 5ft. 3in. gaugc for use by the contractor engaged on the construction of the Waterford & Tramore Ry. This is stated in the article in Vol. 5. referred to in our July issue

Trailing bogie tank engines, G.S. & W.R. F.W. Brewer.
Is not your contributor under a misapprehension as to the first of the above engines having been completed in 1883? I do not know the exact date when the class came out, but a drawing of a trailing bogie tank engine, to all intents and purposes identical with the one illustrated in your August issue, was published in the Proceedings of the Institution of Civil Engineers, session 1876-77. Further, an engraving of No. 35. an engine of apparently the same class appeared in the Engineer some time in September, 1879. The engine shown has a new chimney, but there can be no doubt I think that it is one of thosse designed over 30 years ago by Mr. Alex. McDonnell

Answers to correspondents. 162
" Great Central"
The following ten-wheel tank engines had been stationed at Neasden for working the Marylebone to Chesham and Aylesbury trains, Nos. 10, 29, 114 and 115; and for the High Wycombe-Calvert service via the new line, Nos. 47, 178, 191, 310, 359 md 453. Two of these engines and a tender engine (No. 105) work through to Woodford. by this route. No. 28, ten-wheel tank, and No. 1 rail motor work on the Aylesbury and Verney Junction service, and are stationed at Aylesbury. To relieve No.3 rail motor on the Marylebone, Wembley and South Harrow suburban service, No. 162, a very small four-wheels coupled double-framed tank engine, was kept at Neasden.
The leading dimensions of Mr. Wainwright's new bogie express engines, illustrated in our February issue, are as follows.: cylinders 19¼in. by 26in. diameter of coupled wheels 6ft. 6in.; total heating surface 1532 ft2.; grate area 21.15 ft2; boiler pressure 180 psi.

No. 170 (15 October 1906)

Railway Notes. 163.

London & South Western Ry. 163. illustration.
Illustration (No. 59) of latest type of 0-4-4T (front-coupled bogie passenger tank locomotive) built to Dugald Drummond's design, which had.the following leading dimensions: cylinders 18½ by 26in., diameter of coupled wheels 5ft. 7in. boiler pressure 150 psi, total heating surface 1191.7ft2. grate area 20.36ft2. the tanks had a capacity for 1300 gallons and were provided with a feed water heater consisting, of 40 tubes.

South Eastern & Chatham Ry. 163.
The following new four wheels coupled bogie express engines (4-4-0) Nos. 470, 509, 545, 549 and 577, similar to standard, but with round-topped fireboxes, four windows to the cabs,.and new tenders holding 3450 gallons of water. Nos. 305-6, 308-9 were new front-coupled bogie tank engines (0-4-4T).

Great Western Ry. 163.
Nos. 2222-5, ten-wheeled tanks of the type (4-4-2T) (illustrated page 53 in April Issue), into service: differed from 2221 in having number plates on bunker side, and "Great Western" in yellow on tanks. They were painted black below the running; plate, and had hand.operated water scoop. No. 2120, a Wo1verhampton.built tank engine had been enclosed above the running plate with a coach body, and was provided with fittings to allow it to work between two trailer cars. The tank had been replaced by another different pattern, and the boiler pressure increased to 165 psi.

Great Central Ry. 163.
Following new engines put in service: No. 363, Atlantic type: two new three-cylinder compouns similar to No. 258 were also in hand; Nos. 1105 and ?? were two new six-coupled bogie fish engines with 5ft. 6in.wheels, delivered by Beyer, Peacock & Co., Ltd. They were fitted with wet sanding to the leading coupled wheels and dry sanding to the drivers, and quick-acting vacuum brak: they were painted black. No. 1119, the last of the five six-coupled goods engines built by the Yorkshire Engine Co. Ltd., had been delivered. No. 60 was the first of a new type of six-coupled outside cylinder side tank shunting engine, fitted with condensing apparatus and combined vacuum and steam brake, built at Gorton.

London, Brighton & South Coast Ry. 164. illustration.
A tribute to this railway's former locomotive superintendents has been paid by re-naming the locomotives; No. 18, formerly Carew D. Gilbert as Stroudley (illustrated as Stroudley) and No. 66, Balmoral as Billinton. Full particu1ars of both these types of engines, and of all others built under W. Stroudley and R.J. Billinton could be found in The Locomotives of the London, Brighton & South Coast Ry.," New condensing tank locomotive of the 4-4-2 type, to be known as I class, similar in appearance to the G.N.R. suburban tanks of that type, had been built at Brighton to the designs of D.E. Marsh, the locomotive superintendent, bearing No. 595, and had the following leading dimensions; cylinders 17½in. by 26in., diameter of coupled wheels 5ft. 6in., diameter of boiler barrel 4ft. 3in. Provided with Ramsbottom safety valves and pumps for the boiler feed.

London & North Western Ry. 164.
The following new passenger tank engines 4-4-2 type were at work: Nos. 97, 111, 181, 528, 531, 616, 784, 803, 1295, 1305, 1981-1985. These engines were stationed in the Manchester district—Nos. 181, 1981, 1985 at Longsight, and the remainder at Buxton. A further ten new express engines of the Experiment type were in course of construction at Crewe. A new type of mixed traffic engine is contemplated, having six-coupled wheels and a leading bogie. In general appearance it would be similar to the 1400 type.

Lancashire & Yorkshire Ry. 164.
Five new four-coupled radial tank locomotives (2-4-2T) had been, turned out from Horwich Works,. Nos. 260, 813. 814, 821 and 823. The first four of a new series of six-coupled goods engines had also been turned out, Nos. 41, 55, 115 and 123. No. 1452, an eight wheels coupled mineral engine (0-8-0), had been converted to a compound with four cylinders: wat employed on fast goods trains between Aintree and Goole, and was reported to be working very satisfactorily. Some new four wheels coupled outside cylinder saddle tank locomotives adapted for use as rail motor engines, had been put in hand, numbered 3, 4, 5 and 6. See also notes page 200 for corrections..

