Volume 13 (1907)
Key to all Volumes
No. 173 (15 January 1907)
Railway notes. 1.
London, Brighton, & South Coast Ry. 1. illustration
D. Earle Marsh 4-4-2T (No. 595 illustrated) ten-wheel condensing tank locomotive for suburban services. There were then three of the type at work, Nos. 595-597, with following leading dimensions: cylinders 17½in. x 26-in.; coupled wheels 5ft. 6in. diameter, working pressure 170 psi, total heating surface 1040.88ft2 and grate area 17.43ft2. Bunker capacity 3¼ tons and water capacity 1983 gallons.
Great Western Ry. 1.
Following are new engines of County class: Nos. 3815 County of Hants, 3816 County of Leicester, 3817 County of Monmouth, 3818 County of Radnor, 3819 County of Salop, and 3820 County of Worcester. A new series of Consolidation mineral locomotives were in course of construction. Nos. 3295, 3262 and 3058 had been rebuilt with taper boilers.
London & North Western Ry. 1
Latest Experiment type Nos. 61 Atalanta, 222 Ivanhoe, 291 Leander, 667 Mazeppa, 1304 Prometheus and 1709 Princess May (Crewe Nos. 4630-35). The number of Tornado was 1995, not as given last month. The new 4-6-0 mixed traffic engine then out bore No. 285 (Crewe No. 4600). The number plate was similar to that on the new tanks. A second engine of this class, No. 414 (Crewe No. 4601) was expected shortly. No. 1900, four-cylinder compound eight coupled mineral engine, had been converted to simple, with a Precursor boiler. Others of the type were undergoing similar alteration, and it was stated that orders had been given to cease converting any more to the Consolidation type. No. 1976 Lady Godiva, had been fitted with the improved valve motion first introduced on Benbow. There were then only nine of the forty engines of this class running with the original valve motion. The following Webb coal engines had recently been converted to saddle tanks: Nos. 1097, 1098, 1326, 1336, 1337, 2039, 2093, 2109, 2110, 2406 and 2451. Nos. 1676 and 2004 (6ft. 6in. coupled) and 285 and 414 (6ft.) had recently been broken up.
Railway enterprise in Morocco. 1-2.
On Saturday, 15 December 1906, the first train ran over the new narrow-gauge railway at Tangier to quarries opened by the German Harbour Construction Co. This railway, the first in Morocco worked by steam, is 2 kilometres in length.
Great Eastern Ry. 2.
New four-coupled bogie express engines numbered 1840 to 1845 were now in service. H.F. Hilton had been appointed district locomotive superintendent at Cambridge in succession to Mr. Mannooch.
District Ry. 2.
Long lines of discarded locomotives and carriages stored at Mill Hill Park and other sidings since early 1906 were being gradually thinned down. The locomotives had been sold as scrap and broken up, with the exception of about half a dozen, kept in steam for breakdowns and ballasting purposes. A new design of bogie was being prepared for the cars, more in accordance with English practice.'
Great Northern, Piccadilly & Brompton Ry. 2.
Latest tube railways opened to the public on 15 December 1906. It traversed .9 miles, with 21 stations and opened up for the most part an intermediate district untouched, previously by existing lines. The systems of construttion and working were similar to those on the Bakerloo Railway.
The Channel Tunnel. 2.
A Bill had been deposited in Parliament to incorporate the Channel Tunnel Company, and to authorise the construction of works in connection with the scheme, up to the 3-mile limit. It is proposed that another Company should be formed for the completion of the project, in conjunction with the Compagnie du Chemin de Fer Sous-Marin entre la France et l'Angleterre and the Compagnie du Chemin de Fer du Nord, and the Bill empowered the South Eastern & Chatham Ry. Companies to apply their capital towards the cost of the works, and also to take shares in the capital of the company created. The proposal was for two tunnels 18-ft. in diameter and 30 miles long, the line to be worked by electric locomotives. The standard gauge on all Continental railways, except those of Russia, Spain and Portugal, is 1435 mm., practically 7ft. 8½in.[sic]
Rhymney Ry. 2.
The six-wheeled coaches on this line are having their colouring changed from white and maroon to maroon lined with gold, with figures to denote the classes instead of letters as hitherto.
Great Northern Ry. (Ireland). 2.
A motor service between Dublin and Howth was started on 2 January 1907 the motors consisting of a small 4-4-0 tank engine (No. 96 Windsor' and No. 97 Lisburn), sandwiched between two bogie coaches, 1st and 2nd class only. There is a driver's compartment at the end of each coach. The through service between Bray (D. & S. Ry.) and Howth has been discontinued. The Londonderry line is now being doubled throughout, portions already completed being between Portadown and Trew and Moy, Dungannon and Donaghmore, and St. Johnston and Derry. New lines were in course of construction between Castleblayney and Armagh, and Strabane and Letterkenny.
Great Southern & Western Ry. 2.
Nos. 329-332 were new 4-4-0 passenger locomotives with taper boilers, of 321 class, and five of the same type, but with 5-ft. 6-in. wheels, would be built for the Rosslare service. The link line from Drumcondra to Amiens Street opened on 1 December and was worked by the steam rail motor coach.
North British Ry. 2.
The engine of the express train in the accident on 28 December at Elliot Junction was No. 324, one of the latest 4-4-0 locomotives.
Lancashire, Derbyshire and East Coast Ry. 2.
Further to the articles on this line, which appeared in November and December issues, the Great Central Ry. took it over from 1 January 1907. During December three new engines built by Kitson & Co. Ltd., arrived at Tuxford. They are similar to the class D engines described in December number, six-coupled with trailing bogie, but with Great Central type chimney. They are fitted to take water when running. The latest vacuum brake and steam brake are fitted, with blocks on the bogie wheels. The initials L. D. & E. C. were painted on, with the Nos. A1, A2 and A3. Until the new junctions at Duckmanton, near Arkwright Town station, were completed no changes would be made in the train service to and from Lincoln. The general offices of the L. D. & E. C. at Chesterfield Market Place Station would be used as the headquarters of the mineral traffic manager of the G.C. (T.C. Higgins), with the exception of the portion of the building retained by Willmott (the late general manager of the L. D. & E. C.) as chief offices of the Sheffield District Ry. This line would now be worked by the G.C.R. instead of the L. D. & E. C..Co., as formerly. Mr. White, the L. D. & E. C. traffic superintendent, moves his staff to Grimsby and have charge of that place to Chesterfield and Beighton Junction. C.E. Bressey retained the management of the Tuxford locomotive works. H.R. Willmott was district engineer for the old L.D. & E.C.R..
"Puffing Billy". 3. illustration
Golsdorf submitted photograph of working replica of Puffing Billy constructed in the workshops of the Bavarian State Railways at Munich and presented by the Union of German Railway Administrations to the Technical Museum in Munich. Martin Höhn was the director of the project and had visited South Kensington to inspect the original. The replica was capable of 6 mile/h and hauling 40 tons.
The locomotives of the Great Eastern Railway. 3-5.
illustration, 4 diagrams
Further information on early locomotives, notably from H.H. Battley, of Canterbury, for loan of his collection of drawings of the old Eastern Counties Ry. locomotives as they appeared in the early part of Sinclair's time. From these it appears that the drawings (Figs 14 and 17) illustrating the old single wheelers of the 51 and 61 class (rebuilt) were not quite correct, they having been reproduced from very old photographs in which much of the detail was so faded as to be almost undiscernable, and Figs 14A and 17A are given herewith in substitution for those previously published, the latter also showing the tenders which were attached to the engines at the period mentioned. A list of the Northern and Eastern engines compiled at the time they were taken over by the ECR is given below.
|Tayleur & Co||20 Oct. 1840|
|Tayleur & Co||20 Oct. 1840|
|Bramah & Fox||22 Oct. 1840|
|Longridge & Co.||142||12 Nov. 1840|
|Stephenson & Co.||321||24 May 1841|
|Stephenson & Co.||322||18 June 1841|
|Tayleur & Co.||1 Oct. 1841|
|Longridge & Co.||156||20 Nov. 1841|
|Longridge & Co.||157||18 Dec. 1841|
|Stephenson & Co.||323||31 Dec. 1841|
|Longridge & Co.||158||6 Jan. 1842|
|Longridge & Co.||159||16 Feb. 1842|
|Longridge & Co.||160||26 April 1842|
|Bury, Curtis & Co||23 March 1843|
This list differs in a few particulars from those previously given;
we have, however, been unable to obtain any further information concerning
these interesting old engines, and should be glad to hear from readers.
In the description of engine No 120, Volume 7 p.112, the figures given for the wheelbase were inadvertently reversed and should read: leading to middle 5ft 4in., and middle to driving 5ft. 6in.
In Fig. 96 illustrates engine No.50, built by Jones & Potts in September, 1845, and described in Volume 7 p. 112. Fig. 97 shows engine No. 145 (formerly No. 104), built by R.B. Longridge & Co. in April, 1846, and of which particulars were given in Volume 7 p.196. In these, the statement that in their original condition "they had leading and trailing wheels coupled, should, of course, read leading and driving.
Engine No. 70 (Fig. 23, Volume 8.) met with a serious mishap on the East Suffolk line on 26 Sept. 1865 when after working a special fish train from Yarmouth to Ipswich, was returning light, and running between Darsham and Halesworth derailed and overturned completely near a culvert at the foot of a low embankment, both the driver (Mayhew) and his fireman died from the injuries received. The road had been flooded and had suffered somewhat in consequence, and the accident was attributed to incautious driving. The engine appears to have been modified to some extent from its original condition, and at the time of the mishap its wheelbase was recorded as 11ft. 8in., from leading to driving centres being 5ft. 5in. whilst its weight was given as 24 tons 11 cwt. 3 qrs., of which the leading wheels carried 6 tons 10 cwt., the driving 9 tons and the trailing 9 tons 1 cwt. 3qrs.Continued from Volume 12 page 165. Figs. 14a, 17a, 96-7/loco 70 derailed
Locomotives for use on ice roads. 5-6. illustration
Steam road locomotive modified with caterpillar tracks and sledges for steering. Phoenix Manufacturing Co., Eau Claire.
A light locomotive for branch lines, Austrian State Rys. 6-7. 3 illustration,
diagram (s. el.).
Refers back to Volume 8 page 250 for Series 185 lcomotive.
Fairlie locomotive for the Bolivian Rys. 7-8.
Two Yorkshire Engine Co. 0-6-6-0 for 2ft 6in gauge with two separate Belpaire boilers with a total heating surface of 1046.88ft2 and a total grate are of 21.66ft2.
Trains and train serevices in 1906. 9; 11. 2 tables
Ranked lists which included fastest (Darlington to York, NER) and longest non-stop (Paddington to Plymouth). Included both Somerset & Dorset and Midland & Great Northern (45 mile/h down from Melton Constable to Fakenham).
[Three coloured illustrations by F. Moore]. 10-11.
Great Northern train, London-Sheffield-Manchester service: Ivatt large Atlatic and four coaches
North British train, "Edinburgh-Glasgow-Dundee-Aberdeen" service: Reid Atlantic and seven coaches
Midland Ry, Northern Counties Committee train, Belfast-Portrush express: Beyer Peacock 4-4-0 (green livery) with four coaches and a van
The "Sharpie" singles, Great Western Railway. 11-14. 4 illustration
Ten locomotives designed by Gooch and constructed by Sharp, Stewart & Co. in 1862, with 7ft driving wheels, 16in x 24in cylinders, a total heating surface of 1240.8ft2 and a grate area of 14.62ft2. Very similar to broad gauge locomotives in boiler dimensions and topography. In 1879 Dean built replacement 2-2-2s with 7ft driving wheels using the same numbers, but with 18in x 24in cylinders, a total heating surface of 1214.27ft2 and grate area of 19.3ft2.. These were rebuilt with new boilers with a total heating surface of 1208.8ft2 and grate areas of 21ft2. No. 162 was named Cobham. No. 160 received a Belpaire boiler and Nos. 163 and 165 received domeless Belpaire boilers under Churchward. As late as 1905 the survivors were working unassisted from Oxford to Wolverhampton on the heavy afternoon Paddington to Birkenhead restaurant car expresses..
Two interesting Kitson locomotives. 14-15. 2 illustration
The Indian Midland Ry. with headquarters at Jhansi operated 1112 miles of railway linking Agra and Cawnpore. In 1886 the company purchased three old four-coupled engines for local services and shunting. It was built by Kitsons in 1856 and was originally No. 18 on the GIPR and used on passenger services between Bombay and Kalyan. It had 5ft 6in coupled wheels, 15in x 26in cylinders, total heating surface 1075ft2 and 12.75ft2 grate area. The locomotive, illustrated as running on the Indian Midland Ry. and named Sindh. The other illustration shows Kitson 4-4-0 No. 257 Bhopal, which was part of an order placed with Kitson in 1900 for ten locomotives with 6ft 6in coupled wheels, 18½in. x 26in. cylinders, 1238ft2 total heating surface, and 21.25ft2. The other locomotives were: No. 251 Cawnpore, 252 Agra, 253 Jhansi, 254 Manikpur, 255 Bina, 256 Itarsi, 258 Gwalior, 259 Mahoba and 260 Dholpur.
Old locomotives, Lancashire and Yorkshire Railway. 15-16. 2 illustration
Fairbairn 0-6-0 which had originated as an 0-4-2 in 1853, but rebuilt as an 0-6-0 in 1860 and then used on fast Belfast goods trains between Fleetwood and Leeds. The other photograph showed Marshall, a passenger 2-4-0 with 5ft 9in coupled wheels, 15in x 22in cylinders, 895ft2 total heating surface and 14.4 ft2 grate area.
The Barsi Light Ry., India. 17-19. 5 illustration
Feature marked opening of a 31 mile extension from Barsi to Tadwala opened on 1 May 1906. Noted involvement of Everard R. Calthrop and his persuasion of the Bombay Government to sanction the construction of the 2ft 6in gauge light railway, the first section of which opened on 18 March 1897. Extensions followed. Refers to an article in Locomotive Mag., 1904, 120-2 (15 July) on Leek & Manifold Light Ry. Notes that locomotives were supplied by Kitson: initially 0-8-4T, but later 4-8-4T (illustrated) of slightly larger dimensions. The earlier type had 13in x 18in cylinders and 2ft 6in diameter coupled wheels and 150 psi boiler pressure.
[Midland Railway coloured postcards]. 19.
Eight series of six: first two locomotive and rolling stock; remainder scenic.
Steam and other joints. 20. 3 diagrams
Perfectly machined surfaces, red lead joints, London Engineering Jointing Mastic, copper wire gauze, Hulbard copper rings, asbestos, rubber and textile.
Post Office vans, South Eastern and Chatham Ry, 21. illustration
One of two 50ft long bogie vans with vestibule ends painted in SECR livery for use on Day Continental and Inland mail trains: presumably former illustrated as has "Malle Royale" as well as "Royal Mail" on side
The "800" Class, Midland Ry, H.H. Brindley.
See Vol. 6: Westinghouse brake equipped locomotives for working MSJS stock, Writer was at school in Luton in 1878-80 when Scottish trains were always worked by this class. Response from Thomas Anderson (page 44). Full list of Westinghouse brake fitted locomotives on page 136..
Locomotives of 1906. Charles S. Lake. Percival Marshall.
Supplement to main work (The world's locomotives Ottley 2984): criticism in that does not follow page size of main work and for several omissions, notably 4-6-0s of Caledonian Railway. Ottley 2989
Re-union dinner of locomotive department, Great Eastern Ry. 22.
Held at Liverpool Street Station Hotel on 7 December 1906 under president of Institution of Mechanical Engineers, W.H. Maw, a former Stratford man.
No. 174 (15 February 1907)
Great Western Ry. 23
Ten new 4-6-0 express passenger locomotives, but with four cylinders similarly arranged to those of No. 40 Atlantic, were being built in readiness for summer traffic: they would bear the following numbers and names: Nos. 4001 Dog Star, 4002 Evening Star, 4003 Lode Star, 4004 Morning Star, 4005 Polar Star, 4006 Red Star, 4007 Rising Star, 4008 Royal Star, 4009 Shooting Star and 4010 Western Star. Twenty new 4-6-0 express passenger locomotives with two cylinders were also in course of construction, to bear Nos. 2911-2930. Those already built to receive names, as follows: Nos. 98 Vanguard, 100 William Dean, 173 Robins Bolitho, 174 Lord Barrymore, 175 Viscount Churchill, 176 Winterstoke, 177 Robertson, 178 Kirkland, 2901 Lady Superior, 2902 Lady of the Lake, 2903 Lady of Lyons, 2904 Lady Godiva, 2905 Lady Macbeth, 2906 Lady of Lynn, 2907 Lady Disdain, 2908 Lady of Quality, 2909 Lady of Provence and 2910 Lady of Shalott. The Atlantics are also all being named, and in some cases renamed, as follows: Nos. 102 La France, 103 President, 104 Alliance, 171 The Pirate, 172 The Abbot, 179 Quentin Durward, 186 Coeur de Lion, 181 Ivanhoe, 182 Lalla Rookh, 183 Red Gauntlet, 184 Guy Mannering, 185 Peveril of the Peak, 186 Robin Hood, 187 Bride of Lammermoor, 188 Rob Roy, 189 Talisman, and 190 Waverley. Nos. 2821-2826 were latest Consolidations; and amongst new engines under construction were tank engines of 3111 class (2-6-2 type with outside cylinders) and a new dass, also of 2-6-2 type, but with inside cylinders, to be known as No. 3901 class. Nos. 3018 and 3033, 7-ft. 8-in. bogie single engines, had been supplied with taper boilers and Belpaire fireboxes. All large coupled engines as they went into the shops were. being supplied with sandboxes to the trailing pair of wheels. The two engines in the collision at Thingley Junction on the 16th ult. were No. 71 Dart, four-coupled passenger, and No. 2448, six-coupled goods, the latter having quite recently been rebuilt with a Belpaire firebox. They were both so badly damaged that they were cut up on the spot on the following Sunday.,
The Royal Train. 23. illustration
Which conveyed their Majesties the King and Queen from Ballater to Aberdeen to open the University Extensions on September 27th, 1906 hauled by GNoSR 4-4-0.
London & North Western Ry. 24.
New locomotives of Experiment type: Nos. 1676 Prince of Wales, 1709 Princess May, 2027 Queen Empress, 2052 Stephenson and 2269 William Cawkwell. Three new mixed traffic 4-6-0 locomotives running, Nos. 833, 1350 and 2229 Nos. 1974 Howe and 1978 Nelson fitted with improved valve motion first fitted on Benbow, but unlike all preceding altered engines, these two received Precursor boilers and various minor improvements. See page 59 .
No. 1818, one of the three-cylinder compound eight-coupled mineral engmes, rebuilt with a Precursor boiler, besides undergoing conversion to simple engine. Nos. 2100, 2108 and 2444 (4ft. 3in. tender mineral engines) converted to saddle-tanks.
The following locomotives withdrawn from service: 7ft. 6in.singles Nos. 28, 61, ,77, 222, 234. 279, 291, 563, 667, 675 and 833; 6ft. 6in. coupled No. 2003, and 7ft.compounds Nos. 525, 767, 2052, 2053, 2054 and 1304, the last-mentioned being the well-known Jeannie Deans.
London, Brighton, & South Coast Ry. 24.
There were 20 of the 4-4-2 tank locomotives illustrated in our last issue, in course of construction at Brighton, of which five were completed.The reboilering of old engines continues, some of Mr. 'Billinton's being in the list. , Nos. 310-312 have recently been scrapped, and H,Splugi:m" has been renumbered 609, with the "same end in view. '
Metropolitan Ry. 24.
The service of through trains to Richmond ceased on 1 January since those trains had run as far as Notting Hill only. The Metropolitan first started running to Richmond in 1877, and to New Cross in 1884, and for the last 22 years there had been a through service between those two stations.
Messrs. Andrew Barclay, Sons & Co., Ltd., 24.
Contracted to build for the Samana and Santiago Ry. a narrow gauge side tank locomotive with four-coupled wheels and a trailing radial truck.
Caledonian Ry. 24.
Through an oversight, it was stated in December issue that No. 908, the first of ten 5ft. 6in. six-coupled bogie engines was named Sir James King: in fact the engine so named, and illustrated on p. 201 of that issue was No. 909. The last of this series, No. 917, was running, and differed from the remainder in having a new pattern of .cab, with two windows on each side-sheet and the roof overhanging at the back.
Buenos Ayres Great Southern Ry. 24.
W.F. Gibbons was to leave England to take up the appointment. as general works manager and assistant locomotive superintendent of the Buenos Ayres Great Southern Ry. He had been over in the United States inspecting some locomotives built at the Baldwin Works for the Buenos Ayres Western Ry,
A trainload of sixteen "Wolseley" motor car chassis. 24. illus
On their way from Crayford, Kent, to Birmingham, to receive bodywork and be painted and finished: hauled by domeless SECR 0-4-4T.
London, Tilbury & Southend Ry. 24.
B. Bullock, for some years assistant manager, had been appointed manager of this railway.
Plymouth, Devonport & South Western Junction Ry. 24.
Railway was about to open and work a light railway between Beer Alston and Callington, a distance of 10 miles. The rolling stock, to be provided by the owning company, would consist of 5 locomotives, 16 carriages and 50 wagons, besides goods brakes, etc.
Taff Vale Ry. 24.
Six-coupled trailing radial tank locomotives for mixed traffic were in course ot construction.
Standard goods locomotive, Midland Ry. 25. illustration,
2 diagrams (incl. s. el.)
Deeley 0-6-0: No. 281 illustrated. Diagram shows "standard" boiler. Notes that boiler being fittedf to earlier designs and that the locomotive illustrated was very similar to one shown in Issue of 9 May 1903: main difference was an improved cab.
