Locomotive Magazine
Key to all Volumes

Volume 14 (1908)

London Tilbury & Southend Railway 4-4-2T No. 39 Forest Gate. Frontispiece (colour plate)
F. Moore painting. Issued with January Issue and bound at end of it in copy inspected. Acknowledges Thomas Whitelegg, Locomotive Superintendent. See also page 2..

No. 185 (15 January 1908)

Railway notes.

London & North Western Ry. 1-2.
The following locomotives of the 4-6-0 "Experiment" class have recently been built: Nos. 496 Harlequin, 830 Phosphorus," and 902 Combermere. No. 252 Stephenson, which was in the Shrewsbury accident, is again, running, though apparent1y not in regular service. The following 4-6-0 mixed traffic engines were at work: Nos,. 618, 719, 1434, and 2591-2600. All Alfred the Great compounds had then been fitted with Whale's improved valve motion. The policy of reboilering three and four-cylinder compound mineral engines was being continued. The last three of the once famous Problem class 7ft 6in single-driving wheel express engines had been broken up, namely No. 618 Princess Alexandra, No. 719 Outram and 1434 Eunomia. It was regretted that one of these could not not have been included in a long-looked-for railway museum.
In the last week of 1907 the locomotive service of this line was robbed by death of three of the best-known drivers on the system. On Tuesday night, the 24 December, Michael Hankey left duty after bringing the Chester-Birkenhead express safely to Crewe, and died shortly, after reaching his home. Ben Robinson, who enjoyed the enviable distinction of having driven the Royal train more frequently than any other man, brought in the Irish boat express from Holyhead in the evening of 26 December and was taken suddenly ill on his way home, dying early on the following morning. On the 31st Edwin Austin, another of ,the top link men, followed his two veteran companions across the Great Divide. Ben Robinson's death was peculiarly pathetic since he had sent in his resignation after 52 years' service, and would have retired on New Year's Eve. He was an express driver for upwards of 20 years, and among his achievements were the driving of Hardwick during the so-called race to Scotland, and of Ionic in the record-breaking non-stop run qf 299¼ miles from Euston to Carlisle. He was in charge of Queen Empress during its visit to the Chicago Exposition in 1893, and drove it on its trial run from Chicago to New York.

Great Western Ry, 2.
Amongst new locomotive construction five new 2-6-2 tank engines, Nos. 3178-3182, had recently been completed, and seven of the largest type of steam rail motor coaches Nos. 84-90, had also been put in service. The 4-6-0 express locomotive, No. 98 Vanguard had been renamed Ernest Cunard in honour of the latest elected director of the Company. .

Great Eastern Ry. 2
A special train of horse-boxes, drawn by engine No. 502 worked through from Cambridge to Worsley on 18 December 1907 and returned on the 19th. The route was via Peterborough, Rugby, Crewe, and Warrington. Mr. S. Dewar Holden took over control of the Locomotive, Carriage, and Wagon departments on the 1st January. Mr. W. Pollock has been appointed district loco. superintendent at Lynn, Mr. J. Wilson had retired at the end of 1907, after 51 years service.

Great Northern Ry. 2
Several more of the 190 class of tank engines were ready for service, with some slight modifications to the tanks: numbers ran from 1551 upwards. Atlantics of the 251 c1ass ran up to No. 1436. No.. 1421 Ivatt's latest four-cylinder Atlantic was fitted. with his patent balanced crank for the inside engine, there being no balance weights on the driving wheels.

London, Brighton, & South Coast Ry. 2
The new ten-wheel tank locomotive No. 21, in last issue, it should have been stated that the main dimensions are the same as Billinton's Canada c1ass express tender engines, i.e., 6ft. 9in. driving wheels, 19in. by 26in. cylinders, with steam-chests underneath, and boiler 4ft.10in. diameter, the working presssure being 170 psi. No. 70 formerly Holyrood has been renamed Devonshire and was stationed at Eastbourne.

South Eastern & Chatham Ry. 2.
Five new 4-4-0 express locomotives with Belpaire fireboxes; similar to No. 273, illustrated. in our issue of 15 February 1906, but with extended smokeboxes were in, course of construction by the North British Locomotive Co., Ltd. The extension is of the same diameter as the smokebox itself,. and not as in No. 247 illustrated in Issue No. 183 of 15 November. It was intended to exhibit one of thse locomotives at the Franco-British Exhibition in May.

London & South Western Ry. 2
Several four-wheel coupled shunting tank locomotives similar to those employed at Southampton Docks were to be built at Nine Elms.

East & West Junction Ry. 2.
H. Wilmott late general manager of the L.D. & E.C. Ry. prior to its absorption by the Great Central Ry, had been elected chairman of directors.

Caledonian Ry. 2.
Three new 4-4-0 express locomotives Nos. 923-925 had been constructed (see also previous Issue). Traffic at Glasgow Central Station was considerable: a daily total of 478 trains, in and out, whilst the addition of other trains that only worked on certain days of the week gave a daily average for the week of 612. Eight shunting engines were detailed for working this traffic.

North British Ry. 2
"Several engines of the 4-6-0 type with six-wheel tenders are in course of construction." Several Drummond six-coupled goods engines were being rebuilt with larger boilers fitted with Gresham & Craven's combination injectors. Most passenger trains working into Queen Street (High Level) Station were taken down Cowlairs incline by the train engines instead, of by incline brakes as formerly, except where trains were very heavy when the rope attachment was still employed.

Our coloured supplement. 2.
LTSR No. 39 Forest Gate: Whitelegg 4-4-2T. Notes 200 to 240 ton trains and booked average speeds of 46 mile/h. Did not mention "F. Moore". Intended to be fronispiece.

The locomotives of the Great Eastern Railway. 3-4. 2 diagrams.
Six engines were in hand at Stratford Works when Sinclair took office: these were single driver express 2-2-2 engines of class C (described in 7 page 165), but of these only two were then nearly complete, numbered 27 and 94 and finished off under Sinclair, but the four remaining were not completed until 1859, and the boilers for these were constructed by Beyer, Peacock and the tenders by Kitson. Fig. 103, shows No. 281 completed in 1859 (and scrapped in 1879).
First engines designed for the ECR by Sinclair were the 2-4-0 goods engines, class Z built by Messrs. Rothwell & Co., of Bolton: Fig. 104 illustrates No. 302. They bore many points of resemblance to the Caledonian Ry. engines of the period. Great Eastern Railway Society Information Sheet L105 page 18.

Bogie tank locomotive, North Staffordshire Ry. 4. diagram (side elevation).
John H. Adams 0-4-4T

Passenger locomotives, Italian State Railways. 5-6. 2 illustration
Both locomotives illustrated were two-cylinder compounds constructed by Ansaldo, Armstrong & Co. of Sampierdarena. One was a 2-6-2T for Sicilian Railways with 4ft 11in coupled wheels; 18in x 235/8in high pressure and 27¼in x 235/8in low pressure cylinders, 191 psi boiler pressure, 1636.14ft² total heating surface and 25.6ft²  grate area. The other was an express locomotive of the 2-6-0 type with inside cylinders and outside piston valves actuated by Walschaerts valve gear, 6ft 7/8in coupled wheels, 17in x 27½ high pressure and 26¾in x 27½ low pressure cylinders. The boiler, fitted with Serve tubes operated at 235 psi. The total heating surface was 1862ft² and grate area 25.8ft².

A broad gauge tank locomotive. 6-7. illustration, diagram (side elevation)
Four-coupled tank locomotive built by E.B. Wilson for Coode, Son & Mathews contractors for construction of Portland Breakwater. They had 4ft coupled wheels, 10½ x 17in cylinders, a boiler pressure of 120 psi and a hinged chimney. See also letter from E.L. Ahrons on page 39.  See also page 60. Several of these engines were afterwards sent to the works of Isaac Watt Boulton at Ashton-under-Lyne, and converted into semi-portable engines with winding drums, for use at collieries. Others were converted into single cylinder horizontal engines, and one was sold about ten years ago at Manchester for £5

Correspondence. 7

West Midland Ry. goods engines. Hy. Jackson.
I was delighted to read an account of these old locomotives in your issue of 15 October (not found!) and I remember those you mention. Nos. 280-1 (GWR). There were also at Worcester Nos. 282-293, built by W. Fairbairn & Son, of Manchester; No. 295, built by R. Stephenson & Co., of Newcastle; and Nos. 296-297, built by Kitson, Thompson, & Hewitson, of Leeds. Nos. 260-263 were built at Worcester, as stated in the article.
In the days of which I speak, also, there were stabled at Worcester Nos. 196-200, four-wheels coupled passenger engines by Messrs. Beyer, Peacock & Co., of Manchester; and Nos. 184 and 186-189 of the same class; and shunting engines Nos. 231-234, built by E. B. Wilson & Co., of Leeds; in addition to several tender engines, Nos. 240, 243-246. Of these, No. 243 was nick-named Mother Shuter and when it was broken up in 1880 or 1881 there were 25 cwt. of copper in the firebox. Stabled at Hereford were Nos. 253, 256-259 tender engines, built by E. B. Wilson & Co.; and at Pontypool Nos. 322-341 and 350-359, built by Beyer, Peacock & Co.; and Nos. 183 and 185 were stabled at Cardiff. See also letter page 40

"Jack of Newbury." Herbert Summers,
This engine was working for a considerable time in the vicinity of Bristol between thirty and forty years. ago, on the Downs. It was housed in a wooden shed, and was employed on a short temporary railway on contractors' work—hauling trucks of mud, refuse, etc. for the purpose of filling up a large worked- out quarry. This railway was at least two miles from the Bristol and Exeter (GW).Ry,—at that time the Clifton extension was not made—-so that the engine must have been brought up from Bristol by road. The photograph certainly shows it outside an engine-shed and on a turntable, and was, I am sure, taken near Temple Meads Station at one of the sheds there; but the old G.W.R. sheds have long since been pulled down, so I cannot fix the spot. .
Then I find a Mr. Treadwell associated with this engine. I believe he was the contractor for the Portishead branch of the Bristol and Exeter Ry. and other works about here. His manager was Mr. Llewellyn Godsell, who lived near Newbury, and was much interested in the antiquities of that town—hence the name is explained quite dearly. Several friends tell me they well remember the engine working on the Downs, thus verifying my boyish impressions.

Slide valve setting. W.J. Moore.
Re article on the above subject in Vol 12, quite faisl to follow the method given on pp. 188-9. As a typical instance in Fig. 10 diagrams of preparation plates, but he failed to see how it is possible to get markings as printed in the article, as those shown in the figure are equivalent to a ¼-in. to 3/8--iri. port opening, and cannot have any connection with openings given in the letter-press.
To proceed, we find that in all cases 1/16i-in. must be allowed to all front port openings. You follow this by giving- examples of correction, by altering the lengths of the eccentric rods. Taking the fore-gear first·---
R F.P.,17/32-in. L.F.P.,13/32-in.
R.B P.,13/32·in. L.B.P.16/32-in.
Now, the right fore-gear rod, as slated, wants lengthening 3/32; which would then give 1/32-in. more front port opening this side. The left fore-gear rod wants shortening 1/8·in., which again gives 1/32-in. to the front port on that side. Now we turn to the back-gear, where we have-
R F.P.,13/32-in L.F.P. 15/32-in 
R.B P.,14/32·in. L.B.P.14/32-in.
You state that the left back-gear rod is correct; as a matter of fact it is so. 'But why is the right: back-gear wrong, when that is the same as the left? Yet in the article you say that the right baek-gear rod must be lengtheued 1/32-in., which if done would make no distinction in front and back port openings. Referring back to the matter of the1/16;-in. front port opening, we have according to the article been allowing 1/32-in. to all front-port openings in alteration of the rods. Then how is it possible that the -front port openings can show 1/16i-in, which the article says "must be allowed for expansion, etc.," when only1/32-in. has been allowed?
Coming to another point, Fig. 11, which is, according to you, a finished plate, shows what is a very poor state of things if an engine's valves had been set to it, for it. It reads that, in fore-gear, the left front and 'back ports show 1/64-inl. difference on the wrong 'side, that is, with the greatest opening to the back port, while the right front and back ports show line and line in front gear, and a full 1/32-in. difference 'on the wrong side in both cases in back gear. This seems contradictory to the statement already made that 1/16in. must be allowed on all front port openings.

Editor's response. 8
Taking our correspondent's criticisms paragraph by paragraph, the diagram-shown in Fig.10 (page 188, Vol 12,) is reproduced on a smaller scale than the original, so that a special scale will be required to measure it. Moreover, all such dimensions are taken from the centre to the circumference of the arc, not across the diameter.
As regards the second paragraph, more particularly with reference to the right back gear, the letterpress is undoubtedly in error in stating R.H.F. port 15/32-in., R.H B, port  7/16-in., as an inspection of the plate Fig. 10 shows them to hiave almost identical openings, so that the subsequent statement that the rightback gear- rod should be lengthened 1/32-in. is in 'accordance with the plate, if not with the letterpress preceding.
The eccentric rods are left 1/32-in.. short in all cases, as explained on page 188, the reason being to allow for expansion when heated. This allowance adds 1/32-in. to one port opening and deducts 1/32-in. from the other, the total differenee between front and back port openings thus being 2/32-in= 1/16-in.
The outer circles, pp, in Fig. 11 are the port openings in full gear, which are explained 'in the third paragraph in the first column on page 189 as being quite distinct from those given in the running position for which the  valves are set,

The "Lablache" geared locomotive. Herbert T. Walker. 8
For some years I have been collecting authentic drawings of old locomotives, more especially those having mechanism between the cylinders and driving axles for the purpose of balancing the reciprocating parts. .
I have purchased of Edward Baker, of Binningham, an old tracing dated" Leeds, March 11th, 1848," showing front elevations of four locomotives—-viz., the "Jenny Lind," the "Lablache," an engine for the Eastern Counties Rv., and another for the East Lancashire Ry. 'All these engines have driving wheels-6-ft. in diameter.
This tracing appears to have been made for the purpose of showing the height of the centres of gravity of these engines, and the resulting angle with the base of support.
As the "Lablache" is the most interesting engine. I send you herewith a tracing of this figure, omitting the others, as they are of no special note. The "Lablache" was a side lever locomotive built by E.B. Wilson & Co., of Leeds, in 1848. The design was patented by Crampton in 1847 and the patent drawings show the engine in outline. The driving vheels .measure 7-ft. in diameter and the springs are aipparently of india-rubber. As just stated, my Leeds tracing shows 6-ft. driving wheels, and the springs are clearly indicated as of flat steel plates as commonly used, and the same as on the Jenny Lind built by the same makers.
Colburn in his Locomotive engineering and mechanism of railways , p. 79, states that " Lablache " had wheels 6-ft. 6-in. in diameter. I have therefore decided to lay a copy of the second figure of my Leeds tracing before your readers in th hope that some one may be able to give information that will clear up the discrepancies alluded to. . It will be noted that the tracing does not show the side levers as it is merely a front view of the engine, but the peculiar position of the cylinders is clearly indicated.
On a drawing made from memory by the late Mr. David Joy, it is stated that the "Lablache" was cut down and made into a contractor's engine. No date is given, but it must have been after the date on my tracing, and therefore the 6,ft. wheels must have been under the engine as originally built, assuming that my tracing is correct. . 'The" Lablache " is of special interest 'at this time, as I have reason to know that the design is likely to be revived in some future locomotives.

Express locomotive, Glasgow and South Western Ry. 9. illustration
See also page 79. No. 18 illustrated, but Nos. 26-8 conctructed in same series (earlier series illustrated in 15 March 1905 Issue). A new tender design had been introduced. The locomotives had 6ft 9½in coupled wheels, 18½in x 26in cylinders; 1420ft² total heating surface and 22ft² grate area.

St. John's Ambulance Association, Great Eastern Ry. 9.
T.O. Mein, Assistant Manager of the Locomotive Works.was Hon. Secretary GER Ambulance Corps and had received a letter of appreciation from the Prior of the Association.

Railway tunnels. London & North Western Ry. 10-12. 8 illustration
Kilsby: Great North Shaft and South portal; Primrose Hill New Tunnel East; Watford Old Tunnel (South) (with pediment); Watford Tunnel (South); Linslade Tunnel (North) 3 portals; Shugborough Tunnel decorated to meet needs of Earl of Lichfield; Stow Hill  Tunnel (south of Weedon).

Early locomotives of the London, Brighton, & South Coast Ry. 12-13.
Previous part: 13, 212. Strike by enginmen on 26/7 March 1867. Company was still able to run many trains due to using other company workers to perform the task of driving and firing. No. 73, a Sharp single performed much work during this period.

The lifting shed. 13; 15. 2 illustration
Sheer legs: used mainly to remove driving wheels to enable maintence on crank axles.

Re-union dinner of locomotive departmenr, Gt. Eastern Ry. 14; 15-16. illustration
Held on 6 December 1907 in the Abercorn Rooms in the Liverpool Street Station Hotel. W.D. Craig, late chief draughtsman was the organizer.

Apparatus for drilling crank-pin holes. 16-17. diagram

East Indian Railway strike, 17. illustration
By drivers and fireman from 18 November 1907 until the strike collapsed on 26 November. Asansol was one of the centres affected. Photograph of engine shed at Allahabad.