North Eastern Ry. 164.
The new high level bridge over the river between Newcastle-on-Tyne and Gateshead, which was formally opened and christened King Edward's Bridge by the King during his visit in July, was actually opened for traffic on the 1st inst.after completion of.. the necessary alterations and approaches at the west side of the Newcastle Central station, the first train running over the new route being the 9.30 a.m. express from Newcastle to York,and thence over the G. C. and G. W. lines. There was no special ceremony. At present only express traffic will use the new bridge, the diversion of existing local service not taking place until the new year The approaches to the bridge and to the Central station are protected by an installation of the Westinghouse electro-pneumatic signalling system. (original tenses retained)

The locomotives of the Great Eastern Railway. 165.
The last class of locomotive designed by Gooch for the ECR was a single wheel express type having outside cylinders and a single pair of leading and trailing wheels with outside bearings (2-2-2). As originally built they had domeless boilers with raised fireboxes and are thus illustrated in Fig. 95: cylinders 15in. x 22in. placed at an inclination of 1 in 18 with their centres 5ft. 11in. apart; driving wheel diameter 6-ft. 6-in., and of the leading and trailing 3-ft. 8-in. The wheelbase was 14-ft., from leading to driving centres being 6-ft. 9-in., and from driving to trailing 7-ft. 3-in. The overhang at the leading end was 5-ft. 1-in., and at the trailing end 2-ft. 1-in. The boiler was lap-jointed and carried a pressure of 120 lbs. per sq. in.; it was 10-ft. 6-in. long and had an external diameter of 3-ft. 7.-in., the height of its centre line from the rails being 5-ft. 7.-in. There were 164 tubes of 1.-in. outside diameter. The firebox shell was 4-ft. 2-in. long and 3-ft. 11-in. wide outside, whilst the inside firebox was 3-ft. 7-in. long and 3-ft. 5.-in. wide. The frames were of wrought iron placed 4-ft. 0½-in. apart, the inside frames being of in. plates and the outside ¾-in. The diameter of the blast pipe was 5-in. These engines were known as Class “C” and were constructed at the Canada Works, Birkenhead, the following being a list of their numbers, dates, etc.:-
Six engines of this class were also put in hand at Stratford Works, but as these were not completed until after Mr. Sinclair had assumed control and differed slightly in detail and dimensions from their predecessors, it will be more convenient to defer a description of them until dealing with the engines of Mr. Gooch’s successor.
In August, 1856, Gooch resigned: 48 engines built for ECR during his tenure in addition to those taken over from other companies. Of these 27 were built at the Company’s works at Stratford.

The Grantham disaster. 165-6
20.45 ex-King's Cross derailed on Wednesday 19 September 1906. Comment on press comments. No. 276 was locomotive involved.

Locomotives of the Ottoman (Aidin) Ry. 168-9. 3 illus.
Smyrna-Aidin-Diner Ry. Standard gauge: length 321 miles operated 52 locomotives, 131 carriages and 1155 freight vehicles. No. 15: 2-4-0 (No. 2 class): Sharp Stewart with 16 x 22in cylinders, 4ft 6in coupled wheels and 764ft2 total heating surface. No. 41 (Class 4) 0-6-0: Sharp Stewart with 18 x 24in cylinders, 4ft 6½in coupled wheels and 1119ft2 total heating surface. No. 51 (No. 5 class) 4-4-0 Neilson Reid with 17½ x 24in cylinders, 6ft 1½in coupled wheels and 1067ft2 total heating surface. All fitted with light cowcatchers.

Advancement of apprentices. 169.
Andrew Barclay Sons & Co. Ltd: booklet giving details of Caledonian Works in Kilmarnock booklet which listed prizes for general care and attention and time keeping and conduct.

Slide valve setting. 169-71. 4 diagrs.
Stephenson link motion: two eccentrics for forwards and backwards motion. Mid-gear. Running position: 30% piston stroke: more for freight. Lead and lap. Marks.

Midland Ry., Northern Counties Committee. 171.
Bowman Malcolm to combine functions of locomotive superintendent and chief engineer: Wise, the former chief engineer, had resigned due to ill health.

A Technological and Scientific Dictionary. 171.
Received last volume (Volume 14): Warehouse to Zymase. 875pp. G.P. Goodchild and C.F. Tweney editors; published George Newnes Ltd.

More railway reminiscences. 172. illus.
Previous part see page 161. Includes a facsimile of Edmondson book-keeper type ticket. The space between the up and down lines was the same as the gauge: could run vehicles on it. Also trains ran on the right. When NER took over had to alter points, signals and position of water columns. Track fixed to stone blocks. No springs on locomotives or carriages. When telegraph was introduced there was no need for a pilot to be staioned at Haydon Bridge and father moved to Newcastle. During 1859-60 Lord Willoughby de Eresby created his private railway at Edenham in Lincolnshire to serve Grimthorpe Castle. This used Hawthorn locomotives Havilah and Columbia. He was there for thirteen years. He than worked for the GNR for 13 months before moving to The London, Chatham & Dover Railway in 1862 where he was fireman on the Tiger (illustrated Volume 7 page 41 and as rebuilt in 8 page 263).

The Trochometer. 172.
Hauss holter speed indicator: pamhlet available from Engineers' Agency. Agents for Seidel & Naumann of Dresden.