Midland Ry. 25
The following re-arrangements of loco. districts had recently taken place: Mr. Yardley, with headquarters at Heysham as heretofore, would have charge of the Heysham, Lancaster, Carnforth, Skipton and Hellifield depots; Mr. Eaglesfield, with headquarters at Hasland, near Chesterfield, took charge of $taveley, Hasland and Westhouses; and Mr. Pegler would have charge of Leeds and Normanton, Mr. Geach placed in charge of the locomotive depot at Derby, Mr. Walker at Burton, and Mr. Whittaker at Toton were other recent appointments.
The late Mr. D. Jones. 26-8. 4 illustration (incl.
Born in Manchester on 25 October 1834 and died in London on 2 December 1906. Illustrations of 0-4-4T Dunrobin and Duke of Sutherland's six wheel saloon, 4-6-0 No. 111 and 4-4-0 No. 21 fitted with snow plough..
Rapid-acting vacuum brake. 28-30. 4 diagrams, illustration
Tests of Vacuum Brake Co. equipment by Austrian State Railways.
New engines on the East and West Junction Ry. 30-1.
Beyer Peacock 2-4-0 No. 13 for passenger services (illustrated) and three 0-6-0 Nos. 14-16 (No. 14 illustrated) for freight working. Both types had 27in x 26in cylinders, but had different boiler types, although both were Belpaire and operated at 160 psi. The passenger engine had 6ft 1in coupled wheels, and a total heating surface of 1096.2ft2. The goods engines had double frames, 4ft 9in coupled wheels and a total heating surface of 1121.8ft2. When the line through to Olney was first opened in 1891, the Midland Ry. started a through goods service between London and Gloucester via the E. & W. Jn. Ry., Kentish Town engines working right through, but this arrangement was discontinued after a time and these trains have since been hauled by the East and West engines between Olney and Broom, a run of 55½ miles. To work this traffic three DX goods engines were purchased from the LNWR in 1892 and numbered 7, 8 and 9 by the E. and W. Ry. These engines were superseded by the three new engines. The ordinary load of these through goods trains usually consisted of 35 wagons and a brake, and these loads are worked at high average speed without difficulty in all weathers, a stop being made at Byfield, about half way. The line was single throughout, the most severe gradients on the up or eastward journey being 1 in 80 for four miles between Stratford-on-Avon and Ettington, and on the down between Olney and Ravenstone Wood Junction 1 in 70 against the load, with a short piece of 1 in 60 at Stratford-an-Avon where the GWR was crossed. Although these goods engines were chiefly used on this traffic, the size of the wheels made them available for dealing with heavy excursion trains off other-lines when required, as they were fitted with the vacuum brake. Old No.9 (DX goods) engine had been scrapped, and No.8 was running fitted with the cast-iron channel section spoked wheels originally under No. 9. The total locomotive stock of the E. & W. Jn. Ry. consisted of 15 engines. The six-coupled engines Nos. 2 and 3 had been rebuilt with Belpaire fireboxes, while the two passenger 2-4-0 tanks Nos. 5 and 6 had the new pattern chimney and number-plates as well as plates with the initials E. & W. on the side tanks. No. 1 (Manning & Wardle tank) was now painted chocolate colour and had the initials on the tank. For details of the working of the new engines indebted to Mr. J.F. Burke, chief engineer of the E. & W. Jn. Ry. and Mr. J. Bradshaw, manager of the Stratford-on-Avon workshops.
Railway accident in Ceylon. 31. illustration
On Saturday, 27 October 1906, a disastrous mishap occurred on the Ceylon Government Rys. A mixed train, consisting of three wagons, three carriages and. a brake van was running along the hillside about one mile past Hatton Station on its way down to Colombo, when the track suddenly subsided and the whole train was precipitated down a decline of over 200-ft. The night was intensely dark (about 11.30 p.m.) and no lights were available in the heavy rain. Sixteen passengers lost their lives and quite a number received injury. The continuous rains which had prevailed for some days previous were the direct cause of this, the second fatal railway accident which had occurred in Ceylon. The first happened in 1905, when two persons were killed.
Steam rail motor services, Great Northern Ry.,
Ireland. 32-3. 2 illustration
Charles Clifford design of steam railcar and trailer was described on 15 February 1905, but newer vehicle was larger: 61ft 6in long. The locomotive portion was built by Manning Wardle and had 3ft 9in coupled wheels, 12in x 16in cylinders, and a vertical boiler with 653ft2 total heating surface and 11½ft2 grate area and 175psi boiler pressure. There was seating for 59 passengers in the railcar and 78 in the trailer. The car was intended for the 7½ mile Belfast to Lisburn service. Tank locomotive No. 96 and two trailers were used on Dublin to Howth service. The locomotive, a 4-4-0T, came from Beyer Peacock via the Belfast Central Railway: it had 4ft 7in coupled wheels, 15in x 18in cylinders, 594ft2 total heating surface and 11¼ft2 grate area. It ran the 8¼ miles with four stops in 22 minutes. The trailers built at Dundalk had electric lighting and included first class accommodation.
Locomotive cylinders. 33-4.
Elaborate wooden patterns, especially when cast as two cylinders. Moulding and casting. Cores. Finishing. Joining if separate with bolts. Ports.
Mixed traffic locomotive, Great Central Ry. 34. illustration, diagram (s.
Robinson 4-6-0 (No. 1113 illustrated). 5ft 3in couled wheels; 19½in x 26in cylinders, 1909.5ft2 Total heating surface and 23.45ft2 grate area. Boiler pressure 200 psi.
Four-coupled passenger engine for the Egyptian State Rys. 35-6.
4-4-0 designed F.H. Trevithick, chief mechanical engineer. No. 710 Lady Cromer illustrated, manufactured by Henschel of Cassel WN 7460 and exhibited at the Milan Exhibition. Intended for Cairo to Alexandria and Cairo to Port Said expresses. Modification of 617 class illustrated in Vol. 7 page 55. 6ft 3in coupled wheels, 18in x 26in cylinders, 1230ft2 total heating surface and 23.8ft2 grate area. Double frames. Fitted with Trevithick's boiler feed preheating pumps and spark arresters.
Answers to correspondents. 36.
The French and Continental gauge was 1435mm, virtually identical to 4ft 8½in. The GWR broad gauge was 7ft 0½in.
The LNWR locomotive Dwarf was built by George England: it never carried a number. It was used by the engineering department as an inspection engine at Manchester. It was at Crewe for a long time before being broken up. Shannon was owned by the Sandy & Potton Railway and when taken over by the LNWR was numbered 1863.
Corrugated fireboxes were cheaper to manufacture, cost less for material and did not require stays, but were slow to raise steam due to large water spaces and imperfect circulation. Copper tubes were essential as steel cannot be kept tight. Burnt 10% than Belpaire firebox.
Borsig locomotive No. 6000. 37. illustration
Six thousandth locomotive: a rack and adhesion four-cylinder 0-6-2T for Prussian State Railways. Works located in Tegel, a suburb of Berlin, employed 4500.
Locomotive dictionary. George L. Fowler. Railway Gazette/Railroad Gazette
Railway organization and working. Ernest Ritson Dewsnup. University of Chicago Press, 1906.
25 lectures delivered by railroad executives
Railway organisation and working; edioted Ernest Ritson Dewsnup.
University of Chicago Press, 1906
25 lectures presented by railway officials
Nasmyth, Wilson & Co. Ltd. 38.
Catalogue of locomotives constructed fo Spain. Egypt, India, Japan, South Africa and Australia.
New rolling stock, Ottoman Ry. 38-40. 3 illustration
See also October 1906. illustration of 0-8-0 No. 82. Robert Stephenson locomotives fo Smyrna to Aidin line with 4ft 6½in coupled wheels, 19½in x 26in cylinders, 1786.4ft2 total heating surface and 25.35ft2 grate area. Boiler pressure 180 psi. Richardson balanced slide valves. ¾in side play on trailing wheels and ball joints on coupling rods. Holden & Brooke's injectors and sanding apparatus. Three first class saloon carriages supplied by Gloucester Railway Carriage & Wagon Co. 43ft 6in long with steel underframes and pressed steel bogies. Timber bodfies mounted on rubber blocks. Reversible seats with rattan covers. Electric lighting. C.H. Fox consulting engineer.
New rolling stock for the East Coast Route. 40.
Included two Royal vehicles (one being constructed at Doncaster and the other at York), four sleeping cars and eighty third class corridor vehicles with a high elliptical roof for Great Northern & North Eastern Joint Stock. The stock had hot water in the lavatories. Two six-wheel coaches Nos. 202 and 206 had been converted into a twin articualted coach with three four-wheel bogies.
Rail wagons, S.E. & C.R. 40.
Twelve 30 ton bogie wagons for the transport of rails manufactured of mild steel by Roberts & Co. of Horbury Junction to thr desin of Wainwright.
Great Northern, Piccadilly & Brompton Ry. 40.
Six coloured postcards showing Piccadilly Circus station. Lot's Road power station, Lillie Bridge car sheds, interior and exterior of cars, and tunnelling shield.
No. 175 (15 March 1907)
Railway Notes. 41.
South Eastern & Chatham Ry. 41
Nos. 477, 496, 505, 574, 586 and 591 were six new bogie passenger engines of the 726 type, with round-topped fireboxes. There were six engines of the same type, but with Belpaire fireboxes on order, and a number of bogie tank engines. Steam rail motor coach No. 8 had been fitted with an extension on the existing smokebox to accommodate a spark arrester of the conical pattern with continuous wire. Nos. 89, 149, 31 and 56 were the latest rebuilds of Stirling bogie passenger engines.
London, Brighton & South Coast Ry. 41.
There were then fourteen A class Terriers allocated to work with trailer cars as motor trains as illustrated in issue of September 1905. Nos. 81-2 were converted into 2-4-0 engines and the other twelve which remain six-coupled were Nos..35, 77, 78, 642, 643, 650., 661, 663. 667, 673, 674 and 679. D class Stroudley tank engines were being renumbered.
Great Northern Ry. 41
Eight-coupled mineral Nos. 441, 442 and 443 were the first three of another series of engines of this class then under construction at Doncaster. A new type of tank locomotive for the Metropolitan district would soon be in service. It was to have six-coupled driving wheels and a trailing pony truck. The shortage of big engin.es in the London district had led to double-heading on the 10.00 Scotsman by a couple of single-driver engines, but ten: new Atlantics would soon be ready. No. 1514, ten wheeled tank had its bogie equipped with brake gear similar to 1533. No. 655, one of Stirling's early Metropolitan tanks, had been rebuilt with a new boiler with dome, new style of cab, etc,
Locomotive Department, Pallion Shipyard, Sunderland. 41. illustration
Photograph of four crane tanks and one saddle tank.
Great Eastern Ry. 41.
On Saturday, 2 February the 08.46 train from Norwich to London when passing Chelmsford collided with a truck which had been left by mistake on the main line. The engine No. 1888 was much damaged, so was the truck, but luckily the train kept to the metals.
Great Western Ry. 41-2.
Nos. 2827, 2828 and 2830 complete the latest series of Consolidation mineral engines. Two tank engines of a new type, Nos. 3901-2, would shortly be out. They are six-coupled, with motion similar to the 2301 c1ass of goods engines, but had side tanks extending up to the smokebox, with side openings to access the motion, and a pair of radial wheels at front and back. Two new Star class were nearing completion. "We understand" that no new Atlantics were to be constructed. No. 3740, the latest 4-4-0, was running trials trips..
Midland Ry. 42.
First of series of 0-6-4Ts with Deeley standard boiler and water-pick-up apparatus reported as "ready". No. 999, a 4-4-0 with boiler similar to compounds "with outside valve gear" [sic] (corrected page 59) and new system of lubrication was "new". Nos. 2814 new standard goods engines. All cxoupled bogie engines above No. 1562 being reboilered with new standard boiler.
Metropolitan District Ry. 42.
Livery of coaches to be changed from red to dark green. 48 surplus steam locomotives had been sold or scrapped raising £15,480: six retained for ballsting.
Extension of locomotive works. 42.
R. & W. Hawthorn had acquired land adjacent to Forth Bank Works formerly owned R. Stephenson prior to their removal to Darlington.
Station weighbridges. 42
W. & T. Avery supplied 40 weighbridges capable of handling up 2 tons to East Indian Ry.
The locomotives of the Great Eastern Railway. 43-4.
3 diagrams (Figs. 98-100)
The large single express engines Nos. 98 to 102, built by R. Stephenson & Co. in 1846-7, were illustrated as originally built as rear drivers and as converted to centre drivers in Figs. 31 and 32 (Volume 8), and Fig. 98 shows engine No. 101 (see also letter page 92 from C. Rous-Marten) after being rebuilt under Sinclair in 1859. This illustration also shows the tender which accompanied the engine at that time. Volume 8 p. 75 described a six-coupled long-boilered engine built by Kitson & Co. in 1846; originally numbered 90, afterwards altered to 149: drawing of this engine reproduced in Fig. 99.
On p. 296 of Volume 8 there is a description of the four-coupled engines, No. 37 class, built E.B. Wilson & Co. in 1846-7, and two illustrations were appended showing an engine of the class at different periods of its career, and we now in Fig. 100 show this engine as it appeared in Sinclairs time before being rebuilt.
On 5 January 1854, a very serious accident occurred between Thetford and Harling Road. A very heavy snowstorm had taken place during the night of the 3rd and morning of the 4th, the drifts being in places from 5ft. to 6ft. deep, but the down line between the stations named had been cleared and single line working had been put in operation over the down line between these stations. Two trains had arrived at Thetford, and passengers were waiting to proceed to Norwich. Permanent way inspector Howard, who was in charge of line-clearing operations, endeavoured to take them through on the up line, relying for safety on his stringent instructions to the station master at Harling Road not to allow anything to pass over the up road until he returned. In the meantime, Ashcroft, the chief engineer, having arrived at Harling Road with a party of workmen, insisted on going through on the up road in spite of protests from the station master. The two trains met in the middle of Roudham Heath, near to where Roudham Junction Station stood, and the driver of each train being under the impression that the other train was on the opposite road kept in motion until too late to avoid a collision. Six people (including two passengers) were killed and three injured. Four engines were involved in this collision, two on each train, one of which was No. 74, the boiler of which subsequently exploded, as detailed in Volume 8 p. 368, but had been unable to ascertain the numbers of other three.
An automatic lubricator. 44. 3 diagrams
"Trimmingless" lubricators made by Bang's Automatic Oil Cup Co.
The "800" class, Midland Ry. Thomas Anderson.
See letter by H.H. Brindley on page 21 refering to Westinghouse braked locomotives: clearly remembered that certain new engines built for Settle & Carlisle extension were so fitted: remembered Nos 1305 and 5. L&YR also fitted certain locomotives (front coupled tank engines) to work trains between Manchester Victoria and Skipton for onward movement over Midland Railway. Responses from Percy Horne and H.H. Brindley on page 92 Also asked for information about 170 class Full list of Westinghouse brake fitted locomotives on page 136..
A. Barclay, Sons & Co. Ltd. 44
"Booked" six locomotives "over past month", including some of their standard types.
Railway Club. 44
Meeting scheduled for 9 April 1907: A.K. Bruce The steam locomotive, actual and spectacular.
New passenger locomotives, S.M.R. 45, 2 illustration
Southern Mahratta Railway in India: for metre gauge services from Poona via Bangalore to the south of India. 4-60 locomotives with 4ft 9in coupled wheels, 15 x 20in cylinders, 918ft2 total heating surface and 15ft2 grate area. Locomotive workshops at Hubli under L. Brock, locomotive, carriage & wagon superintendent.
Plymouth, Devonport & South Western Junction Railway.
45-6. illustration, 2 diagrams (s. els.)
Five locomotives, two of which were 3ft 6in gauge with four coupled wheels and 10in x 12in cylinders. These worked the East Cornwall Railway. Two 0-6-2Ts with outside cylinders (16in x 24in) and a 170psi Belpaire boiler. The outside-cylinder 0-6-0T was intended for passenger traffic and 14in x 22in cylinders, 4ft coupled wheels and a Belpaire boiler. The severe gradients (1 in 38) an curvature, and the viaduct at Calstock across the Tamar with its wagon lift are mentioned.
Regrinding steam cocks. 46-7. diagram
Crane locomotive, Great Northern Ry. 47.
0-4-4CT based on No, 533, an 0-4-4T builtb in 1876. 5ft 7in coupled wheels, 18in x 24in. cylinders. Crane maximum load 5 tons.
Matheran Railway. 48-9. illustration, 2 diagrams (incl. s/f els. and plan)
2ft gauge hill station railway in Western Ghats above Bombay at 2500ft above sea level. Steeply graded with severe (60ft radius curves) and 1 in 20 gradients. Connected with GIPR main line at Neral. Locomotives were supplied by Orenstein & Koppel and were six-coupled, but with two radial axles (shown in diagrams) to provide great flexibility.
Firegrates. 50-1. 5 diagrams
Both inclined and horizontal grates considered. Noted difficulties in design for 4-6-0. Design of ash pans and dampers and inclination of grate.
The Axholme & Goole & Marshland Joint Rys. 52-3. 2 illustration
L&YR and NER Joint Railway opened in 1904 on the Isle of Axholme in Lincolnshire: the total mileage was 22 miles. There was a swing bridge at Crowle built by the Cleveland Bridge Co. Worked by LYR, maintained NER. The LYR had ambitions to extend to Fockerby and go under the Trent to Alkborough, Whitton and Winteringham Haven where a dock was proposed, illustration of LYR 0-6-2T No. 229 on a passenger train and 0-6-0 No. 394 on a freight.
The Hopkinson-Ferranti steam valve. 53-4. diagram
J. Hopkinson & Co. of Huddersfield.
Pacific type locomotive, Canadian Pacific Railway. 54-5. illustration, diag.
No. 1151 illustrated. A. Horsey, mechanical engineer. Young-Mann-Averill cylinders and valves. V&H superheater. 21in x 28in cylinders, 6ft 3in coupled wheels, 2957ft2 total heating surface and 45.6ft2 grate area. 200 psi boiler pressure.
Tyre heating arrangement. 55. diagram
Equipment using blowpipe with compressed air.
A preventative of hot boxes. 55. diagram
Anti-waste grabber. V.O. Lawrence.
Dining and kitchen cars, Cordoba Central Ry. 56. illustration, diagram,
Metre gauge routes of over 800 miles. Rolling stock built in the Cordoba, Argentine, workshops to design of A. Kettler.
New rolling stock, Shanghai-Nanking Railway. 56-8.
Sir John Wolfe Barry, Morrison & A.J. Barry, consulting engineers. Passenger rolling stock supplied by Metropolitan Amalgamated Carriage & Wagon enjoyed generous dimensions and was vestibuled. The third class cars had seating for 100 passengers. The freight wagons were supplied by R.Y. Pickering & Co. of Motherwell and were constructed of steel. All were fitted with Janney couplers and quick acting Wetinghouse brake. See also letter from Herbert Von Littrow on page 109 who claimed that the line would find it difficult to work rolling stock of different lengths together with Janney couplings.due to the lateral displacement of the vehicles (diagram): argued that old narrow guage lines in Colorado never adopted Janney because of sharp curvature,
No. 176 (15 April 1907)
Railway notes. 59.
Rebuilt LTSR 4-4-2T No. 43 Great Ilford. 59. illustration
London & North Western Ry. 59
Following mixed traffic 4-6-0 locomotives had been built at Crewe: Nos. 77, 1302, 2003, 2087, 2209, 3, 392, 832, 1136 and 1303. A new series of 4-4-2T passenger tank under construction: initial Nos. 44 and 527. No. 1979 Nelson, Alfred the Great Class, fitted with improved valve motion introduced on Benbow. Nos. 1974 and 1978 had not been fitted with Precursor boilers as stated on page 24.
Great Northern Ry. 59
Rebuilt Stirling 8ft bogie engines (4-2-2) Nos. 34 and 221 relocated from Grantham to Hitchin: No. 1008, of later series and originally fitted with 19 x 28in cylinders was only member of class at King's Cross. No. 190, first of new 0-6-2T designed for Metropolitan traffic had been sent to London.
Great Eastern Ry. 59
4-4-0 express locomotives Nos. 1846-9 into service. On 22 March James Wild, late foreman of the locomotive department machine shop at Stratford was presented with a silver inscribed tobacco box by A.J. Hill, Works Manager. James Vaux Wild had served for 32 years in that capacity.
Midland Ry. 59.
Correction to statement on page 42 that locomotive No. 999 had outside cylinders and valve gear (inside). Three new 0-6-4Ts Nos. 2000-2002.
Great Central Ry. 59
Kitson had delivered thirteen eight-coupled mineral engines numbered from 1132. Nos. 283 and 284 latest standard six-coupled goods engines from Gorton. No. 538 last of six small 0-6-0T shunting locomotives. No, 104, 4-4-0 built by Vulcan Foundry, received larger boiler and would trials against the Atlantics.
Midland & Great Northern Joint Ry. 60
Engines Nos. 31 and 32 had been rebuilt with Johnson-type boilers and extended smokeboxes. Nos. 14, 17, 46 and 77 of the Midland standard passenger type had been fitted with extended smokeboxes and No. 79 had been fitted with a deflector to its chimney. Nos. 1A, 2A, 3A, 11A, 12A and 14A, 0-6-0Ts with outside cylinders had been taken off the duplicate list and renumbered 93 et seq. There were two more of this type, Nos. 15 and 16. All had been rebuilt at Melton Constable. Three Midland Railway 0-4-4Ts Nos. 142, 143 and 144 were working from Cromer to Mundesley. They retained their Midland numbers and red livery, but had brass letters "M & G N" fixed to the tank sides.