New Great Northern & North Eastern Joint Stock. 17.
New dining car train constructed at Doncaster and used on 17.30 King's Cross to Newcastle service. The kitchen dining car ran on six-wheel bogies, the remaining vehicles on four-wheel bogies. The coaches were fitted with automatic couplers. The livery adopted green shading to the letters (ECJS used red and the Great Norther Railway vehicles were shaded in blue).

An early broad gauge coach body. 18-19. illustration, 2 diagrams.
Illustration includes Lord of the Isles with the coach in service.

pp. 19-20 MISSING

[Retirement of Mr. H.K. Bamber from East Indian Railway]. 19.

Combined horse and carriage truck, Midland Ry. 20-1.

Bogie tank wagons, Benguella Railway. 21. illustration
Built by Blake Boiler Wagon & Engineering Co. under supervision of Sir Douglas Fox & Partners and Sir Charles Metcalfe, engineers of the Benguella Railway. Messrs Griffiths & Co. were the contractors. 3ft 6in gauge.

No. 186 (15 February 1908)

Railway notes. 23

London, Brighton & South Coast Ry. 23
Lord Bessborough appointed Chairman in succession to Lord Cottesloe.
4-4-2T with 6ft 9in coupled wheels, 19in x 26in cylinders, 24ft².grate area and 1623ft² total heating surface.[I3 class].

London & South Western Ry. 23
4-cylinder 4-6-0 No. 335 (see December 1907 issue for illustration). In a trial run from Salisbury to Exeter hauled fourteen coaches weighing 350 tons: minimum speed on Honiton Bank 29½ mile/h. Maximum speed attained 79 mile/h. First locomotive on LSWR to be fitted with water scoop on tender.

Midland Ry. 23.
Double-framed goods engines (see October 1907 issue for illustration) being rebuilt with higher pitched larger boilers, extended smokeboxes, new type of cab with side sheets and new sandboxes.

Great Northern Ry. 23-4
Five Stirling 0-4-4Ts (Nos. 822, 823, 825, 828 and 829) transferred to Nottingham district to work passenger trains around Basford and Derby: condensing gear removed. 0-8-2Ts moved from London to Colwick and fitted with 18in diameter cylinders in place of 20in (last ten had 19½in): condensing gear removed. Nos. 132-6 with 19in cylinders and 137-51 with 17½in cylinders were already at Colwick. Nos. 127-31 were at Ardsley.

Great Central Ry. 24.
Standard goods: Lot 281: up to No. 307 turned out from Gorton. American Mogul No. 966 was badly damaged in collision at Brocklesby Junction in March 1907 and had been replaced by an older locomotive off the duplicate list.

Great Eastern Ry. 24.
Five further T19 class had been rebuilt with leading bogies and Belpaire fireboxes: Nos. 710, 738, 747, 766 and 767.

Great Western Ry. 24.
Changes in Board membership: Alexander Hubbard, who had been Deputy Chairman had left and J.W. Wilson MP had joined.
Nos. 3183-9 were latest 31XX 2-6-2T. Star class under construction would be fitted with Swindon superheater, as would No. 2901 Lady Superior. Another batch of City class was under construction. Water troughs were to be installed at Lostwithiel to enable Paddington th Penzance non-stop running.

A railway museum. 24.
A.R. Bennett had written to daily press to encourage the construction of a National Railway Museum at South Kengsington: regretted the loss of broad gauge locomotives, etc

Six-coupled side tank engines, G.S. & W.R. 25. illus
0-6-0T for shunting at Cork and Dublin. Nearly identical to Nos. 207-210 of 1887. They had 4ft 6½in coupled wheels, 18in x 24in cylinders, a total heating surface of 1050.5ft² and a grate area of 18.84ft². They weighed 43 tons. Nos. 201 and 202 were replacements for 0-6-4WTs and weighed 42 tons 14 cwt. Nos. 217-220 were built in 1901 and weighed 43 tons 16 cwt. No. 219 illustrated.

Great Northern & Great Central Rlys,' Working Arrangement. 25
Anticipated opposition from Midland and Great Eastern Railways. Envisaged Doncaster Works as headqurrters of locomotive department as labour is cheaper there than at Gorton.

Duplex locomotive. 26. illustration
Andrew Barclay back-to-back 0-4-0+0-4-0T for New Zealand timber firm. Gauge not specified, but clearly narrow.

Pacific type locomotive, Gt Western Ry. 26-7. illustration, diagram (side elevation)
No. 111 The Great Bear: "logical development of the "Star" class": noted the slight increase in cylinder diameter (from 14½in to 15in) and the 23ft long boiler barrel with a total heating surace of 3400.81ft², including 545ft² of superheat and a grate area of 41.79ft². The total weight was 96 tons and the maximum axle load 20 tons. A bogie tender was provided. The photograph and side elevation both show the short-lived footsteps adjacent to the cylinders.

Tank locomotives, L. & N.W.R. 28. 2 illustration
0-6-0ST (with box tanks) rebuilt from Coal Engines. These had 17in x 24in cylinders; 4ft 5½in coupled wheels; 1074.6ft² total heating surface; 17.1ft² grate area and 150 psi boiler pressure. The first rebuild took place in 1904  and 30 had been converted since. No. 808 was illustrated. An 0-4-2CT introduced in 1892 was also illustrated (No. 3247). The crane had a three ton lifting capacity; 12in x 20in cylinders, 4ft 3in coupled wheels, 433ft² total heating surface and 11ft² grate area. It operated at 120 psi.

The late Sir Henry Tyler. 28.
Deputy Chairman Great Eastern Railway. President of the Grand Trunk Railway in Canada and Chairman of Westinghouse.

Assam Bengal Ry. 28.
Merryweather fire prevention system installed at Chittagong Works.

MISSING: pages 29-30

London & North Western Ry. post cards. 31

The present locomotive stock of the London, Tilbury & Southend Ry. 31-2.

Supports for wide fireboxes, G.N.R. 32. diagram
Dictates of wide firebox as on Ivatt large Atlantics. Firebox supports were surveyed in Volume 10 on pp. 24 and 61 latter for Austrian and American practice.

Electrification on the Midland Ry. 32.
Trial running on this single phase alternating current electric system had started between Heysham and Torrisholme Junction.

Tank locomotive for the Cork and Macroom Direct Railway. 33. illustration
No. 1 (Dübs 1865) (see Locomotive Mag, 8, 8) had been scrapped and had been replaced by an Andrew Barclay 0-6-2T (WN 1022/1904). This had 5ft 1in coupled wheels, 16in x 24in cylinders, a Webb type radial axle, a total heating surface of 1046ft² and a 16ft² grate area. The Belpaire boiler operated at 160 psi and pop type safety valves were fitted. The livery was black with broad vermillion bands with white lining. No. 3 had been repainted in the same livery. The older locomotives were Dübs 2-4-0Ts: No. 2 (WN 18/1865) had been rebuilt in 1898; No. 3 (WN 236/1867) rebuilt in 1899, and No. 4 (WN 1505/1881) rebuilt 1897. Except for No. 3 these retained the sage green livery. Maurice J. Reen was the Locomotive Superintendent.

Kirtley's six coupled tank engines, Midland Railway. 34-5. 2 illustration
Four locomotives built from scrapped locomotives supplied by Kitson in 1847. These were assembled in 1854-1856 and had 4ft 2in coupled wheels, 16½in x 24in cylinders and double frames. There appeared to be uncertainty about the Kirtley numbers, but they were renumbered 200, 1092, 1094 and 2038 under Johnson. The tanks were underneath the engine and under the bunker. Four similar engines were built at Derby and bore the numbers 220-3, but No. 220 was 320 until 1866. These four were used as bankers on the Lickey incline and retained 16½in cylinders after the others had received larger (17in) cyclinders. All were rebuilt by Johnson except No, 220 which was broken up in about 1883. No. 221A, rebuilt in 1880, became No. 1431 in 1888. The second class was similar but smaller. Theese were built from scrap material, in this E.B. Wilson locomotives constructed in 1848. They were assembled at Derby in 1854-6. They had 4ft 2in coupled wheels, 15in x 22in cylinders and had different frames from the 220 class being without bars between the hornplates and the wheelbase was shorter. The original numbers were the scrap numbers above 1000 allotted by Kirtley. These were raised to 2000+ in 1872-3.  Johnson renumbered them 210A-219A, 1093 and 1095. These were rebuilt under Johnson in 1876-8 when the A was removed. For a time some, Nos. 213A and 215A, had rectangular saddle tanks. They worked at Burton-on-Trent and one or two were extant in 1908. Nos. 880-9 were designed and built by Beyer Peacock in 1871 for working goods traffic from North London to London Docks. They had short chimneys and special spring balances for the safety valves to work through restricted tunnels. They had 4ft 2in coupled wheels, 17in x 24in cylinders, inside frames and 140 psi boiler pressure. They were renumbered 1610-1619 and were extant. They were reboilered in 1895-7. Illustrated No. 2014 and 889A. See also letter from Clement Stretton on pages 57-8

Eight-wheeled locomotive, Stockholm-Vesteras-Bergslagens Ry. 35. illustration
Supplied by Nydquist & Holm of Trollhattan. 2-6-0 with inside Walschaerts valve gear, piston vlaves and superheater. Leading dimensions; 18½in x 24in cylinders, 5ft 1in coupled wheels; 983.82ft² total heating surface; 19.85ft² grate area. 160 psi boiler pressure. Four-wheel tender. Th. Geo. Betts Locomotive Superintendent.

Early attempts with coal burning in locomotives. 35-7. 2 diagrams.
The first extensive experiments in burning coal took place in 1853 under McConnell. At about the same time Beattie experimented with burning a mixture of coal and coke and this led to the two-part firebox and combustion chamber. In 1854 Cudworth modified Sharp single No. 58 Orion with a midfeather in the firebox and two firedoors. Crampton No. 142 was also modified. These experiments were considered successful and all new engines received this arrangement from 1858. In 1859 an experiment was made with steam jets in the firebox. At the time of Cudworth's retirement in 1876 128 engines had modified fireboxes..

Rebuilt express locomotives, London, Brighton & South Coast Railway. 37. illustration
Mentioned in December 1907 issue. No. 321 illustrated. Marsh reboilering of Billinton 4-4-0 with new standard boiler: 5ft diameter; 1284.58ft² total heating surface and 18.64ft² grate area.

The History of the London & South Western Ry. locomotives. 37-8.
Continued from page 195, Vol. XIII. During early 1887 all the engines attached to the Engineer's permanent way department were transferred to the charge of the locomotive superintendent and incorporated in the capital engine stock of the company. The permanent way engine stock consisted at that time of 13 tender and two tank locomotives, all bearing names but no numbers, and when transferred were numbered on the "0" list from 1 to 15 inclusive. Hawkshaw (01) was a four wheels coupled tender engine built by Messrs. Geo, England & Co. in 1857. It had a pair of leading wheels 3-ft. in diameter, and driving and trailing wheels coupled 5ft. in diameter, with inside cylinders 14-in. in diameter by 18in. stroke. The tender ran on six wheels 3ft. in diameter. It was not known from what source it originally came, or when the Company purchased it: it was broken up in 1889.
Brunel (02) and Stephenson (03) were built by Geo. England & Co. in 1863 for the Somerset & Dorset Co., on 'which they were numbered 11 and 12 respectively, afterwards altered to 11A and 12A. When these engines were sold to the L. & S. W. R. they were named Isis (147) and Colne (148). The Isis was transferred to the engineers' department for ballasting purposes in March, 1883, and renamed Brunel. Colne was handed over to the engineer's department in March, 1884, and renamed Stephenson. These engines had leading wheels 3ft. 6in. in diameter, and coupled driving and trailing wheels 5ft. in diameter, inside cylinders 16in. x 20in. Brunel was broken up in 1889, and Stephenson in 1891.
Two other engines were built by Geo. England & Co. in 1860 and purchased by the LSWR for ballasting purposes in 1862. These engines were also of the four wheels coupled type with leading pairs 3ft. in diameter, coupled driving and trailing wheels 5ft. in diameter, and inside cylinders of 15in. x 18in. They were named respectively Locke (04) and Smeaton " (05). They were broken up in 1889 and 1892 respectively.
A coincidence should be noted with Locke, the same number (4) being held by another engine bearing the same name built in December, 1870. The name of the latter engine was removed in December, 1888, and it was then known as No: 4 until it was withdrawn from stock in June, 1895.
Another engine built by Geo. England & Co. of precisely similar type, built in 1861, was named Telford (06). This engine was withdrawn from stock in 1893, and used for stationary purposes in the washing factory for waste and sponge cloths at Nine Elms works.
Fowler (07) a four-wheels coupled tender engine built by Messrs. Geo. England & Co. for the Somerset & Dorset Ry. in 1864 and numbered 14, was purchased by the LSWR for ballasting purposes soon after they acquired a joint interest in the Somerset & Dorset line in 1875. It had leading wheels 3£t. 6in. in diameter, coupling driving and trailing wheels 5ft. in diameter; and inside cylinders 16in x 18in. Weight of engine and tender in working order was about 48 tons.

Shop Trolley. 38
for support of buffer beam when removed for repairs, in use at the Cork shops of Great Southern & Western Ry.

Reviews. 38-9
Development of the Locomotive Engine. By Angns Sinclair. New York: Angus Sinclair Publishing Co. London: The Locomotive Publishing Co. 1907.
Mr. Sinclair on page 22 gives an indication of the idea governing his method of treatment when he writes: "The developing of every complex machine has been a labor of years, carried on by many men, and the locomotive engine was no exception. Certain men labored with great success in supplying needed elements, others worked on perfecting old appliances, all making up a complement of masterly achievements; but no one transcended the labours of others sufflciently to have fairly earned the title of inventor of the locomotive," With this guiding principle always in view he has gone step by step along the path of progress, not going into rhapsodies over any particular man, but giving to each his due share of credit for work done. To do this with strict jnstice great care is required, and Mr. Sinclair has set a pattern for other historians in the painstaking he has bestowed in consulting first-hand authorities whenever possible. That even the utmost care and research has not prevented him from making errors of statement is to be attributed to the fact that he is human like the rest of us.
Siuclair deals with British locomotive practice of all ages, and incidentally throws new light on several obscure historical points. If only he could have increased his total of 661 pages to 1,200, and his illustrations from somewhere approaching 500 to 1,000 he might have done, as ample justice to British practice if not to European, as he has to that of his adopted country. When one sees what he has actually achieved the thought naturally arises as to how excellent would have been a treatise on which limitations of space had no restraining influence.
When all is said in criticism, however — and one might add that Sinclair, like most historians of the locomotive, has found a difficulty in preserving chronological order — the salient fact remains that it is a great work and a noteworthy contribution to the literature of a fascinating subject. As a record of American locomotive practice and progress it is practically uncha!lengeable. It is a book that railwaymen of all countries cannot afford to be without, if they aspire to having a complete knowledge of their particular subject. It is certainly a revelation as to the initiative and mechanical skill of the early American locomotive engineers, as well as an up-to-date treatise on modern developments introduced by their present  day successors.
Simple, compound and electric locomotives. H.C. Regan. New York: John Wiley & Co London Chariman & Hall..
The 5th edition of this excellent work on locomotives had been revised to include developments in steam and electricity as applied to them. Compounding is fully dealt with, and a chapter is devoted to foreign-built compound engines and rapid strides of the electric locomotive and its use on some of the American trunk lines make it essential for full details of construction and operation to be given. The systems under particular notice were the single phase, using single-phase motors, the poly-phase
Moving loads on railway underbridges. H. Bamford. Whittaker. 39
Some of the chapters originally appeared as articles in Engineering, but there were new chapters on bending moments and shearing forces in beams.
Sketches of engine and machine details. Wallace Bentley. Chapman & Hall.
Working drawings

A broad gauge tank locomotive. E.L. Ahrons.. 39
The locomotive Queen, illustrated on page 6 of your last issue-unless there were two exactly similar engines bearing the same name-had a curious and checkered career. It was built by E.B. Wilson & Co., in 1852, and was No. 329 of their build, according to the date-plate. For a long time it was the property of the South Devon Railway, and finally ran off the road and fell into the sea, though where this happened I am unable to state. It was subsequently fished out and found its way to Swindon, where it remained for, many years, together with one or two other old engines, in the scrap sidings at the back of the rolling mills.
The writer last saw it there in 1889 or 1890, and if this is the identical engine illustrated, which appears probable, it must have been sold since that date. The drawing on page 6 bears the date December, 1853, but the date-plate on the engine was certainly 1852.
An early broad gauge coach body. W.B. Paley
The thanks of everyone interested in the past history of our railways, are due to your correspondent for the careful record he has made of the old coach body near Hanwell.  I venture to think, however, from considerable experience of the broad-gauge, dating from 1872, till it disappeared, that the compartment with a 37in. door, was simply a luggage body. That they were so used latterly I well remember, and also that in many cases there was a brake pillar in them, and a guard if judged necessary. That dogs were put in sometimes is likely enough; especially when luggage was mostly carried on the roof, but the mere width of the door is surely proof that dogs were not the principal object of these compartments. Lnggage is always wanted, space for dogs seldom. The old broad gauge guard's vans, and many of the coaches had dog lockers of the usual type.
Firebox deposits. R.L.
Had noticed a deposit formed on the tube-plates and roof-plates of locomotive fireboxes, which in some running sheds was called "corks." It formed over and round the mouths of the tubes, and over the heads of the firebox roof stay bolts, and has been known to cause engines to fail for steam, owing to the constriction in the diameter of the tubes. Asked for the nature and cause of the deposit. Editorial reply: The peculiar deposit referred to is usually attributed to the effect of water, used to wet the coal in the bunkers, upon some classes of coal