Campbeltown & Macrihanish Light Ry. [sic]. 173-5.
The fact that the Campbeltown & Machrihanish Light Ry. is the first narrow gauge passenger line in Scotland makes it unusually interesting, and whilst such railways have not found very much favour in Great Britain, they are at all events of value in thinly-populated countries, and therefore its progress will doubtless be closely watched. Although on the mainland, the locality served is quite remote from any of the trunk lines. .
The peninsula of Kintyre, which is in most parts of a mountainous character, is divided transversely by a low-lying plain known as the Laggan, extending from sea to sea. It terminates on the east side at Campbeltown Loch and on the west at Machrihanish Bay. The general elevation of this low tract does not exceed 50 or 60 feet above sea level. On the north and on the south side the ground rises abruptly into hills of more than 1,000 feet in height. .
Until the opening ot the C. & M. Lt. Ry. on August 20th, visitors desirous of reaching the famous Machrihanish golf links were conveyed by "char-a-banc" from Campbeltown, but the popularity of the passenger service from Glasgow via Wemyss Bay or Fairlie piers by the 22-knot turbine steamer Queen Alexandra so greatly increased the traffic, and showed the need for better means of communication, that it is now possible to make the journey of six miles in a comfortable railway carriage.
Machrihanish shore and the bracing winds from the broad Atlantic are too far from the great centres of population to ensure any excursion traffic that would make the railway profitable, in spite of the fact that 10,000 passengers availed themselves of its advantages during the first three weeks it was open. It is from the development of the mineral deposits that the greatest benefits to trade and employment are anticipated. It has not been ascertained with certainty at what date mining operations first began in the Campbeltown coal field, but there must have been a considerable output toward the end of the eighteenth century, for about 1773 those responsible for the conduct of the colliery, which is several miles from Campbeltown, decided to construct a canal, although wooden railways with horse traction were not unknown at that time.
It is an interesting circumstance that the engineer who selected the route and made the survey for the canal was no other than the great James Watt. The date of his survey, according to Muirhead's Life of Watt, was 1773, and the canal was probably constructed soon after.
It continued in use for about 80 or 90 years, but on the colliery changing hands, the canal having become considerably obstructed with weeds and difficult to clear, the management decided to abandon it and to substitute a light railway of 2-ft. 3-in. gauge. This railway was laid down in 1876 to connect the Kilkevin pits with a depot at the west side of Campbeltown, a distance of about 4¼ miles. In 1881 these pits became exhausted, and the railway was altered and extended to the new Drumlemble pits half a mile further west.
The new Light Railway Co. has now bought over the rolling stock of the Colliery Co., re-laid the line with heavier rails (50 lbs. per yard), made deviations at the sharpest curves to suit Board of Trade requirements and extended the line westwards to Machrihanish and down to the quay at Campbeltown, making a total length of 6 miles. By doing away with the inconvenience and expense of conveying the coal across the town in carts, and by the introduction of higher capacity wagons on the railway, it is hoped to be able to ship 500 tons of coal a day. Kintyre coal is admittedly of poor quality, but is useful for steam raising steam.
The rolling stock taken over from the colliery included three small tank locomotives. The first locomotive, the Pioneer, had four wheels coupled with a rigid wheelbase of 4-ft., and had the frames inside the wheels, with a very narrow grate. This engine is no longer in service, and is stored away at Drumlemble.
The Princess, the second engine, with side tanks, has now been fitted with the vacuum brake to act as spare engine for the passenger traffic. She has four-coupled driving wheels 26-in. in diameter and a pair of trailing wheels 16-in. in diameter, rigid wheelbase 3 ft., total 7-ft. The third, a saddle tank locomotive named Chevalier, was built by Messrs. Barclays, of Kilmarnock, in 1885. It has cylinders 7-in. in diameter by 15-in. stroke, 24-in. driving wheels and a pair of trailing wheels, afterwards added, 15-in. in diameter; the boiler being 2-ft. 4½-in. in diameter. Both these engines have outside frames, bearings and cranks. The attachment of the trailing pair of wheels is by a long radius bar centred under the engine, the other end of which is fixed to a small frame which carries the wheels, axles and axleboxes. A spring is interposed, and the frame has a lateral travel of several inches. The wagons taken over are all of the platform, type, having short rails laid transversely on which the small colliery trams containing coal are carried. Each carries four mine wagons containing 9½ cwt. of coal, or 38 cwt. in all. As the tare of the railway wagon is 18 cwt., and that of the four trams 10 cwt., the ratio of paying load to dead weight is somewhat disproportionate, but reference has already been made to a new type of wagon now in course ot consideration.
To work the heavy summer passenger service a larger locomotive, appropriately named Argyll has recently been built by Messrs. A. Barclay, Sons & Co., of Kilmarnock. This engine is of the 0-6-2 type and was illustrated and described in our July issue. The engine is painted in exactly the same style as the North British Railway locomotives and carries a large headlight. It has cylinders 11¼-in. diameter by 18-in. stroke. Steam pressure is 160 lb. per sq. in. and the total heating surface 354 sq. ft. The side tanks hold 600 gallons. The total weight of the engine is 22 tons loaded, or about 2½ times that of the smaller engines, but it is so distributed that each pair of wheels only carries 5½ tons, the springs of the three pairs of driving wheels being connected by equalising levers. The rigid wheelbase is 6-ft. 4-in., but the total is 12-ft. 9-in. Centre buffers and screw couplings as well as side buffers to suit the coal wagons are provided. At the time of our visit the passenger' train comprised 4 bogie cars, each 48-ft. long of very smart appearance. The upper panels are painted cream color and the lower part olive green. A fifth car is now in service, so that large numbers of passengers can be dealt with. Messrs. R.Y. Pickering & Co., of Wishaw, are the builders of the carriages. A centre corridor enables tickets to be issued and collected on the journey. Transverse double seats with reversible backs furnish maximum seating accommodation. Bracket lamps to take candles provide illumination. The vacuum brake is fitted. The maximum speed is fixed at 20 miles an hour, the journey being accomplished in about 20 minutes, while the smoothness of the running is most marked.
The line is single with a passing place haltway at Kilcreggan. There are short branches about a mile from Machrihanish to the Drumlemble pit, also to the old terminus at the back of Campbeltown.
For the greater part of its length the railway coincides with the track of the old canal, and consequently is approximately level. Within about a mile of Campbeltown, however, it deviates from the line of the canal and crosses a ridge which gives rise to gradients of 1 in 35 on both sides. By this the length of the line is somewhat shortened, but the more serious evil of curtailing the power of the locomotives is introduced.
A sharp curve where the railway crosses the road leading to Southend and Machrihanish has been eased off considerably by deviating the line. At this crossing there are gates and a signal, which are attended to by a woman. There are a number of other crossings provided with cross trenches to prevent sheep or cattle from wandering on the line. At present there are no station buildings—-the train starts from the street at Campbeltown, while the western terminus isin a field close to the Machrihanish wireless telegraph station.
The provisional service of trains on week days (Sept.) comprises five trips each way, with one extra on Wednesdays and Fridays, and two on Saturdays. Stoppages will be made at any cross roads by all trains except the express running in connection with the steamer. This latter is a rather curious example of excursion train working. Tickets for the rail trip are issued on the steamer at 1s. a head, and the train 1eaves Campbeltown at 12.50, arriving at its destination at 1.10. It starts back again at 1.50, giving excursionists only forty minutes sojourn.
Mr. T. Lindsay Galloway, A.M.LC.E., is the chief engineer, and Mr. Alex. Black, formerly of the Caledonian Railway, has been appointed superintendent of the line. We must acknowledge our indebtedness to Mr. Galloway for much of the information contained in this article.

Boardite wheel centre tests...  175.
Received a copy of a report made by T.L. Canfield, of the American Car and Foundry Co., Manchester, relating to a test made in his presence of a railway carriage wheel with Boardite centres. The test was in accordance with the requirements of the Master Car Builders' Association, of which Mr. Canfield is a member.
The wheel was placed in a vertical position on three bearing points, and a tup weighing 203 lb. was dropped from a height of 12ft. 1in. After twelve such blows a larger tup weighing 225 lb. was used, and then two final blows from a 560 lb. tup. Early in the tests the retaining ring slightly loosened, but afterwards apparently found its bearing. After these fifteen blows the wheel showed no damage. All retaining ring bolts took about a quarter turn to tighten at the end of the test, but Mr. Canfield was of opinion that the retaining ring had not been properly tightened down before starting the test.
Another test of Boardite blocks as against teak blocks, made by David Kirkcaldy & Sons, Ltd., gave the following results: Boardite blocks crushed at pressures of 1,591 lb. and 7,000 psi. respectively; one teak block crushed at pressures of 2,840 psi another teak block sheared at pressure of 1,824 psi, the shear following the curve of growth.