London, Brighton & South Coast Ry. 60
The ticket-collecting station at Grosvenor Road had been closed from 1 April.
South Eastern & Chatham Ry. 60.
No. 350 was latest tank engine to be rebuilt with a domed boiler. Two of Stirling's bogie tank engines had been taken out of service: their numbers (307 and 329) being taken by standard tank engines, The Ironclads, or 259 class, had all been taken out of service.
Considerable alterations were taking place at Ashford Station: lengthening platfors towards Dover With a new dock (bay) on the down side for trains to Canterbury to avoid branch trains interfering with the passage of main line trains. New standard rails would weigh 95 lbs per yard.
Borough Road Station, situated on the main line between St. Pauls and Elephant & Castle Stations was closed to passenger traffic from 1 April. The station had never been "freely patronised" and competition from trams had diminished it still further.
Several tri-composite carriages were being built at Ashford for through services to the Great Western, Midland and London &: North Western Railways. Steel underframes, through side corridors and steam heating were further innovations for this line.
Metropolitan Ry. 60
Introduction of through trains between Harrow and Aldgate. Circle Line trains accelerated: 50 mintes for electric as against 70 minutes for steam traction and frequency increased.
Baker Street and Waterloo Ry. 60
Balkerloo extended to Great Central [Marylebone] from 28 March,
Highland Ry. 60
As from 30 April Highland would cease to operate Invergarry & Fort Augustus Railway which would be operated as a branch of the NBR West Highland Railway.
Great Southern & Western Ry. 60
Two new new 4-6-0 goods engines (illustrated in Issue of 15 February 1906) Nos. 366-7 built at Inchicore: one scheduled to be exhibited at exhibition in Dublin.
Lincolnshire railway developments. 60
GCR applying for powers to construct pier at Winteringham in connection with North Lindsey Light Railway. Lancashire & Yorkshire Railway seeking powers to extent Goole & Marshland Light Railway to Winteringham with an eight span, including two opening spans, over the River Trent near its junction with the Ouse with wharves and quays at Winteringham.
A new locomotive chart. 60
Caledonian Railway No. 909 Sir James King as in Issue of 15 Decemebr 1906: published Locomotive Publishing Co.
Intermediate goods engines, North British Ry. 61.
Twelve Reid 4-4-0 numbered 882 to 893 and classed as 19-in intermediate goods engines. 6ft coupled wheels, 19in x 26in cylinders, 1760 total heating surface 1760ft2. Intended for fast freight such as fish trains, but used on heavy excursion trains from Carlisle to Edinburgh and Perth.
The 170 Class, Midland Ry. 62. illustration
2-4-0 designed by Beyer to the general dimensions specified by Kirtley and thirty built by Beyer Peacock in 1867 numbered 170 to 199. Coupled wheels 6ft 2½in diameter; cylinders 16½in x 22in with ouutside frames of sandwich type with thick oak bolted between ½in iron plates. The curved framing and copper-capped chimneys showed Beyer's influence. Illustration shows No. 188 in original condition. This locomotive was rebuilt with a flush boiler by Kirtley in 1871; all the others were rebuilt by Johnson between 1880 and 1883. No. 198 was rebuilt with larger cylinders (18in x 24in) in 1892, but this was difficult due to lack of space and no further locomotives were rebuilt. Withdrawn between 1897 and 1904. Ten similar engines, Nos. 230 to 239 were built by Beyer in 1868, but with side tanks and were intended for traffic over the Metropolitan Railway to Moorgate Street. The wheelbase proved be too rigid and they were converted to tender engines at Derby. No. 238 was rebuilt in 1894 with 18in x 24in cylinders. See letter page 136 by Clement Stretton who argued that there was "no timber whatever" within the frames of 170 class and that outside frame was 1 inch thick..
Bennett, Alfred Rosling. Early locomotives of the London,
Brighton & South Coast Ry. 63-4.???
Fig. 11D shows No. 53, a 2-4-0, a "virtual duplicate of No. 89". The History stated that No. 89 had been constructed from parts from Nos. 114 (originally 47 then 55) built by Hackworth and No. 89, a Stothert & Slaughter single. No. 55 was involved in the New Cross accident of October 1863, three years after No. 89 "put on the rails". Perhaps No. 89 (for which neither Battley nor Bennett had any record was based on Hackworth No. 54. But No. 89 was confined to short hauls whereas No. 53 ran main line trains in the late 1850s/ early 1860s. Also tells a protracted tale of how some minor German potentate en route from Brighton to visit Queen Victoria was correctly routed into Bricklayers Arms due to its proximity to Buckingham Palace but was mistaken for freight by the incorrectly briefed signalman. No. 53 was latterly used on Epsom and Leatherhead trains from London Bridge and Victoria, Fig. 11E shows No. 55 which was a duplicate of No. 60. See also letter from Herbert T. Walker on page 109.
New locomotives for the Great Indian Peninsula Railway. 64-5. 2 illustration
The brake rigging of modern locomotives. 66-7. 2 diagrams
Desirable features listed: rods should as far as possible be in tension and be short; there should be few parts and simplicity and ease of stripping should be aims. Large cylinders were required for vacuum brakes, but air and steam brakes used small cylinders. Braking systems were simple on 4-4-0s as the axles tended to be far apart.
Early locomotive, Baden State Rys. 67. illustration, table
Crampton type built in 1840, and rebuilt in 1855 and withdrawn in 1895 photographed in use for pumping. Table lists the 135 Crampton locomotives used on German railways; all of which were manufactured in Germany except for one supplied by Robert Stephenson Co. to Prussian Eastern Railway in 1852. See also letter from William Lachlan on page 136.
Redruth and Chacewater Railway locomotive "Miner". 68-9. 2 illustration
Illustrations show line passing under Carnon timber viaduct and Miner. Refers back to earlier description of this 4ft gauge line in September 1902. Originally it was supplied by Neilson in 1854 as an 0-4-2ST with 3ft 6in coupled wheels and was converted to an 0-6-0ST in 1869. It had 12in x 18in cylinders, a total heating surface of 540ft2, and a boiler pressure of 120 psi. It reained a haycock firebox. It was painted green with brass bands at the corners of the firebox. The feed pump was driven off the crosshead. It also includes notes on the timber viaduct on the Falmouth line of the GWR.
The history of the London & South Western Ry locomotives. 69-71. 2
Continued from Volume 12 page 134. Illustrations 0-6-0ST No. 412 and 4-4-2T No. 418. No. 392 Lady Portsmouth was purchased from the contractor, Relf: it was a Manning Wardle 0-6-0ST WN 50/1862. It had 3ft 1½in coupled wheels, 12in x 18in inside cylinders. and 120 psi boiler pressure. The name was removed in November 1889. It was used by the engineers department during the widening between Woking and Basingstoke. It was also used on the Lee-on-the-Solent, and Bodmin & Wadebridge branches and on the Poole Quay Tramway. Neilson supplied twelve 0-6-0 in 1881: WN 2747-58; RN 395-404. They had 5ft 1in coupled wheels, 17½in x 26in cylinders, 1187ft2 total heating surface, 17.8ft2 grate area, and 140 psi boiler pressure. Beyer Peacock supplied W.G. Beattie designed 0-6-0s with 3ft 9¾in coupled wheels. RN 221/338-342 entered service in 1881 and 336/343-7 in 1883. In 1881 purchased two Manning Wardle 0-4-0ST manufactured in 1876. These were No. 407 Pioneer and 408 Jessie. They had 2ft 9in coupled wheels and 9in x 13in cylinders. They originally worked at Plymouth. No. 408 was scrapped in 1893, but nameless No. 407 worked in engineers department and then as a shunter at Waterloo for Waterloo & City Line. Beyer Peacock 0-6-0STs with 4ft 3in coupled wheels and 17in x 24in cylinders WN 2125-36 of 1882 received running numbers: 127-8/131/149-50/161/409-14. Beyer Peacock 4-4-2Ts WN 2167-78 of 1882 received RN 415-26. They had 5ft 7in coupled wheels, 17½in x 24in cylinders, 1059.32ft2 total heating surface. 18.14ft2 grate area and 160 psi boiler pressure.
Mishap at Lispole, Tralee and Dingle Light Ry. 71. illustration
On 1 March 1907 accident to freight train derailed on a sharp curve at the foot of a 1 in 30 incline. The driver was seriously injured.
Steel boiler prservation. 71-2.
Pitting problem especially in steel boilers with brass or copper tubes. Prevention by applying coal gas tar and plumbago and by putting lime into soft water. Treatment of hard water with treacle and soda ash
Steam rail motor coach, Central South African Railways. 72. illustration
Kitson built to requirements of Crown Agents. 0-4-0 steam railcar with 11in x 16in cylinders, Walschaerts valve gear, Belpaire firebox, 510ft2 total heating surface, 10.75ft2 grate area annd 160 psi boiler pressure. 67ft long. Water carried on underframe. Accommodation for 48 passengers. Electric lighting and Laycock steam heating.
Rebuilt bogie tank locomotive, Great Northern Railway. 73. illustration
Stirling 0-4-4T rebuilt by Ivatt WN 307. No. 665 illustrated. Stationed at Hatfield.
The photographic instructor. J.I. Pigg. Strangeways & Sons
Included photography of moving trains (example at foot of page)
German versus British railways. Edwin A. Pratt. P.S. King & Son
Ottley 5114: based on the response of the President of the Board of Trade (David Lloyd George) to a delegation of traders which compared the question of owners' risk and transport conditions on the privately owned railways in Britain versus the State-owned system in Germany.
Locomotive compounding and superheating. J.F. Gairns. Charles Griffin & Co.
Plymouth express approaching Surbiton. J.I. Pigg. 74.
Photograph taken at one thousandth second of Drummond 4-4-0
MISSING pages 75-6 (includes remainder of book review/s)
No. 177 (15 May 1907)
Railway notes.. 77
Great Northern Ry. 77. illustration
New four cylinder compound Atlantic locomotive would shortly leave Doncaster works: No. 1421. A further series of Atlantic engines of the simple type has left the shops, numbered 1422-1430. No. 190, the first of the 0-6-2 passenger tanks, had come to London, and by the courtesy of Mr. H.A. Ivatt we are able to give the accompanying illustration. It had 18in. by 26in. cylinders, 5ft. 8in. coupled wheels, and a boiler with 1,250ft2. of total heating surface and 20.75ft2 grate area. Capacity for 1,600 gallons of water and 4 tons of coal.
Midland Ry. 77
The whole of the locomotive stock was about to be renumbered and classified. Thus, the 2-4-0 passenger engines would begin with No. 1, the 4-4-0 (simple) type with No. 300, the bogie singles with No. 600, the 4-4-0 (simple) with Belpaire fireboxes with No. 700, and the 4-4-0 (compound) passenger engines with No. 1000. Of the tank engines, the 0-4-4 class will begin with No. 1200, the 0-4-0 shunting type with No. 1500, the six-coupled goods with No. 1600, and the new 0-6-4 class, with No; 2000. The American, Mogul goods engines will start. at No. 2200, and the standard six-coupled goods tender engines will run from No. 2300 onwards. Mr. Henry Fowler has been appointed works manager at Derby. This move is in consequence ot the recent appointment of Mr. Cecil W. Paget as general superintendent of the railway.
Great Western Ry. 77-8.
Nos. 3151-8 new engines of the 2-6-2 type, similar to No. 3111. The following engines sold: No. 2, small 2-4-0 side tank, recently used as contractors' engine, to the Bute Works Supply Co.; No. 639, six-coupled side tank, to the Rhondda & Swansea Bay Ry. (renumbered 2); No. 1683, six-coupled saddle tank, to the Alexandra Dock and Ry. Co., Newport; and No. 1685, six-coupled saddle tank, to the Brecon & Merthyr Ry. The 01.45 empty coal truck train from Old Oak Common on Sundays made up to 100 wagons and a brake van, and hauled by a Consolidation engine. The Denham and Uxbridge branch opened on the 1 May 1907. The new High Street Station at the latter place is the terminus of a rail motor service which runs over the branch to Denham by the west curve, and then by reversing to Greenford.
Great Central Ry. 78.
No. 24 (M.S.J. & A. Ry.), tank engine was running on the South Harrow service as a motor with trailer attached. The three last engines (0-6-4 type) delivered to the L. D. & E. C. Ry. by Messrs. Kitson & Co. in December 1906, originally numbered AI, A2 and A3, now bore G.C. numbers 1145, 1146 and 1147 respectively. The renumbering of the older L. D. & E. C. locomotive stock was not yet complete. The up line, of the new Duckmanton curve from the direction of Langwith towards N ottingham opened on Monday, the 29 April 1907.
G. W. & G. C. Joint Line. 78
That portion of the G.W. & G.C. Line between Ashendon (the commencement of the G. W. Birmingham direct line) and Grendon Underwood is to be transferred to the Great Central Company, while the Great Western branch line from the joint railway at Princes Risborough to Aylesbury, together with the interest of the G.W. Company in the Aylesbury station, is to be sold to the joint committee.
South Eastern & Chatham Ry. 78
Five standard bogie tank locomotives were under construction at Ashford, two of which, Nos. 5 and 311, displaced Stirling bogie tanks. From 5 May Ludgate Hill Station closed for all traffic on Sundays. The service of trains between Woolwich (SECR) and stations on the GNR. via Farringdon Street and King's Cross ended from 1 May 1907.
London, Brighton, & South Coast Ry. 78.
The first ten of the ten-wheeled tank engines, illustrated in our issue of January last, are now all completed, and bear Nos. 595-604. It is understood that ten more are to be put in hand almost immediately. Some of the early Stroudley tank engines had been renumbered. D class: No. 1 now 684; Nos. 2, 6, 13. 18 and 20 now Nos. 75-79; and Nos. 5, 7, 12, 14, 15, 16, 17 and 19 have had 600 added to their numbers, and are 605, etc. The latter plan had also been adopted with Nos. 77-9 of the Terrier class, which became Nos. 677-679. This A class was being gradually adapted for motor trailer traffic. No. 70 Holyrood renamed Devonshire.
Exhibits at Dublin. 78.
Full size railway exhibits at the Dublin Exhibition were limited by restrictions of space, and by English railways transport problems. The Irish railways were represented as follows: The Great Southern and Western showed No. 366, a six-coupled bogie goods engine and tender similar to that illustrated in issue of 15 February 1906, and a 3rd class bogie passenger coach, both constructed at the company's works at Inchicore; the Great Northern (Ireland) showed a standard composite bogie carriage, wlth vestibule connections, built at Dundalk; the Midland Great Western exhibits the saloon. carriage i1lustrated in issue of 1 August 1903; and the Dublin and South Eastern a modern bogie saloon carriage, an old open carriage built in 1857 for traffic between Dublin and Kingstown, and the cylinders and driving wheels for an eight-wheeled passenger tank locomotive built at the Grand Canal Street Works, together with a stand of photographs. The L.& N.W.R. was represented by models of locomotives, the Stephenson Rocket, Webb's Dreadnought, and Whale's Precursor, of the old coach Experience, and the new Royal saloon, and of steamers and sidings, together with photographs; the GWR also exhibited models of engines, wagons and steamers; the Midland Ry. showed a model of a three-cylinder compound and photographs; while the G.N. and G.C.Rys. limited their involvement to photographs.
New orders for locomotives. 78.
Andrew Barclay, Sons & Co., Ltd., had been fulfilling orders for standard locomotives on behalf of the Lochgelly Iron and Coal Co., the Kepplehill Coal Co., Messrs. H. Ness & Co., the Fylde Water Board, the Parkgate Iron & Steel Co., Ltd., and the Tirdonkin Collieries, Ltd.
The Baldwin Locomotive Works. 78.
Record No. 60 dealt with The Actual Efficiency of a Modern Locomotive as compared. with the lighter locomotive of twenty years before: a reprint of a paper read before the Pacific Coast Railway Club, and was "full of valuable and instructive information relative to Transatlantic practice and. working."
Great Northern, Piccadilly & Brompton Ry. 78.
A second series of coloured picture postcards illustrating features of this line published by the railway and on sale at their booking offices. It included a map of the underground electric railways of London, the exterior of King's Cross Station and of the power house at Chelsea, with an interior of the boiler room also, and of a signal cabin, and a view of the Strand extension in course of construction.
The locomotives of the Great Eastern Railway. 79.
3 diagrams. (Figs 16A, 63A and 101)
Fig. 16 (Volume 7, p. 112) illustrated an engine of the No. 61 class after the wheelbase and boiler barrel had been lengthened. A curious arrangement of regulator with which these engines were fitted during this stage of their existence was omitted from the drawing, and Fig. 16A shows this unusual contrivance.
In addition to the particulars of the No. 172 class given in Volume 7, p. 440, it should be added that the overhang at the leading end was 5ft. 8¼in., and at the trailing end 6ft. 7in., the total length over buffer beams being 22-ft. 9¼in. The height of boiler centre from rails was 5ft. 1in. Referring to Fig. 58 (Volume 9 p. 225) which shows an engine of the 193 class, it may be noted that the tenders which were supplied with these engines were similar to that shown attached to engine No. 116 (Volume 8 p. 369). Coming next to engines taken over from the Norfolk Ry., it was mentioned (Volume 10 p 137) that the locomotive superintendent of this company was W.P. Marshall, and it should be added that on his retirement he was succeeded by Naylor.
An accurate drawing (Fig. 63A) of engine No. 4 of the Norfolk Ry. (E.C.R., No. 45): a description and all available dimensions were given in Volume 10 p. 2. An illustration (Fig. 101) of engine No. 124, which was originally built for the E.C.R. by Jones & Potts, but transferred on delivery, as explained in Volume 7 p. 111, to the Norfolk Ry.and numbered 12.
The rear driver singles (Fig. 64) built by C. Tayleur & Co. had originally 5ft. 6in. driving wheels, and in addition to the dimensions given in Volume 10 p. 21, the following apply to these engines when first turned out: distance between centres of cylinders 6ft. 2in., height of centre of boiler from rails 5ft. 2½in., overhang at leading end 3ft. 10in., overhang at trailing end 6ft. 9½in., total length over buffer beams 22ft. 7½in., length of inside firebox 3ft. 2¼in., width 3ft. The boiler barrel was of oval section, its internal diameters being, vertical 3ft. 4½in., and horizontal 3ft. 2in.; it was fed by two pumps driven by eccentrics on the driving axle.
The small engine Eagle built by Headley Bros. of Cambridge (Figs. 72 and 73), was dismantled in 1868.
Mixed traffic locomotive, London and North Western
Railway. 80-1. diagrams. and plan (including sections)
General arrangement drawings: presumably 19 inch 4-6-0.
Steam rail motor coach, Port Talbot Ry. 82. illustration
Rail motor built by R. & W. Hawthorn, Leslie &. Co., Ltd., of Forth Banks Works, Newcastle-upon-Tyne, for Port Talbot Railway. The coach was of large dimensions, measuring 74ft. 4in over buffers, and accommodated 58 passengers. The engine bogie was carried on six-coupled wheels of 3ft. diameter, occupying a wheelbase of 9ft. 6in., which are actuated by a pair of cylinders 12in. x 16in. Steam was supplied by a locomotive type boiler having a working pressure of 170 psi. The other end of the coach was carried on a standard carriage bogie with 3ft. 7½in. wheels, the distance between bogie centres being 52ft., and the total wheelbase 63ft. 6in. The car was lighted by electricity generated by a steam turbine-driven dynamo. This car had to work over a difficult road, with severe gradients. The total mileage of the Port Talbot Ry. and Docks Co. was just under 35 miles.
The brake rigging of modern locomotives. 82-3. 3
Equalising levers to cope with uneven wear of brake blocks. see also page 109 for correction to text relating to Figs. 3 and 5: that is the compensating effect of the levers..
Institution of Mechanical Engineers. 83.
Reference to Presidential Address to by T. Hurry Riches.
The Mid-Suffolk Light Ry. 84-6. 5 illustration,
21 miles from Haughley to Laxfield with intension of extending to Halesworth with a branch to Debenham. Served Stradbroke. Two Hudswell Clarke 0-6-0Ts formed the initial motive power. They had 3ft 4in diameter coupled wheels. No. 1 had 14in x 20in cylinders, whilst No. 2 had 13in x 20in. They were painted in crimson lake with "M-S.L.R." in gilt on the side tanks and panels lined out with yellow and vermillion. They had copper-topped chimneys and brass dome covers and safety valve casings. H.R. Gillingwater was the superintendent of the line.
Side tank shunting engine, G. Central R. 86. illustration
Robinson design: six 0-6-0Ts very similar to 0-6-0STs built in 1896, but with side tanks. 3ft 6in coupled wheels; 13in x 20in cylinders; total wheelbase 12ft. Total heating surface 590ft2 and 11ft2 grate area, Working pressure 160psi.
Prairie type locomotive, Italian State Rys. 87. illustration, diagr (with
No. 6401 illustrated: fitted with a Ktauss-Helmholz truck shown in diagram and plan. Balanced four cylinder compound with two high pressure cylinders (14½in x 25½in) on the left hand side and two low pressure (23¼in x 25½in) on the right hand side with only two sets of piston valves. The coupled wheewls were 6ft 1in diameter. Boiler pressure 235 psi.
Rebuilt tank locomotive, Highland Ry. 88.
4-4-0T No. 102 rebuilt for Aberfeldy branch, originally built by Dubs for Uruguay in 1893 ('Yankee'), rebuilt with drummond boiler with safety valves on dome..
Bennett, Alfred Rosling. Early locomotives of the London,
Brighton & South Coast Ry. 88-9. diagram (s. el.)