Fire grates of locomotives. F. Scappini (Societa Italiana Ernesto Breda). 40. plan
Requested a copy of Locomotive Mag. 1903 (Volume 8) in which he had been informed by Mr. Steffan, Editor of Die Lokomotive in Vienna, that he would find an article about locomotives for the Cape Government Rys., which were provided with a fire-grate of two separate widths at back and front. He wished to have this article to show that this form of grate had also been provided on the Pacific-type locomotives built at Belfort for the Paris-Orleans Ry. (see Locomotive Mag. August 15th 1907 p. 14-5), was not new, as might be imagined. It had been tried on the Belgian State Rys., for example, since 1894 (see Engineenng, 4 September 1894, p. 323), but apart from that he forwarded a print, supplied by the Hannoversche Masch. Act. Bau-Gesellschaft. showing a similar method of construction introduced at those works as long ago as in 1857. The legend on the blue print states that it showed the firebox of the boiler of a Crampton locomotive built in March, 1857, by that Company for the Hanover State Rys. Plan reproduced. See letter from Helmholz on page 58

West Midland Railway goods engines. Pontypool.
I was much interested in Mr. Jackson's letter on this subject which appears in your issue of the 15th inst. There are one or two little, errors which, with your kind permission, I should like to correct, and also one or two points upon which perhaps you will kindly allow me to enlarge. Engines 294-5 were built for the O.W. & W.R., as also were the Kitson engines 296-7. Nos. 196 to 201 were, as stated: built by Beyer, Peacock & Co., for the W.M.R. They had 6-ft. wheels and cylinders 16in diameter. Two yeras later Beter Peacock supplied engines Nos. 209-214 with single driving wheels 6ft 6in diameter; later converted to four-coupled were not, as stated by Mr. Jackson of the same class as the 196 type but were of a design built by Wilson's for the O.W. & W.R.. bearing the following numbers—
182-187, wheels 5ft. 9-in·. dia., cylinders 16 ?
188 & 189. 6-ft. 6-in. dia cylinders 15½ ?
Nos. 190 and 193 were N.A. & H.R. engines, also by Messrs. Wilson's, with wheels 6-ft. dia. and ? cylinders. Many of these engines ere running the last ten ,years.' Nos, 240-248 were not WMRi engines, but. were built by Messrs. R. & W. Hawthorn for O.W. & W.R., whilst 253 to 259 were . Messrs. Wilson, but for the Newport, Abergavenny & Hereford Ry. I think I am correct in saying that Beyer-Peacock engines;322-341 and 350-359 were never as anything but G:W:R: engines. also that Nos. 32? and 327 were never stationed at Pontypool Road .All others of these lots were for many years stationed there in fact, several are still there. Nos. 322-327 we converted to tank engines, and as such are still running,as are all the others of these splendid engines. Jackson must certainly be under a misapprehension saying that Nos. 183 and 'I85 were stationed at Cardiff. All these engines remained Northern Division until they were broken up. It is quite right that the opening of the G.W.R. line from Pontypool and Cwmbran Junction to Newport Higb Street .Llantarnam Junction and Caerleon, these enginfs and others of the W.M.R. and N.A. & H.R. types wotked through daily from Worcester to Cardiff and back.

No. 187 (14 March)

Railway notes. 41

Great Central Ry.  41. illustration
The large new side tank banking engines of the 0-8-4 type are now out, and numbered 1171 upwards. The accompanying illustration shows the last of the series. [hey have been built to the designs of J. G. Robinson. These engines, a diagram of which was given on p. 108 of our last volume, have three cylinders I8-in. by zo-inv and eight wheels coupled of 4-ft. 8-in. diameter. One of them may be exhibited at the forthcoming Franco- British Exhibition.
The new concentration goods sorting yard at Wath, between Wornbwell and Doncaster, which was referred to on p. 108 of our issue of June 15th, 1907, is now rapidly approaching completion -after being in hand for two years. As was mentioned at that time, the yard is designed on the hump system, the trains to be marshalled being shunted up the bank by means of the eight-coupled bogie tank locomotives here illustrated, and then distributed by gravity in their respective sidings. The ground occupied extends over about 100 acres, and the sidings have a total length of 36 miles. It is expected that 5,000 loaded and empty wagons can be dealt with in each twenty-four hours, collected from at least forty-five collieries in South Yorkshire and the neighbourhood. Among other advantages, this new concentration yard with its modern facilities for sorting should considerably cheapen the cost of dealing with the mineral and goods traffic of the district.
A serious collision occurred on 29 February at Woodhouse Junction, near Sheffield, when a special train bringing about 300 emigrants from Liverpool, drawn by two engines, ran into the rear of a goods train in a dense fog. The guard of the goods train and the fireman of the leading passenger engine were killed and one passenger was injured. The two engines on the emigrant train were Nos. 711 and 852, and both suffered severely, but probably their combined weight helped to save the train and its occupants.

Hull & Barnsley,Ry. 41
Ten six-coupled radial tank engines for goods service delivered by Kitson & Co., Ltd., bearing running Nos. 142-151 (makers' Nos. 4545-4554). The had 18in. by 26in. cylinders and 4-ft. 6-in. coupled wheels. The boilers were domeless. The motion was very compact, the radius links being on the cylinder side of the motion plate; the valves are of the flat-side pattern, placed between the cylinders, and actuated by Stephenson link motion. Steam and hand brakes only fitted.

London .& North Western Ry. 42
The first forty of the four-cylinder compounds of the Jubilee class, Nos. 1901-1940, were about to be converted into two-cylinder simple engines.
From 1 April a new Irish express left Euston at. 13.20 to complete a cross channel. service to Kingstown, and a return boat leave Kingstown at 13.45 in place of the 11.00 services from Euston and North Wall. Night expresses would continue to use the North Wall route.

Great Northern Ry. 42
Five 4-4-0 passenger engines, of the 1395 class stationed at Trafford Park to work express traffic between Manchester and Sheffield, bore running Nos. 1396-1399 and 1180. The Great Central Ry. carriages referred to in our last issue as having been sent to Doncaster Works, had been taken away without undergoing repairs.

Great Western Ry. 42
With this issue is given a coloured supplement [MISSING] showing the large 4-6-2 express passenger locomotive No. 111 The Great Bear in its proper running colours. A diagram and' description of this remarkable engine were given in our last issue, in which one or two corrections are necessary. The superheater consisted of. 21, not 7, tubes of 4¾-in diameter, each containing 4 steam tubes of l3/8 in.diameter. The weights were .modified: on bogie wheels 18-tons 12 cwt., on six-coupled wheels 61 tons 7 cwt., and on trailing wheels, 17 tons 6 cwt., total 97 tons 5 cwt.. The tender; with 3,500 gallons-of water and 6 tons of coal,. weighs 45 tons 15 cwt.· It may be pointed out that despite its exceptional dimensions No, 111 was 1argely built to standard. For example, the motion is practically. identical with that of the Star class except for increase in the cylinder diameter. The details of the engine and tender bogies and of the trailing radial wheels were standard with those of the 4-4-0, 4-4-2, 4-6-0, and 2-8-0. tender engines and the 2-6-2 and 4-4-2 tank engines.
The death, at Swindon, on 20 February, of chief locomotive inspector William Greenaway, who was probably one of the best-known figures on the footplate', especially when Royalty travelled. He was in charge of her late Majesty's train during the Diamond Jubilee, and of every Royal train on the G.W.R. afterwards. He received many tokens of favour in that regard, including an audience at Buckingham Palace in 1902, when he received the Royal Victorian Order. Among other records, he rode with the first London-Bristol non-stop train after the. purchase of the Swindon refreshment-room lease, and had charge of the Royal non-stop train to Plymouth in July 1903.

Caledonian Ry. 42
Nos. 924-928 complete a series of 4-l-0 passenger locomotives of the 140 class. Nos. 909, 912 and 913 4-6-0 express. locomotives of the Sir James King class had been in the shops for slight repairs after a continuous service of 14 months with passenger trains.

London, Brightok & Soutil Coast Ry. 42
In addition to No. 21, the large ten-wheel tank locomotive illustrated in our last issue, D. Earle Marsh had in course of construction at Brighton six other engines of the same type. They will, however, be fitted with Schmidt superheaters, and will have larger cylinders, with piston valves arranged horizontally, instead of at an angle of 1 in 9.5 as in No. 21.

Rhymney Ry. 42
Death of Cornelius Lundie at the age of 93 in Cardiff on 12 February. He was connected with this railway for 40 years, and at one time held the triplicate offices of general manager, engineer and locomotive superintendent. At the time of his death he had occupied the position of managing director for about two years, and he was actively engaged in work until within a few days of his death; a remarkable record in view of his advanced age.

Great Southern & Western Ry. 42
The rebuilt 2-6-0 goods engine No. 358 had been fitted with an extended smokebox. No. 211 six-coupled trailing radial tank engine, with 18-in. by 26-in, cylinders and 4-ft. 6½in. drivers, had heen converted into a tender engine. A numberof locomotives were being fitted with brake couplings at the leading end, a provision not hitherto made on this line.

Midland Great Western Ry. 42
This company reverting to the old colours for painting rolling stock: green, lined with black and white, for the locomotives, .and brown for the carriages.

Dublin & South Eastern Ry. 42
A new 2-4-2 tank engine with Belpaire firebox, No. 27 St. Aiden, had been completed at the Grand Canal Street Works, and was running between Amiens St. and Bray. This engine replaced one of the fast-disappearing single-driver well-tanks, of which Nos. 34 and 35 were almost the only survivors. They work-the Shillelagh branch. Nos. 59-64 2-4-2 tanks are now fitted with the Gresham and Craven brake ejector, etc., in place of the L. & N.W.R. pattern, and one or two small alterations had been made.

East Indian Ry. 43.
C.G.H. Danby appointed carriage and wagon superintendent, following the retirement of H. Kelway Bamber. Danby had been with the EIR for eight years.

New Locomotives on the G.N.R. 43-4. 2 illustration, 2 diagrams. (incl. s. & f. els.).
Production series of 0-6-2T fitted with condensing gear. Similar to No. 190 illustrated in 15 May 1907 Issue, but fitted with shorter side tanks and with weight redistributed to enble locomotives to work south of London. The locomotives had Doncaster WN 1176-85 and running numbers 1551-1560. The elevation relates to the 0-6-2T. No. 1421, a four-cylinder compound Atlantic is also illustrated and a diagram shows the Ivatt patented balanced crank axle. The locomotive had 13in x 20in high pressure cylinders and 18in x 26in low pressure cylinders actuated by Walschaerts valve gear. The total heating surface was 2351.8 ft² and the grate area 31 ft². See also letter from George T. Clayton on page 70.

Bogie express locomotive, Somerset & Dorset Joint Railway. 44. illustration
Deeley 4-4-0 Nos. 77 and 78 (former illustrated): 18in x 26in inside cylinders; 6ft coupled wheels. Total heating surface 1347ft²; grate area 21.1ft². Working pressure 175 psi.

Early locomotives of the London, Brighton & South Coast Ry. 45-7. illustration, 4 diagrams.
Stothert, Slaughter & Co. locomotives: Fig. 17 in the History. Fig. 17A shows No. 87, a 2-2-2 which was fitted with an unusual chimney, topped with a black truncated cone. No. 95 was similar, in not being rebuilt but had a bell-topped chimney. The tender was sketched from a still extant vehicle which was being used as a sand truck toconvey locomotive sand from Fittleworth to Brighton. Fig. 17B (photograph) shows a representation of 95 class as a weathercock on the roof of Messrs C.A. Wells & Co. of Lewes. Fig. 17C represents Nos. 90 and 91: 2-4-0 type with similaries to Great Western practice. They had large haycock domes and worked between Lonndon Bridge and Croydon. Fig. 18 in the History is criticised and it is suggested that Fig 18A gives a better impression of No. 9⁹9. It is argued thatit did not have trailing wheels behind the firebox. It worked from New Cross goods yard with freight from Deptford Wharf. It had a larger dome than most of the Bury type and this was sheathed in brass rather than copper. Fig. 19A is based on a sketch by H.H. Battley and shows 0-6-0 No. 112 (No. 113 was similar). In the 1850s they worked on the Willow Walk branch. Continued page 87.

New vacuum brake apparatus. 47-8. diagram
Holden & Brooke of Manchester: gear which reduced the size of the cylinder, eliminated a ball valve and made the system more suitable for narrow gauge and freight vehicles as it could be assembled in a horizontal position.

The Brotan water tube firebox. 48-9, 3 illustration
Beyer Peacock outside-cylinder with external valve gear and Brotan boiler supplied to the Mannesmann Tube Co. of Landore. The cylinders were 14in x 20in, the coupled wheels 3ft 1in diameter. The total heating surface was 746ft² and the grate area 9.2ft². The boiler pressure was 180psi.

The Stafford & Uttoxeter Railway. 49-51. 2 illustration, 2 diagrams.
Authorised on 29 July 1862 and opened in December 1867. Single track line with crossing places at Grindley and Ingestre. The Great Northern Railway purchased the line on 1 August 1881 and had originally intended to acquire the Potteries, Shrewsbury & North Wales Railway (the "Potts") and have sought running powers over the LNWR between Stafford and Shrewsbury, but by then the line was derelict. The S & U owned two locomotives which were taken into GNR stock. These were a 2-4-0T named Shrewsbury and Talbot built by Beyer, Peacock WN 849/1868. It had 14in x 20in inside cylinders, 5ft coupled wheels. This locomotive derailed due excessive speed on 1 February 1873 at the foot of Hopton Bank killing the footplate crew and injuring eight passengers.The other locomotive was an 0-4-4ST named Ingestre. This was purchased from the North London Railway and it had been supplied by Beyer Peacock WN 189/1860 and running number 41 on the NLR. It had 16in x 24in cylinders and 5ft coupled wheels. It had been built as an 0-4-2, but was fitted with an Adams bogie. The first GNR train to work onto the line ran from Nottingham Low Level to the Staffordshire Agricultual Show in 1881 and was worked by No. 651. Illustrations include portal of Loxley Tunnel and Hopton Cutting.

Midland Ry. 51.
Water troughs were being installed vbetween Tamworth and Haselour in readiness for summer traffic. Heavy furnace slag was used alongside troughs to prevent damage to ballast.

Compound Prairie express locomotive, Kaschan-Oderberger Ry. 52. illustration
Golsdorf frour-cylinjder compound 2-6-2 similar to 110 series designed for Austrian State Railways (see 15 March 1905).

Change of style of Canadian Locomotive builders. 52.
On 5 February 1908 the Secretary of State of Canada permitted a change of name of The Locomotive & Machine Company of Montreal to Montreal Locomotive Works Ltd.

Railway tunnels, London & North Western Ry. 52-4. 6 illustration
Beechwood Tunnel (South) about five miles north of Coventry. Penmaen Rhos Tunnel (both East and West portals) near Colwyn Bay, Conway Tunnel (West), Penmaen Bach Tunnel (west), Ffestiniog Tunnel (north) and Llandegai Tunnel (East) between Aber and Bangor. Stephenson was associated with Beechwood and the North Wales main line tunnels.

A new incandescent lamp for railway carriages. 54. illustration
Guerriere and Powies Orb lamp.

A novel fancy dress. 55. 2 illustrations
Smokebox and cowcatcher at front; cab fittings at rear

Reviews.  55.

Transactions of the Swindon Engineering Society, G.W. Ry., 1906-7. Edited by D.G. Slatter, Hon. Sec. Published by the Society, Locomotive and Carriage Department, Swindon.
Contained in this volume, are pamphlets, Nos, 71 to 80,. being the transactions of the Society up to March 26th, 1907. The papers are: " The Work of a Running Department," by H. Simpson; "The Construction of Modern Railway Wagons," by J. M. Llewellyn; "Stephenson v. Walschaert [sic] Valve Gear," by W H. Pearce; "Composite Roof Principals and Roofing," by J.H. Baker; "The Micro-Analysis of Metals with Example of its Value," by T.C. Davison, "Locomotive Cranks and Axles," by R.L. Burge; "The Equipment of a Running Shed," by W.A. Stainer; "Beams, Shafts, Struts and Ties in the Locomotive," by C. C. Champeney; "The Construction of Steam Rail Motors," by A.H. Nash; and "The Construcrion and Maintenance of Motor Omnibuses," by C.S. Wilson. The volume is profusely illustrated with drawings and diagrams, and it is hardly necessary to say that the papers are thoroughly practical, and carefully thought out.

Locomotive slide valve settings. Locomotive Publishing Co. 55
Revised version of material which appeared in the Locomotive Mag. plus an "ingenious" circular indicator which can be set as desired.

A new railway mail van. 56. 2 illustration
Bogie van with electric lighting for Bombay to Punjab mail service built at the GIPR workshops at Parel.