Rapid-acting vacuum brake. 176. diagr.
Manufactured Westinghouse Brake Co.: reservoir with accelerating valve.

United States Metallic Packing Co. Ltd. 176.
Branch office: Angel Chambers, York Street, Swansea

Messrs George Polkey Ltd. 176.
See page 157: also supplied British War Office, Admiralty, India Office, etc.

Engineers' Agency. 176.
Lion jointing material.

New carriages for mail service, Great Indian Peninsular Ry. 177. 2 illus.
Built at the Parel workshops: 62ft long, 9ft 6in wide with steel underframes and four-wheel bogies. Built for Bombay to Punjab Mail. Fitted with heat resistant coatings and electric fans and reversible reclining chairs.

Rolling stock of the Stockholm-Vesteras-Bergslagenes Ry. 178-9. 2 illus.
Thomas George Betts was the locomotive superintendent. Line had 44 locomotives, 102 carriages and 939 wagons. An inspection saloon was illustrated: it was driven by a single cylinder steam engine and could convey five passengers; a 4-4-0 of 1899 built by Neilson Reid was also illustrated. The carriages were lit by acetylene gas.

The Hyatt roller bearing. 179. diagr.

Weighbridges. 180.
Supply of 30 ton weighbridge to Thetford Station, Great Eastern Railway. Also supplying a similar capacity weighbridge to the Indian State Railway.

North Eastern Ry. 180.
R. Pick, formerly of the Shildon wagon shops appointed manager of the carriage works in York in succession to late William Carr.

Great Northern Ry. 180.
Roller blind destination indicators on suburban rolling stock.

Correspondence. 180.
Old East Indian Ry. locomotives. L.N. Nollins.
See page 93: orioginal locomotives were singles with 6ft driving wheels and 12 x 22in cylinders built by Kitson, Thompson & Hewitson of Leeds and 6ft 6in singles with 14 x 22in cylinders supplied by Slaughter, Grunning & Co. They were tank engines with tanks between the frames and were never converted to tender engines. The one on the pedestal was the Express and was of the first type. Others of this type had the names Fairy Queen, Multum-in-Parvo, Fawn, Snake, Bee, etc

Answers to correspondents. 180
T.B. Brennan.

Causes of hot boxes: grit, failure of lubrication, badly fitted brasses. Packing axle boxes with waste: care should be taken that there was sufficient space for oil. Laycock's elastic packing better.

No. 171 (15 November 1906)

Railway notes. 181

Midland Ry. 181. illus.
Courtesy of R.M. Deeley, locomotive superintendent: following particulars of new series of three-cylinder compound express locomotives, Nos. 1010-1029. Cylinders: high pressure 19in. by 26in., low pressure 21in. by 26in.; diameter of coupled wheels 7ft.; total heating surface 1458.5ft2; grate area 28.4ft2; working pressure 220 psi: No. 1025 illustrated..
Also photographs of Midland Ry. goods locomotives being landed. on the quay at Boulogne, en route for Italy. A number of these were already in service at Milan, amongst them being Nos. 455, 843, 879, 931, 953, 947 and 981. They still bore the letters M.R. on the tenders.

London & North Western Ry. 181
New express locomotives of the Experiment type: Nos. 1986 Clanricarde, 1987 Glendower, 1988 Hurricane, and 1989 Lady of the Lake (works Nos. 4620-3). Some of the Precursor tanks were stationed at Stockport, and there were eight at.Watford Nos. 196, 139, 562, 616, 803, 1356, 1508 and 221? There were thirty in service: Nos. 97, 111,. 13?, 181, 196, 528, 531, 562, 616, 653, 784, 803, 83?, 874, 1295, 1395,1356,1506, 1508, 1572, 1589,16?: 1714, 1981, 1982, 1983, 1984, 1985, 2165 and 221? Nos. 1833, 1845, 1863 and 1873 three-cylinder compound mineral engines, had been converted to simple engines with Precursor boilers. The following 4ft. 3in. tender mineral engines had recently left the shops as saddle tank engines: Nos. 12, 28, I0?, 201,1092, 1096, 1103, 1159,1317, 2090, 2102, 210?, 2400 and 2413.

Great Western Ry. 182.
No. 40 given the nameplate North Star, which had been removed from No. 3072, 7ft. 8in. single. No. 2901, six-coupled bogie express (4-6-0), named Lady Superior. The two Atlantic engines Nos. 183 and 186 named Red Gauntlet and Talisman respectively. Five new express locomotives of the County class, 4-4-0, with outside cylinders, into service. They were siniilar to the first series, but with the new style of painting, and were supplied with the large 4000 gallon tenders. Their numbers and names were: Nos. 3801 County Carlow, 3802 County Clare, 3803 County Cork, 3804 County Dublin, and 3805 County Kerry (Swindon Nos. 2209-13). The loading gauge would shortly be increased on the GWR 4in. in height and 4in. in width on each side between 5ft. and 9ft. 10in. above rail level on all the main line. The work of making the necessary clearances was nearly finished. All engines had their numbers painted in yellow on the front buffer planks as they went through the shops. Nos. 3039, 3311, 3411 and 3356 had received new large Belpaire boilers; . Water troughs were being laid down at Carmarthen Junction: this would ena.ble non-stop runs to be possible with the Irish mail trains between Paddington and Fishguard. The contract for the new line from Ashendon (beyond Princes Risboro' on the G.W. & G.C. Joint line) to Aynho, near Banbury, a distance or about 18 miles, which will complete the new and shorter route from London to Birmingham, was placed with Messrs. W. Scott & Middleton about the end of October,

Great Eastern Ry. 182.
New locomotive shed being built by GER at Lincoln, near Pyewipe Junction, to stable engines working coal trains over the L.D. & E.C. line, and also the goods traffic to and from the Great Central system.. Hitherto this service had been performed principally by engines stationed at March (Whitemoor shed). The new shed would be under the supervision of the District Superintendent at Doncaster.

Great Central Ry. 182.
Nos. 1107 to 1114 were new six-coupled bogie Fish engines, with.5ft. 6in. wheels, delivered by Beyer, Peacock & Co., Ltd. A new Atlantic compound WAs in course of construction, to be No. 364. No. 259 named King Edward 'VII. Nos. 61 and 89 were new six-coupled condensing side-tank locomotives, built at Gorton. Nos.23 and 24, four-coupled double-framed tank engines had been adapted for service as rail motors. No. 852 has been equipped with Stone's patent ash erector.