Fig. 7A: No. 96 built Jones & Potts outside cylinder 2-2-2 with inside cylinders and used on London Bridge to Crystal Palace service from 1857. Then worked with No. 11 (Fig. 29 not herein) on Addison Road to Crystal Palace service, Stothert & Slaughter single (Fig. 17) and bogie tank No. 144 (Fig. 47) saw little work. The boiler pressure was indicated on a metal plate. The number was placed on the boiler lagging. No. 96 was r4eplaced by a new tank engine (Fig. 112) in 1869. Fig, 9 of No. 77 was a good representation of the earlier Sharps. No. 19 was used on the Clapham Junction to Addison Road shuttle. Continued page 131..
New locomotives, Furness Ry. 89. illustration
Six 0-6-2T designed by Pettigrew and manufactured by North British Locomotive Co. for mixed traffic work. 5ft 1in coupled wheels, 18in x 26in cylinders, 1134ft2 total heating surface and 20.5ft2 grate area.
Football Cup Tie Finals. 90. iillustration
Illustration shows King's Cross shed on 24 April 1907 when Sheffield Wednesday beat Everton at Crystal Palace. Thirty two specials arrived at King's Cross; 22 at St. Pancras; 40 at Euston; 17 at Marylebone and 22 at Paddington. Much of the stock, especially saloons, had to be borrowed from other companies.
Single-driver tank locomotive, Austrian State Railways. 90-1.
Golsdorf two-cylinder compound 2-2-2T with outside cylinders. These hauled four light coaches at a maximum of 50 mile/h. It was fitted with a Saxon State Railways receiver superheater and a Rihosek spark arrester. The low pressure cylinder was 15"in x 215/8in and the high pressure cylinder was 10¼in x 215/8in. The total heating surface was 596.8ft2 and the grate area 10.75ft2. The boiler pressure was 200 psi.
New rolling stock, G.N.R. 91.
Included No. 1281 a 50ft long first class family saloon with bathroom, an observation saloon with revolving chairs, compartments convertible to bedrooms, servants accommodation, bathroom, electric fans and automatic couplers. Some ten ton brake vans were being converted into twenty ton vehicles by coupling two together with a centre coupling and gangway.
A new moulding machine. 91-2. illustration
George Board & Co. Brookhouse patent moulding machine.
Exhibition at Bingley Hall, Birmingham. 92.
Electric model railway showing a LNWR Whale eight-coupled locomotive hauling a freight train; capable of shunting, built by Bassett, Lowke.
Old Great Eastern engines. C. Rous-Marten
Further information on 51 and 88 classes. No. 51 (Stothert & Slaughter) and No. 97 (Jones & Potts) were rebuilt by J.V. Gooch with domeless boilers. No. 51 received a safety valve column identical to No. 274 (12, page 165). No. 97 received a safety valve column like that on No. 101 shown on page 43 (Fig. 98). Subsequently Sinclair fitted No. 51 with his own pattern of safety valve. When writer last saw No. 101 the fan-shaped pattern of ovals on the splashers had been replaced by a plain sheet of iron.
The "800" Class Midland Railway. Percy Horne.
See letter from Thomas Anderson in March issue. They were built by Beyer Peacock and had a raised firebox and copper-capped chimney. Recalled seeing them between Leicester and St. Pancras in early 1870s. Further response page 172.
The "800" Class Midland Railway. H.H. Brindley.
See letter from Thomas Anderson in March issue: modifies his statement in previous letter stating that observations of locomotives fitted with Westinghouse brake only related to engines south of Derby.
Contracts: Empire Roller-Bearings Co. 92
Supply of patent roller-bearing axleboxes to tramcars in Brazil, main line rolling stock of Madras Railway, for Calcutta rolling stock, Liverpool tram cars, Great Grimsby Tramways and the Lancashire & Yorkshire Railway.
40-tons bogie well wagon, G.N.R. 93. illustration
New passenger stock, L.B. & S.C.R. 93-4. 2 illustration
Three new vestibuled carriages for 08.45 Brighton to London and 17.00 return: parlour saloon dynamo brake; parlour sallon with two saloon compartments with centre toilet and a corridor coach. Movable wicker chairs featured in the saloons.
No. 178 (15 June 1907)
Great Western Railway 4-6-0 express locomotive, No. 4001 Dog Star. facing page 95 [Supplement to June Issue]
Railway notes. 95.
London & North Western Ry. 95.
The following 4-6-0 mixed traffic engines, siinilar to that illustrated in last issue, had been built at Crewe: Nos. 1428, 1460, 1653, 1772, 2078 and 393. A new series of 4-4-2 tank engines was in course of construction, those so far built being Nos. 44, 527, 612, 762 and 827. As regards, recent rebuilds, Nos. 1946, 1948 and 1972, of the Alfred the Great class, had been fitted with Whale's improved valve motion; Nos. 352 and 1036, four cylinder compound mineral engines had been converted to Consolidations, and Nos. 1876, 2537 and 2540; three cylinder mineral engines had been converted to simple engines with large boilers. Several more Webb coal engines had been converted into saddle tanks.
Leaving Brighton Station, L. B. & S. C. Ry. 95. illustration
Atlantic departing from Eastern side of station.
Great Western Ry. 95.
Special supplement illustrates one of ten new four-cylinder 4-6-0 locomotives recently built at Swindon and named after the old broad-gauge Star class of nearly 70 years ago. These engines were practically identical with the Atlantic North Star as regards boiler, cylinders and motion, the four cylinders being h.p., 14½in. by 26in. The extra pair of coupled wheels gave 55 tons 8 cwt. available for adhesion, the engines weighing in working order a total of 75 tons 12 cwt. Their numbers and names were given in the February issue, and all were now running.N ew six-coupled double-end tank locomotives, Nos. 3159-3160, and 3903-3904 were out. Several engines had been fitted with raised smoke-deflectors on their chimneys.
London Brighton & South Coast Ry. 95.
Ten new ten-wheeled tank locoinotives were being put in hand at Brighton works differing slightly in details from No. 595.
South Eastern & Chatham Ry. 95.
Nos. 320, 324 and 327 completed a series of five standard bogie tank locomotives. Six new bogie express locomotives similar to No. 273, illustrated in issue of 15 February 1906, were in course of construction at Ashford: The boiler of No.5, steam motor eoach, had been fitted with an extended smokebox. A train of the new corridor stock for working through services between Deal and the Northern lines was now in service. It had 1st and 3rd class carriages only.
Great Eastern Ry. 96.
Some of latest rebuilds of 2-4-0 passenger engines, with leading bogies and larger boilers, as illustrated in issue of 14 July 1906: Nos.713, 715, 717, 730, 731, 742, 1020, 1029 and 1036. Nos. 1848 and I 849 were set apart for working Royal specials, and they were lined out with a broad scarlet band edged with white. Nos. 1879 and 1882 ran through from Yarmouth to Hatfield (GNR), via Cambridge, with special trains, on the 30 May. An extension of the Kelvedon and Tollesbury Light Ry., from Tollesbury to Tollesbury Pier, a distance of 1½ miles, opened on 15 May.
Great Central Ry. 96.
Four six-coupled tender goods engines belonging to the GNR numbered from 1131 onwards were stationed at Annesley sheds (GCR) and worked short trips with mineral trains for that Company.
The 5,000th locomotive. 96
The Hannoversche Maschinenbau-Actien Gesellschaft have delivered the 5,000th locomotive, built at their works at Hannover-Linden, with appropriate festivities.
We regret to have to record the death, in his 62nd year, of Mr. Robert Ingham Clark, which took place at Bournemouth on 26 May 1907 after a protracted illness.
Great Northern Ry. 96
A veteran driver; James Guest, of Peterborough, had retired from the service after completing a mileage, as driver, of 2,132,700 miles. He never sustained the slightest injury during his career. Latterly, he drove No. 1003, one of Stirling's 8ft. singles
Swiss State Rys. 96.
The accompanying illustration shows a type of two-cylinder compound locomotive employed working passenger traffic on those portions of the State system having easy gradients, as between Zurich and Basle, and on the Romanshorn, Sargans and Lucerne lines. They were known as the A 2/4 class, Nos. 151-200, and were built at the Winterthur Locomotive Works. Nos. 151-190 have no steam domes, but obtained steam from an internal perforated pipe of the Crampton type, type, whilst No. 191, here illustrated, and the nine fol1owing that number, had domes. . The cylinders, which were slightly inclined, were actuated by Walschaerts valve gear, in connection with which will be noticed the outside return crank on the driving wheel coupling-rod pin. The starting valve in on the Von-Borries' system. These engines are provided with Friedmann injectors and lubricators, compressed air sanding-apparatus, Klose speed-indicator and Westinghouse brake. They had the following leading dimensions: cylinders, h.p., 18in. by 26in., 1.p., 26¾in. by 26in., diameter of driving wheels 6ft., heating surface 1377.8ft2., grate area 23.4ft2.;working pressure 191psi. weight of engine in working order 50 tons.
|Norfolk Coast Express at Sheringham|
The Norfolk Coast Express. 97. illustration
On Friday and Saturday, the 7th and 8th insts., the officials of the Great Eastern Ry. invited representatives of the Press to take part in a trial trip of the improved Norfolk Coast express service which is to be inaugurated on July 1st.
As arranged, the new service will be in operation from July to September, a luncheon car train leaving Liverpool Street at 1.30 p.m., arriving at Cromer at 4.25 p.m., at Sheringham at 4.43 p.m., and at Mundesley at 4.34 p.m. The corresponding train in the opposite direction will leave Cromer at 1 p.m., Sheringham at 12.36 p.m., and, Mundesley at 12.47 p.m.., reaching Liverpool Street at 3.55 p.m. In addition to this new luncheon car service, the ordinary summer service will be augmented, and restaurant cars will be run on the express trains to and from the Norfolk coast. There will also be a new express train from Liverpool Street at 9.50 a.m., which will perform the journey to Cromer in 3 hours, to Sheringham in 3 hours 20 min., and to Mundesley in 3 hours 37 min., improvements on last summer's service of 25. 20 and 28 min. respectively. Sheringham will also be served by the 3.20 p.m. express, and 4.55 p.m. dining-car express to Cromer.
The preliminary trip was made in one of the new luncheon car trains first mentioned, which represent the latest and best achievement in carriage building of the railway's Stratford works. These trains consist each of twelve vestibuled corridor coaches accommodating 96 1st class and 320 3rd class passengers, with 1st and 3rd class restaurant cars and a kitchen car, the total length of each train being 638-ft., and the approximate weight 317 tons exclusive of engine and tender.
The exteriors of the carriages arei uniform in appearance, finished in polished teak, except that the three restaurant cars in the centre of the train are provided with long observation windows. The 1st class interiors are panelled and moulded in black and burr walnut, relieved in gold; the ceilings and partitions are in pure white with decorations in high relief. The smoking compartments are trimmed in crimson leather, and the non-smoking with blue cloth. . The 3rd class compartments are fitted with dark oak framing relieved by light oak panels, and the ceilings and partitions are in white relieved by polished brass fittings. The upholstery is crimson and black plush. The kitchen car is entirely self-contained, all cooking being done on board, and a luncheon consisting of soup, fish, joint, sweets and cheese is supplied at the cost of 2s. 6d., while children subject to the half fare are charged half price for the meal, this being a distinct innovation. No fewer than 36 1st class and 72 3rd class passengers can be served at one time.
Electric bells, steam heating and lavatory accommodation are provided throughout the trains, and they are electrically lighted on the separate dynamo system, each carriage being fitted with a dynamo driven from the axles. In addition to the, eledroliers in the roofs, lamps are arranged over the tables in the restaurant cars, and in the corridors, gangways and lavatories throughout the train.
Six-coupled bogie tank locomotive, Midland Ry. 98. illustration, diagram
Deeley 0-6-4T with 5ft 7in coupled wheels, 18½in x 26 cylinders, 1331ft2 total heating surface and 21.1 ft2 grate area. Capacity for 3½ tons of coal and 2250 gallons of water. Leading axle had Cartazzie axleboxes in a modified form which allowed 1¼in side play and spherical bearings to knuckle joints of leading connecting rods.
Messre. Andrew Barclay, Sons & Co. 98.
Standard locomotives were sold to Moss Bay, Haematite Iron Co. and Lothian Coal Co.
Shunting locomotives, Glasgow and South Western Ry. 99. 2 illustration
0-4-4T No. 271 and 0-6-0T No. 105: Manson design with identical boilers to operate at Ardrossan and Carlisle respectively. 4ft 7½in coupled wheels, total heating surface 890ft2 and
The railways of Queensland. 99
Rails being supplied for extension to Cloncurry. The railway was also being extended from Cairns into the interior in connection with the Etheridge goldfield.
The history of the London & South Western Ry locomotives. 100-1.
Adams Neilson 0-6-0 WN 2939-50 of March/April 1883; RN 153-9/163-7. Identical to Nos. 395-406 built in 18871-2. Eighteen 4-4-2T supplied by Robert Stephenson & Co. WN 2501-18 supplied between March and December 1883 and given running numbers 427-432/445/447-57. Identical to Beyer Peacock series of 1882. Twelve further Neilson 0-6-0 WN 2956-67 RN 433-44. In August 1883 Robert Stephenson WN 2535-46 received running numbers 445-56. They had 7ft 1in coupled wheels, 18in x 24in cylinders, 1162ft2 total heating surface, 17.75ft2 grate area and 160psi boiler pressure. Some were rebuilt from 1893. In May 1884 there was a trial of a Webb three-cylinder compound No. 300 on the 11.00 from Exeter and 10.05 from Waterloo. The LSWR Locomotive held its own in terms of power, speed and fuel economy. The compound experienced difficulty in starting. In February 1888 No. 446 was converted to a Worsdell von Borries compound with an 18in diameter high pressure and 26in diameter low pressure cylinder, but it was unsatisfactory.
In March 1883 a Manning Wardle 0-4-0ST was purchased from Relf becoming No. 457 St. Michael. It had 2ft 9in coupled wheels and 9in x 13in outside cylinders. It was returned to Relph in June 1893. It was similar to Pioneer and Jessie. In September 1883 an 0-6-0ST was purchased from J.T. Chappell who had used in on contractors work for the LBSCR: it was painted yellow and named Steyning, but was renamed Jumbo and given running number 458. It was built by Manning Wardle in 1862 and had 12in x 18in inside cylinders. It was sent to the Bodmin & Wadebridge section and worked there until June 1895.
Old loco., Oude & Rohilkund Ry., India. 101-2. illustration
It was built by Sharp, Stewart in 1865 as an intermediate crankshaft 0-8-0 as part of an order for six. They had 4ft coupled wheels, 16¼in x 24in coupled wheels and a domeless boiler with 1008ft2 total heating surface and 16ft2 grate area. Latterly ran as 2-6-0. Locomotive illustrated named Perleewerle.
Re-numbering of Italian locomotives by the Italian State Rys. 102-3. illustration, 4 tables.
Special machine tools for locomotive works. 104-5. 4 illustration
Wheel lathe made by Fairbairn, Macpherson & Co. of Leeds; axle turning lathe manufactured Niles Tool Works, boring crank pin holes made Niles-Bemest-Pond Co., and screw holes in tyres supplied by Low Moor Co.
Mallet compound locomotive, Hungarian State Rys. 106. illustration,
diagram (s. el./plan)
2-4-4-0 with 153/8in x 25½in high pressure and 25in x 25½in low pressure cylinders, 4ft 8¾in coupled wheels. 2537.63ft2 total heating surface and 38.21ft2 grate area.
The brake rigging of modern locomotives. 107-8. 2 diagrams
Closely coupled Atlantics and Pacifics created difficulties. Hangers could be placed behind the wheels. Compensated systems. 4-6-0s could be even more difficult.
Three-cylinder shunting tank locomotive, Great Central Ry. 108. diagram (s.
Three-cylinder 0-8-4T with three 18in x 26in cylinders, 4ft 8in coupled wheels, 1931ft2 total heating surface and 26ft2 grate area and 200 psi boiler pressure. It was a standard Atlantic boiler.
The brake rigging of modern locomotives.
See page 82 especially text relating the compensating effect of the levers shown in Fig. 3 and in Fig. 5.
Central couplings on long and short vehicles. Hermann Von Littrow. diagram
See page 56-8 claimed that the Shanghai-Nanking Railway would find it difficult to work rolling stock of different lengths together with Janney couplings.due to the lateral displacement of the vehicles (diagram): argued that old narrow guage lines in Colorado never adopted Janney because of sharp curvature. See also letter from M.F. Jukes on page 172 which notes that M.C.B. couplers used on Denver & Rio Grande,
Early locomotives of the L. B. & S. C. Ry. Herbert T. Walker. diagram
See page 63: an American who had acquired Bodmer's original working drawings from 1834 to 1846 of the cylinder layout for his balanced engines. Includes a diagram of the general layout. Considered that Bennett was incorrect derailment to counterbalancing arrangement, but was due to Bodmer's skids or shoes used for braking which may have lifted the locomotive off the track. Response from A.R. Bennett on page 136. Requested further information on highly elastc frame on No. 123.
Lubrication and lubricants: a treatise on the theory and practice of lubrication. Leonard Archbutt and R. Mountford Deeley. London: Charles Griffin & Co., Ltd.. (Second Edition. Revised.)
This valuable work has undergone a thorough revision, and the matter has been added to by another 75 pages. In Chapter IV. an account of Lasche's experiments on the friction and lubrication of motor bearings at high speeds is given. In Chapter IX. a full description will be found of Thurston's Oil Testing Machine as modified by the authors, together with a description of the method of using the machine. The subject of bronze bearings and anti-friction alloys has been treated at length in Chapter X. In the last chapter some useful particulars have been added relating to the oils which are most suitable for the lubrication of the principal types of machinery and engines.
Ten years of locomotive progress. George Montagu. London: Alston Rivers, Ltd
Die dampflokomotiven der gegenwart. Robert Barbe. Berlin: N. Julius Springer. London: Locomotive Publishing Co., Ltd,
Very complete work of reference on the most recent locomotive practice on the Continent. It should be mentioned, however, that British and American examples are included, but not to any great extent, German progress in locomotive building is second to none. and the pages of this book will convince the reader at once that this is the case. The details of construction are very clearly dealt with, there being no less than 380 illustrations of parts. Twenty-four folded plates are also included.
The Walschaert locomotive valve gear. W.W. Wood. New York: The Norman W. Henley Publishing Co. London: The Locomotive Publishing Co., Ltd.
Although many books have been written on the Stephenson link motion, as far as we know this is the first devoted solely to the Walschaert valve gear. In. this country the recent adoption of this motion for rail motors, as well as the possibility of its use for large locomotives, where the space available is limited, will no doubt cause a need for information concerning the Walschaert gear, and if one wishes to keep abreast of the requirements of present day practice the book, although containg many Amencan terms, wIll be of the greatest use. Examples given of the fastest express engines as well as the most powerful goods engines, which have the valves actuated by Walschaert's gear, effectually prove that it is a mistaken theory that only on certain classes of work is this gear in any way superior to the ordinary link motion., The principles, of the Walschaert motion are thoroughly discussed, and also the modifications required by modern practice. Arguments in favor of its use as against the link motion follow, while another chapter is devoted to questions and answers relating to the gear and explains its operations, thereby enabling railway men to become familiar with its mechanism. A complete index is furnished at the end of the book. A portion is devoted to the laying out of the Walschaert gear for any particular engine from the designer's point of view, and to give a good idea of the work done by the gear, folding plates with cardboard models of. the valves are given to show their positions at different points of the stroke.
The railroad pocket book. Fred H. Colvin. New York: Derry-Collard Co, London: Loco. Publishing Co., Ltd.
As a sub-title this is designated "a quick reference cyclopedia of railroad information," and its 217 pages of useful and interesting information certainly bear out the claim. It is plentifully illustrated with diagrams, and contains a large number of tables of figures. The subject matter is arranged in alphabetical order, thereby allowing of ready reference, though there is occasionally a grouping together of the information on one particular subject, so as to render it consecutive. Mr. Colvin is an eminently practical writer on railroad and engineering subjects, and some of his definitions are masterpieces of condensation without sacrificing clearness to brevity.
PAGES 111-112 missing
No. 179 (15 July 1907)
Railway notes. 113.
London, Brighton, & South Coast Ry. 113. illustration
The accompanying illustration shows the Royal train drawn by No. 600, one of the earlier series of ten-wheel tank engines. The train was built a few years ago for the conveyance of Royalty to and trom the Epsom racecourse, and has done service in that and other directions since. A point not previouslv mentioned in connection with No.1, the first of the new series of ten-wheel tanks is that the driving wheels and coupling rods of D class tank engines have been utilised, the wrought iron wheels with spokes of square sedion being conspicuous. The coupled wheelbase is consequently only 7ft. 7in. instead of 8ft. 9in. as in the earlier engines of the class. The service running into Paddington Station had been discontinued. A train now runs from Brighton to Salisbury, joining the LSWR system at Cosham, where a change of engines was made.
A notable run was made on the L.B.&S.C.R. with the Pullman Limited" on Sunday, June 30th, between Victoria and Brighton Central. The train was made up of seven Pullman cars, five of them being eight-wheelers and two twelve-wheelers, as well as two six-wheel brakes;" weighing in all 227 tons 13 cwt., and headed by engine No. 39, one of the Atlantics. The time from start to stop was 51 min. 48 sec. The journey certainly has been done in less time (in June, 1903) by Mr. Billinton's engine Holyrood (recently renamed Devonshire), but on that occasion the load consisted of only three Pullmans and one brake van. In view of the numerous slacks for the deviations in connection with the widening of the line below Earlswood, etc., very fast running had to be made in places, the maximum being through Wivelsfield, but the finest work was on 'the 7 miles continuous rise from Horley Station to the north end of Balcombe tunnel, mostly at 1 in 264, where the speed never dropped below 60 niiles per hour.