Flexible twin carriage, E.C.J.S.  57. illustration
Illustration courtesy of H.N Gresley, of the carriage and wagon department of the Great Northern Ry., Doncaster, the E.C.J.S. coaches referred to in our issue of 15 February 1907, which had been converted into a twin corridor coach mounted on three 4-wheel bogies. The two 6-wheel coaches had their axle guards, scroll irons, &c., removed, and the draw-bar and.buffing gear at one end of each was also removed. The headstocks at those ends were strengthened by means of 12-in. steel channels, to which were attached brackets lapping one over the other. A king-bolt passes through the brackets and forms the centre-pin for the middle 4-wheel bogie, and two standard 4-wheel bogies support the other ends of the coaches. The vehicles thus transformed occupy slightly less length of track than as originally built, and while supported on the same number of axles as formerly, they have gained immensely in flexibility and ease of running as compared with their original condition as 6-wheeled stock having rigid axles at each end, and side play to the middle axle, since owing to the flexibility of the two coaches in regard to each other the three bogies are able to adapt themselves exactly to the sharpest curves likely to be worked over. The first pair of converted coaches had been running regularly between London and Edinburgh on express trains for the past twelve months. The method of conversion is the subject of a patent taken out by Mr. Gresley.

Correspondence. 57

Kirtley's six-coupled tanks. Clement E. Stretton. 57-8
The article which appears on page 34 is interesting, and from the writer's notes some details may be added. In the Midland list dated 1860 no six-coupled tanks by Kirtley are to be found. In December 1861 and January 1862, he built four powerful tank engines 16½-in. by 24-in. for the Lickey incline, Nos. 320 to 323; and in 1862-3 he constructed six other tank engines, Nos. 324 to 329. These had new outside frame plates but all the rest was scrap taken from Wilson passenger engines of the I class, which had been replaced and were running as No, 1001, etc.
Early in 1866 Kirtley told the writer that he was going to have all passenger engines below 200, all tanks 200 to 239, and all goods to start at 240. And in April, 1866, he began to carry out the arrangement, and the ten tanks in question became 220 to 229. A year later (1867) Mr. Kirtley removed the six rebuilt engines Nos. 324 to 329 to Nos. 214 to 219.
In 1870 the Midland worked goods trains from St. Pancras via Kentish Town to Mint Street and the Docks, and Kirtley altered six of Sharp's goods engines, 360 and 370 classes, for the purpose. He made new sets of 4-ft. wheels for them and very short • chimneys, and the writer rode in 1870 on 364 and 367 thus altered. In 1871 the new 880 tanks arrived at Kentish Town, and the 360 class were returned to Derby and had their old wheels and long chimneys again. Then six Wilson passenger engines, Nos. 1008, 1009, 1014, 1038, 1093 and 1095, went into the shops and were converted into tank engines, the 4-ft. wheels out of the 360 class being used for the purpose. As shown by the illustration, page 34, passenger engine boilers were used.
The engine No. 20l4 was thus the original old 14 by Wilson, and that accounts for the wheelbase of the altered engines being shorter than of the 220 or Lickey incline engines.
The altered 1009 became 210, 1008 became 211, 1093 became 212, and 1095 became 213 in 1871, after which Johnson some years later put them on the A list. Some of them in their time had no less than six different numbers, hence the difficulty to trace them.

Fire gkates of locomotives. R.V. Helmholz 58
Scappini is in error if he thinks that the sketch given on page 40 of your last issue represents the plan of the grate of the Hanover Crampton engines. The section shown relates only to the upper part of the tube plate, which was widened in order to permit of placing more tubes in the boiler, in the same manner as in the celebrated Crampton engine Liverpool. Below the section shown, the firebox was contracted to fit between the inside frames of the engine, and the grate had a width of not more than 3-ft. 2¾-in. throughout its length. You will greatly oblige by inserting this correction in the columns of your valuable paper. Krauss Locomotive Works,

Slide valve setting. W.J. Moore. 58
I was pleased to see you were able to spare the space in your valuable magazine to answer my letter of 22 December 1907, but I fail to see what the first paragraph of your reply has to do with the question—that is, as far as the measurements of the arcs are concerned. I did not measure the diameter, but from the centre to the circumference, and as you had no footnote to the effect that a special scale would be required to gauge them by, I naturally used an ordinary standard foot rule, and the dimensions I gave in my last letter were the result.
We will pass from this point to your second paragraph. I see you still maintain that the right back-gear rod must be lengthened. As you have admitted the letterpress was wrong, we will take the preparation plate, Fig. l0, page 188, Vo!. XII. We find that the right back-gear shows front and back port openings "line and line." Now, if we were to lengthen this rod we should have less front port opening than we had back. So it is only natural that this rod ought to be shortened  1/32-in. so as to give that amount to the front port. So here again there is an error in the letterpress with regardtothat rod. .
But I wish also to refer to another mistake, and a very serious one, that has crept into the article. This is the formula which is set to find the amount the rods require altering. [The example is quoted in units of 1/32 inches and is not repeated herein]
Finally, with reference to the last paragraph of your reply, I think it only fair to myself to say that the majority of cases-and I can be answerable for a few locomotive valves-are set with the engine in "full gear," and not in the "running position." There are exceptions, but I can account for two well-known railways on which the valves are set as I have stated..

If the paragraph containing the figures be read carefully it will be apparent that the figures given were not necessarily quite correct, as all designs of engines do not require the same allowance to be made. The figures were given as a guide to those who have had no opportunity of setting valves, yet wbo would like to know how tbey are set.
As a matter of fact, the amounts allowed, viz., the total amount 'of inaccuracy of valve plans ± 1/32-in. wonld probably be correct for most engines, as tbe rods being conpled to the ends of the links, or nearly so, would have a longer travel than a point nearer the middle of the link, where the quadrant block would be when the valves are set.
The right back gear rod should be shortened, not lengthened as was stated in tbe article in qucstion. Editor

No. 188 (15 April 1908)

Railway notes. 59

London, Brighton & South Coast Ry. 59. illustration
Illustration shows one of Wm. Stroudley's front-coupled express locomotives, Edward BIount, fitted with W.J. Hammond's apparatus for heating the air prior to its combustion in the firebox. The smokebox is divided into two compartments by means of a horizontal partition placed above the tube ends, and the lower chamber communicates with two pockets on either side of the smokebox exterior, which, as can be seen from the illustration, contain a number of air tubes open to the atmosphere at their front ends. At the other they lead into pipes which conduct the air down under the firegrate, where it supplies oxygen to the fire. The waste gases from the furnace pass through the lower chamber inside the smokebox, thence around the air tubes in the pockets,. and into the upper part of the smokebox, where the blast pipe orifice is situated. In their passage through the pockets these gases heat the air prior to its delivery under the fire-grate.

South Eastern & Chatham Ry.  59
Six standard goods engines had been put into service: four replacing Stirling' s early goods engines and the last two old Chatham goods engines. No. 516, a new four-coupled bogie express engine with extended smoke box, will be shown at the forth-coming Franco-British Exhibition.

Great Central Ry. 59
A three-cylinder simple Atlantic express locomotive would shortly be in service, the arrangement of the cylinders being similar to that adopted in the three-cylinder compounds Nos. 258, 259, 364 and 365. J.G. Robinson's idea in introducing this novelty is to obtain a more perfectly-balanced engine. On 14 March the 19.30 from Marylebone to Leicester was derailed on the curve approaching Wembley Park Station. The engine was No. 363, an Atlantic, which kept the rails, though the tender left the track and was badly damaged. The train consisted of five coaches, which were thrown down an embankment, but fortunately no lives were lost.

London & North Western Ry. 59
There were now 75 locomotives of the 4-6-0 mixed-traffic type, illustrated in our issue of May last, the latest being Nos. 1372, 1390, 1415, 1569,  1594,. 1604. 1607, 1632, 1795, 1796 and 2591-2600.

Great Northern Ry.. 60
The latest engines of the 251 class built at Doncaster were Nos. 1437-1440.

North Eastern Ry. 60
Ten locomotives of the S class, 4-6-0 express engines with 6-ft  coupled wheels, had been completed at Darlington, and ten more were to be put in hand at Gateshead, while ten of the R class, 4-4-0 engines with 6-ft. 10-in. coupled wheels, were to be built at Darlington for the East Coast express traffic, as already mentioned. The first three of the new 4-6-0 tank locomotives already referred to are completed. They have a regulating blast pipe and ash-ejector, by means of which the ashes are continuously ejected while running.

Great Western Ry. 60
A new series of 4-6-0 f'our-cylinder express passenger locomotives was in course of delivery, five out of a total of .ten being out, Nos. 4011 Knight of the Garter, 4012 Knight of the Thistle, 4013 Knight of St. Patrick, 4014 Knight of the Bath and 4015 Knight of St. John. These engines had the Swindon type of superheater fitted, and the bogie was of the new pattern introduced in No. 111 The Great Bear.
To relieve the congested state of traffic through :he Severn Tunnel several goods and mineral trains were diverted to run from Lydney (Otter's Pool Junction) over the Severn Bridge and via the Severn and Wye (G.W. and Midland Joint Line) to Berkeley Road, and thence via the Midland Line to Yate and Westerleigh Junction, joining the G.W. Badminton line near Chipping Sodbury. This implies using the G.W. running powers over the Bristol and Gloucester section of the Midland Ry.
A deviation of the G.W. system between Saltash and St. Germans had been completed and opened. With the exception of the single line line section, over the Saltash bridge there was double track from Paddington to Penwethers Junction just west of Truro. The new deviation included a tunnel 452 yards long and three viaducts: St. Germans 979-ft., Notter 633-ft., and Forder 699-ft.
The opening, on 2 March of the light railway between Beer Alston and Callington, a description of which-line was given in the issue for March 1907, has apparently spurred the G.W.R. into taking over the powers obtained by a cornpany so long ago as 1900 for the construction of a light railway from Saltash to Callington, a distance of 11 miles through a prosperous fruit growing and farming district.

Great Northern & Great Central Joint Bill. 60
Having failed to obtain the sanction of he Courts for their "working agreement" made at the close 1907, the directors of the two companies concerned propose to promote a, joint Bill in the next session of Parliament to give effect to the wishes of their shareholders.

Great Eastern Ry. 60
The first of a new series of 4-4-0 express engines was out, No. 1830 which was painted black without any lining. had been sent to Liverpool Street for the inpection of the directors, but the adoption of this sornbre style of painting had not yet been decided. Nos. 1831-2-3 had also left the shops.
A "Banana Special" train was being run from Liverpool to Stratford Market over the Midland and Great Eastern lines,via Peterborough, running on Mondays only, as a fast goods, reaching its destination early on Tuesday mornings. Steam heating is installed througout, to preserve the fruit at an even temperate The Cambridge engine, No. 719, usually worked this train

Hull &  Barnsley Ry. 60
Kitson & Co. delivered ten six-coupled goods engines, Nos. 132-141 (WN 4555-4564). They had 18-in. by 26-in. cylinders; 5-ft. wheels, and a domeless boiler fitted with Ramsbottom safety valves pressed to 185 psi. The motion was the same as in the engines previously delivered, with the weight shaft below the radius links. Screw reverse gear was employed, though the tank engines had levers. The automatic vacuum brake was fitted and there were sandboxes at back and front of the middle wheels.

Highland Ry. 60
Death of Thomas Jagger locomotive superintendent of the Southern division, at Perth on 6 March: Jagger was in his seventy-eighth year, and one of the oldest servants of the Highland Ry. He joined the Invernesss & Nairn Railway at Inverness in 1855.

Madras Ry. 60
The title of the Madras Ry. had been altered in view of the transfer of the line to the Southern Mahratta Ry., to Madras & Southern Mahratta Ry.

Broad gauge tank locomotive. 60
Re illustrated description of the four-wheeled.tank engine Queen on page 6 of January issue, we now understand that the engine was originally built for the Torbay & Brixham Ry., an enterprise which was purchased by the G.W.Ry. under an Act of 188?

Metropolitan District Ry. 60
Electric trains extended to Barking station and experimental service to Wimbledon now incorporated.

The locomotives of the Great Eastern Railway. 61-2. 4 illustration
Class Y 2-4-0 goods engines. One general type, but each series possessed particular characteristics.. The first series constructed by Neilson & Co. (Fig. 105) differed by having the dome over the firebox, and a weather-board instead of a cab: they also had 18-in. diameter cylinders, but these were subsequently reduced to 17-in., the same as others of the class. The second series, comprising engines built by Stephenson and Hawthorn (Fig. 106) had rather spartan cabs and boilers of the standard Sinclair type, which, like those of the engines built by Neilson, were constructed of four plates lap jointed, the first and third being the largest. They were provided with a water box under the footplate, which furnished an additional supply of water (135 gallons), and added to the weight at the trailing end. The water boxes were removed in Adams' time. The third series (Fig. 107) were constructed by Kitson & Co., the Vulcan Foundry, and Schneider et Cie., of Creusot. In these engines the wheelbase was extended 1in. between the leading and driving centres, and the boilers were constructed with parallel barrels of four plates butt jointed. The cabs were of an improved pattern, with the exception of the Kitson engines Fig. 108, which had cabs of the earlier type. Giffard injectors were fitted and were subsequently supplied to all the earlier engines. The tenders were all of one type, on six wheels, originally fitted with wooden brake blocks. Engine No. 327 was sent to the Exhibition held in Hyde Park, London, in 1862. Thirty engines were ordered from Kitson & Co. and were intended to be numbered 357 to 386, but six of these (WN 1173-5; 1181-2 and 1185) were sent to the Egyptian Railway Administration and one additional engine was built by Messrs. Kitson for the GER which became No. 381. This engine differed from the remainder of the class in having a larger firebox and shorter boiler barrel. Figures 105-8 illustrate Nos. 317, 327 , 390 and 374.

Narrow gauge ten-wheel passenger locomotives. 63. 2 illustration
12 locomotives Nos. B1-B12 supplied by Société Alsacienne de Constructions Mécaniques for 3ft 6in gauge Algerian State Railways. Also dertails of eighteen metre gauge locomotives (Nos. 201-222) supplied to Cie Générale Buenos Aires

An ocean railway. 63-4. illustration
Extension of Florida East Coast Railway towards Key West. Opened from Miami to Water's Edge across Everglades swamps. At that time Knight's Key was the furthest point that the viaduct had reached. Henry M. Flagler was the driving force.

Tank locomotive, Rhymney Ry. 64. illustration
Robert Stephenson 0-6-2T designed by C.T. Hurry Riches. 4ft 6in coupled wheels, 18½in x 26in cylinders, 1410.5ft² total heating surface and 21.5ft² grate area. Boiler 175 psi. Fitted with hand, steam and Westinghouse brakes. No. 2 illustrated.

Connor's large engines, Caledonian Ry. 65. illustration
Neilson 4-4-0 Nos. 125-9 supplied in 1877 (No. 126 illustrated). Rebuilt by Drummond in 1886 with larger boilers. As rebuilt they had 18in x 26in cylinders, 7ft 2in coupled wheels, a total heating surface of 987.3ft² and a grate area of 18.4ft². They were used on Glasgow to Dundee services and latterly on Glasgow to Ardrossan workings. No. 126 was the last survivor.

Securing spring plates. 65. diagram
Avoidance of drilling (ecept in the key plate) by use of nibbed plates.

A veteran locomotive superintendent. 66-7. 4 illustration
Henry Waugh locomotive superintendent of the Waterford & Tramore Railway. Was aged over 80; born in Dublin in 1827. Apprenticed to Lamprey, Rendelln & Lamprey in Dublin from 1841-8. He was a fitter on the Dublin & Drogheda Railway and remembered the Atmospheric Railway which ran between Dalkey and Kingstown and the first locomotives which ran on the Dublin & Kingstown Railway. From 1854 he was a fitter and driver on the Waterford & Kilkenny Railway. In 1860 he became locomotive superintendent of the Waterford & Tramore Railway. One of the illustrations shows him alongside his motive power which at that time still included a Bury single rebuilt as a 2-2-2T (it had received a new boiler pressed to 100 psi in 1866). The Bury locomotives had been acquired from the Liverpool & Manchester Railway by Dargan to build the line. One passed to Pim, the locomotive superintendent of the Waterford & Limerick Railway. Thomas Mills, the District Superintendent of the Waterford & Limerick Railway had charge of Bury locomotives on the Liverpool & Manchester Railway. The illustrations include the old six wheel passenger stock and the Bury locomotives.

Old "Bury" locomotive, G.S. & W. Ry. 67.
Note that No. 36 was stored at Cork running shed having been painted bright green for the Cork Exhibition in 1902.

Tyre fastenings. 68-9. 11 diagrams.
Historical survey which included rings, screws and rivets.

Self-fastening buffer plunger. 69. diagram

Correspondence. 70

Locomotives of the Birmingham & Gloucester Railway.  R.M. Deeley. 70. illustration
I have to-day sent you, under separate cover, a photograph of an old print we have showing a train being hauled up the Bromsgrove incline by the engine Philadelphia, which you may care to reproduce in your magazine. For the information of your readers, I also zive you herewith particulars of the numbers, names and makers of the engines owned by the Birmingham & Gloucester Railway.