London,  Brighton.& South Coast Ry.
Older locomotives of Stroudley design were being re-boilered to bring them up to date. Among those under treatment were

Steam rail motor coaches. 184-6. 6 illustrations.
There are now comparatively few important railways in the British Isles which do not possess one or more examples of rail motors, and the 'number of those which still abstain from adopting this economical method of dealing with local traffic grows less from month to month. Among the latest converts are two Irish railways and the Isle of Wight Central.
The Dublin, Wicklow & Wexford Ry. had put into service two motor coaches built to the designs of Mr. R. Cronin, the locomotive engineer, by Manning, Wardle & Co., Ltd., one of which is illustrated. The engine had 12in by 16in. cylinders and a locomotive-type boiler carrying steam at a pressure of 175 psi. The total length over buffers was 63ft., the coach body being 45ft. long by 9ft. 6in. wide, and with 500 gallons of water in the tanks at the sides of the boiler, and 1 ton of coal, .the total weight of the car was about 42 tons. There was seating accommodation for 16 first and 39 second class passengers, besides space for luggage, and the internal fittings were designed to give comfort. Steam heating and. lighting by means of incandescent oil gas lamps are among the features. The car could be operated from either end, and it had sufficient reserve of power to be able to haul two bogie carriages as trailers if necessary.
To supplement the ordinary train service between Belfast and Holywood, the Belfast & County Down Ry. early  in 1906 started a service of steam motor cars. There are three cars, two at a time being in steam, running at 20 to 30 minute intervals throughout the day. New halts had been erected at Ballymacarrett, Victoria Park and Kinnegar. The cars had one class only, the tickets being issued and collected by the conductors. The fares were low, 3d being charged'for the 4½ mile journey to Holywood, with lower fares between intermediate points. Fourteen minutes were allowed for the run, with five stops. The first two cars (Nos. 1 and 2) are 63-ft. over buffers, while No.3, which we illustrate, is 70ft. over buffers, the actual lengths of the bodies of  the cars being 45-ft. and 52-ft. The clerestory roof is furnished with ventilators worked by' a lever on each side. Oil gas is used for lighting. The engine is carried on a four-wheeled bogie which can readily be detached from the car when necessary. It has outside horizontal cylinders 10-in. diameter with a 16-in. stroke, the valves being on top and operated by Walschaerts gear. The locomotive-type boiler with Belpaire firebox has a heating surface of 505 sq. ft. and a working pressure of 160 lb. The grate area is 9¾ sq. ft. The coal bunker has a capacity of 15 cwt., while the water tank located under the carriage body carries 400 gallons. The regulator, reversing and whistle handles and brake are arranged so that they can be operated by the driver from the end of the car or from the engine. The carriage body is carried on a standard Leeds Forge pressed steel bogie. Messrs. Kitson & Co., of Leeds, built the locomotive to the designs of Mr. R.G. Miller, the locomotive supt. of the B. & C. D. Ry. It is painted red with a gilt band round the tank edged with vermilion stripe, and has a copper-topped chimney. On its trial trip Car No. 1. took two new 6-wheel carriages through to Bangor, up a gradient 2½ miles long mostly at 1 in 98 and in one part 1 in 73
The car ordered by the Isle of Wight Central Ry., the engine being built by Messrs. Hawthorn, Leslie & Co., Ltd., and the coach portion by Messrs. Hurst, Nelson & Co., Ltd., is at present at work on the Ventnor line, and it will perform the full service during the winter months and supplement the service of ordinary trains on other sections during the summer. The engine bogie has the following leading dimensions: cylinders 9-in. by 14-in., diameter of wheels 3-ft. 6-in., wheelbase 8-ft., heating surface of boiler 329 sq. ft., grate area 7.5 sq. ft., capacity of water tank 400 galls., and of bunker 12 cwt., weight in working order 1S½ tons. The car portion runs on a bogie having wheels 3-ft. 7¾-in. in diameter on a wheelbase of 8-ft., the body is 44-ft. 6-in. long by 8-ft. 4-in. wide, the height of the roof from rail-level being 11-ft. 6-in. It contains a 1st class compartment 6-ft. 6-in. long, an entrance gangway 2-ft. 9-in. wide, and a 2nd class compartment 26-ft. 1-in. long. The normal seating capacity is for six 1st and. 44 2nd class passengers, but more can be carried if necessary, and there is a luggage compartment calculated to hold 20 cwt. The total weight of the combined car is 32 tons, and the length over buffers is 61-ft. It is a part of the design that the engine bogie can be detached readily from the car for repairs.
A new motor coach has recently been supplied to the Taff Vale Ry. by Messrs. Manning, Wardle & Co.,Ltd., which is shown overleaf. It has the following leading dimensions: cylinders 10½-in. by 14-in.; engine bogie: driving wheels 3-ft. 6-in. -diameter, carrying wheels 2-ft. 10-in.; boiler heating surface: firebox 63 sq. ft., tubes 413 sq. ft., total 476 sq. ft. ; capacity of tank 560 gallons. The car is carried at the other end on an ordinary carriage bogie, and has a steel underframe and body frame of teak. It is sub-divided for 1 st and 2nd class passengers, and is equipped. with Pintsch's system of gas lighting, steam heating .apparatus and the automatic vacuum brake.
Mr. Dugald Drummond, who was one of the earliest British locomotive engineers to adopt this class of motor, has recently constructed a new type of steam coach, the locomotive being a separate unit. We illustrate herewith one of the engines built at the Company's works at Nine Elms, and also the engine attached to an intermediate car and a trailer. The locomotive is practically a miniature tank engine running on four wheels of 3-ft. di.ameter, spaced with their centres 8-ft. apart. The cylinders are 10-in. in diameter by 14-in. stroke, and they are supplied with steam from a loco -type boiler having a total heating surface of 571 sq. ft., of which 99 water tubes of 1¾-in. diameter in the firebox contribute 119. sq. ft., 216 smoke tubes of 1½-in. diameter in the barrel give 379 sq. ft., and the firebox supplies 73 sq. ft.; the working pressure is 150 lb. per sq. in. The engine measures 19-ft. 7-in. over buffers, and with 500 gallons of water and 1 ton of coal weighs 24 tons. The two coaches, which were built at the carriage works at Eastleigh, are both of one class, and seat respectively 65 and 48 passengers. The end car has of course a driver's compartment and all the appliances necessary for controlling the engine when running backwards. There are ten of these engines in course of construction for use in connection with six vestibuled cars of the type illustrated, this proportion allowing a good margin of reserve engines for maintaining a constant service of trains.
It will be noticed that there is a growing tendency to make the locomotive portion of these rail motor coaches a separate unit, with a view to facilitating repairs.
Illustrations: Steam Rail Motor Coach No.1, Dublin, Wicklow & Wexford Ry.; Steam Rail Motor Coach No.3, Belfast & County Down Ry. Steam Rail Motor Coach No.1, Isle of Wight Central, Ry,; Steam Motor Locomotive No, 736, London & South Western Ry., Steam Rail Motor, Intermediate Coach and Trailer, London & South Western Ry.