Great Northern Ry. 113-14.
New eight-coupled mineral engines, completing the series of ten; numbered 441 to 450, were all at work; the later ones principally work between Colwick (Nottingham) and New England.
Steam rail motor No.6 (illustrated in Locomotive Magazine for December, 1905) had been transferred from the Grimsby and Louth service to Hitchin, and ran between Hitchin and Baldock, calling at Letchworth.(Garden City). The 17.45 and 18.15 p.m. trains were now running from King's Cross as one train. The 18.10 for Sheffield now left at 18.05, and stopped at Grantham and Newark.
London & North Western Ry. 114
The following six-coupled bogie mixed traffic locomotives had recently been built at Crewe: Nos. 989, 1141, 1656, 2029, 2044, 2173, 2424, 2503 and 2522: others were also being built. A further five ten-wheel passenger tank engines had been completed, Nos. 875, 1427, 1764, 2196 and 2446. A new series of four-coupled express passenger locomotives of the Precursor type were in course of construction. Nos: 1 Clive and 218 Daphne were of this series. Nos. 1949 and 1973 of the Alfred the Great class had been fitted with Whale's improved valve motion.
Great Western Ry. 114.
Nos. 3061-3167 were the first of a new series of six-coupled double end tank locomotives. No. 171 Albion which was first built as a 4-6-0 locomotive, and afterwards was converted into the first of ,the Atlantics, subsequently having its, name changed to The Pirate, had been converted back to the 4-6-0 type with its original name Albion. We understand that all the Atlantics will probably undergo a similar conversion, and that Churchward was about to introduce a new locomotive of the four-cylinder Pacific, or 4-6-2 type, with a double bogie tender. .
Midland Ry. 114.
L.C. Geach had been appointed superintendent of the locomotive running department at Derby, with Land as assistant. No. 232 (rebuilt four-coupled bogie) had been fitted with Marshall valve gear. Nos. 2000-2016 of the 0-6-4 side tank class were now at work. The general renumbering of the locomotive stock was being carried out as engines went through the repair shop.
South Eastern & Chatham Ry. 114.
Nos. 160 and 166 were new express passenger engines with Belpaire fireboxes. A new coast service, worked by a rail-motor, came into operation on the 1 July and would continue until 30 September, between Sandgate and Dover, via Sandling Junction. There were six trips each way on every weekday except Thursdays, and five each way on Sundays.
London & South Western Ry. 114.
Dugald Drummond was building some four-cylinder six-coupled bogie locomotives of the No. 330 eype, but of larger dimensions.
Midland & Great Northern Joint Ry. 114.
No. 1, four-coupled express engine, was now fitted with an extended smoke-box. Whitaker's patent tablet-exchanging apparatus for working on single lines was now in course of adoption, and several tenders were already fitted with the appliance.
Caledonian Ry. 114
Six standard six-coupled goods locomotives, with 18½in. by 26-in. cylinders, were in course of construction at St. Rollox works.
North British Ry. 114.
One of the Atlantic emgines, Abbotsford had been workng experimentally between Edinburgh and Newcast1e on some East Coast expresses. The new N.E.R. dynamometer car was used in making the tests.
New South Wales Government Rys. 114.
Sixty engines 30 Consolidation class T goods engines and 30 class P mail and passenger engines were being built by a local company, Clyde Engineering Co., Ltd., of Granville and Sydney. The first, one of the Consolidations,went on its trial trip on 15 May. This engine, although the first that had been turned out from the Clyde Works, was not the first locomotive to be built in New South Wales, for as far back as 10 June 1870, the Redfern Railway Works turned out an lnternediate or mixed traffic engine which had been commenced ten months previously, viz. on 13 August 1869. This engine, which was withdrawn from service in the early nineties, was of the 2-4-0 type with a boiler 4ft. 4in. in diameter. It was provided with a six-wheeled :ender and weighed in running order 33 tons 14 cwt., the weight of the tender being 22 tons 10 cwt. The tractive power was 9,000 lb. With the exception of the wheels and tubes, which had to be imported, all other parts of both engine and tender were constructed at the railway works. Another Sydney built engine, constructed by the Government's Dock and Engineering Co., started running on 13 August 1870, while between 1875 and 1885 several locomotives were built locally, four in 1876 and 1877 at the railway workshops, md the others by the Government's Dock Co. and the firm of Vale & Son, of Auburn, near Sydney.
Four coupled bogie express locomotive, Midland Ry.
Deeley 4-4-0 (No. 999 illustrated) with 6ft 6½in coupled wheels, 19in x 26in cylinders actuated by 8¾in piston valves and novel valve gear. Special suction lubrication was provided for the cylinders. The Belpaire boiler was similar to that for the compounds with 1557.4ft2 total heating surface and 28.4ft2 grate area
Great Eastern Ry. 115
2-4-2Ts similar to No. 781 (see 11, page 7). Nos. 236-244 were fitted with condensing gear. Some of Nos. 572-84 were fitted with condensing gear, and No. 780 was so-fitted.
Mineral locomotive, Hull & Barnsley Ry. 116. illustration
Eight Matthew Stirling 0-8-0 supplied by the Yorkshire Engine Co. with 4ft 6in coupled wheels and 19in x 26in cylinders actuted by Allan straight link gear through rocking levers. Domeless Belpaire boilers with 1859ft2 total heating surface, 22ft2 grate area and 200 psi boiler pressure. No. 117 illustrated.
New compound express locomotives, P.L.M. Ry. 116-17. illustration,
diagram (s. el.)
Paris, Lyons & Mediterranean Railway four-cylinder compound 4-6-0 type. Sixty in service, Nos. 2601-2610 supplied by Schneider et Cie in 1905; 2611-2620 supplied by Soc. anon. Franco-Belge in 1904-5; Nos. 2621-2640 supplied by Soc. anon. Franco-Belge in 1905-6; and Nos. 2641-2660 supplied by Cie de Fives, Lille in 1906. Motion balanced on the Henri-Baudry system. Metric leading dimensions: high pressue cylinders 340mm diameter, low pressure 540mm diameter with a common stroke of 650mm. Coupled wheels 2000mm. Total heating surface 221.170m2 and grate area 2.98m2. Locomotives painted dark oilive green. Walschaerts valve gear. Built to the design of Charles Baudry, chief engineer.
Birthday honour. 116.
Rt. Hon. Sir James Kitson, a director of the N.E.R. and head of Kitson's raised to peerage. Henry Rennant declined a knighthood duie to failing health.
The Chapar Rift - Sind Pishin Ry. 118-19. 6 illustration
Sir James Browne was the chief engineer. The railway was built beteen 1883 and 1887 when there was fear of war with Russia. The railway required major engineering works including the Louise Marguerite Bridge named after vthe Duchess of Connaught who opened the line. The line passed through several tunnels known as the Karez Tunnels.
New goods engines, Furness Ry. 119. illustration
W.F. Pettigrew design of 0-6-0: four supplied by North British Locomotive Co. Numbered 3 to 6 and intended to replace Sharp Stewart 16in goods engines of 1867. Leading dimensions of locomotives: 5ft 1in coupled wheels; 18in x 26in cylinders; 1134ft2 total heating surface; 20.5ft2 grate area; working pressure 160psi. No. 6 illustrated.
Compound passenger loco., Buenos Ayres Great Southern Ry. 120-1. illustration,
Two-cylinder Worsdell, Von Borries & Lapage outside cylinder 4-6-0s supplied by Beyer Peacock & Co. to the requirements of Livesey, Son & Henderson, consulting engineers. 6ft coupled wheels, high pressure cylinder 19in diameter; low pressure 27¾ diameter and a common 26in stroke. Total heating surface 1634ft2 and grate area 252. Working pressure 200 psi. Belpaire firebox. Diagram and description of change valve which enabled simple working to be employed for starting.
Locomotive defects. 121-2.
Considered fracture of piston head which could be caused by priming and lead to further damage to cylinders, bending of the connecting rod and damage to the big end strap. Failure of the piston rod could occur through the cotter hole. Outlines action to be taken if such failures occurred on the road
Passenger tank locomotive, G.C.R. 122. illustration
4-4-2T No. 1120 illustrated. Robinson design: modified version of 310 class with larger side tanks and improved bunker to assist working bunker-first.
Old locomotive, Boston & Albany RR. 121. 2 illustration
4-4-0 originally designed by Master-Mechanic Eddy. Notable for domeless boilers. The boiler was held rigid at the firebox end and expansion took place at the smokebox end. The cylinders were bolted independently to the smokebox. An outside cylinder 0-6-0ST shunting locomotive of the Pennsylvania RR was also illustrated.
Modern American locomotives. 124-30. 20 illustration
American Locomotive Company products: illustrations and leading dimensions:
Cleveland, Cincinnatti, Chicago & St.Louis Ry. 4-4-2 with 6ft 6in coupled wheels; 20½in. x 26in. cylinders; total heating surface 3340ft2; grate area 51.7ft2, 200 psi working pressure.
Grand Trunk Ry. of Canada 2-6-0 with 5ft 3in coupled wheels; 18in. x 24in. cylinders; total heating surface 1865ft2; grate area 29.2ft2, 200 psi working pressure.
Pennsylvania lines west of Pittsburgh: 4-4-2 with 6ft 8in coupled wheels; 20½in. x 26in. cylinders; total heating surface 2640ft2; grate area 55.5ft2, 205 psi working pressure.
Michigan Central Railroad: 4-4-2 with 6ft 7in coupled wheels; 21in. x 26in. cylinders; total heating surface 3522ft2; grate area 50.3ft2, 200 psi working pressure.
Southern Pacific Co.: 4-4-2 with 6ft 9in coupled wheels; 20in. x 28in. cylinders; total heating surface 2654ft2; grate area 49.5ft2, 200 psi working pressure.
Florida East Coast Ry: 4-4-2 with 5ft 8in coupled wheels; 19in. x 26in. cylinders; total heating surface 2285ft2; grate area 37.8ft2, 180 psi working pressure.
Erie Railroad: 4-4-2 with 6ft 6in coupled wheels; 15½in. x 26in. cylinders; total heating surface 3622ft2; grate area 56.3ft2, 220 psi working pressure.
Boston & Maine Railroad: 4-4-2 with 6ft 6in coupled wheels; 19in. x 28in. cylinders; total heating surface 2893ft2; grate area 41.7ft2, 200 psi working pressure.
Great Northern Ry. 4-6-2 (Pacific) with 6ft 1in coupled wheels; 21in. x 28in. cylinders; total heating surface 3459ft2; grate area 49ft2, 210 psi working pressure.
New York Central & Hudson River Railroad 4-6-2 (Pacific) with 6ft 1in coupled wheels; 21in. x 28in. cylinders; total heating surface 3457ft2; grate area 50.2ft2, 200 psi working pressure.
Baltimore & Ohio Railroad 4-6-2 (Pacific) with 6ft 2in coupled wheels; 22in. x 28in. cylinders; total heating surface 3418ft2; grate area 56.5ft2, 200 psi working pressure.
Canadian Pacific Ry. 4-6-0 with 5ft 9in coupled wheels; 20in. x 26in. cylinders; total heating surface 2445ft2; grate area 30.7ft2, 210 psi working pressure.
Canadian Northern Ry. 4-6-0 with 5ft 3in coupled wheels; 18in. x 24in. cylinders; total heating surface 1865ft2; grate area 29.2ft2, 200 psi working pressure
Grand Trunk Ry., Canada 4-6-0 with 6ft 1in coupled wheels; 20in. x 26in. cylinders; total heating surface 2415ft2; grate area 33.4ft2, 225 psi working pressure.
Chicago, Burlington & Quincy Ry. Consolidation 2-8-0 with 4ft 9in coupled wheels; 22in. x 28in. cylinders; total heating surface 3730ft2; grate area 54.2ft2, 210 psi working pressure.
Baltimore & Ohio Railroad 2-8-0 with 5ft coupled wheels; 22in. x 30in. cylinders; total heating surface 2775ft2; grate area 56.5ft2, 200 psi working pressure.
Pennsylvania lines west of Pittsburgh:2-8-0 with 5ft 3in coupled wheels; 23in. x 32in. cylinders; total heating surface 3774ft2; grate area 55.4ft2, 200 psi working pressure.
Toledo, St. Louis & Western Railroad 2-8-0 with 4ft 9in coupled wheels; 21in. x 28in. cylinders; total heating surface 2583ft2; grate area 46.3ft2, 200 psi working pressure.
Central Railroad of New Jersey 2-8-0 with 4ft 7in coupled wheels; 20in. x 32in. cylinders; total heating surface 3172ft2; grate area 82ft2, 200 psi working pressure.
Southern Railway 2-8-0 with 4ft 8in coupled wheels; 22in. x 30in. cylinders; total heating surface 3517ft2; grate area 53ft2, 200 psi working pressure.
Bennett, Alfred Rosling. Early locomotives of the London,
Brighton & South Coast Ry. 131-2. diagram (side elevations)
Continued from pp 88-9.Fig. 11 in original History was very inaccurate: this attempted to show the John Gray singles built by T. Hackworth & Co. in 1846-8. They were rebuilt by Craven in several guises and a table lists these; in some cases multiple, rebuilds.
|49||four-coupled goods tender||six-coupled tank||11A|
|50||four-coupled goods tender||six-coupled tank||11A|
|51||four-coupled goods tender||six-coupled tank||11B|
|52||four-coupled goods tender||11C|
|53||four-coupled passenger tender||11D|
|54||four-coupled passenger tender||11D|
|55||four-coupled passenger tender||11E|
|56||Crampton engine||four-coupled goods tender||11F|
|57||four-coupled passenger tender||11G|
|58||Crampton engine||four-coupled goods tender then four-coupled tank||12|
|59||four-coupled passenger tender||12A|
|60||four-coupled passenger tender||11E|
Fig. 11A shows 49 and 50 in their final form as six-coupled tank engines. Drawing by H.H. Battley who considered that locomotives were based at Brighton. Fig. 11B shows No. 51 which was similar to 49 and 50 except for compensating lever, boiler mountings and splashers was almost duplicate of Nos. 49 and 50. No. 51 in early and middle 1860s was shunting engine at London Bridge, but based at West Croydon.
Rebuilt locomotive, G.W.R. 132. illustration, diagram (side elevation)
No. 3901-2 (latter illustrated) inside-cylinder (17½in. x 24in) 2-6-2 rebuilt from 0-6-0s with 5ft 2in coupled wheels, pony trucks, and tapered boilers working at 200 psi. Intended for fast suburban services.
New South Wales Government repeat order for twelve weighbridges placed with W. & T. Avery Ltd of Soho Foundry, Birmingham with 20 tons capacity for goods stations.
Railway inspection car, B. A. & P. R. 133. illustration
Buenos Ayres & Pacific Railway inspection car supplied by Merryweather & Sons with vertical boiler, Capable of 40 mile/h.
Flying machines: past presernt and future. A.W. Marshall and
H. Greenly. P. Marshall & Co.
Interest mainly in authorship and publisher.
Modern British locomotives. A.T. Taylor. Spon.
One hundred diagrams attempted to show latest practice. Criticism for failure to adopt a common scale and for failure to include Irish designs.
New fruit vans, G.I.P. Ry. 134. illustration
Bogie vehicles for transporting fruit from Deccan above Poona to Bombay. They were 62ft long with steel underframes and teak bodies. They had a load limit of 12 tons and were passenger vehicles.
Connection rods. 134.
Fluted or I section connecting rods; strengthened at the big end.
Lever for pulling springs into position. 134. diagram
New carriages, North Wales Narrow Gauge Ry. 135. illustration
Supplied by R.Y. Pickering: 2ft gauge 30ft long bogie vehicles with dark red livery.
The "170" Class Midland Ry. Clement E. Stretton.
Refers to photograph on page 62 of locomotive No. 188: argued that there was "no timber whatever" within the frames of 170 class and that outside frame was 1 inch thick. Also claimed that Kirtley had told Clements that in the 800 Class Kirtley had told him that "he retained the Beyer Peacock frame... and put on one of his standard goods flush-topped boilers". See also response from Percy Horne on page 172 Stretton health warning...
Westinghouse brake on Midland. Engineer.
See letters from H.H. Brindley and Thomas Anderson. Midland Railway originally fitted 57 locomotives with Westinghouse brake, but the equipent was subsequently removed drom 31 engines and fitted to larger engines. On most of the 1 and 235 classes so-equipped the equipment was moved to the 812-829 engines and the 900 Class so-equipped was put on the 1572 class. Table shows all locomotives with Westinghouse brake.
Early locomotives of the L. B. & S. C. Ry. A.R. Bennett
See letter on page 109 from Herbert T. Walker: argues that litigation on Bodmer's engine was more than due to a brake defect.
Crampton locomotives on German railways. William Lachlan.
See page 67: adds that saw in 1872 partially erected locomotive in Dortmund Works of Cologne Minden Railway which was to have an extremely large driving wheel and boiler similar to thoes fitted to Metz and Sedan four-coupled 6ft 6in express engines.
No. 180 (15 August 1907)
Railway notes. 137.
London & North Western Ry. 137.
The following new Precursor type locomotives had entered service: Nos. 419 Monarch, 564 Erebus, 665 Mersey, 469 Marmion, and 2181 Eleanor. Ten new 4-6-0 mixed traffic locomotives of the 18 type illustrated in May issue completed, Nos. 1996-2000 and 2586-2590. A new road motor omnibus had been put into service between Watford and Harrow and. Wealdstone Station. The body, painted in L.& N.W. style, was mounted on a Milnes-Daimler chassis, and in view of the hills to be encountered on the route three different sets of brakes were provided. The ventilation and fittings were especially good, and there was provision for carrying passengers' luggage.
Great Central Ry. 137. illustration
Accompanying illustration of No. 365 Sir William Pollitt, the fourth three-cylinder compound Atlantic type showed that it had received a name plate, as was the case with No. 259 King Edward VII and 4-6-0 express engine No. 1097 Immingham.
Great Eastern Ry. 137.
The new locomotive shed at Pyewipe Junction near Lincoln, was opened in June and is attached to the Doncaster district. There was accommodation for twelve locomotives of the largest type, but only five were stabled then.
Lightly S. Simpson had left the service of the GER to take up the post of assistant locomotive superintendent of the Buenos Ayres & Pacific Ry. and was presented through A.J. Hill, the works manager, with a. souvenir from his late colleagues at Stratford Works. W.D. Craig had retired fiom the position of chief draughtsman of the locomotive department after service on the railway since 1868; he was the recipient of a presentation at the Abercorn Rooms of the GER, Liverpool Street, on the 26 July. The presentation was made by E.S. Tiddeman, his successor, on behalf of his late staff; by S.D. Holden on behalf of his colleagues; and by W.F. Pettigrew, of the Furness Ry., on behalf of old Stratfordians. A.J. Hill presided, and was supported, amongst others, by J. Howard (Gloucester), C. Watchurst, F. Elliott (Braintree), R. Read, P. Holyoake, R.H. Haylock, C.S. Scott, F.V. Russell, J.H.B. Jenkins, C.W.L. Glaze, T.O. Mein, E. WinmilI, A.P. Turner (Ipswich), J. Wilson (Lynn), A. Lansdell (Peterborough), H.F. Hilton (Cambridge), and A.W. Polley.
In connection with the facilities afforded by the G.E.R. since 1903, whereby certain employee students of the locomotive works were granted leave of absence with full pay during the winter session for the purpose of gaining higher theoretical and. technical knowledge, two of the apprentices, A.F. Dickinson and G. Caster, had passed the intermediate examination for the degree of B.Sc., London, and another apprentice, W.E. Stokes, had obtained the full degree of B.Sc., London, passing in honours (3rd class).
Hull & Barnsley Ry. 138.
Eight-coupled mineral engines, one of which was illustrated in previous issue. and of which there would soon be fifteen in service, were intended primarily to haul loads of 45 10 ton wagons and a 20 ton brake, a total gross load of 780 tons, between Cudworth and the Alexandra Dock, Hull, with a sta.rting gradient of 1 in 300, and a seven mile bank of 1 in 150 ending at the Drewton Tunnel, which is 1½ miles long: On the return journey the load was 65 empty wagons, and the maximum gradient is 5½ miles of 1 in 100, extending from Drewhead to the Drewton Tunnel.
Charing Cross (S. E. & C. Ry.) Station rebuilt. 138.
The accompanying illustration shows station in the course of reconstruction. On 5 December 1905 a portion of the roof collapsed owing to the breaking of one of the tie-rods, causing eight fatalities and considerable damage to surrounding property, especially the Avenue Theatre. It was decided to rebuild the station, entirely abandoning the long single span roof, which was 170ft. across and 98ft. above rail level at the centre, and to have umbrel1a shades over the platforms. The photograph was taken before these were put up.
Highland Ry. 138.
Two new six-coupled goods engines had been delivered from the Polmadie Works of the North British Locomotive Co., Ltd., similar to Nos. 134-136, but with six-wheeled tenders: numbered 36 and 55.
South Eastern & Chatham Ry. 134
No. 491 was latest coupled bogie express locomotive (Belpaire type), and three others were in hand.. No. 247, one of the standard passenger engines, had recently been fitted with an extended smokebox for experimental purposes. Several new passenger coaches. intended for the Dover and Queenborough, Continental services were being put into.service.
Great Western Ry. 138.