See also letter from "Loco" in Volume 15 page 104

The locomotive front end. George T. Clayton.
With reference to the brief, but extremely interesting description of the Great Northern Company's compound wide firebox Atlantic No. 1421, by H. A. Ivatt, in issue for  14 March in comparing it with No. 251 and other wide firebox Atlantics by the same talented designer you think it worth while to point out that the smokebox is no longer extended but recessed, and in connection with this change in the design which involves, as you also point out, the setting back of the tube-plate with a corresponding reduction in the heating surface, perhaps you will permit me, if not trespassing too much upon your space, to make a few remarks.
In an article on the Locomotive Front End in the Mechanical World for 5 April 1907 I took occasion to adversely criticise the modern practice of extending the smokebox and directed attention to Ivatt's No. 251 engine as a well-developed. and familiar example. In the course of the article I pointed out that much energy is lost by reason of the eddy currents set up in the enormous cavity in advance of the draught-producing apparatus, and I advocated, amongst other ways of reducing the dead space, the opposite course of recessing the smokebox. This course has been followed by Ivatt in No. 1421 engine, but • whether in doing so he has merely reverted to his earlier practice as seen in his 990 class Atlantics and eight-coupled mineral engines, to which I also directed attention, does not appear.
Although the article alluded to contains much destructive criticism, the object was to lay down what seem to be the true principles of smokebox design, and I attempted the same thing in the columns of the Engineer for 10 January 1906. If you think the matter sufficiently interesting the principles set forth I may he formulated as follows, and I shall be very glad . of any expression of opinion .from your readers as to to their soundness or otherwise.
(1) By excluding all space beyond and around the direct line of the draught and limiting the draught steadying space to the region between the producing apparatus and the tubes, eddy currents are prevented.
(2) By placing the producing apparatus as far from the tubes as possible (it is often placed as near to the tubes as.possible), the angle subtended by the outlying tubes is lessened and 'the resistance in those tubes reduced precisely as the frictional resistance in an engine is reduced by a long connecting rod.
(3) By placing the centre of intensity of the draught, which I assume to be midway between the blast pipe and chimney, on a level with the centre of the nest of tubes (it is generally placed higher up, though examples are to be met with where it is placed lower down), the distribution of the draught, subject to proposition 2, is as good as possible.
To give effect to. these propositions the smokebox must obviously be a truncated cone with its axis horizontal and flattened on the top. The taper should be as much as is consistent with the easy getting in and out of the tubes, not only to. keep down the dead space but also to provide room for the legs of the bifurcated steam pipes to pass between the smokebox and the outside casing. Seealso correspondence from Charles W. Dauncey 0n page 92

Northern Railway of Spain. Duke of Zaragosa.
In your issue of July 14.th, 1906, you inserted a short note on the Sud Express, accompanied by a photo-reproduction of locomotive No. 1961 at the head of train No. 8 (Sud Express) at Irun, and in error you stated that this engine was a compound built by A. Borsig. I take the liberty to give you some details in correction of that statement which may have added interest from the fact that for four years past I have frequently acted as engine driver, though only an amateur, to locomotives of the type illustrated, on trains Nos. 7 and 8 (Sud Express), 1 and 2 (express) and Nos. 9 and 10 (fast, ordinary and goods). The Northern Railway of, Spain, to which these locomotives belong, possess two series of ten-wheel simple engines. The first series, built at Berlin by A. Borsig and by the Hannoversche Maschinenbau-Actien Gesellschaft, has the following leading dimensions:-[crude metric to imperial conversions not given herein] This series comprises Nos. 1901-1928, and these engines work goods trains and heavy passenger traffic on a line having grades of 1 in 45. up which they can haul loads of 190 tons at 25 miles per hour. The other series, of which your illustration already referred to shows an example, has slightly different dimensions [not given herein] . These engines are numbered 1950-1979, and they are employed in working the Sud Express and other express and quick passenger services. When I have been on the foot- plate and there has been need to make up time I have obtained speeds of 59 miles pet hour with loads of 220 tons, but the usual average speed is 40 m.p.h., owing to the frequency of curves of 10· chains' radius and gradients of I in 50.

West Midland Railway goods engines. John (Jno). Williams. 71
After reading a letter signed" Pontypool" in your February number may I make a few remarks on some of the locomotives that used to run between Newport (Mill Street) and Wolverhampton in the 1860s. I was a lad then and often went to Mill Street to meet the engines in, and after disposing of their trains ride on the footplate to the sheds at Dock Street. I believe the numbers were 192 and 193 (E. B. Wilson's), and another engine No. 80 (Hawthorn's). The driver's names were Tom Curran, James Duff and David Jakeman.
I well remember the 350 class of goods engine coming to Newport from Wolverhampton. At that time they were the handsomest engines to be seen anywhere. They were kept beautifully clean, and with their polished brass work and the outside cranks painted a bright vermillion, it was a sight not easily forgotten by the embryo railwayman. One of the drivers was named Peter Hughes, and he was a most popular man, and, I think, finished his career at Pontypool Road. Just before this there were a few old locomotives to be seen at Bassaleg (now B. & M.R.). They belonged to a private company, and were known as Prothero's engines (Bury make). Another firm, Marshall & Knowles, had some old locomotives called the Rose and the Star. These, I believe, went to some of the collieries as pumping engines, but the famed engine was named the Great Western, a six-coupled tank engine, built by the G.W.R. and lent to Marshall & Knowles. My father drove this engine for some years and I have made many enquiries as to what was done with her after the line was taken over. Perhaps some of your numerous readers in South Wales could give some further information. .

An old North Staffordshire Engine.  Ex-Loco
In your excellent account of the Stafford and Uttoxeter Ry. in the March issue, mention is made of an old N.S.R. tender engine with a Gothic firebox. Can any reader give the number and particulars of this engine, as I do not remember it. My connection with the NSR in 1875. so I think the engine in question was taken out of service before that date

North's patent rail tie. Editor. 72 diagram
North was agent of the North Wales narrow gauge railway at Dinas Junction where to counteract track spreading on sharp curves: device consisted of flat bar with struts and clips bolted over the base of the rail held it in place.

Overland express train, East Indian Ry. 73-4. 4 illustrations
Luxurious accommodation with refrigeration for food and electric fans

Milk van, L. T. & S. Ry. 74. illustration
Six wheel with sliding doors

London & South Western Ry. 74
Four coach block sets for suburban services with inverted incadescent gas mantles in place of electric light! and new ventilators.

20-ton self-discharging hopper coal wagon. 75. 2 illustrations
Built by Charles Roberts & Co. of Horbury Junction for the Consett Iron Company with steel underframe

The Leeds Forge Co. Ltd. 75.
86 wagons for Northern Nigeria and open 12 ton wagons for the conveyance of Lagos sewage. 30 28 ton open coal wagons for the Federated Malay State Railways. 50 high sided and 20 covered bogie wagons for the 3ft 6in gauge Egyptian State Railways. Supply of metal parts for rolling stock for the Indian State Railways.

Bogie trolley wagon, Caledonian Ry. 76. illustration
For carriage of heavy steel plate including armour plate.

Buenos Ayres Western Ry. 76.
Order for 325 bogie all-steel 40 ton covered wagons for the carriage of grain placed with Blake Boiler, Wagon & Engineering Co. of Darlington. Underframes of Livesey-Gould pattern.

Empire Roller Bearings Co. Ltd. 76.
Further order for fitting to Wolverhampton [tram] cars with roller bearing axleboxes. 

No. 189 (15 May 1908)

Great Western Ry. 77. illustration
Photograph of No. 4016 Knight of the Golden Fleece notes that one of Knight class of 4-cylinder simple 4-6-0 locomotives. Others were Nos. 4017 Knight of the Black Eagle, 4018 Knight of the Grand Cross, Knight Templar and 4020 Knight Commander. No. 3190 completed 3111 class of 2-6-2Ts. Nos. 3910-3913 new engines of 3901 class of 2-6-2Ts. No. 4101 Auricula is first of new series of "City" class. Notes that following members will also be named after flowers. Had 6ft 8½:in coupled wheels and vacuum, but no steam brakes. No. 2114, six-coupled tank had been "boxed-in" like to work between trailer cars. Noted two good runs with Ocean Specials between Fishguard and Paddington. On 2 April the run was completed with four coaches in connection with SS Langfranc in 4hrs 56min; and on 23 April the Special from SS Antony" made the run in one minute less time. The official times of this last smart performance are as follows: liner anchored 13.05, tender alongside 13.12, left ship 13.25, arrived quay 13.34, special train left 13.55 passed Cardiff 16.14, Swindon 17.34, and arrived Paddington 18.50.

Gt. Northern Ry. 77.
No. 407, eight-coupled coal engine, fitted with variable blast pipe worked off motion. No. 1311, four-coupled bogie express left Doncaster shops with apparatus for collecting and discharging ashes from the bottom of the smokebox as adopted on GER. Five outside-framed Sturrock goods engines were still in service, stationed as follows: 192A, 308A, 408A, 435A at Peterborough, and 304A at Colwick. Two also used as locomotive pilots at Peterborough, lettered" 'C " and "G" and painted black. Locomotive pilot "H" used as yard engine at Colwick was formerly 126A, 0-4-2 well tank. , It was never fitted with condensing apparatus and had worked the Holme and Ramsey branch.

Great Central Ry. 77-8.
Nos. 311-320 and 322 were latest standard goods locomotives built at Gorton. No. 134, one of Harry Pollitt's 800 class goods locomotives  was being rebuilt with a larger boiler and balanced slide valves to make it almost identical with the standard six-coupled or Pam Pom class. A new 20-ton steam breakdown crane built by Craven's had been put in service at Gorton sheds, in place of the previous 15-ton crane, which was transferred elsewhere.

London & North Western Ry. 78.
Latest 4-6-0 mixed traffic locomotives built at Crewe were Nos. 524, 630, 917, 1296, 1610, 1640, 1654, 1683, 1738 and 2123. Nos. 906 and 1367, four-cylinder compound mineral engines, have been converted into Consolidations with larger boilers, and other three and four-cylinder compounds are being, rebuilt as simples with larger boilers.

North Eastern Ry. 78.
Twenty S class 4-6-0 passenger locomotives with 6-ft. 1¼in. wheels were under construction at Gateshead Works. The last series of these, built in 1906, were Nos. 726, 740, 757, 760, 761, 763, 766, 768, 775 and 1077. These weighed slightly more and had larger tenders than the original No. 2001 class. Ten new 4-4-0 locomotives of the 2011 or R class were to be built at Gateshead (see page 96 for correction to Darlington) and would have 5ft.6in. boilers carrying 225 psi. and be known as R1 class. The last R class engines were Nos. 476, 592, 707, 708, 711, 712, 713, 723, 724 and 725, built in 1906; and Nos. 1026, 1042, 1051, 1078,1147, 1184, 1206, 1207, 1209, 1210, 1217, 1223, 1232, 1234, 1235, 1236, 1258, 1260, 1262, 1665 and 1672, built in 1907.
Twenty T1 class, eight-coupled mineral engines, had been built at Darlington, Nos. 578. 660, 939, 1031, 1032, 1054, 1177, 1178. 1215, 644-648 and 652 in 1907. and 653-656 in 1908. Ten P3 class 0-6-0 goods engines with 5-ft. 6-in. boilers, were in course of construction at Darlington, and 20 were on order from Beyer, Peacock, 20 from North British Locomotive Co., (Atlas Works). and 10 from R. Stephenson. The last of this series previously built were Nos. 790, 814, 836, 839, 880, 883, 888, 891, 917, 938, 1006, 1016, 1018, 1052, 1189, 1227, 1256, 1393. 1402 and 1686, all built in 1906. No. 1662, a six-coupled shunting tank engine, similar to Nos. 407 and 1787 built in 1897, was built at Gateshead in 1907: cylinders 14-in, x 20-in., wheels 3ft; 5in., domeless boiler with 505ft² total haeting surface, weight 25 tons. This engine and No. 995, crane engine, carried Gateshead Works on the side tanks. Ten of the old Fletcher 0-4-4 tanks, Nos. 37, 199, 319, 953, 1344, 1347-9, 1433 and 1461 had been rebuilt as 0-6-0 shunting tanks.

London & South Western Ry.. 78.
No. 453 is tbe first of a new series of four-cylinder 4-6-0 locomotives of somewhat different dimensions to preceding engines of that type. The cylinders were 15in. x 26in., and the boiler heating surface 1920ft²., while the diameter of bogie and coupled wheels are as in No: 330. Nos. 746 Dinan and 747 Dinard first of new four-wheels coupled shunting tank locomotives built at Nine Elms for service at Southampton Docks.

Highland Ry. 78-9. illustration
The North British Locomotive Co., Ltd.delivered from the Queen's Park Works four new 4-4-0 inside-cylinder passenger locomotives, to replace four 60 class sold in November 1907 to Messrs. P. & W. McLellan, of Glasgow. The new engines were similar in general design to the Ben class already built, but with larger, higher-pitched boilers with safety valves on the firebox instead of on the steam-dome. They bore the following numbers and names: Nos. 61 Ben na Caillich, 63 Ben Mheadhoin, 66 Ben Mholach, and 68 Ben A' Chait (illustrated) (WN 18269-18272). ,

Glasgow & South Western Ry. 79.
Nos. 29 and 31 were new 4-4-0 tender passenger locomotives of type illustrated on page 9.

Great North of Scotland and Highland Ry.'s Joint Working. 79.
As the result of several conferences between officials of the two lines, a new arrangement had heen entered into for working through traffic between Aberdeen and Inverness. The arrangement provided for shunting through carriages as before, at Elgin, when necessary, but the jonrney was completed by the engine which performed the first part of the run, thus saving considerable time and effecting economy in running expenses. It is expected that this revised scheme of working, if successful, might lead the way to. a still closer agreement between the two companies.

The Bere Alston & Callington Light Ry. 79. 2 illustration
Hawthorn Leslie outside- cylinder 0-6-0T WN 2697 named H.S. Harris and outside- cylinder 0-6-2T WN 2695-2696 named Lord St. Levan and Earl of Mount Edgcumbe. Both types had Belpaire boilers operating at 170 psi. The 0-6-0T had 3ft 10in coupled wheels and 15in x 22in cylinders. The 0-6-2T had 4ft coupled wheels and 16in x 24in cylinders. Notes siding at Gunnislake serving Messrs Pearons' granite quarries and horticultural produce.

Six-coupled bogie tank locomotives, N.E.R. 80. diagram (side elevation)
Wilson Worsdell 4-6-0Ts designed for Whitby to Scarborough line, but working in Leeds district pending strengthening works on intended route. Fitted with piston valves. Equalising levers fitted between coupled wheels. Combined variable blastpipe and ash ejectors fitted as supplied to large 4-4-0 No. 1042. First five were fitted with extended smokeboxes, but intended to replace with normal size. No. 695 fitted with larger bunker to hold 3 tons of coal.

London, Tilbury & Southend Ry. 80.
No. 47 Stratford rebuilt as Nos. 37, 39 and 43.

Obituary. 80.
W.R.S. Jones died 13 April in Folkestone. Formerly carriage & wagon superintendent Rajputana-Malwa Ry and inventor of centre coupler/buffer adopted as standard on metre gauge stock in India.
Charles Rous-Marten died on 21 April.

Railway publications. 80.
New brochures from LNWR included one for North Western Hotel in Liverpool.

"Articulated" Mallet compound locomotive, Imperial Ottoman Hedjaz Ry. 81. illustration.
2-4-6-0 with the leading axle articulated further to the coupled wheels. High pressure cylinders at rear. Built by Henschel of Cassel. Total heating surface 1780ft², grate area 27ft². Coupled wheels approx 42½in diameter. Cylinder stroke 22 inches. High pressure diameter 12½; low pressure 20in.

Dynamometer car, North-Eastern Ry. 82-4. 3 illustrations, diagram.
Wilson Worsdell design of dynamometer car. Notes the care taken to ensure that the plates used for springs to measure force at the drawbar were of the very highest quality and were assembled to minimise friction. Photographs show the ends of the springs in situ and being calibrated. The photographs are notable for their clarity. The external measuring wheel and interior instrument table are clearly visible.

The slipping of locomotive driving wheels. 84-5.
Considers slipping at speed, including when steam was shut off and attributes this phenomenum to the lifting of the coupled wheels due to their balance weights (an inverse to hammer blow) and to unequal wear in the motion.

A veteran's retirement. 85.
Thomas Hornett, locomotive foreman at Fenchurch Street on the Great Eastern Railway retired on 31 March 1908 after 47 years service on the Eastern Counties and Great Eastern Railways. For 22 years (1868-1890) he was engine driver, of which 15 years were spent on main line passenger duty. Early in his driving career he had charge of Sinclair singles Nos. 289 and 294 on the Harwich boat trains, and it was on the last-named engine that he nearly lost his life in the Manningtree accident on 18 December 1879. The line had been repacked during frost, and on thawing the ballast gave way under the weight of the engine, which with the brake van and two carriages fell down the embankment. The train was fitted with Barker's automatic hydraulic brake and probably saved the rest of the carriages. The fireman was killed and Driver Hornett very much injured and off duty for six months. He was driver of the first Worsdell two-cylinder compound engine No. 230, and the first express engine fired with liquid fuel in this country, No. 251. This engine was one of Bromley's 7ft. 6in. singles with outside cylinders, and Driver Hornett made excellent running on the 08.45 York express ex Liverpool Street to Cambridge many times in 1888. The last engine Mr. Hornett had as driver was No. 759, which, with her sister engine No. 760 Petrolea made the success of the Holden system of liquid fuel burning.