Slide valve setting. 187-9. 7 diagrs.
Continued from page 171. Finding and marking the four dead centres.

Goods locomotive, G. & S. W. Ry. 190. illus.
Nos. 361-80 built Neilson, Reid & Co. to James Manson's designs (No. 365 illustrated): 0-6-0 type with 18 x 26 in cylinders, 5ft 1½in coupled wheels, 1208ft2 total heating surface, 18ft2 grate area, 165 psi boiler pressure. Fitted with steam reversers and automatic vacuum brake.

The Indian mechanical and skilled labour market. 190-2.
Not quite what it appears to be at first sight. It sets out the financial and other inducements to attract European skilled labour to India, Burma and Ceylon. In the case of footplate crew these were spared engine cleaning and might look forward to rapid advancement to driving. The health problems at that time are played down.

Atlantic locomotives, North British Railway. 192. illus.
See also page 146. No. 868 Aberdonlan, No. 869 Dundonian, No. 870 Bon Accord, No. 871 Thane of Fife, No. 872 Auld Reekie, No. 873 St. Mungo, No. 874 Dunedin, No. 875 Midlothian, No. 876 Waverley, No. 877 Lidderdale, No. 878 Hazeldean, No. 879 Abbotsford, . No. 880 Tweeddale, and No. 881 Borderer.

The Lancashire, Derbyshire & East Coast Ry. and its locos. 193-5.
Civil engineering works: originally intended to link Warrington on the Manchester Ship Canal with docks on the North Sea at Sutton-on-Sea. At time article written line was about to be taken over by GCR. Terminus in Chesterfield Market Place on an embankment; leaving which crossed Midland and Great Central lines on a viaduct. Duckmanton Tunnel, Bolsover Viaduct, long Bolsover Tunnel, Langwith Junction, Tuxford locomotive workshop, and Markland Grips Viaduct on the Sheffield line.

Spring cramp. 195. diagr.
To assist with spring replacements especially on tenders.

[Coloured postcards: Lynton and Barnstaple Railway]. 195.
Set of 13.

New Inter-State express carriages, Victorian Rys. 196-7. 3 illus.
Built at the Newport workshops near Melbourne for the Victorian Railways portion of the Melbourne to Sydney service. Carriages ran on six-wheel bogies and were 74 feet long with steel underframes. Stock included an observation car which ran at the rear of the train.

Reviews. 197.
Modern gas and oil engines. F. Grover. Manchester; Technical Publishing. 4th ed.
Historic locomotives and 'moving accidents' by steam and rail. A.R. Bennett. London: Cassell & Co.
The beginning of this book is taken up with a series of historical notes, which the author has collected. concerning some of the leading types of express locomotives of the mid-Victorian era, many of them from his personal recollection, and also the narration of the "moving accidents" in which some figured, like the Abergele, Clayton Tunnel and Tay Bridge disasters. The types of engines selected are illustrated in their original colors by an excelIent series of ten plates reproduced from water color paintings by Mr. E.W. Twinillg. Among these it is difficult to single out the most deserving of special recognition, but in our opinion. the best are plates No. 3, L. B. & S. C. R engine No. 122 (one of Mr. Craven's "Jenny Lind" type), and No. 9, of South Eastern outside cylinder Crampton engines Nos. 85 and 92. The pictures furnish a realistic idea of the smart little engines, with. their bright colors .and handsome finish, that worked the crack trains of 50 years ago. Many of these relics of the past had long careers, and. it is interesting to read that one of the L. B.&.S. C. R. "Jenny Linds" (built in 1853) is still working in its original condition on. the West Flanders Ry. The other engines illustrated in color are the broad gauge engine "Great Western", L. & S. W. Beattie "Milo," Caledonian Ry. 8ft single No; 83, Bristol and, Exeter tank No. 42, N. B. R. No. 224 (in Tay Bridge disaster), L. & N. W. single "Prince of Wales" (in Abergele smash), and S. E. R. inside cylinder Crampton No. 137. The author has for many years been a strong advocate of the formation of a national collection of railway relics, and one object of this book is to further the project. [Tenses not changed, nor has spelling, color for instance been altered]

Interior of invalid's carriage, Hungarian State Rys. 198. illus.
Clerestory equipped with electric light.

Bideford, Appledore and Westward Ho Ry. 198.
Official guide and timetable.

LNWR booklet for American visitors. 198.
Beauty spots on the line, American terms and British equivalents, lighthouses on approaches to Queenstwn and Liverpool.

No. 172 (15 December 1906)

Railway Notes. 199.

Great Northern Ry. 199.
Ten eight-coupled radial tank locomotives (0-8-2T) completed at Doncaster, numbered 147-156.

Midland Ry. 199.
Following 7ft. coupled engines (4-4-0) rebuilt with. large-boilers: Nos. 159 and 160 (18½ x 26in cylinders), 150, 205,1674 and 2438 (19in. by 26in.); 60, 66, 68, 139, 152 and 2640 (60 class) and 1739 (1740 class). Some goods engines, as Nos. 2049 and 2056 have been rehuilt with 6ft. coupled wheels, requiring a new arrangement of splashers and sand-boxes. Some goods engines were now running painted black

Great Central Ry. 199. illus.
Illustration shows method by which J.G. Robinson proposed to utilise old A1trincgham tank loco s which had for some time been outclassed by rapidly-increasing weights and speeds of suburban traffic on that line but had several years additional life in them. The trailer car on standard main line bqgies was arranged for the driver to occupy the end compartment when running carriage first and suitable rods and gearing place complete control of the engine when thus working. A number of old engines were undergoing alteration for this new service.