Following were new series of the 2901 class; Nos. 2911 "Saint Agatha," 2912 "Saint Ambrose,'" 2913 "Saint Andrew," 2914 "Saint Augustine," and 2915 " Saint Bartholomew. Nos. 3168, 3169 and 3170 completed a series of ten 2-6-2 tank locomotives.
Nos. 2017-2021 of the 0-6-4 side tank class, illustrated in June issue, were now out.
Great Northern Ry. 138.
Nos. 1541-1546 were new 4-4-2 suburban. tank class recently put into service. These engines were provided with fluted coupling rods. A new Merryweather 450-gallon steam fire engine had rec:mtly been delivered and tested at the Doncaster Works.
North British Ry. 138
Twelve of the intermediate goods engines illustrated in April issue, were now at work, bearing Nos. 882-893. Of the Aberdonian c1ass Nos. 868-873 were stationed at Aberdeen, and Nos. 874-881 at Edinburgh.
The 1000th locomotive built at Horwich, Lancashire &
Yorkshire Ry. 139. illustration
No. 1471, a Hughes four-cylinder compound 0-8-0 with 4ft 6in coupled wheels, 15½ by 26in high pressure and 22 x 26in low pressure cylinders, a total heating surface of 1914ft2 and a grate area of 23ft2. Eight-wheel tender fitted.
Fairlie type locomotive, Burma Rys. 139-40. illustration
Modified Fairlie (with two boilers), built by Vulcan Foundry for metre gauge Burma Railways: 0-6-6-0 with 3ft 3in wheels, 14in x 20in cylinders, 1398ft2 total heating surface and 26ft2 grate area. Fitted with Richardson valves and Meyer's counter pressure brakes, and Drummond water tubes in the fireboxes.
The locomotives of the Great Eastern Railway. 140.
Figs. 102 and 79a. Further notes on Norfolk Ry.: three passenger engines built by R. Stephenson & Co. (WN. 427 - 429) and the goods engine built by the same firm (WN 472), (described in Volume 10, pp. 2 and 57) were originally constructed to the order of the Norwich & Yarmouth Ry. The single-driver tank engines, designed by Mr. Gooch, and fully described in Vol. 10., p. 189, we append herewith Fig. 102, illustrating one of the three engines of this class built by R.B. Longridge & Co. By comparing this with Fig. 75 it will be seen that very few differences existed between these engines and those built at the Stratford Works, but it may be mentioned that Nos. 4 to 6 were fitted with spiral springs to the leading wheels instead of laminated as in the case of the Stratford-built engines. The short chimney shown on No. 4 was fitted to enable the engine to work on the Woolwich branch, on which service several of these engines were employed. Engine No. 21 of this class was in a serious accident on Saturday, 25 August 1866, when working the 14.30 excursion train from Peterborough to Ely, conveying passengers for Yarmouth and Lowestoft, when about two miles from Ely and half a mile before reaching Ely Junction the whole train ran off the line. The engine ran across a field to the left of the line and fell over on its left side, the driver, W. Brown, being killed and ten other persons seriously injured. At the time of the accident the leading axle of the engine was provided with a transverse spring to the inside bearings and volute springs to the outside bearings. This mishap was attributed to the defective condition of the road and to the fact that the right leading volute spring was higher than the left, and to the right trailing spring having four fractured plates, causing the engine to run unsteadily. We have now been able to obtain an accurate drawing (Fig. 79A) of the small single-tank engines Nos. 1, 2 and 3, built by Messrs. E.B. Wilson & Co., as related in Volume 11, p. 59. No further particulars, however, have come to hand concerning these engines. The total length over buffers of engine 08 of Class B after being rebuilt, as shown in Fig 81, was 30-ft. 6-in.
Four-cylinder compound Atlantic type locomotive for the Danish State
Rys. 140-1. 2 diagrams (s. els.)
Designed by O. Busse, chief mechanical engineer. Bar frames, Walschaerts valve gear, compensating levers. 340mm x 600mm high pressure and 570mm x 600mm low pressure cylinders. Boiler pressure 15kg/cm2
Cylinder joints. 142. 3 diagrams
Red lead, asbestos rope and copper liners.
The rotary snow plough. 142-3. 2 illustration
American Locomotive Co. machine on the Denver, North Western & Pacific Ry (with at least locomotives behind the snow plough)..
The late Mr. W.G. Bagnall. 144. illustration (portrait).
Leicester & Swannington Ry. 144.
Booklet produced by C.E. Stretton for the Railway Club who acted as guides during a visit by the British Association on 3 August. (Ottley 6914)
Pacific type locomotive, Paris-Orleans Railway. 145. illustration
Société Alsacienne de Constructions Mechaniques built de Glehn four-cylinder compound.. Largest and heaviest locomotive in Europe. 153/8 x 25½in high pressure and 25¼in x 25½'in low pressure cylinders; 6ft 0¾in coupled wheels. Boiler operated at 227 psi. 2769.06ft2 total heating surface and 46ft2 grate area.
Steel for locomotive construction. 145-6.
Considered steels produced by Bessemer converter, the Thomas and Gilchrist basic process where the lning removed the sulphur and phosphorous, the Tropenas process and the Siemens & Martin open hearth system.
Locomotives of the Otavi Ry. 147. 2 diagrams (including s. and f.
60cm gauge: Constructed by Arthur Koppel for the Otavi Mines & Railway Co. in German East Africa. Outside cylinder 0-6-2T shown. Locomotives tended to work with separate water tanks due to the shortage of water.
Automatic couplers. 148-9. 4 diagrams
Noted types developed by Kohlmaier and by Bertini and exhibited at the Milan Exhibition in1906.
The Zambesi Express. 149-50. illustration
Train de luxe ran from Kimerley to Victoria Falls connecting at Buluwayo with trains for Beira and at Kimberley with mail from Capetown.
Bennett, Alfred Rosling. Early locomotives of the London,
Brighton & South Coast Ry. 150-2. 2 diagrams
Fig. 11D shows No. 53, a 2-4-0. It had a near duplicate in No. 89 [which History stated was built from No. 114 (originally 47 then 55, a Hackworth engine) and No. 89 of Stothert & Slaughter]. Confusion as No. 55 (original 47 and never 114) was running as a 2-4-0 passenger engine for many years contemporaneously with No. 89. No. 55 was in New Cross accident of October 1863: three years after 89 entered service. Perhaps 54 furnished Hackworth foundation for 89. Fig. 11E shows 2-4-0 No. 55 which had a copper chimney top
In 1859 No. 53 was engaged in an incident that was not without its comical aspect. In those days Victoria. Station was still in the womb, of the future and the S.E.R. Cornpany's Bricklayers Arms Station was rather ludicrously as it.·seems to, us regarded as the best arrival point for the West End, owing, to its proximity to Hungerford. and Westminster Bridges; Bricklayers' Arms Station in 1859 was already disused as an ordinary passenger depot but was occasionally employed for S.E.R. excursions and specials of various sorts.Thus the Crown Prince of Prussia-the present Kaiser's father-arrived there in January 1858 when he came here to be married to the Princess Royal. In 1874 the present writer was one of a party which left the Bricklayers' Arms in a special to witness trials of Chapin's electrical contionuous brake and hop-pickers.still use the station when departing for their harvest. But ordinarily it was used sirnply as a carriage cleaning shed, empties being brought thither: from London;Brictge;,tidied and returned. It happened that a German magnate, His Serene Highness the Grand Duke of Donnerwetter- hausen-Blitzeenstein,or something to that effect was staying; at Brighton, and one summer's day ran up to see the late Queen Victoria at Buckingham Palace by means of a special. train direct into Bricklayers' Arms. A Brighton passenger train running into that S.E. station was almost, if not quite, a unique experience, and special instructions were issued to the staff and a special code nine strokes on the bell I think it was provided for signalling the train forward from box to box. It happened that the signalman at Mercer's Crossingwhich was: then really a crossing, with swing gates and wooden foot over-bridgewhere the South-Eastern and Brfght6n lines to Bticklayers' Arms and Willow Walk goods station diverge by-means of facing points, went off duty for a short time and forgot to tell his relief anything about the special train or instructions. Soon the. relief was startled by nine,vigorous strokes on his bell, a signal quite outside his experience. Looking-up the-line he perceived a train coming on fast, the sun glancing on the polished brass and copper work and bright green of No. 53. which no doubt had been furbished up for the occasion. Knowing that S.E.R. engines rarely made such a brave show, he concluded. that the train was, some sort of a Brighton, and as Brighton trains never went anywhere but to Willow Walk he signalled a goods train on to that branch, lowered the signal and set the points for Willow Walk goods depot. But the driver knew that wasn't his destination,and proceeded to wear out his whistle in indignant protests. Finding that he wasn't satisfied, and knowing. that if Willow Walk wasn't right, Bricklayers' Arms was bound to be, since a third didri't exist, and perceiving by, this time that the train was made up of carriages and not of goods trucks, the relief signalled an empty train on to the next signal box and lowered the right signal just in. time to prevent a dead stop. There were three men on the engine, and as steam was put on again they all gathered at the side and launched a volley of expressive Anglo-Saxon at the unfortunate signalman, who had at.that moment reappeared, just as the windows of the saloon carriage were lowered, and, alarmed by the whistling and slackening, two Serene heads-presumably those of the Grand Duke and:Duchess.were protruded, but instantly withdrawn as the import of the language that was being ejected from the engine and to all of which the rear guard shouted ditto as his van passed dawned upon them. Fortunately,. the signalman in the next box- which was elevated above the rails-perceived that the train was really the Royal special and not emptiesi he signalled it on properly, and it was turned into the. platform, where no doubt Chamberlains and Equerries if not the Lord Mayor arid Corporation; were in waiting. Great was the consternation of the signalman On learning what had happened and that the train had been sent on as an empty. But he had a large garden round his pretty brick living house just across the line (it is standing still, but dilapidated and minus its garden), and when No. 53 came back with tlie.empty train, he signalled her to stop and. made his peace with .the. engine men and guard by liberal donations. of vegetable marrows and.cucumbers. .
Horse traction on the Caledonian Ry. 152-3. illustration
Inchture branch: horse-hauled tramcar type vehicle.
No. 181 (15 September 1907)
Railway notes. 155.
London, Brighton, & South Coast Ry. 155. illustration
Issue of 15 July descibed a fast run made by the Atlantic No. 39 with the Pullman Limited on 30 June 1907 when the time from start to stop.was only 51 min. 48 sec. with a load of nearly 230 tons. The accompanying illustration shows tliis engine fitted with temporary shelters at the front end for indicating and other experimental researches, and in this connection it may be mentioned that a book on Locomotive Experiments, revised and reprinted from a series of practical papers which formerly appeared in this magazine, was in the press.
Gt. Northern Ry. 155.
"Those who are specially interested in traction an the Metropolitan lines will regret to leam.that Mr. Ivatt's eight-coupled radial tank locomotives of the 116-126 class are being withdrawn from the London area and put to what was, we believe, their original purpose of hauling mineral trains, being now stationed at Ardsley (Leeds) and Colwick (Nottingham). The new 0-6-2 tank engine, which is undoubtedly better suited to prevailing conditions. in the Metropolitan district,. is giving great satisfaction, and will probably become the standard type for local traffic in that area. No.190, the first of the series, was illustrated in our May issue. Nos. 1547 to 1550, completing the new series of ten-wheeled tank engines, are now running."
Midland Ry. 155.
Two engines of new type of four-wheeled shunting engines had been built at Derby, Nos. 1528 and 1529. They had outside cylinders and outside Walschaerts valve gear. As there is no inside motion the side tanks extended the full length of the engine to the front of the smokebox. Nos. 2022-3 are the latest of the 0-6-4 class of tank engines.
All recent rebuilds fitted with latest form of safety valve cover, in which the Ramsbottom valves were in a casing separate from the direct loaded lock-up valve, as shown in the illustration of No. 2000, p. 98. Of the bogie express engines these comprise Nos. 411 (2191), 485 (1669), 495 (154), 496 (155), 497 (204), 508 (2426), 525 (62), 533 (67), 354 (1663) and 357 (1666). The numbers were the new ones, the original numbers being given in brackets. The standard goods engines recently rebuilt included Nos. 3205 (1878), 3367 (2090), 3584 (2405) and 3705 (2676). Engine No. 107A, after being 28 years on the duplicate list, had been again rebuilt with a Johnson boiler and renumbered 9.
Great Western Ry. 156
No. 3025, 7ft. 8in. bogie single, formerly named St. George, had been re-named Quicksilver, though it had not yet received a new Belpaire boiler as had many of the class. Engines of the Atbara and Duke of Cornwall classes were working regularly on the Great Western & Great Central joint line, working the long distance trains to and. from Oxford vta High Wycombe and Prince's Risboro'.
Great Central Ry. 156.
New six-coupled goods erigines (973 class) built at Gorton Works, beginning with No. 281, were out up to No. 300. No. 104, rebuilt with a new large boiler, was named Queen Alexandra. No. 110 had also been rebuilt with a similar boiler. The latest 4-4-2 tank engines of the 1120 class (illustrated in July issue, were being employed on the new joint line, and owing to the rapid development of residential traffic it had necessary to press into service main line corridor coaches; and even buffet cars. The 22.20 from Marylebone, inaugurated in July as a rail motor service to Beaconsfield, had been extended to High Wycombe and consisted of a tank engine, a motor trailer and main line coach.
London & South Western Ry. 156.
Five new 4-4-0 mixed traffic locomotives with water tube boilers and six-wheeled tenders had been completed at Nine Elms during the previous six months, namely Nos. 438-442. Nos. 736-745, small motor tank engines as illustrated in issue of November 1906, had been completed. At Nine Elms a four-cylinder simple six-coupled bogie locomotive, with 16½in. by 26in. cylinders and 6ft. coupled wheels, No. 335 was nearly complete: five similar engines, but with smaller cylinders and. boilers, would also be built. Mr. Drummond seemed to be in process of abolishing the oval number plates, as all recent engines had their numbers painted in 1arge gilt figures on the cab side-plates.
Tunis Ry. 156. illustration
Illustration shows one of a series of eight locomotives built in 1904 at the Be1fort works of the Société A1sacienne de Constructions Mecaniques for the Sfax-Gafsa R y., in Tunis, a metre gauge line. Leading dimensions: cylinders 17in.x 22in., diameter of coupled wheels 3ft. 7¼in., working pressure 170 psi, total heating surface 1,117.31ft2. and grate area 13.67ft2. Running Nos. 21-28.
New South Wales Ry. 156.
Beyer, Peacock. & Co., Ltd., had received an order for fifty-five locomotives, to be delivered at Sydney within following twelve months; comprised ten 4-6-4 S class tank engines similar to those illustrated and described in issue of 15 September 1904; fifteen P class passenger engines; and thirty 2-8-0 goods locomotives of T class. There were also ten P class passenger engines to be built in the railway works.
The History of the London & South Western Ry. locomotives. 157.
Illustration of 4-4-0 No. 147. In 1883 Beyer Peacock supplied twelve boilers to rebuild Beattie tank and tender engines. These had 1012.88ft2 total heating surface and 13.9ft2 grate area and operated at 160 psi. Locomotives rebuilt: 177-83/187-8/193-4 and 196. In June 1884 Sambo was purchased from Chappell and numbered 459. It was painted in bright green lined with gold and operated at Brunswick Wharf, Nine Elms. Robert Stephenson supplied ten express locomotives WN 2561-70; RN 147/470-8. They had 6ft 7in driving wheels, 18in x 24in outside cylinders, 1162.75ft2 total heating surface and 17.62 grate area. They were then working secondary services. Neilson WN 3190-9/1884 RN 460-0 were identical. Dubs WN 3000-9/1884 were 4-4-2T running numbers 169-71/173/490-5 and Neilson 3200-10/1885 were identical and received RN 479-89...
Rebuilt "Sharpies" on the G.N.R. 158-9. 3 diagrams (side elevations)
Supplied by Sharp in 1847-9 as 2-2-2, but as reuilt: No. 18 as a 2-2-2 tank engine; No. 25 as an 0-4-2 tender locomotive and No. 46 as a 0-4-2T. Drawings supplied by H.H. Battlley
Packing gauge glasses. 159.
Care in tightening to ensure that water ways are free.
Duplex locomotive for a narrow gauge railway. 159. illustration.
Anrew Barclay 0-4-4-0T with two power bogies with outside cylinders and valve gear: gauge 2ft 5½in; cylinders 9in x 15in; 2ft 3½ bogie wheels; total heating surface 508ft2 and grate area 8.5ft2. Side tanks stated "Kakavos" with No. 3 on bunker.
Mallet compound locomotives, Erie R.R. 160. illustration
American Locomotive Company, Schenectady pushers (banking locomotives). 0-8-8-0 for 1 in 77 susquehanna & Gulf Summit line. Wooten firebox and combustion chamber. Mellin system of compounding. High pressure cylinders had piston valves and low pressure Richardson balanced slide valves. Walschaerts valve gear. 100ft2 grate area. Unusual in that this Mallet adopted the Mother Hubbard arrangement of driver alongside boiler at front and firemen at rear in primitive cab. See Reed Loco Profile 9.
Steel for locomotive construction. 161.
Machining: design of cupolas and furnaces. Rolling mills. Forging axles. Casting wheel centres. boiler plates.
Atlantic passenger express locomotive, Great Indian Peninsular Ry. 162.
illustration, diagr, (s. el.)
Class E/1 with 6ft 6in coupled wheels, outside cylinders, Belpaire firebox, and 2037ft2 total heating surface and 32ft2 grate area. List of names.
MISSING: pp. 163-4.
New rapid acting valve for vacuum brake. 165. diagram
Vacuum Brake Co.
Balanced compound locomotive, Buenos Aires Great Southern Ry. 166-7.
illustration, 2 diagrams
Vulcan Foundry four-cylinder compound 4-6-0 with 6ft coupled wheels: high pressure cylinders 14in x 26 in with piston valves and low pressure 23in x 26in with Richardson balanced slide valves. Fitted with Vulcan patented starting valve and reversing gear. 1813ft2 total heating surface and 28ft2 grate area.
The lighting of railway carriages. 167-9. 2 diagrams
Prussian State Railways innovations in illumination by gas: regeneraztive burners and ring burners. Other innovators: Pintsch, Pope, Mounot, Coligny, Welsh, Welsbach, Thomas and Still. The Prussian State Railways adopted a mixture of acetylene with oil gas to give a higher illumination. Electric lighting was adopted by the Austrian State Rasilways in 1891. J. Stone followed in 1895. Oil gas was produced by most railway systems. The Pintsch incandescent system improved the competitive position of gas.
Special milk vans, L. & S.W.R. 169-70. illustration
Four six-wheel ventilated milk vans painted in a light colour to avoid solar heating. Granited asphalte flooring to assist cleaning.
Revolving automatic carriage ventilator. 170. diagram
Cie Internationale des Wagons-Lits dining cars.
Hull-Sheffield express through trains, Hull & Barnsley Ry. 171.
Matthew Stirling set of three non-vestibuled 53ft 6in long bogie coaches with lavatories for service to Sheffield Midland Railway. Illustration shows No. 36 with train.
London & North Western Ry. 171.
Invalid saloons with bed and couch.
Central couplers on narrow gauge railways. M.F. Jukes. illustration.
See letter from Hermann von Littrow on page 109 on Janney automatic couplers: notes that M.C.B. couplers used on Denver & Rio Grande. Photograph by G.E. Barber shows three locomotives pulling and pushing three wagons on 1 in 20 incline on narrow guage railroad in Colorado.
The "170" class, Midland Ry. Percy Horne.
See letter from Clement E. Stretton on page 136: writer refers Stretton to his original response to query from Thomas Anderson on page 44.
No. 182 (15 October 1907)
Railway notes. 173.
Great Central Ry. 173.
An important development to this company's express services was inaugurated on 1 October when the Duckmanton curves connecting the Lancashire, Derbyshire and East Coast Ry. (then merged into Great Central system) with the GCR. main line, were opened for passenger traffic. This increase of the connections between the two lines, one curve only having previously been in use, and for mineral traffic allowed passengers from Edwinstowe, Ollerton,and other stations in the Dukeries to obtain direct communication with Nottingham and stations to the south of that city. Moreover, coaches would be slipped from the three-hour non-stop Sheffield expresses at Leicester, whence they would be taken on to Lincoln via Nottingham and the Dukeries route. With the taking over of the L. D, &: E. C. Ry. by the Great Central, the whole of the locomotIve stock had been re-numbered. No. 13 had been sent to Gorton and might be transferred to another part of the G. C. system. 1149B), Illustrated former LDECR 0-4-4T as GCR No. 1149B.
Great Western Ry. 173.
Following were latest engines in the 2901 class: Nos. 2916 Saint Benedict, 2917 Saint Bernard, 2918 Saint Catherine, 2919 Saint Cecilia, 2920 Saint David, 2921 Saint Dunstan; 2922 Saint Gabriel, 2923 Saint George, 2924 Saint Helena, 2925 Saint Martin, 2926 Saint Nicholas, 2927 Saint Patrick, 2928 Saint Sebastian, and 2929 Saint Stephen. A four coach auto-train had been put in service consisting of four 70-ft. coaches, the two end ones having luggage lockers and drivers' compartments fitted with all necessary driving gear, and in the centre of the train a six-coupled tank locomotive, of the Wolverhampton shunting type. The engine had been completely enclosed by a cab similar in external appearance to the coaches, and the fireman remains on the footplate, whilst the driver was at either end of the train. The complete unit measured 320ft. long over buffers, and weighed 159 tons. There was seating accommodation for 312 passengers 160 smoking and 152 non-smoking.
London & North Western Ry. 174.