Fast passenger engines for the Rajpurtana-Malwa Ry. 86. illustration.
Six metre gauge Class A 4-6-0 designed by F. Goodwin, Locomotive Superintendent and built at the Central Workshops at Ajmer in 1907. Used to work between Phulera Junction and Sujat Road. They had 15in x 20in cylinders, 4ft 5½in coupled wheels, 842 ft² total heating surface and operated at 180 psi. Another series had 15½in x 22in cylinders.

Trains for the Football Cup Final. 86-7.
At Crystal Palace on 25 April 1908 when Newcastle United met Wolverhampton Wanderers. The GNR operated 31 specials, the LNWR 43, the MR 23, and the GCR 15. The GER ran one non-stop from Norwich to Liverpool Street.

Early locomotives of the London, Brighton & South Coast Ry. 87-8. 6 illustrations including 4 side elevation drawings.
Fig. 20A No. 109 (2-4-0); differences between Nos. 109 and 111 displayed in photograph taken on 31 October after the collapse of New Cross running shed, Figs. 22A and 22B illustrate 0-6-0 Nos. 44 and 46. Fig. 23A shows 2-4-0 No. 40 and 23B is a photograph of No. 40 as modified by Stroudley. See also letter from F.W. Holliday on page 110 

North London Ry. 88.
Electric lighting installed in some carriages.

Indian State Rys. (North Western). 88
Five Atlantic type supplied by Kitson & Co. Ltd. with 19 x 26in outside cylinders; 6ft 6in coupled wheels; Belpaire fireboxes with a grate area of 32ft² and 180 psi boiler pressure. Fittings normally supplied in brass were made from cast or wrought iron to prevent theft by the "natives".

The compound locomotives of the G.N.R. 89-90. 3 diagrams (side elevations)
Comparison of the dimensions of the de Glehn  dimensioned Vulcan Foundry locomotive No. 1300 with those of the more "Ivatt" dimensioned (smaller cylinders) of the Doncaster built Nos. 292 and 1421.

Tank locomotive with gab motion, Ellenborough Colliery. 90-1. illustration
Near Maryport and railway ran through the streets of Maryport to the docks. Rare for survival of gab motion. Phoenix, an outside-cylinder 0-4-0ST had 3ft 6in coupled wheels and 10in x 15in cylinders. It was possibly owned originally by Whitehaven & Furness Junction Railway which was taken over by the Furness Railway in 1866. Two locomotives were involved and these became FR Nos. 49 and 50.  Both had 4ft coupled wheels and 10in x 16in cylinders. One was built by Fletcher Jennings and named Banshee. The other was Neilson WN 571/1861 and had the nickname of Bob Ridley. This was sold to Cousins, a contractor of Whitehaven who in turn sold it to Messrs Ramsey Bros of Whitehaven who sold it to Ellenborough Colliery in 1898. The photograph of the then extant locomotive shows the gab motion.

Repairing fireboxes. 91. 2 diagrams.

Arrangement for suporting rail-motor fireboxes. 91. diagram

Water softening. 91.

Correspondence. .92

The locomotive front end. Charles W. Dauncey
With regard to the views represented by your correspondent, Mr. George J. Clayton, on the'above subject. I would remark that the design of smokebox suggested by him is excellent so far as efficiency in draught production is concerned, but what about " sparking" and " cinder ejecting " ~J I think most engineers are of the opinion that by extending the smokebox this evil is considerably reduced. The "eddy currents'" mentioned by your correspondent as existing in the fore part of an extended smokebox, although impairing the draught, may be a blessing in disguise in that they prevent to a certain extent the ejection of ashes up the chimnev. It is interesting to note that " recessing " the smokebox is by no means new to the locomotive practice of this country. In 1889 Mr. J. A F. Aspinall applied this mode of construction in his well-known 4-4-2 engines on the L. & Y. R. In the four-cylinder Smith compounds on the N. E. R. Mr. Wilson Worsdell also adopted the recessed form of smokebox, whilst J. F. Mclntosh employs the same method of construction in his splendid 4-6-0 engines on the Caledonian Railway.
In these particular instances, however, I believe the primary reason for "recessing" the smokeboxes was to obtain a reduction in the length of the tubes, experience having proved that boilers fitted with tubes of moderate length steam better than boilers having tubes of abnormal length. Perhaps Mr. Clayton has devised some form of spark arrester in conjunction with his suggested design of smokebox.

The locomotive front end. Alex. J. Lumsden.
I have been greatly interested in Mr. Clayton's letter in this month's issue on the Locomotive Front End. So far as I can judge, as a man with some practical experience, his principles are sound, and, though new to me, I appear to be ignorant in good company. Perhaps Mr. Clayton would favour us with a sketch showing how he would apply his front end to the engine in question (No. 1421).

Kirtley's six-coupled tanks. Ch. Thaleso. 92
Your correspondent, Mr. C. E. Stretton, has been misinformed respecting the history of Mr. Kirtley's earliest tank engines.
Nos. 524-329 were never tank engines, nor were the engines bearing these numbers renumbered in 1867, Nos. 226-229 being at that time (1867-9) old Kitson goods engines.
Nos. 1008-9 were passenger engines of M.R. build, not Wilson's. No. 2014 was not old No. 14 by Wilson, as stated, but old No. 37, and No. 210 was not old No. 2009 but 2003, No. 211 not 1008 but 2009, No. 212 not 1093 but 2012, No. 213 not 1093 but 2000. See also Stretton response

Patent hinged cant rail for covered goods wagon. 93. 2 diagrams
J.P. Crouch of the L&YR

Bogie composite carriages, G.N. of S. Ry. 94. illustration
Six carriages of the type here illustrated were recently built in the Inverurie carriage shops of the above railway, to the designs of Wm. Pickersgill, locomotive, carriage and wagon superintendent. They are designed to seat 19 1st class and 25 3rd class passengers. The bodies are 48-ft. long and the width over mouldings is 8-ft. 6-in. There are three compartments for 1st class passengers and three compartments for 3rd, with lavatory accommodation. The centre compartments extend the whole width of the vehicle ; the lavatories being situated at the ends. Electric light is installed, each compartment being fitted with a three-light electrolier. Steam heating is provided. The underframes are built of channel steel, of standard type, and are carried on two four-wheeled bogies. The bogie frames are supported on four laminated springs, and the underframe is carried on each bogie by a bolster and two nests of three spiral springs each. Rubber pads are interposed between the body and underframe. Dual brakes are provided.

No. 190 (15 June 1908)

Railway notes. 95

Great Western Ry. 95.
Flower class: Nos. 4101 Auricula, 4102 Begonia, 4103 Calceolaria, 4104 Calendula, 4105 Camellia, 4106 Campanula, 4107 Cineraria, 4108 Gardenia, 4109 Lobelia and 4110 Petunia. Five were based at Cardiff and five at Wolverhampton. 2-6-2T Nos. 3914-15 had entered service..

London & South Western Ry. 95. illustration
Drummond four-cylinder 4-6-0 Nos. 453-7 completed: No. 453 illustrated. Leading dimensions 15in x 26in cylinders; 6ft coupled wheels; 1920ft² total heating surface; 31.5ft² grate area; 175 psi boiler pressure. Feed vwater heater in bogie tender. Three further 0-4-0T shunting locomotives undeer construction.

Great Northern Ry. 95
Atlantics Nos. 1441-4 into service.

Great Eastern Ry. 95.
From 1 June special newspaper train ran from Liverpool Streetb at 03.00 carrying the Daily Mail to Yarmouth South Town arrival 05.50 stopping at Marks Tey, Ipswich and Beccles. The inaigural train consisted of No. 1860 with four vans: it arrived on time.
The following T19 class 2-4-0s had been rebuilt with leading bogies and Belpaire fireboxes (see 14 July 1906): Nos. 732, 733, 756, 1031 and 1037.

Great Central Ry. 95.
No. 323 was latest sstandard goods into service. No. 364, three-cylinder compound, named Lady Henderson.

London & North Western Ry. 96
Following new mixed traffic locomotives Nos. 636, 929, 995, 1328, 2508, 81, 746, 1119, 1707 and 2110.
Several eight-wheel b4ft 6in tank engines being converted into six-wheel engines for use on Buxton branch.
No. 3054, last of Allan's rebuilt side tanks converted from old "Crewe Goods" broken up.

North Eastern Ry. 96
S class 4-6-0 being built at Gateshead: Nos. 738 and 739 nearly ready. Class fitted with patent variable blast pipe and ash ejector, raised deflector to chimney cap and two Gresham & Craven live steam injectors.
P3 class 0-6-0: Nos. 1001, 1003, and 1004 built at Darlington were in service. Twenty were being constructed by North British Locomotive Co. of which Nos. 1014, 1015, 1017, 1022-5 and 1027-30 had been delivered.
Ten R1 class with larger boilers were being built at Darlington (not Gateshead see page 78). Corrections to totals for types constructed in 1906 (as per p. 78): R No. 723 not built in that year; and T1 0-8-0 No. 1062 omitted.

Great Southern & Western Ry. 96
Nos. 337-340 4-4-0 type differed from Nos. 333-336 (illustrated in 13 page 217) in having bogie frames outside the wheels. Nos 359 and 360 converted from 0-6-0 to 2-6-0 as per No. 361 (illustrated in 13 page 217) and wrought iron built-up chimneys being fitted in place of cast iron pattern on all classes.

New stations in London, 96
Central London Railway: Wood Lane (Exhibition). Metropolitan Railway: Wood Lane (Exhibition) between Latimer Road and Shepherd's Bush; Preston Road halt between Wembley Park and Harrow. District Railway: Northfield Halt on Hounslow line. LNWR: Brondesbury Park on Willesden High Level line. GC & GW Railways: Northolt Junction.

Dublin & South Eastern Ry. 96. illustration
R. Cronin "double-end": i.e. 2-4-2T No. 27 St. Aiden (illustrated) with 17in x 24in cylinders, 5ft 6in coupled wheels and Belpaire boiler containing 958.14ft² total heating surface and 17ft² grate area; working at 175 psi.

Midland Ry. 96
Electric working between Lancaster and Morecambe began on Whit Monday. Three coach sest were used.

Railway tunnels, London & North Western Ry.  97-8. 6 illustration
Bangor Tunnel (West with Egyptian style portico), Belmont Tunnel (West) near Bangor, Standedge New Tunnel (East), Gildersome Tunnel (East), Eaves Tunnel (West) Chapel-en-le-Frith, and Morley Tunnel (West).

The locomotives of the Great Eastern Railway. 99-101. 6 diagrams. (Figs. 109-114)
Class Y 2-4-0 goods engines as rebuilt.
About this time Mr. Adams decided to fit some of this class with bogies and use them for passenger traffic, the first engine to be so treated being No. 327, which had recently been rebuilt by Mr. Johnson, and which now had the leading pair of wheels replaced by a four-wheeled bogie having wheels 3-ft. 1-in. in diameter and 6-ft. 3-in. between centres (Fig. 112). The distance from the centre of the bogie to the centre of the driving axle was 9-ft. 3¾-in., making the total wheelbase 21-ft. 5¼-in. As so altered the distribution of weight was: on bogie 14 tons 1 qr., on driving wheels 11 tons 5 cwt. 2 qrs., on trailing wheels 11 tons 1 qr., total 36 tons 6 cwt. Nos. 312, 381 and 412 were similarly altered, still retaining the Sinclair boiler, but were shortly afterwards, together with Nos. 342 and 385, fitted with new boilers of the following dimensions: barrel in three plates butt-jointed, thickness ½-in., length 10-ft. 9-in., outside diameter 4-ft. 2-in.; outside firebox: length 5-ft. 5-in., width 3-ft. 11-in., depth below centre line of boiler 4-ft. 8-in.; inside firebox: length at top 4-ft. 7.-in., at bottom 4-ft. 8.15/16-in., width 3-ft. 3.-in., depth 5-ft 4½-in., 175 tubes, outside diameter 1.-in., length 11-ft. 0.-in. The rebuilt engines were fitted with single slide bars and rectangular section connecting rods in place of the round section rods with which they were fitted when new, and the boilers had plain dome casings and Ramsbottom valves over the firebox. The tenders also had wells added to them, increasing their water capacity to 2,000 gallons.

The training of enginemen. 101-2.
Mostly on the job, although suggested some formal training of firemen.

New express passenger locomotives, Victorian Rys. 102-3. illustration
4-6-0 designed by T.H. Woodroffe, chief mechanical engineer, for the Sydney Express which weighed 309 tons and had to climb 1115 feet in 33 miles up the Glenroy bank. A minimum of 34 miles/h was required. The locomotives had 6ft 1in coupled wheels, 21in x 26in cylinders with 10in piston valves and a total heating surface of 2220ft². No. 572 was illustrated.

Indian locomotive practice. 103-5.  2 illustration, diagram (side elevation)
2-8-4T: GIPR Ghat tank locomotive designed to cope with 1 in 37 gradients and able to haul 350 tons at 10 mile/h. They had Walschaerts valve gear. Also De Glehn 4-cylinder compound 4-6-0 and 4-4-2 for Bengal Nagpur Railway.

An old railway landmark. 105-6.

Dynamometer car, North-Eastern Ry. 106-7. illustration, 2 diagrams

The Maximus brake. 107-9. 2 illustration, diagram
As evaluated by North Eastern Railway.

Correspondence. 110

Early locomotives of the L. B. & S. C. Ry. F.W. Holliday
Re Fig. 23B, it is No. 6, and the driver's name was Philip Bolster, whom writer knew well. When Stroudley's handsome D tank engine No. 6 Wimbledon came out in 1873, old No. 6 was altered to No. 289, and when another of Stroudley's D tanks, No. 289 Holmbury, came out in 1879, old No. 6 was again altered to No. 390. The number was painted on in gold, and with continual cleaning gradually disappeared. The goods engine No. 46, Fig. 22B, he also remembered well, and the author's outline drawing is excellent. She was a very handsome engine indeed, with all her bright copper and pretty green. She was stationed at Battersea running sheds for years.'s six-coupled tanks. Clement E. Stretton.
It is easy for Mr. Thaleso, on page 92, to write that "Mr. C. E. Stretton has been misinformed," but he gives no proof whatever. My knowledge of the engines in question does not rest upon information supplied, but upon 'my own records, which were written at the time when the various engines were built. In the spring of 1866 the writer had a pass to make a trip over every mile of the Midland Ry including portions under construction. Every engine shed was visited, and every engine on the line was seen and booked up.
In April, 1866, very considerable changes of numbers took place. In some instances engines have been built out of the "scrap" of three or four others, and it is then impossible to say that the new engine is really any of the former ones. The 2000 class to which Mr. Thaleso refers only commenced in 1872, when the standard engine No. 1000 arrived.
The writer has read his own letter (page 57) again, and compared it with the various old lists, and he finds it to be correct.

Reviews. 110-11

Railway shop up-to-date:  a reference book of up-to-date American railway shop practice. Compiled by the editorial staff of the Railway Master Mechanic, New York.
To those seeking information relating to modern shop equipments on the American railways this is an exceptionally complete guide. Line drawings show the general plans of 21 representative shops either rebuilt or newly constructed. One chapter is devoted entirely to the locomotive shop, its arrangement, machine tools, etc. Other chapters deal with the blacksmiths' shop, freight car shop, passenger car and paint shops, foundry, stores, power house, etc.

Mechanical engineering for beginners. R.S. M'Laren. London: Chas. Griffin & Co., Ltd.
This book appeals to the beginner, as its title implies, and for this reason alone fills a long-felt want. The mechanical engineering student has often had to leave the gap between a school book and advanced work to his own imagination. It is the aim of the author, therefore, to state in clear language some of the elementary facts connected with mechanical engineeriug and to show how the simple calculations which have to be made from time to time by every engineer and draughtsman can be formed.
The subjects treated are as follows: Materials, bolts and nuts, studs, set screws, boilers, steam raising accessories, steam pipes and valves, the steam engine, power transmission, condensing plant, the steam turbine, electrical machinery, hydraulic machinery gas and oil engines, strength of beams and other information. There are 106 illustrations.