Great Western Ry. 199.
Latest County class: Nos. 3806 County Kildare, 3807 County Kilkenny, 3808 County Limerick, 3809 County Wexford, 3810 County Wicklow, 3811 County of Bucks, 3812 County of Cardigan, 3813 County of Carmarthen, and 3814 County of Cheshire. Fol1owing names allotted: No. 3072 Bulkeley (late North Star); No. 3079 Eupatoria (late Shooting Star), No. 182 Lalla Rookh, No. 186 Robin Hood (given in error last month), and No. 189 Talisman. Nos. 3292 and 3297 rebuilt with new taper boilers,

London & North Western Ry. 199
Following express locomotives of Experiment recently built at Crewe: Nos. 1990  North Western, 1991 Palmerston, 1992 President; 1993 Richard Moon, 1994 Scottish Chief; and 1996 Tornado (Crewe Nos. 4624-9). Further engines of this class were in hand, two of which:had been allotted Nos. 61 and 222. Work had commenced on a new 4-6-0 goods engine with 5ft. wheels. Two errors crept into our notes last month. No. 1395 was not a 4-4-2 tank, but a Precursor tender locomotive, Harbinger. Further No. 28 was not a coal engine, but a 7ft. 6in. single, Prometheus. No. 1305 was the 4-4-2 tank referred to. Forty-two of the 7ft. 6in. singles had been scrapped, leaving only 18 of these famous engines. Cornwall is still being kept. Nos. 1671 Shamrock and 1673 Lucknow had been scrapped. Other withdrawals from service: Nos. 97 Atalanta, 111 Russell, 139 Cygnet, 196 Leander, 562 Palmerston, 803 Tornado, and 834 Elgin (7ft 6in. singles); 1305 Doric (7ft. compound), 181, 616, 653, 1295, 2165 and 2210 (4ft. 3in. tender mineral engines) and 1356, 1508, 1589, 1693,1714 (special DX goods). . All the six-wheeled Special tank engines, hitherto on the duplicate list, were now being brought back into the regular list and allotted numbers below 3000. For instance, No. 3371 has been renumbered 2054, thus replacing Queen Empress, which had been scrapped. Altogether, about 20 engines have so far undergone the change of numbering.

Lancashire & Yorkshire Ry. 200
Some slight confusion crept into our October notes. The new four-coupled tank engines referred to have four wheels only, and saddle tanks, and are for shunting purposes at docks, etc. Those completed are Nos. 260, 813, 814, 821, 823, 825, 832, 840, 865 and 879 (works Nos. 921-30). The engines built for use as rail motors are side tanks, and those now completed are Nos. 3-8, which have been running in service during the latter part of the summer. The goods engines referred to in October issue are practically of standard design, except that they have no air pump and are fitted with taper chimneys. Those completed are Nos. 41, 55, 115, 123, 246, 247, 255, 824, 881, 890, 60, 99, 261, 604, 829, 834 and 838, which are all in service. The following Wright 6ft. bogie passenger engines (4-4-0) withdrawn from service: Nos. 813, 814, 821, 823, 824, 825, 832, 840, 865, 879 and 881.

Dublin, Wicklow & Wexford Ry. 200
From 1 January 1907 the name of this railway would be changed to the Dublin & South Eastern Ry.

South Eastern & Chatham Ry. 200
Three new standard passenger tank locomotives had been put into service, Nos. 307, 321 and 326, the engines previously bearing these numbers having been put in the duplicate list. The Metropolitan Ry. had ceased to work their trains into New Cross (S. E. & C. station), and in future the service from Whitechapel to that terminus would be worked by S.E. & C. tank erigines of No.710 class, fitted with condensing apparatus. The latest rebuilds are Nos. 103, 143, 215 and 232, bogie express, and 138, bogie tank, with brass domes, and Nos. 303-4. No. 156 of the first-named class had been hauling the various Royal trains to and from Port Victoria during summer 1906.

W.M. Smith [obituary]. 200
We regret to have to place on record the death of Mr. Walter Mackenzie [sic] Smith, the originator of the Smith system of compounding locomotives, and of various other improvements in locomotive design. Mr. Smith was born at Ferryport-on-Craig in 1844, and his early engineering training was obtained with Glasgow firms. For some time prior to 1874 he was employed on the Great Eastern Ry and at that date he was appointed locomotive, carriage and wagon superintendent of the Imperial Government Rys. of Japan, being the first British locomotive engineer in that country. In 1883 he returned to England to take charge of the arrangement of the workshops and machinery of the North Eastern Ry. at Gateshead.

North British Ry. 200
Twelve engines ot a new class, four-coupled with leading bogie (4-4-0), were to be built for express meat and fish traffic and for service on theWest Highland section.. They would have boilers similar to the No. 322 class passenger engines, but with safety valves on firebox and square cabs, and the driving wheels will be 6ft. in diameter. ..

London, Brighton & South Coast Ry. 200.
Another ten-wheeled. tank engine had recently been completed similar to No. 595 and is now engaged in running trial trips. It differs slightly from its predecessor, having a clerestory roof to the cab and an iron door between the eye glasses at the back, and the condensing exhaust pipes are brought down below the running plate and enter the tanks from below. Another feature is the use of the Westinghouse pattern brake handle in place of Mr. Stroudley's modified form. The number of the engin~ is paInted in large figures on the bunker, which will be the practice in future. Nos. 11 and 22 (D class) and Nos. 309-313 (D2class) had been withdrawn from service, and No, 53 Ashtead re-named Richmond.

The Innsbruck Express leaving Feldkirch, Austrian State Rys. 200. illus.
Locomotive as illustrated in Volume 4 page 77.

Six-coupled bogie mixed traffic loco, Caledonian Ry. 201. illus., diagr. (s. el.)
Illustrated No. 908 Sir James King (named after Company's Chairman). Designed J.F. McIntosh. 5ft 9in coupled wheels, 19 x 26 in inside cylinders, 2050 ft2 total heating surface, grate area 21 ft2 and working pressure of 180 psi.

Southern Pacific Ry. 201
Hospital car: 67 ft long with ward with berths for 12 patients and an operating room.

Recent locomotives of the Belgian State Rys. 2 diagrs.s. els.).
Type 15 (described earlier in 6 page). First of class exhibited at the Paris Exposition of 1900. First 50 had deeper fireboxes between the coupled axles, but later engines (65) had sloping fireboxes over rear coupled axle. 4-4-2T. All built between 1900 and 1903 except Nos. 1060-1 which were built in 1905 at Ateliers du Thiriau at la Croyè and Ateliers Zimmermann Haurez at Monceau sur Sambre respectivley and exhibited at Liège in 1905. No. 1061 had a Schmidt superheater and following dimensions: 18½in x 24in with piston valves, 5ft 11in coupled wheels, 870.66ft2 total heating surface (plus 183ft2 for superheater); 27.12ft2 grate area and 175 psi boiler pressure. No. 1061 had its boiler set higher than the earlier locomotives, all of which were used on suburban traffic.  The type 23 were 0-8-0Ts with outside cylinders (19in x 23¾in)

Old loco., Northern Counties Committee, Midland Ry. 203. illus.
No. 4 was originally a Bury type, built in 1847 for the Belfast & Ballymena Railway, but was replaced in 1871 (plate frames in place of bar frames and new boiler), and was again rebuilt in 1887. Illustration shows 2-4-0 which had been renumbered 4A and was working on Dungiven branch.