Following new Precursor type locomotives were in service: Nos. 276 Doric, 802 Gaelic, 807 Oceanic, 976 Pacific, 1011 Locke, 1364 Clyde, 1516 Alecto, 2051 Delamere, 2115 Servia, 2053 Edith, and 2181 Eleanor (not 2171 as given in August issue). Another new engine of the Experiment class was No. 937 Princess Alice.
Metropolitan District Ry. 174.
Mr. A. H. Stanley had been appointed general manager to succeed Mr. Collinson.
South Eastern & Chatham Ry. 174.
At the end of September the through service of suburban trains between Victoria (S.E. & C.R.) and intermediate stations and the Great Northern Ry. was discontinued.
Great Southern & Western Ry. 174.
Four coupled bogie engines Nos. 334-7 were to be put into service in the Rosslare-Cork district. These engines had smaller driving wheels than the 321 class, but otherwise are very similar. The 311 class worked the Rosslare service. Between Waterford and Cork the trains usually consist of four 66ft. and one 50ft. bogie coaches. From Cork to Mallow (21 miles) 30 minutes were allowed, and this included the heavy pull from Cork to Rathpeacon sidings, nearly 4 miles practically all at 1 in 65. A pilot engine was used for help up this bank and was detached at Blarney. The line was decidedly heavy all the way to Waterford, many banks at 1 in 80 being met with, but very good time was kept. At Waterford two more bogie coaches from Limerick were attached. It is interesting to note that the big six-coupled bogie engines (class No. 365) illustrated in the Locomotive Magazine for February, 1906, will take 35 loaded wagons up the Rathpeacon bank unassisted, and regularly dealt with 65-truck trains on the Dublin main line. The nameplates had been removed from the express engines Nos. 301 to 304: when built at Inchicore in 1900 they were named Victoria, Lord Roberts, Saint Patrick, and Princess Ena.
Manchester & Milford Ry. 174.
Cader Idris, a four-coupled eight-wheeled radial tank, formerly belonging to the M. & M. R.. had been numbered 1306 by the GWR and worked the service between Pencader and Newcastle Emlyn. Before the transfer the M. & M. line from Pencader to Aberystwyth was treated as a feeder to the G.W. system, and the trains of the latter company ran through to Newcastle Emlyn. Now, however, the through service is from Carmarthen to Aberystwyth, and Pencader is the changing place for Newcastle Emlyn.
London & South Western Ry. 174.
The five new four-cylinder locomotives mentioned in previous issue as in course of construction at Nine Elms would bear Nos. 453-7. Then the numbers were borne respectively by four 7ft. 1in. bogie coupled locomotives built by R. Stephenson & Co., Ltd., in 1883, and. by a small tank shunting engine.
Weston-super-Mare, Clevedon & Portishead Light Ry. 174.
Issue of December, 1899, included an illustrated artic1e on this railway as it then existed, the line then being constructed only from Weston-Super-Mare to Clevedon, a distance of 8½ miles, opened on 1 December 1897. On 7 August 7 1907 the extension from Clevedon to Portishead, a distance of 6½ miles further, was opened for passenger traffic, two trains starting from Clevedon to Weston and Portishead at 08.05 and 08.10 respectively. On the. return journeys the two trains ran through from terminus to terminus, and both these and succeeding trains during the day were well filled. The four locomotives and seven coaches constituting the rolling stock "will be inadequate to serve the extended line", and five new coaches would shortly be, in service, and there would then be four trains in use. There were sixteen stopping places along the route. The railway joins the GWR at Clevedon for working through goods traffic, and a connectfon was made with the GWR at Portishead but taken out again. Illusttation taken at Clevedon on the opening day.
Retirement of Mr. James Holden. 175. illustration (port.)
Retired at end of 1907 and replaced by his son, Stephen D. Holden. Born in July 1837 and joined the York, Newcastle & Berwick Railway inder his uncle Edward Fletcher. Worked for the Great Western Railway for about twenty yeras before moving to Great Eastern Railway to succeed T.W. Worsdell to be in charge of the locomotive, carriage & wagon department. He reorganised Stratford Works and introduced standardized parts which enabled locomotives to be constructed more rapidly and more chaeply: in 1891 an 0-6-0 goods engine and tender, No. 930, was erected in ten working hours. Construction was limited to a few standard locomotives. A system of combined oil and coal burning was invented by Holden and used successfully on the GER, and more widely in countries with cheap sources of liquid fuel, notably Roumania, America, Java and Abyssinia. It was also used on tunnel sections of the Austrian State Railways. He introduced extra capacity on suburban trains without increasing train length, introduced steel frames for railway wagons, improved technical education and constructed a dormitory for enginemen at Stratford.
London, Tilbury & Southend Railway 4-4-2T locomotive No. 39 Forest
Gate. plate fp. 175.
With Thomas Whitelegg, Locomotive Superintendent; Robert H. Whitelegg, Assistant Locomotive Superintendent and Foremen at Plaistow seated in front.
Record run on the Great Western Ry. 176-7. 2 illustration
Day excursion to Killarney Lakes which set out on Monday 16 September and returned on Wednesday 18 September. The train consisted of five corridor third class coaches including a restaurant car weighing 170 tons hauled by 4-4-0 No. 3408 Ophir renamed Killarney. The train left Paddington at 20.40 and reached Fishguard non-stop at 01.38 at an average speed of 52.7 mile/h. The return journey, also non-stop, departed at 03.57½ and arrived at 08.52 (53.2 mile/h average). A record of 858 miles was claimed.
On Wednesday 19 July 1843 the Prince Consort had travelled to Bristol for the launch of Great Britain
Table shows outward and return journeys: on the outward there were speeches at Bath, and the return the departure was delayed. The motive power for the train was Damon, a 7ft single with 15in x 18in cylinders. Yataghan, ran ahead as pilot engine. On the return 63 mile/h was attained and the average speed between Swindon and Reading was 50 mile/h and from there to Paddington 52 mile/h.
A large express engine, Pennsylvania RR. 178. illustration
Pacific 4-6-2 built at Juniata workshops in Altoona. Intended to haul ten to twelve Pullman cars weighing 400 to 500 tons at high speed. Large cyclinders (24in x 26in) with 16in diameter piston valves. 6ft 8in coupled wheels. Total heating surface 4332ft2 and 61.8ft2 grate area. Working pressure 205psi. Walschaerts valve gear.
The four-cylindered simple express locomotive. 178-9.
Kirtley's goods engines, Midland Ry. 180-2. 3 illustrations.
From 1850 to 1858 goods engines were obtained from private firms to the general design and dimensions issued by Kirtley, but much of the detail (such as boiler mountings) followed the general styles of the firms concerned. The general dimensions were 16in x 24in cylinders, 5ft 2in coupled wheels and 16ft 6in wheelbase. The frames were built up with hornplates bolted on. No. 291 (illustrated) typifies these, especially the 34 Kitson engines and 60 R. Stephenson engines, but did not have bent over weather boards. Heating surfaces varied: 1110ft2 in Kitson 350 class; 1146ft2 in Stephenson 260 class and 1131ft2 in Stephenson Nos. 380-419. In 1858 Kirtley modified the design by making the hornplates solid with the frame, the forks being united by tie bars. This became the standard Midland design from 1858 until 1863. No. 291 was typical. The total heating surface. was 1191ft2. Some were sold in 1906 to the Italian railways and six had been broken up.
Bennett, Alfred Rosling. Early locomotives of the London,
Brighton & South Coast Ry. 182-3. 4 diagrams (s. els.).
Continued from pp. 150-2. Figure 11F shows No. 56, another of the Hackworth rebuilds, in her final stage as a fourcoupled goods engine. She was employed principally during the 'sixties in the goods yard at New Cross, working trains to Deptford Wharf and assisting heavy goods trains up the Forest Hill bank. Very occasionally, however, she was put to work passenger trains between London Bridge and Victoria. The absence of continuous brakes in those days rendered it easy to supplement the passenger service, when required, by goods and shunting engines, as one and all depended! on the hand brake. This Hackworth and No. 58 were originally rebuilt as inside FIG. IIF. Copper chimney top; brass domes; red frame, splashers and sandbox; green boiler and fender; painted bands in f ront and rear of firebox. cylinder Crampton engines, with dummy driving shaft similar to the S.E.R. "Folkestones", but differing in details. The driving wheels which, I should say, were 6-ft. in diameter, were either Mansell wheels or had the interstices between the spokes filled up with varnished wood. The splashers were open like those of No. 53, so that the wooden wheels could be seen revolving within them. They had two moulded brass domes like No. 53. The only detail I cannot remember is the arrangement of the carrying wheels. They were probably grouped forward as in the " Folkestones" any other arrangement would have been new to me and therefore likely to impress itself on the memory but I cannot say definitely that it was so. At least one of the engines had the pumps outside, driven off the dummy shaft. The uncertainty about the carrying wheels and the size of the driving wheels prevents me from, making a drawing. No. 58, as finally rebuilt as Fig. 11G. From a sketch contributed by H.H. Battley. Copper chimney top; front dome brass with red base: firebox dome all brass; red frame and splasher; green boiler and fender. a four-coupled tank engine, is shown at Fig. 12 ; when a four-coupled tender engine she was very like No. 56, and had two moulded domes. Fig. 11G shows No. 57 as x drawn from a sketch made by Mr. Battiey some time before 1860, This engine never came under my own notice, and Mr. Battiey never saw her afterwards, so that in all probability she was broken up or rebuilt a second time at an early date.
On p. 91 in the History it is stated that a new engine numbered 59 was built at Brighton in May, 1860, of which a picture is given in Fig. 45. I recollect the No. 59 of the 'sixties very well, but should scarcely have had it recalled to my memory by this illustration. Battly has preserved a sketch of No. 59, which I give Copies of the "History supplied at 3/6 per copy. referred to in these articles can be FIG. I2A. From a sketch contributed by H.H. Battley. Copper chimney top; brass dome and safety-valve pillar, red frame, splashers and sandbox; green boiler and fender. in Fig. i2A/and which accords much better with my recollection of its appearance. The framing and splashers are so like those of No. 5:2, an undoubted Haekworth rebuild, that I have little doubt that this No. 59 is really the original one with an entirely new .boiler, ,but otherwise not altered more than the others. The History states, p. 43, that No. 59 was rebuilt as a four-coupled passenger engine with 5-ft. 6-in. wheels and 15-in. by 24-in. cylinders. No. 59 was an active engine, mostly employed between London Bridge, Crystal Palace and Victoria.
Fig. 12B deals with one of the mysteries of the early Brighton days. In the History, on pp. 54-56, a No. 97 is mentioned as having been built by Longridge in 1848, but it states that soon after being received from the builders it was renumbered; and a No. 97 is shown in Fig. 7 as having been rebuilt in 1852. The No. 97 of Fig. 12B is clearly not this engine, which must have disappeared between 1852 and 1858, when I first remember the No. 97 of my acquaintance. The close resemblance which this No. 97 bears to Nos. 53 and 89 has always led me to think that she was in some shape or form a Gray-Hackworth rebuild. She could not have been No. 52, as Mr. Battley sketched that engine at Brighton in 1860, two years after I remember No. 97 as running in the London district, but possibly she may have been connected with FIG. I2B. Copper chimney top; fluted dome with brass top, green body and red base ; brass firebox dome ; red frame and sandbox ; red splashers edged with brass; brass rings at front and rear of firebox ; green boiler and fender. No. 57,
Fig. 11G, which, as I have already remarked, disappeared at an early date. Anyhow, as she has no other assignable place, I think it Well to place her immediately after the Gray-Hackworths. No. 97 was for a long period one of the most familiar engines in the London district, working with great regularity for many years between London Bridge and West Croydon in a link with Nos. 18, 90 and 91, to be illustrated later. She was an excellent engine and a great favourite with us boys. About twice a week she worked the 4.15 p.m. London Bridge to West Croydon, which always met a down North Kent train just started from London Bridge, S.E.R., which was habitually drawn by one of Cudworth's four-coupled No. 185 class, and which, after the Charing Cross line was opened, had the great advantage of a sharp declivity to assist its start, while the Brighton started on the level. A race to Corbett's Lane Junction invariably resulted, and the Brighton train was just as invariably beaten, except when drawn by No. 97, when, owing to some virtue residing in the engine or driver, the Brighton either held its own or actually won. In those days keeping cylinders warm while standing was not practised on the Brighton line, and it appeared to be a service instruction that cylinder cocks were to be opened on leaving a terminus, for it was a rare thing indeed for a train to start from London Bridge (or Victoria) without this being done, and they were not closed as a rule till nearly abreast of Spa Road Station. The Brighton engine therefore made much more noise while gathering speed than its S.E.R. rival.
When I returned from India in 1873, No. 97 was shunting in the carriage yard at New Cross, unaltered except as regards the outside pumps, and the last time I saw her was in December of that year, when, being at Brockley Station, the valve gear of the engine (No. 100, Fig. 23) of a train to the Crystal Palace and Victoria broke down and it failed to start. After some delay No. 97 appeared from New Cross behind the disabled train and pushed the whole forward to Forest Hill, where she took the place of the disabled one.
On the occasion of a successful race to Corbett's Lane the train had to dawdle afterwards to avoid getting into New Cross before time. In those days seven minutes were allowed from London Bridge to New Cross as against six to-day when the continuous brakes permit of steam being kept on longer. In the 1860s steam was shut off at the Surrey Canal Bridge to stop at New Cross a long distance off. Nine minutes were allowed for the up journey on account of the adverse gradient, as against eight to-day. But on the down journey nine minutes were consumed in climbing the bank between New Cross and Forest Hill, while only six were occupied on the up, so that the run between London Bridge and Forest Hill was done in sixteen minutes down and fifteen minutes up. To-day the time is nineteen minutes down and seventeen minutes up, but then there are the extra stops at Brockley and Honor Oak Park to reckon with. Nevertheless, the residents at Forest Hill and beyond are worse off to-day in 1907 than they were forty-five years ago. The S.E.R. timing was faster and the L. & S.W.R. slower than the Brighton, so that a Brighton train leaving London Bridge for Victoria would as a rule be passed by a S.E.R. running in the same direction towards Corbett's Lane, but would beat a L. & S.W. train leaving Clapham Junction for Waterloo to the point of divergence at Battersea. The Latter part holds true to-day, as the Brighton trains almost always pass the L. & S. W. when they encounter
Fig. 12B deals with one of the mysteries of the early Brighton days. In the History; on pp. 54-56, a No. 97 is mentioned as having been built by Longridge in 1848 but states that soon after being received from the builders it was renumbered
Fig. 11G From a sketch contributed by H.H.·Battley. Copper chimney top; front dome brass with red base: firebox dome all brass ; red frame and splasher, green boiler and fender,
Fig. 12A Frorn a sketch contributed by H.H. Battlev. Copper chimney top; brass dome and safety-valve pillar. red frame, splashers and sand box; .green boiler and fender.
Fig 12B.Copper chimney top; fluted dome with brass top, and red base: brass firebox dome; red frame and sandbox, red splashers edged with brass, brass rings at front and rear of firebox, green boiler and fender
The Liskeard and Looe Ry. 184-5. 3 illustrations
Refers to Locomotive Mag, 3, 152 for an article on the Liskeard & Caradon Railway. A connecting brach from Coombe Junction to the Great Western opened on 15 May 1901. The original passenger stock was supplied by the Metropolitan Railway Carriage and Wagon Co. in 1878 and there were additional vehicles from the Mersey Railway. There were four locomotives: Kilmar (illustrated), Cheesewring (illustrated in Volume 3), Caradon, and Lady Margaret (2 illustration). Kilmar was built by Hopkins, Gilkes in 1869. Lady Margaret was an Andrew Barclay 2-4-0T with 4ft coupled wheels, 14½in x 22in cylinders, a total heating surface of 650½ft2 and grate area of 11.6ft2. Boiler pressure 160psi.
Temporary lengthening irons for turntables. 185. diagram
The lighting of railway carriages. 186-7. 2 diagrams
Continued from page 169. Conversion of gas lighting from flat flame to incandesent and invention of Pintsch gas mantle. Electric lighting could rely upon accumulator batteries, a dynamo on the locomotive or a luggage van, electric traction, or individual dynamos. Systems listed included the Consolidated, Bliss and Gould from America, and Stone, Vicarino, Auvert, Kull, Vickers-Hall, Dick, Leitner-Lucas, Verity-Dalziel and Rosenberg from Europe.
How to see South Africa. Gilchrist & Powell.
Official railway guide for the whole of South Africa.
State railways; object lessons from other countries. E.A. Pratt. P.T. Kng & So.
The reviewer is certainly against State ownership, but it does not make clear whether Pratt make objective observations about state systems in Europe as in Belgium and Germany. Ottley 4468
The boy's book of locomotives. J.R. Howden. E. Grant Richards.
Heavy goods trains in India. 188.illustration
On the Great Indian Peninsular Railway the load limit per wagon had increased from 16 to 20 tons and there were new 20 ton and 40 ton wagons. illustration shows H type 2-8-0 with 1000 ton train.
20-ton bogie cattle wagon, Argentine North Eastern Ry. 188-9. illustration
Supplied by G.R Turney of Langley Mill under supervision of Livesey Son & Henderson
Jura-Simplon Ry. 190
Owing to difficulties that have arisen with the electric motors taken over from the Valtellina Ry., recourse has had to be made to steam locomotives fitted with smoke consumers for working through the Simplon Tunnel, pending alterations .in the design of the electro motors. These will take the form principally of reducing the cross-section of the motors, which at present is so great as to cause a large expenditure of power in working through the tunnel; they are also greatly affected by condensation of moisture in passing from the cooler air outside into the warm air of the tunnel, which apparently interferes with the insulation.
Nidd Valley Light Ry. 190.
On the 11 September 1907 the Lord Mayor ot Bradford opened what was the first municipal railway in this country, running through the Nidd Valley from Pateley Bridge to Lofthouse, a distance of about 7 miles. A destription of this corporation light railway appeared in issue of 15 February 1906, with, an illustration of No.1 locomotive on the new railway, formerly No 20 on the Metropolitan Ry., which, with No.34 of the same line, were sold to the Bradford Corporation on electrifcation of the Underground together with 10 passenger coaches and number of mineral and goods wagons, etc. The Nidd Valley Light Ry. is single track, with passing places and was worked on the electric tablet system.
Cape Government Rys. 190.
Series, of coloured pictorial post yards issued by the Cape G,overnment Rys. The five sets published included 1, Rolling Stock; 2, Views in Cape Town, and District; etc.
The Engineering and Machinery Exhibition. 190
Exhibition opened at Olympia on 19 September until 19 October. British, German, and American firms had exhibits. Alfred Herbert, Ltd., of Coventry, showed many machine tools, many of whioh were specially applicable to the manufacture of motor cars. A new type of combined four-roller, plate-bending machine was shewn by Messrs. Craig & Donald. Messrs. Hughon & Co. exhibited an ingenious device for bending thin tubes. To dispense with lead or other filling, a mandril with a flexible metallic end is inserted into the tube requiring to be bent. Messrs. Sagar & Co. showed several woodworking machines. The Combination Metallic Packing Co., Ltd., exhibited samples of their specialities, notably their jointing rings and metallic packing for locomotives. An interesting exhibit would have been shown by Arthur G. Evans & Co., in the shape of a rail motor for inspection purposes, but, unfortunately, the Society of Motor Manufacturers and Traders, Ltd., exercised a veto they possess precluding motor vehicles from show at any but their own exhibitions, at Olympia. This is to be regretted, as the motar in question is purely for railway purposes, and would have been appropriately included in the exhibitian now held.
Cambrian Rys. 190.
A booklet issuued by this Company entitled Cardigan Bay Illustrated, price 6d., which was profusely illustrated 'with maps and photographic. reproductions of the scenery for the use of tourists. A set of 12 coloured picture post cards had alsa been prepared, showing principal places of interest served by the railway.
No. 183 (15 November 1907)
Railway notes. 191.
[pages severely damaged and replaced by incomplete photo-copies]
London & North Western Ry. 191.
No.2112 Victoria was first of a new series of Experiment class under construction at Crewe.
South Eastern & Chatham. Ry. 191.
Illustration of No. 247, Wainwright standard express locomotives, fitted with an extended smokebox which gave an increase of about 38% on the original capacity: extension was 1ft. 6in. long and 5ft. in diameter.
The following Stirling. engines had been rebuilt with new domed. boilers: 7ft. coupled bogie, Nos. 74, 118, and 199; six-coupled goods, Nos. 389, 391, and 398 ; and bogie tank No. 83.
Great Western Ry. 191.
No. 2930 Saint Vincent latest engine of 2911 differed from the 2901 class externally in respect to the running plate, which. curved at each end in the manner adopted in Star class (illustrated in our special supplement of 15 June) instead of having an abrupt drop at the leading end, and continuing the same height at the trailing end. Saint Cecilia, given in our list renamed Saint Cuthbert. No. 102 La France stationed at Wolverhampton; No. 103 received name-plate President; No. 104 rebuilt with standard GWR taper boiler, and in consequence the live steam pipes which formerly led from the top of the boiler brought out on either side of the smokebox.
Day trip to Brittany. 191.
A special day trip from London to Brest was afforded by the GWR, starting.from Paddington being 8.0 p.m. on Friday, 11 October with return arrival at 8.0 a.m. on Sunday 13 October. The journey from London to Plymouth and back was made without stop, and twelve hours were allowed the excursionists at Brest. .
Great Eastern Ry. 191.
A series of new double-end tank locomotives out, Nos. 585-591 being non-condensing, and Nos. 211-220 and 111 being fitted with condensing apparatus. The latest T19 c1ass to be rebuilt with leading bogies and new boilers with Belpaire fire-boxes: Nos. 705, 734, 735, 737, 739, 741, 744. 751, 1018, 1028, and 1039. Nos. 307 (T18 class) and 0107 (No. I class) had been supplied with new boilers carrying 160 psi on which the safety valves were placed over the boiler barrel.