Railway exhibits at the Franco-British Exhibition. 111-12
The fine machinery section at the Shepherd's Bush Exhibition was nearing completion. The finest show made by the railways so far is by the South Eastern & Chatham Ry., which is represented by a new four-coupled bogie express engine, No. 516, with extended smokebox (Class E;, and also a 50-ft. bogie tri-composite carriage with guard's compartment for the services to the Midlands from the Kentish coast resorts. It has a side corridor, vestibule ends, and is fitted with steam heating appliances and electric light.
Stephenson's locomotive Invicta, for the Canterbury & Whitstable Ry., is also on view. This old locomotive of which see Volume 12 page 91s was lent by the Corporation of Canterbury, to whom it was presented by the S. E. & C. Ry. It was taken off its pedestal in the Dane John Gardens by a gang of men from the Ashford Works, under the direction of D. Lee, loco foreman (who has accompanied it to the various Exhibitions when it has been on show;, and was towed to the Canterbury East Station on its own wheels by the Corporation Steam Roller.
The Metropolitan Ry. showed one of the original compartment coaches converted into an electric motor carriage of 600 h.p. and a motor bogie, also some interesting coloured prints of the early days of the Underground.
The L. & N. W- show a complete electrically operated working model of a station with goods and passenger trains. Quarter size models of the King's saloon and a coach of 1838 for the Liverpool & Manchester Ry. Models of steamers and the locomotives Diamond Jubilee and Queen Empress and a number of photos.
A model of Barry Dock and photos are shown by the Barry Ry., while the G. W. R. show models of steamers and views of places of interest, trains, etc. The L. & Y. R. have models of a bogie carriage and steamers and a number of photos. The Furness Ry. have a stand of photographs. The N. E. R. show a model of the bridge over the Wear, and a fine gallery of paintings of beauty spots on their line. The North British Locomotive Co. show a model of No. 725, 4-6-0 tender engine for the Egyptian State Rys. fitted with Mr. Trevithick's feed water heater, described in our last volume.
A.G. Evans & Co. show examples of the Drewrey rail motor inspection car, and at Taylor Bros, stand were a large locomotive driving wheel tyre for the Great Northern Ry., and several crank axles for home and foreign lines. Thos. Cook & Sons had a model of their railway up Vesuvius.
The French section is not nearly ready, but we noticed that the Societe Alsacienne, and Cail both show photographs and drawings of recent locomotives constructed by them. Other French exhibits were a stand of electro-pneumatic signals by B. Trayvon, of Lyons, the Flaman Speed Recorder, and a detonator machine by Cousin & Co., of Paris. The Lambton Collieries had a model locomotive and train at their stand, and a specimen of Howell's patent station indicator is inventor. Cole's automatic centre buffer coupler is on view.
The Cape Rys. have a stand of photos, while in the Australian Palace quite a collection of photos of rolling stock, bridges, etc., on the different lines of the Commonwealth are on show Both the Grand Trunk and the Canadian Pacific Rys. have pavilions of their own in the grounds.

At the Austro-Hungarian Exhibition. 112
The Hungarian State Railways show some excellent models of locomotives and other rolling stock, also signals and sections of permanent way etc. There are four locomotives : No. 468, a 4-4-0 tandem compound attached to a passenger train consisting of a brake van, first class bogie, and first and second class composite carriage on six wheels ; No. 3367, a 0-6-0 compound attached to a goods train; No. 4281, a Mallet compound for rack rail (Abt system); and a Mallet compound (duplex) with a rotary snow plough for use in the mountainous districts.

New sleeping saloons, L. & S. W. R.  112. illustration
These cars were 56-ft. in length over the bodies, 9-ft. wide, and carried on two four-wheeled bogies, the springs of which have received the most careful attention in order to ensure smooth and comfortable riding. They consist of seven single berths and two double berths with attendant's compartment, lavatory and vestibule entrances at each end. The sleeping compartments are finished in polished wainscot oak fascias, Hungarian ash panels and plywood roofs painted with white and lined with gold. The corridor and lavatory are finished in wainscot oak and polished ply wood with figured oak panels below the waist. The vestibule entrances are finished throughout in polished mahogany and altogether the interiors give a cheering and bright appearance. other companies' systems, inasmuch as they are furnished with brass bedsteads, heavy upholstery having been entirely eliminated; in fact, with the exception of a small Moire silk pad against each pillow, no trimming whatever has been used. The cars most hygienic, as the polished woodwork can be kept scrupulously clean, and when desired, the bedsteads may be taken down in a few moments, and the compartments thoroughly cleansed. Each sleeping compartment is fitted with steam-heating, so arranged as to be under the control of the occupant. The wash basins are supplied with both hot and cold water, and electrical bells are fitted communicating with the attendant. The cars are electrically lighted throughout and the lamps so arranged that passengers may have a full light or night light as they desire. For reading purposes one lamp only can be switched on at the head of the bed. In outward appearance the vehicles are in unison with other passenger stock.

No. 191 (15 July 1908)

Railway Notes. 115.
Great Northern Ry. 115.
No. 1442, one of the last series of large Atlantics, was given the honour of hauling the Royal special train to Leeds on the 7 July. It was running with bright tyres, buffer casings, brake pipes; etc.and the company's crest on the driving wheel splashers, this being partly due to the intention of exhibiting the engine at the Franco British Exhibition in company with the original 8-ft single.No. 1. This latter engine, deprived of its inner firebox and boiler tubes was scheduled to be preserved as a relic. No. 1445 was the latest Atlantic in service

York Station, South End, North Eastern Ry. 115. illustration
Six trains posed waiting departure: St Winifred's Catholic Church, York Minster and NER Offices visible behind.

Great Central Ry.  115
The three-cylinder simple Atlantic now in course of completion will have Walschaerts valve gear to the outside cylinders and ordinary link motion to the inside. New carriage and wagon shops at Dukinfield were being equipped with tools and machinery, the equipment of the finished buildings being been kept in abeyance pending result of the negotiations with the GNR.

London & North Western Ry. 115.
Nos. 418, 738, 821, 1293 and 1479 were latest 4-6-0 mixed traffic locomotives. No. 1918 Renown, the first Jubilee type converted from compound to simple would shortly be in regular working. From 1 July a non-stop tourist train was run from Euston to Rhyl, 209¼ miles in 4 hrs. 5 min., smart running when the service slack to 15 mph through Chester had to be allowed for, and in-view of a service stop made outside Crewe to change engines. No. 282 Alaric hauled the train trom. Euston. This service would continue until 12 September.

Midland Ry. 115.
On the 1 July 1908 the Glasgow express, leaving St. Pancras at 11.30, started running to Shipley, 206 miles, without a stop, and thence to Carlisle, 102 miles, arriving there at 17.30. The stop at Shipley, from 15.27 to 15.32, was to change engines, "which seems almost unnecessary now that track water-troughs are installed between Hawes and Settle. The first day's run was made in 8 mins. under schedule.

Great Western Ry. 116.
Ten more Flower class were in service: Nos. 4111 Anemone, 4112 Carnation, 4113 Hyacinthe, 4114 Marguerite," 4115 Marigold, 4116 Mignonette, 4117 Narcissus, 4118 Polyanthus, 4119 Primrose, and 4120 Stephapotis (illustrated on page xxx). No. 111 The Great Bear worked an experiremental vacuum-fitted goods-train of 105 wagons from Acton to Stoke Gifford on Saturday night 27 June. The completion of the North Warwickshire line from Tyseley on the main route to Birmingham, and the North, through to Cheltenham via Stratford-on-Avon and Honeybourne Junction opened up a new district and an alternative route from the Midlands to  the West of England. A new junction had been made between the LNWR and GWR at Learnington, and a through service from Cardiff, via Honeybourne, Leamington, Rugby, Peterborough and over the GER to Yarmouth and Lowestoft was inaugurated on the 10 July. Engines were changed ,at Leamington and Peterborough. In connection with the Rosslare route, the Dublin and South Easern Ry. were putting on a new fast train, between Dublin and Wexford for Rosslare. On the 25 June a new day trip was run from Paddington to the Vale of Ovoca stations up to Wicklow via Fishguard.

East & West Ry. 116.
The locomotive sheds at Stratford-on-Avon had been extended, two new roads beiung added. A shed for one engine was being rebuilt at Blisworth, No.8, one of three DX goods, purchased from.the LNWR when the Olney line was completed had been withdrawn.

London, Brighton & South Coast Ry. 116.
Rebuiling Victoria terminus had been in progress for seven years, and had involed expenditure of about £1m sterling was complete, covered 16 acres with 2½ miles of platforms.

A correction. 116.
Attributed the gift of the Invicta to Canterbury to the S.E. & C.R. Co. but it was really gift of David Salomons, a director of the railway company, an enthusiastic agitator for a national railway museum.

Queensland Rys. 116
Colonial Government  had given orders for the construction of 50 new locomotiyes: 25 to be delivered by Kttson & Co. of Leeds and 25 to be built in the State.

Metropolitan (Extension) Ry. 116.
Nine months ago it was announced (15 October 1907 Issue) that the through service of trains between  Victoria (SECR) and the Great Northern system  via Ludgate Hill was discontmued, and the similar services from Victoria to stations on the Midland Ry. had likewise ceased. Besides the SECR only the LSWR ran passenger trains over the Metropolitan extension via Ludgate Hill. This cessation of through services would affect a limited number of passengers, and would also create difficulties in the special traffic of transferring horses between Newmarket and the Southern Counties, notices to that effect having been, issued to trainers at the racing centre. Possibly they may be able to establish a connection by way of Brent and tne West London Ry. The Midland service between Leicester and the SECR system via Hendon. Ludgate Hill, Herne Hill and Tonbridge still remained in force, one train running each way daily.

Indian State Railways (North Western Ry). 116.
Five 4-6-0 goods engines delivered. The outside cylinders were 20in x 26in.. The slide valves were placed above the cylinders and were actuated by Wa1schaerts motion. The coupled wheel diameter was 4ft 6in. The boiler had an outside diameter of 5ft.6in and 12ft.6in.barrel. Fittings included vacuum:brake, sight-feed oilers, cowcatchers and rocking grate., Supplied Kitson & Co.

North Eastern Ry. 116
Order for 20 mineral engines of the P3 Class from the North British Locomotive Co. completed: the engines bearing Nos. 1014, 1015, 1017, 1022, 1023, 1024, 1025, 1027, 1028, 1029, 1030, 1034, 1035, 1036, 1039, 1040, 1044, 1046, 1047, and 1048. The following engines of S class running, Nos. 738, 739 and 741, and Nos.. 743 and 744 nearing completion.

Our Special Coloured Supplemet. 116.
Shows No. 695, one of the 4-6-0 tank locomotiyes built for the Whitby service. It differed from the one shown in diagram in May Issue in not having an extended smokebox, and the distribution of heating surface was slightly different firebox 141ft^2, tubes 1169.32ft², total 1310.32ft².

64 years of locomotive practice, Western Ry. of France. 117. illustration, diagram (side & front elevations).
Courtesy of Sabouret, chief mechanical engineer, comparison of 4-cylinder compound Pacific and Buddicom 2-2-2 of 1844. The 4-6-2 had a total nheating surface of 3046 ft² and a grate area of 43ft² (wide firebox). The high pressure cylinders were 15¾ x 25¼ and the low pressure 26in x 25¼in. The working pressure was 235 psi. The smokebox was highly extended. The locomotive was built at the Sotteville Works. The Buddicom was built at Chartreux.

Kearney high speed railway. 117.
Model system demonstrated in Aldwych.

The history of the London & South Western Ry. locomotives. 118-19. illustration
Continued from page 38. Dealing briefly with the other engines transferred in 1887 from the Engineer's Department to the charge of the locomotive superintendent, a small shunting tank locomotive called Mina (08), of which but few particulars are obtainable, was built by J. Walker, of Wigan, in 1872, and rebuilt with new cylinders, boiler, etc., in 1882. It ran on four wheels coupled 2-ft. 9-in. in diameter, and had outside cylinders 10-in. by 16-in. The wheelbase was 5-ft. 6-in., the boiler 2-ft. 9-in. in diameter by 7-ft. long. Mina was probably used as a tipping engine by the permanent way department when making up embankments, etc., and when handed over to the locomotive department was employed for some time on light yard shunting duties until it was scrapped in 1892.
Harrison (09) and Bidder (010) have already been described, as they previously appeared in the locomotive stock with Nos. 201 and 202. They were constructed in 1862 by Messrs. Geo. England & Co., and had four wheels coupled 5-ft. in diameter, with a leading pair 3-ft. in diameter, and inside cylinders 16-in. by 18-in. The tenders ran on four wheels, and contained about 18,000 gallons of water. The carrying wheels were 3-ft. in diameter, and a toolbox was placed at the back on the framing.
These engines, like most of England's design, had no large dome on the boiler, but one small dome with square seating was placed on the centre of barrel and another of similar size on crown of firebox. The chimneys were perfectly straight, set on a square base on the smokebox, and were provided with bell tops painted scarlet. Both engines were withdrawn from stock in 1889, Harrison being utilised for stationary purposes in the wood yard at Nine Elms, driving the sawing machinery, and the Bidder which when transferred to the locomotive stock possessed no boiler; was broken up.
Two engines Yolland and Tyler, (011 and 012) have already been described under their numbers 229 and 230. They were built by Stephenson & Co. in 1866, (makers' Nos. 1670 and 1686), and had six wheels coupled 5-ft. 0-in. in diameter and inside cylinders 16-in. by 24-in. The tenders ran on six wheels 3-ft. 6-in. diameter and contained 2000 gallons of water. They were both delivered in August, 1866, and transferred to the Engineers' Department in June, 1875, and were both withdrawn from stock in 1889 Yolland being afterwards used for stationary purposes in the forge, while Tyler was broken up
Two other engines built by Stephenson & Co. in 1866, (makers' Nos. 1668-9) and numbered 227 and 228 in the original stock, were named Rich and Hutchinson (013 and 014.) These engines were passenger engines having leading wheels 3-ft. 6-in. diameter, driving and trailing wheels coupled 6-ft. in diameter, with outside cylinders 16-in. diameter with a stroke of 22-in. The tenders ran on six wheels 3-ft. 6-in. in diameter and the carrying capacity of the tanks was 2000 gallons. They did but very little work on ordinary traffic and were transferred to the Engineers' Department, the former in June, 1876, and the latter in June, 1877. Rich was withdrawn from stock in 1890 and used as a stationary engine up to December, 1893, when it was scrapped. Hutchinson " was broken up in 1891.
The last engine on the list of transfers was a small side tank locomotive called Scott (015), built by England & Co. in 1861. This engine has leading wheels 2-ft. 10½-in. diameter, coupled driving and trailing wheels 3-ft. 10-in. diameter and inside cylinders. It was fitted with a new boiler in December, 1887, and renumbered 21 in August, 1898. For some years past it has been engaged in working the train services on the Lee-on-the-Solent Railway and was illustrated and described in our issue of Locomotive Mag.,, 1903, 9, 226
After an interval of 13 years, the construction of locomotives at Nine Elms was recommenced in 1887, the first locomotives built under the new arrangement being a series of mixed traffic engines. At that time, it may be mentioned, W.F. Pettigrew, the present locomotive, carriage and wagon superintendent of the Furness Ry., was works manager, and assisted Adams in designing this and subsequent types of engines built at Nine Elms.
The mixed traffic engines referred to, which are illustrated on p. 119, were of the following leading dimensions: cylinders, 18-in. in diameter by 26-in. stroke; diameter of front-coupled driving wheels, 6-ft. 1-in., and of trailing wheels, 4-ft.; wheelbase: coupled centres, 8-ft. 0-in., driving to trailing, 8-ft.  10-in., total 16-ft. 10-in.; boiler: length of barrel, 11-ft., diameter, 4-ft. 4-in., height of centre above rails, 7-ft. 6-in., containing 216 tubes of 1¾-in. diameter ; heating surface: firebox, 110-ft²., tubes 1121-ft²., total 1231-ft².; grate area, 17-ft²; working pressure, 160 psi ; weight of engine in working order, 43 tons 8 cwt., of which 31 tons 9 cwt. were on the coupled wheels. These engines were originally provided with tenders belonging to some of the old Beyer, Peacock goods engines, which had their water capacity increased by the addition of well tanks.
The first series of these engines bore Nos. 527-536, and were built between May and December, 1887. They were all fitted with the automatic vacuum brake, and No. 529 was subsequently fitted with the Westinghouse brake to allow of working "foreign stock." These engines were followed in the first half of 1888 by ten more, Nos. 537-546,of which two,Nos. 538 and 543, were also subsequently fitted with the Westing- actuated house brake apparatus. These engines also had second-hand tenders, which were in some cases replaced by more recent ones taken from the rebuilt Sharp, Stewart express bogie engines. They were principally engaged on heavv excursion and troop special services, in addition to passenger trains in the Central and North Devon districts, besides taking fast goods services between London and the West of England, and London and Southampton and Weymouth. No. 535 was in the collision that occurred at Tresmeer on the North Cornwall line on 19 November 1898.
In June, 1889, a further group of these engines began to work, with Nos. 547-556, all of which were fitted with the combined steam and automatic vacuum brakes, and Nos. 554-556 had in addition the Westinghouse apparatus. No. 553 was in May, 1890, provided with an extra deep firebox. No. 554 ran into the stop blocks at Hampton Court on 20 June 1900, when hauling a L. B. & S. C. Ry. excursion train. No. 555 hauled the special train conveying the body of the late Queen from Royal Clarence Yard (Gosport) to Fareham, on 2 February 1901, to deliver it to the L.B. & S.C.R. for conveyance to Windsor.
The first seven ot these engines were provided with second-hand tenders of 3,000 gallons capacity, but Nos. 554-556 had new tenders built for them, to carry 3,300 gallons, and weighing  32 tons loaded. Illustration : Fig. 63. 0-4-2 mixed traffic locomotive. No. 556,

Shunting engine, Holland Railway. 119. illustration
Borsig 0-4-0T with well and side tannks and bells or gongs for many road crossings

Robert Weatherburn. 119.
Ceased to represent A. Borsig of Berlin from 30 June 1908.