The Lancashire, Derbyshire & East Coast Ry. and its locos. 204-6. 5 illus.
Continued from page 195. The A class 0-6-2T was augmented by ten locomotives supplied by Kitson in 1901-2 and received RN 19-28: these were identical with the earlier series, but had Belpaire fireboxes. No. 26 was fitted with Marshall's patent valve gear and larger blast pipe to reduce the draught. The locomotive was used to work the LNWR Royal Train (six carriages) from Tuxford to Ollerton when the King visited Rufford Abbey. In 1897 Kitson & Co. designed C class 0-4-4T with 5ft 6in coupled wheels; 17 x 24in cylinders; total heating surface 961.1ft2; 16.6ft2; and 160 psi boiler pressure. Kitson also supplied the D class 0-6-4Ts (running numbers 29-34) with 4ft 9in coupled wheels; 19 x 26in cylinders; total heating surface 1560ft2; 21.75ft2; and 180 psi boiler pressure. All had extended smokeboxes and Belpaire fireboxes. Nos. 29 and 30 had brake blocks on the bogie. The locomotives worked through to Grimsby from Langwith Junction. Siren whistles of the Caledonian type were fitted. The livery was black sith gilt letters shaded in blue and the coupling rods were painted vermillion. The passenger rolling stock was painted bright red with yellow lining: the majority were six-wheeled 36ft long. Wagons were chocolate colour with white lining. Running powers over the GCR from Lincoln to Grimsby were execercised  in July 1901 nnd there was a considerable development in mineral traffic. Illustrations include Class C 0-4-4T No. 16; No. 26 decorated for Royal Train duty.

Eight-coupled goods loco., Great Eastern Ry. 207-8. illus., diagr. (s. el.).
Partially rebuilt from Decapod 0-10-0T as an 0-8-0 with radial axleboxes on the leading and trailing axles. Belpaire boiler and two outside cylinders (18½ x 24in). 4ft 6in coupled wheels. Total; heating surface 1869.6ft2 and grate area 22.9ft2.Boiler pressure 180 psi.

Steam rail motor coach Bavarian State Rys. 208. illus.
Two cylinder (but each containing two pistons): 10.25in stroke and 8in diameter with side rods on the power bogie. Bodmer design built by J.A. Maffei. The car could attain 47 mile/h and seat 55 passengers.

New locomotives, Isle of Man Railway. 208-9. illus.
Refers back to article in December 1903 pp. 201-2.

Mallet compound locomotive, Erie Railroad. 209. diagr. (s el.)

The Simplon Route.210-12. 10 illus.

"Prairie" type locomotive, Northern Pacific Ry. 212-23. illus.
2-6-2 built American Locomotive Co.

Six-coupled radial tank locomotive, Neath & Brecon Ry. 213. illus.

Trolley for buffer beams. 214. diagram
To assist with removal

Reviews. 214
Messrs. Robert Stephenson & Co. Ltd.
Notes and illustrations of recent work, No. 1. Twelve locomotives illustrated. Text in English, French, German and Spanish.

First class carriage, Belgian State Rys. 214-15. illustration.
Built by Baume & Marpent SA of Haine St. Pierre in Belgium and exhibited at the Milan Exposition in 1906.

40-tons bogie coal wagon. 215. illus.
Built Baume & Marpent SA for Peking — Hankow Railway in China: carried on diamond frame bogies.

Correspondence. 216.
More railway reminiscences. W.B. Paley
The following paragraph from Ritchie; on Railways," 1846,. page 408, may be interesting to those who remember early days on the N.&C.R.: "A train going west on Saturday evening last, November 29, 1845, after dark, on the Newcastle and Carlisle Ry., encountered something lying across the rails between Haydon Bridge and Haltwhistle, which. turned out to be a cow, which was instantly killed. It seems that the animal had jumped out of a truck from a train going east, and had broken its thigh. The engine –the Rapid – was thrown across the rails, and the driver into a hedge, but he escaped unhurt, and no damage was done otherwise!' If this was the original Rapid of 1835, built by Stephenson, it is not much wonder that it got off the road, for Whishaw states that it weighed, full, only 8 tons 4 cwt. If so, it mnst have been a four-wheeler, though described as six-coupled. The paragraph is also interesting on account of the use of the terms "going east" and "going west", as was the custom on the N. & C. R. throughout the whole of its independent existence. The much more concise terms "up" and "down" corne from stage-coaching days.
The system of having "search engines" at various points, alluded to in your September article on the above subject in regard to tlie Rapid, lasted many years. So late as 1848 Mr. Francis Trevithick stated that there was "generally one every 30 miles" on the L. & N. W. R. at that time.
The locomotives of the G.E.R. G. Macallan
Allow me to congratulate yon on the accurate drawings of Gooch's engines, illustrating the history of the locomotives of the G. E. R. in recent numbers of your magazine. I will refer now to Fig. 95, a side elevation of the No. 274 class of engine shown in your October number. It is stated in the letterpress that the diameter of the blast pipe was 5in. This appeals to me as the inventor of the enlarging variable blast pipe, and although the drivers of those engines who worked by contract ran with an outlet as large as possible in order to draw big balances, the clear area of that would have been too great in all circumstances but for the fact that it was lessened through there being inside the outlet a spindle valve, worked from the footplate, which regulated and diverted a portion of the exhaust steam through a branch pipe to the feed water heater with which those excellent engines were fitted.
I am glad to be able to clear np the apparent diversity conveyed in the letters of Messrs. C. Rous-Marten and H. T. B. in the numbers of May and July last re the additional safety valve, etc., which were put on Gooch's engines by Mr. Robert Sinclair.
In February. 1859. two years and a half after the retirement of Mr. J. V. Gooch, trials were carried out in the running of No. 279 engine to discover how the driver earned bigger balances than those of the other engines of that class. It was found that it was due to the fact that he, Alec Keir, was an all-round goodman and made far more use of the water-heating arrangement than the others.
It was observed by the individual conducting the trials that tbe spring balance end of the lever of the safety valve on the firebox was placed so invitingly that the drivers frequently rested one of their, hands on it, and at other times even the tea or tallow can, etc.,. and that added more than was considered advisable to the blowing-off pressure, especially if the hand were a brawny one, or the can well filled.
It was therefore arranged to place an additional safety valve and column on the barrel of the boiler, and after an interval of several months as the loads of the engines became heavier, it was found that water was lifted into the perforated portion of the horizontal steam pipe inside the boiler, and it was decided to place a short vertical pipe upon it, which necessitated a small dome, etc., on the firebox. Both letters, are in a measure correct.