District Ry. 191.
Reverted to light red colouring for the cars, in preference to the "neater green" used.
Great Northern, Piccadilly & Brompton Ry. 192.
An express train put on for theatre-goers, making the non-stop run from Piccadilly Circus to Holloway in ten minutes.
North Eastern Ry. 192
When the King went to Scotland, the Royal train ran through from York to Edinburgh without a change of engines, although a stop of 4 min. was made at Newcastle. This was the first occasion of engines not being changed there. The engine was No.731 (4-cylinder compound Atlantic), driven by Driver Blades of York.
Midland Ry. 192.
Six-coupled trailing bogie tanks (0-6-4T) were working out of Manchester Central on the Cheadle Heath and Stockport local services. Nos. 2000 to 2004 were stationed at Trafford Park sheds, and 2005 to 2011 at Heaton Mersey Water pick-up was not fitted to the Manchester engines.
Great Eastern & Great Central. Rys. 192
Arrangements concluded between these Companies. From third week in October Great Eastern engines commenced running a service of mineral trains between Whitemoor (March) and Annesley via Pyewipe Junction, the old LD&ECR and Duckmanton South curve.
Inner Circle trains. 192.
From 4 November District Co. trains withdrawn from Inner Circle service of the underground railway, and service worked entirely by Matropolitan Company. The ten-minute service ran from early morning until late at night..
Dublin & South Eastern Ry. 192
Several engines painted in new colours black with red bands edged with yellow lines, and gilt lettering lined with red and blue. The numbers were painted on the ends of the tenders in yellow edged with red and blue. No.14, four-coupled, double-framed tender engine, replaced by No. 14 Limerick. A six-coupled goods engine had been renumbered 31, and named Glen of the Downs.
Great Southern & Western Ry. 192.
The rail motor service between Amiens St. and Kingsbridge (Dublin) was withdrawn on 1 October.
Cork Bandon & South Coast Ry. 192.
A new shop for building and repairing carriages had been added to the works at Cork.
A Russian model locomotive. 192.
A correspondent has favoured us with a photograph ot a Russian-made model of one of the earlier locomotives imported into that country from Germany. Some of the details may appear to be somewhat out of proportion and the cab is very open; these defects are explained by the fact that the model was made to enable the working of a disinfectlng apparatus to be shown and described to Government officials at the time of one of the cholera epidemics from which Russia has suffered.
Model Engineer Exhibition. 192.
An Interesting exhibition of models was held at the Horticultural Hall, Westminster, from 22 to 29 October organised by The Model Engineer. A very fine collection of model locomotives, as well as rolling stock, signals, etc., was on view. Some of the most interesting were the new G.W.Ry. Pacific type engine, The Great Bear, No. 111 (shown by Messrs. Carson, of Birmingham), th.e L.B. & S.C. Ry. four-coupled passenger locomotive Como the building of which occupied the spare time during thirteen years of Dr. Winter, of Brighton, as well as the Caledonian Cardean, G.N.Ry. No. 251, Midland, and broad-gauge Great Western engines. Two magnificent models, of a North Eastern express engine and six-coupled mineral engine respectively, were shown by the kindness of Mr. Wilson Worsdel1. Mr. Ernest Lowy's collection of historic models was a source at great interest. Among them was one built by Richard Trevithick. The exhibits also included a complete model railway, worked by electricity, shown by the well-known firm Bassett-Lowke.
The history of the London & South Western Ry. locomotives.
195. 2 illustrations
Further increase in the goods traffic, and competition with the GWR for the West of England market and shipping traffic, led to an order given in 1885 to Neilson & Co. for twenty, and subsequently for a further fourteen of the large six-wheels coupled goods engines and tenders. They bore the following Nos. 496-515 (WN 3376-3395), 27-30, 69, 71, 101, 105, 134, 148, 168, 172, 174-5 (WN 3453-3466), and were delivered between October 1885 and February 1886. No. 69 was renumbered 82 in March 1889 and No. 71 was renumbered. 83 in June 1889 and 105 was renumbered 84. See errata published in Locomotive Mag., 1919, 25, 153, These engines were fitted with the single slide bars and standard crossheads, those previously delivered having the four bars arrangement, and they were slightly longer and heavier than the previous series, the total length over buffers being 49ft. 4in., and the weight full on 1eading wheels 13 tons 17 cwt., on driving wheels 13 tons 16 cwt., and on trailing wheels 11 tons 1 cwt.: t.otal 38 tons 14 cwt. In all other respects the details are the same as of those delivered in 1881. None of these engines had been rebuilt and were still actively engaged on main line goods duties.
In June, 1885, R. Stephenson & Co. commenced delivery of ten radial bogie tank engines to the same design as those previously built, except that the diameter of the radial wheels increased to 3ft 6in. These engines bore Nos. 68, 77-8, 82, 104, 106-7, 125-6 and 129 (WN 2601-10) and were delivered between June and October, 1885. No. 68 was renumbered 58, No. 77 renumbered 59, and No. 78 renumbered 60 in 1889, 82 was renumbered 104 and 104 renumbered 105. See errata published in Locomotive Mag., 1919, 25, 153. A further group of these engines, also with larger radial wheels, was built by Dübs & Co.: these bore Nos. 516-25 (WN 2105-14) and were delivered in November and December 1885. These were for many years engaged on the Waterloo and Reading service, and still took turns with the latest type of bogie tank engines on the London suburban services.
This brought the history down to the year 1886, when the Exhibition at NewcastIe in the Queen's Jubilee year (1887) . prompted R. Stephenson & Co. to apply to the LSWR for authority to construct an engine to William Adams' design similar in all details to the four-wheels coupled bogie passenger L & S W RY express engines built by them in 1884 (Nos. 147 and 470 to 478). Consent was readily given and the railway was represented at the Exhibition by engine No. 526 (WN. 2650), which was awarded the Gold Medal for excellence of design and workmanship. The engine was handed over to the Company in November, 1887, and was similar to No. 147, illustrated on p. 157 preceding, except that it carried an oval-plates on the cab side sheets announcing the award of the gold medal.
The Madras Ry. 196-8. 5 illustration, table, map, plan.
Madras Railway had been constructed on the condition that the Government of India could take it over and divide it between adjacent railways, in which case the GIPR was considered likely to takeover a considerable prportion. The illustrations included a Worsdell-von Borries compound, an 0-6-0, 0-4-4T, 4-4-0 and 0-4-2.
Types included anthracite, found mainly in the USA and around Swansea. It was hard, stone-like and was difficult to burn. Semi-anthracite (Welsh steam coal) was very friable and crumbled, had a high heating value and produced littl;e smoke. Hard bituminous or cannel coal came from the Midlands and was employed in the manufacture of town gas, Soft bituminous coal was produced widely, notabl;y in Northumberland and Durham. It needed to be burnt on a thin fire with rapid firing. Smoke could be a problem. It stacked well. Lignite was used in Continental Europe.
A curious inspection engine. 200. 2 illustration, diagram
V. Hogler of the Austrian Southern Railway sent photographs of stationary engine which had been adapted to power a four-wheel truck on the Graz-Koflach Ry. It had 2¾in x 4¾in cylinders. Following its railway use it had been used to drive machinery, but had been aquired by Hogler.
The Brampton Railway and its engines: with some notes on the history of
the "Rocket". 201-3. illustration, map.
The Rocket was used to haul excursions run on 21 and 28 August 1830 to inspect the Sankey and Irwell Viaducts. The locomotive was not powerful enough to work regular trains on the Liverpool & Manchester Railway and was sold in April 1837 ro Messrs Thompson who operated the Earl of Carlisle Collieries in Cumberland and operated the Brampton Railway.
Six-coupled bogie tank locomotive, Great Southern and Western
Ry. 204. illustration
No. 206 illustrated: McDonnell design for North Wall line in Dublin introduced in 1879. 4ft 6½in. coupled wheels; 18in x 24in cylinders, 1003.5ft2 total heating surface and 18.8ft2 grate area.
The locomotives of the Great Eastern Railway. 204-5.
To the account already given of the engines of the Eastern Union Ry. there is not much to add, but it should be stated that the locomotive superintendent was Mr. Robert Taylor, and the following particulars relative to the history of the small engine, Ariels Girdle (Fig. 86), will be of interest. After being exhibited by the makers in the Great Exhibition of 1851 it was purchased by the E.U.Ry. at the end of 1853 and worked the Hadleigh branch until October, 1856, when, being then the property of the E.C.R., it was sent to work on the St. Ives & Huntingdon branch, which had previously been worked by a horse. It was afterwards employed on passenger trains between Cambridge, Ely, March and Wisbech, with loads up to nine carriages. In 1861 it was sent to Stratford and was used for directors' specials and light shunting work, and in July, 1865, was transferred to Brandon to work along with the Cambridge on the Shrub Hill branch, a short line made for the purpose of conveying ballast, sand and compressed peat from the Shrub Hill estate and connecting with the main line about three miles on the Ely side of Lakenheath Station. From there it was sent to Stratford in 1868 and converted into a fourcoupled engine (Fig. 87) and sent back to the Shrub Hill branch in February, 1869. When the traffic on this branch fell off it was again transferred to Stratford, and in February, 1872, went to North Greenwich to work on the Millwall Extension Ry. until, being past repair, it ceased work in October, 1878, and was finally broken up in May, 1879.
In Vol XI., p 98, mention was made of the fact that the engines of the Eastern Union Ry., which were taken over in 1854, had originally been named, and we are now able to give the names of the first six single-driver passenger engines built by Sharp Bros. in 1846. These were as follows:- (1) Ipswich, (2) Bury, (3) Colchester, (4) Diss, (5) Stowmarket, and (6) Haughley.
We are unable, however, to ascertain the names of the remainder, but the first two of the front-coupled goods engines built by Stothert, Slaughter & Co., E.U.R. Nos. 9 and 10, are stated to have been named Suffolk and Essex respectively.
Engine No. 255 (Fig. 89) was involved in a serious accident which occurred on January 1st, 1876, between Mutford (now Oulton Broad) Station and Somerleyton. On this date the 9.10 a.m. passenger train from Lowestoft consisted of a brake van and four coaches and was drawn by two tank engines, of which the train engine was No. 255 and the leading engine No. 122, of a type to be described later. At this period there was only a single line of rails between Lowestoft and Reedham, and when running round a curve of 30 chains radius about three miles from Lowestoft the whole of the train became derailed, the leading engine falling over on to its left side and No. 255 on to its right. No. 122 fell partly into the dyke at the side of the railway killing two platelayers who were at work there, and the fireman of No. 255 was killed, whilst eight passengers and four companys servants were injured. The mishap was attributed by the Government Inspector to running a train drawn by two engines over a road weakened in the course of relaying by the want of ballast at a speed which that road was supporting.
New rolling stock Stockholm-Vesteras-Bergslagens Ry.
205-6. 3 illustration, diagram (s. el.)
2-6-2T supplied by Locomotive Engine & Wagon Co. of Falun to design of Th. Geo. Betts Locomotive Superintendent. 17¾in x 223/8in cylinders, 5ft1 in coupled wheels. Walschaerts valve gear. 1076.41ft2 total heating surface and 18.6ft2 grate area. The rolling stock, built by Malmö & Arlöf, was long wheelbase (nearly 30ft) four-wheeled with 1in play in the axleboxes with wooden seats an acetone-acetylene gas lighting.
Steam rail motor-coaches. 206. illustration
Kerr Stauart for Mauritius Government Railways. 44ft 11in. long with small locomotive-type boiler single-wheel drive locomotive
MISSING pp. 207-8
Steam rail motor, Taff Vale Ry. 208.
Stated as built by the British Electrical Engineering Co., Ltd. should read the Brush Electrical Engineering Co., Ltd: see page 209..
No. 184 (14 December 1907)
Railway notes. 209..
Great Southern & Western Ry. 209. illustration
Referring to the illustrated description of the 0-6-4 tank engine No. 206 on p. 204 of last issue, there were four of these engines built in 1879; bearing. Nos. 203-206. There were two earlier engines of the same general type, built in 1876, of which one is illustrated herewith. These bore Nos. 201 and 202, and were named Negro and Jumbo respectively. Both these numbers were, in 1895, allotted to six-coupled tank engines, and Negro was running in its original form, but without a number plate, as shown herewith, Jumbo was rebuilt as a side tank engine, still retaining its six-coupled wheels, but with the coupling. rods between the driving and trailing wheels removed. In this condition it was engaged in shunting at Inchicore, with a 0-4-2 saddle tank engine named Sambo.
Motor coach for Taff Vale Ry. 209.
Correction: the rail motor coach for Taff Vale Railway described on p. 208 as having been built by the British Electrical Engineering Co., Ltd. should read the Brush Electrical Engineering Co., Ltd.
Great Eastern Ry. 209.
The following were latest radial double-end tank locomotives built at Stratford: Nos. 221-225 and 232-235.
London & North Western Ry. 209.
New locomotives of the Experiment type: Nos. 1014 Henry Bessemer, 1135 Prince George, 1361 Prospero, 1526 Sanspareil and 2161 Jeanie Deans. Four new Precursors Nos. 754 Celtic, 1297 Phalaris, 1309 Shamrock and 2011 Brougham.
Great Northern Ry. 209.
No. 1509, one of the suburban 4-4-2 tank engines, had its coal bunker rearranged to give a clearer view to the engine men when running bunker first. A back plate curved upwards at the centre had been added, and the grids are now turned inwards; conforming to the shape of the back plate so as to keep the coal clear of the cab windows.
Beyer, Peacock & Co., Ltd., Canadian Works. 209.
The Imperial Locomotive and Machine Co. which is erecting works at Lachine (Quebec) was a subsidiary of Messrs. Beyer, Peacock & Co. Ltd., of Manchester. Initial orders for one hundred locomotives had been promised, of which sixty were for the Grand Trunk Pacific Ry.
Caledonian Ry. 210. illustration
Nos. 158, 419, 422, 429 and 470 were five new front-coupled trailing bogie side-tank locomotives, similar to the 440 class, already in service. They had 18in. x 26in. cylinders, coupled wheels 5ft. 9in. and bogie wheels 3ft. in diameter, and were fitted with steam heating appliances. Five new 4-4-0 passenger locomotives of the No. 140 class were in course of construction. Accompanying photograph shows the testing of the new bridge over the Forth at Stirling, on 17 November the test load consisted of five eight-coupled mineral engines and. tenders coupled together, giving approximately a gross moving load of nearly 500 tons, which moved to and fro over the structure for about an hour and a half, under the supervision of the Caledonian Ry. engineers. The result of the test was entirely satisfactory. The bridge was erected on the site of an older one which was removed twelve months before to be replaced by this more modern structure, and in the meantime the Caledonian Ry. traffic had been diverted to the N.B.Ry. bridge which spanned the river close by. The first train to cross the new bridge was the London and Perth Mail.
Great Western Ry. 210.
Latest 2-6-2 tank locomotives of two series: Nos. 3907-3909 and Nos. 3172.-3177. Two four-coupled passenger tank locomotives, Nos. 533 and 833, had been completely enclosed with cabs, in the manner described in our October issue as regards No.2120, to work with trailer coaches at either end.
Queensland Rys. 210.
According to the Annual Report of the Commissioner for Railways for the year ended June 1907 there were 350 locomotives on the Queensland Rys., of four types, ranging' from tank engines on the Abt rack system to. passenger engines with 4ft. 3in. wheels.
London, Brighton, & South Coast Ry. 210.
A new express tank locomotive, No.21, was in service, of the 4-4-2 type, the wheels, cylinders and boiler of. which were of the same dimensions. as in Billinton's express engines. No.6, of the standard 5-ft. 6-in. 4-4-2 type was out, and another, No.11, was the first of a new series, but of larger dimensions. No. 321 had been rebuilt with a boiler 5ft. in . diameter, provided with an extended smokebox. No. 173 had been repainted, but still retained the name Cottesloe. The petrol rail motor coaches were working between Seaford, Lewes and Brighton.
Franco-British Exhibition, 1908. 210.
Exhibition to be opened in May 1908 was expected to rank high in the history of international displays of manufactures and commerce: railway enterprise to be represented by exhibits made by the North British Locomotive Co.Ld., by the S.E. & C.R. and other railways.
Hull & Barnsley Ry. 210.
The Yorkshire Engine Co. had delivered the whole series of eight-coupled mineral engines, one of which was illustrated in our issue of 15 July. Kitson & Co. Ltd. had received orders for ten new six-coupled tender goods locomotives, and for ten six-wheels coupled radial tank engines to be delivered by March 1908.
Great Northern, Piccadilly & Brompton Ry. 210.
The Strand station of this tube electric railway was opened for traffic on the 30 November. It was a terminal on a short branch line running off the main route at Holborn station;
North Eastern Ry. 210.
An order for fifty six-coupled tender goods engines had been given to outside firms of locomotive builders.
Four-cylinder passenger locomotive, L. & S.W.Ry. 211. illustration
No. 335: four 16½ x 26in cylinders actuated by Walschaerts valve gear: see also October and December Issues for 1905.
Early locomotives of the London, Brighton & South Coast Ry. 211-12. 2
diagrams (s. els.)
Consolidation goods loco., Bombay, Baroda & Central India Ry.
No. 212 illustrated. North British Locomotive Co. 5ft 6in gauge 2-8-0 with 21in x 26in cylinders; 4ft 8½in cylinders; 2087ft2 total heating surface; 32ft2 grate area and 180 psi boiler pressure.
South Australian broad gauge railways and locomotives. 213-16. 9
illustration, map, table
total heating surface
18 x 24
16½ x 24
16 x 22
18 x 24
18 x 24
16 x 20
17½ x 24
Recent locomotive developments on the Great Southern &
Western Ry (Ireland). 217-19. 4 illustration, table.
321 Class built at Inchicore intended for Dublin to Cork Mail and express trains and 333 Class for Rosslare boat trains. Fitted with Richardon balanced slide valves. 321 class had 18½in x 26in cylinders; 6ft 7in coupled wheels; 1511ft2 total heating surface and 23ft2 grate area. 333 class had 18in x 26in cylinders; 5ft 8½in coupled wheels; 1412ft2 total heating surface and 21ft2 grate area.. The Killarney Express was the fastest train in Ireland, departing Dublin Kingsbridge at 11.00 and reaching Mallow at 14.00. The Rosslare route included gradients of 1 in 80 and even 1 in 66. The 355 class 2-60 was converted from 0-6-0 typr.
Testing laboratory, Union Pacific RR. 219-20.
At Omaha: equipment included a Riehle tensile tester.
Normal gauge stock in India. 220-1. 4 illustration
4ft 8½ gauge locomotives used by Price, Wills & Co. on Bombay Harbour dock works.
Manning Wardle WN and name:
Hudswell Clarke WN and name:
Manning Wardle WN and name:
1291/1896 Lord Windus
1431/1899 St Leonards
Hudswell Clarke WN and name:
A useful table of hauling power. 220. table
Andrew Barclay table: shows cylinder and coupled wheel dimensions versus gradients: 1 in 20 to 1 in 200.
Rig for testing springs. 222. diagram
Refitting big-end brasses and axle brasses. 222. 2 diagrams
The Brampton Railway and its engines. 223-5. 7 illustration
Route and locomotives described. No. 5 is illustrated at Kirkhouse: it was a Robert Stephenson & Co. outside-cylinder 0-6-0 WN 2351/1878 and had been rebuilt by A. Barclay in 1903. No. 4 Tichbourne had been built by Robert Stephenson & Co. as an 0-6-0ST (WN 2011/1872). In this form it was too heavy and was rebuilt as an 0-6-0 in which form it was further rebuilt by A. Barclay in 1902. Both of these locomotives were long-boiler type. One of the illustrations shows No. 4 at Roachburn Colliery. Sheriff was an A. Barclay outside-cylinder 0-6-0ST WN 903/1901 named Sheriff. It is illustrated at Lambley. Outside cylinder 0-4-0ST Dandie Dinmont was Neilson WN 2738/1881. It had also been rebuilt at A. Barclay in 1906, and was painted Caledonian blue. Sister engine (WN 2737/1881 belonged to the Maryport & Carlisle Railway running number R2 worked in Maryport Docks. The "Dandy" used by colliery staff is also illustrated..
Tank locomotive, Argentine Great Western Ry. 225-6. illustration
Robert Stephenson 2-6-2T to specification of Charles H. Fox, consulting engineer. Cylinders: 17½ x 24in; coupled wheels 4ft 6in; total heating surface 1393.1ft2; 22.5ft2 grate area. Belpaire firebox.
Caledonian Ry. 226.
Twelve six-wheel goods brake vans for long distance freight and mineral trains on order.
London, Brighton & South Coast Ry. 226.
New first class train under construction at Brighton to form 08.45 up from Brighton to London Bridge and Victoria and 17.00 down from London Bridge.
Model locomotives and carriages. 226. illustration
GWR bogie clerestory brake van illustrated.
The 'Pracical Engineer' Pocket Book and Diary for 1908. Technical Publishing.
Boilers, superheating, berings, etc
The 'Pracical Engineer' Electrical Pocket Book and Diary for 1908. Technical Publishing.
Cost of overhead cables, generating efficiency, electric traction, etc
The 'Mechanical World' Pocket Diary and Year Book for 1908. Emmott & Co..
A geared locoomotive for contractor. page not
The surrealistic online world shows a picture of the Bothwell locomotive built in 1907, which is clearly identical shown by Macnair in a Backtrack article, but cited as Railway Magazine, 1907 December. The online version cites Locomotive Mag