New locomotives, Swiss State Rys. 120-1. 3 illustration
Swiss Locomotive Works, Winterthur: 4-cylinder compound 4-6-0s. Nos. 601 and 602 were fitted with Schmidt superheaters, piston valves actuated by Walschaerts-Von Borries gear. The diameter of the high pressure cylinders was 16¾in, and of nt he low pressure 24¾in. The common stroke was 26in. The coupled wheel diameter was 5ft 10in. The total heating surface was 1859ft² and the grate area was 28ft². The boiler pressure was 191 psi. The other 4-6-0 design, locomitives Nos. 651 and 652, was fitted with a Brotan firebox and a high boiler pressure of 220 psi. The total heating surface was 1905.25ft² and the grate area 26.9ft². The diameter of the high pressure cylinders was 14¼in and the low pressure 22½in. The common stroke was 26in. The coupled wheels were 5ft 10in diameter.

John Waterworth. 121.
Died in Preston at age of 88. Drove Queen Victoria.s train when she arrived at Fleetwood from Scotland in 1847.

Methods of coaling rail motor coaches. 121. diagram
To assist coaling when away from depot: brackets capable of being fitted to coal wagon to enable coal baskets to be filled and transferred to the steam railcar.

Express tank locomotive, L.B. & S.C. Ry. 122. illustration
Marsh 4-4-2T: No. 22 illustrated. Fitted with an extended smokebox, Schmidt superheater and brake blocks on the bogie wheels

Railway exhibits at the Franco-British Exhibition. 122
Machinery Hall: Beyer, Peacock & Co. coloured drawings of Great Central 0-8-4T for Wath concentration yards; North Eastern Railway painting of an Atlantic. The S.E.C.R. Wainwright E Class 4-4-0 No. 516 (iillustrated in previous Issue) had steam reverse and sanding, a variable blast pipe and louvre spark arrester. United Flexible Tubing were exhibiting their entiirely metallic flexible tubing.

Six-coupled bogie express engine, Egyptian Government Railways. 122-4. illustration, diagram (side elevation)
No. 725 Abbas Hilmy built North British Locomotive Co to the design of F.H. Trevithick. Fitted with feed water heater. Exhibited at Franco-British Exhibition.

Fitting slide bars. 124-6. 9 diagrams.

Railway accident in India. 126. illustration
On 6 May between Ghaziabad and Dasna on Oudh & Rohilkund Railway head-on collision on single track. All footplate crews and 120 passengers in fire caused by exploding gas tank.

[J. Roberts retirement]. 126
Locomotive foreman Polmadie shed, Caledonin Railway retired in 1908. Had been foreman at Dundee NBR shed and had crawled out to inspect gap in Tay Bridge

Correspondence. 127

The locomotive front end. George T. Clayton. diagram
I am obliged to your correspondents for the interest they have taken in this neglected subject, and with your permission I will reply to their letters. I submit diagrams of a smokebox adapted to Ivatt's engine No. 1421. This engine happens to be suitable for a smokebox on the lines already sketched out. The diagrams embody principles which, though well known in the abstract to every mechanical engineer, have never yet, so far as I am aware, been applied to the locomotive smokebox ; nor is there any evidence in the literature on the subject to show that it ever occurred to anyone so to apply them.
I have assumed that the low-pressure cylinders are centrally over the leading bogie axle, and I have also placed the blast-pipe and chimney centrally over the same transverse line. This disposition of the cylinders makes the distance from centre of cylinders to centre of driving axle ii-ft. 6-in. The object is to separate the chimney axis and tube-plate as widely as possible, and the whole arrangement is in accordance with Great Northern traditions. Measured by the standards set up in the three propositions on p. 71 of your April issue the scheme comes a long way short. Proposition 3 is fully complied with, but not so propositions 1 and 2, for although the percentage of eddyforming space is as low as the conditions- permit of, it is higher than would be allowed in the suction pipe of any well-designed air-pump, and though the obliquity of the line of the draught through the outlying tubes is less than in any existing smokebox, it is more than would be allowed in the connecting rod of any engine. This obliquity would be reduced and the percentage of eddy-forming space lowered by still further setting back the tube-plate, and if that plate were set back another foot, making the tubes i3~ft. 6-in. long between plates, the smokebox temperature would not be materially raised.
There is no mystery whatever about what goes on inside a smokebox. Setting aside the effect of the pulsations caused by the "beat," the steam from the blast-pipe makes the chimney draw the same as a natural-draught chimney, which pulls along straight in preference to crooked lines, and the tubes may be considered as a battery of boilers on natural draught. If they are so considered it will readily be seen which tubes get the draught and make the smokebox temperature, and if for any reason it becomes desirable to dispense with the outlying tubes the loss will not be so great as might otherwise be supposed. This is fortunate, because if this type of smokebox ever comes into use there, is reason for believing that it will be found necessary to provide a large amount of water space around and especially below the tubes for downcoming and balancing purposes. When the upper middle tubes do most of the work or when the draught is well distributed but weak, a boiler may get along without much provision for circulation, but when the draught is both strong and well distributed ample provision must be made for feeding the firebox end of the tubes with solid water or there will be trouble with the tubes.
A large quantity of cinders-in the smokebox is evidence of a strong draught, and it becomes necessary to consider how the cinders can be got rid of without sparking. Cinders are projected from the tubes like shot from a gun, but the trajectory is high and there being no elevation worth speaking of the range is short. Now, if the distance can be made long enough the cinders will fall to the bottom of the smokebox, and the temperature being lower they will soon become dead. This is an additional reason why the distance from chimney axis to tube-plate should be as great as possible, and I may point out that by the use of my rifle-barrel^multi-ribbed boiler tube, which is not patented or protected in any way, or the better known, but less efficient, Serve tube, this distance may be considerably increased in any engine. The disposal of the dead cinders is a simple matter. They can be blown forward from time to time by steam jets and agitated until they come in contact with the steam from the blast-pipe, which will send them up the chimney. The tubes can be swept out by a flexible pipe and jet of steam, and a manhole may be fitted if thought desirable.
I should like to point out in conclusion that if it is really necessary to keep cinders out of the smokebox the proper course would be to use a larger blastpipe.

The Sheffield-Twinberrow high-capacity wagons. 128-31. 4 illustrations
Diamond frame bogies. Illustrations show four-wheel wagons for broad gauge and bogie wagons for narrow gauge, including metre gauge.

Corrugated door for railway wagons. 131.
Lane's patent pressed steel.

New sleeping cars, G.N. & N.E. Joint. 131.
Built at North Eastern Railway workshops for Newcastle to London services: access limited to a central door on each side.

Caboose vans, Bengal-Nagpur Railway. 132. illustration
With long verandahs at each end: sixty on order.

New rolling stock, G.N.R. 132.
Gresley coaches without vestibules and with screw couplings, but with lavoratory access for all passengers. In use on 16.00 departure from King's Cross.

North Eastern Railway six coupled bogie tank locomotive No. 695. facing page 116.
In copy inspected bound at end of July issue. F. Moore painting.

No. 192 (15 August 1908)

Railway Notes. 133.

Great Eastern Ry. 133
Latest 4-4-0 passenger engines with Belpaire fireboxes were Nos. 1834-1839.

Great Northern Ry. 133.
Two new Atlantics in service: Nos. 1446, and 1447.

London & North Western Ry. 133
Nos. 1552, 1565, 1602, 1605 and 2188 were latest 4-6-0 mixed traffic engines. Twenty more of the same type were to be built, making when completed a total of 130 engines of this useful class. No. 1918 Renown was in service, rebuilt as a two-cylinder simple with 18½in x 24in cylinders. The boiler fitted was of Alfred the Great type. No. 2251 was latest four-cylinder mineral engine to be converted to a simple, with larger boiler, and No. 2563 of the same type had been converted into a Consolidation.

Engine with rotary snow-plough, attached to Mallet Compound locomotive. 133. illustration.
One-fifth scale-model exhibited by the Royal Hungarian State Rys. at Earl's Court.

Railway Agreement. 133
The LNWR and Midland Ry. Companies had arrived at an arrangement of a comprehensive character to endure tor a long period of years, which would it was hoped be the means of enabling considerable economies in working expenses to be affected while, at the same time, the publIc would obtain increased facilities for passenger and "merchandise" traffic. The compact referred to in this official statement would not require parliamentary sanction.

Great Western  Ry. 133.
Latest engines of 3901 2-6-2 tank class were Nos. 39I6-3917. Several 7ft. 8in bogie singles had recently been withdrawn from service, and,others were likely to follow, but Nos. 3059 and 3060 of class had recently been re-named John W. Wilson and John G.. Griffiths respectively. Two excellent models of GWR locomotives had been added to this Company's exhibit at the Franco-British Exhibition being a scale reproduction of No. 111 The Great Bear, and a 4-4-0 express engine bearing.the name Agrippina.. On July I5th a circular day trip was run from Paddington to the three Cathedral Cities of Worcester, Hereford and Gloucester, leaving London at 08.20 and giving 1¾, 3 and 2¾ hoursc respectively at the three cities. Paddirigton was reached on return at 22.15. There were alternative programmes on, the trip allowing of a visit to Malvern.

Midland & Great Northern Joint Ry. 133.
Nos. 39 and 55, 4-4-0 express engines, had been rebuilt at Melton Constable with larger boilers and extended smokeboxes, to work the fast service between Norwich and Leicester via Bourne:

Midland Ry. 134. 2 illustration
The accompanying illustrations show two types of old locomotives as rebuilt. No. 657 is one of six double-framed goods engines which were rebuilt with the new large standard boilers in 1905, while retaining I7in. by 24in., cylinders. These engines were Nos. 380, 547, 550, 649, 657, and 683, and the boilers supplied to them were illustrated in our issue of February 15th, 1907. No. 222A is of the same type as No. 2014, illustrated on page 34 of the present volume. It is not the No. 222 there mentioned, but was until 1897 known as 1093, and only became 222 when the similar, but larger engine built m 1860, was broken up. It has 15in. by 22in. cylinders, and 4ft. wheels, and was modified many years ago from an old engine built  by E.B. Wilson & Co., in 1848.

North  Eastern Ry. 134.
Nos. 743 and 744 of S class then running, and Nos. 745 and 746 neared completion at Gateshead. Ten engines of P3 class built at Darlington completed and received Nos. 1001, 1003, 1004, 1005, l007, 1008, 1010, 1011, 1012 and 1013. Beyer, Peacock & Co. had commenced delivery ot twenty engines of same class: those  delivered being Nos. 1201, 1203, 1204, 1205, 1211 and 1212. No. 1717, of class T1 (which differs from class T in having slide valves instead ot piston valves; has recently been supplied with the combined variable blast pipe and ash ejector which is being fitted to all new NER engines.

New Royal Train, G.N. & N.E. Rys. 134.
On the 6 August 1908 a trial run was made of the Royal train – arranged as follows East Coast brake No. 132, GNR saloon No. 1280, H.M. the King's saloon No. 395 and Royal saloon No. 3100, special East Coast brake. H.M.'s saloon had been built at Doncaster Works to the design of H.N. Gresley, was 65ft long and 9£t. wide, on two six-wheel bogies. The underframe was of the bow girder type, as on East Coast sleeping cars. The exterior was of selected teak, the window frames being curved and somewhat shallower than usual on the GNR. There were double doors at each end with handsome moulded brass pillars at each corner, in addition to Pullman vestibules, with automatic couplers. The exterior was highly polished and presented a very handsome appearance. Besides the heavy gold lining to the mouldings the only ornamentation was the Royal Arms in the centre. A sleeping apartment was provided for His Majesty. The saloon No. 3100 was for the use of the suite accompanying their Majesties. The car was decorated in white and panelling of rich mahogany, the corridors being polished teak with sycamore panels. The traln left King's Cross at 10.20 for Ollerton on the Great Central Ry. via Tuxford. Amongst the officials on the train were Mr. Oliver Bury, general manager; Sir Henry Oakley, one of the directors; Mr. Alexander Ross, chief engineer; and H. N. Gresley. H.M. the Queen's saloon was being built at the N.E. shops at York, but was not quite finished.

4-4-2 express passenger locomotive, Swedish State Rys fitted with Schmidt superheater. 135. illustration
6ft 2in coupled wheels, 20 x 24in (approx) inside cylinders, 1432ft² total heating surface and 28ft² grate area. Manufactured by Nydqvist & Holm of Trollhattan.

Superheating apparatus for locomotives. 135-6.
Prevented condensation in cylinders; saved waste heat; increased quantity of steam available and increased the steam velocity. To an extent perceived as an alternative to compounding.

Artistic fittings for railway carriages. 136. 3 illustration
Parcel rack brackets in cast brass or aluminium: included ghastly gothic. More page 185..

The Royal Train. 137. illustration
Photograph by P.W. Pilcher of LNWR No. 1304 Prometheus which hauled train between Leeds and Hereford (where GWR No. 3311 Wynnstay took over to work forward to Bristol) in July 1908

Railway tunnels, London & North Western Ry. 137-8. 2 illustration
Crewe Goods Lines Subway (as used by Royal Train above.

The locomotives of the Great Eastern Railway. 138-9. 2 diagrams.
On 10 February 1882 the firebox of  engine No. 385, exploded whilst working the 06.00. goods train from Cambridge to Ipswich, when shunting a siding near Bury Station. Figs. 115/116

Bogie tank locomotive, G.N.R. (Ireland). 139. illustration
No. 8 illustrated: J.C. Park credited: dimensions quoted as 4ft 7in coupled wheels, 15in x 18in cylinders; 593.72ftt² total heating surface and 11.25ft² grate area. Boiler pressure 140 psi.

Combined loco. frame plate slotting and drilling machine. 140-1. 3 illustration
Manufactured by J. Hetherington & Sons Ltd. of Manchester.

Bennett, Alfred Rosling. West Flanders Ry. locomotives. 141-3. 2 illustration, 2 diagrams. (including plans and elevations)
A line joining Bruges to Courtray, and from Ypres to Poperinghe, opened in 1845. In 1864 there were extensions to Hazebrouck, Menin and Deynze. The total mileage was 113 miles and the railway was British owned, until its acquisition by the Belgian State Railways on 1 July 1907. The initial locomotives were supplied by Robert Stephenson and were of the long boiler type with single driving wheel and two leading axles. The original diagrams then still existed and were signed by Robert Stephenson and dated 5 November 1845. They originally had haycock fireboxes, but these were changed to the Belgian type. Four similar locomotives were supplied by the Societé St Leonard of Lieges.

The "Crewe" goods locomotive. 144-5. 3 illustration
Written to mark withdrawal of last Crewe type as rebuilt as a a 2-4-0T and latterly employed on Cromford & High Peak line. Illustrated alongside Precursor 4-4-2T. The 2-4-0 had been built in 1856 and originally numbered 483, but was finally No. 3054 (and is shown alongside 4-4-2T No. 111). No. 1979 of 1846 is shown as a 2-4-0. The original dimensions were 5ft coupled wheels, 15in by 20in cylinders. See also letter from C. Williams on p. 202 for additional information..

passenger trains on the Manchester and Buxton line. local newspapers, markets, etc. The chief additions to the guide reflect the recent developments of the the L. &N. W., and deal mainly with the new Irish services and the through routes to the South Coast and Continent.

Reviews. 145

Economics of railway operations. M.L. Byers, C.E. London: J. Constable & Co.
Deals largely with organisation and at length with the departmental and divisional systems. A basis is made of a proposed organisation for a system of 6,000 miles and is followed through very carefully, commencing with the board of directors, and outlining the duties from the president downwards through the legal, treasury, accounting, operating and maintenance departments to crossing watchmen.
The employment, education and discipline of staff is dealt with fully. The analysis of operations and expenses is most carefully gone into and is well worth studying.
The divisional system to a large extent places the responsibility on the division superintendent, who is assisted by the engineer of maintenance and master mechanic. Engines in steam are under the authority of the superintendent while on the road and the mechanical department is responsible for the engine and crew being handed over to the traffic department in proper condition. This practice has not, so far, been tried in this country, it being considered preferable for each department to deal with their own staffs.
The book contains a wealth of detail which may be recommended to those interested in railway operations.

Electrical railroading or, electricity as applied to railroad transportation. Sidney Aylmer Small. Chicago: Fred. J. Drake & Co. London: Locomotive Publishing Co., Ltd.
Besides being a thoroughly complete work upon electrical railroading, the rudimentary theories of electricity are clearly given. The style is a series of questions and answers which to many is an advantage. There are 910 pages of reading matter profusely illustrated with line drawings and photo engravings.

Official Guide to the London & North Western Railway. London : Cassell & Co., Ltd. Cloth,
This is the eleventh edition of this well-known handbook. Concise descriptions are given of all the places of interest and importance where the North Western have stations, as well as the principal of those on the through routes over other systems in the United Kingdom. There are no less than 60 useful route maps and plans of towns, cathedrals, etc. It will be of considerable help to the tourist, and is of a handy size for carrying about, strongly bound and printed in c lear type. Information is given as to distances, fares,

Locomotive engine running and management. Angus Sinclair New York : John Wiley & Sons. London : Chapman & Hall, Ltd.
It is twenty-three years ago since Mr. Sinclair wrote the first edition of this valuable book. Each subsequent edition has been thoroughly revised and added to, so that the twenty-second edition issued this year contains up-to-date information concerning the presentday locomotive. Although this book is designed for the locomotive engineer of America, it forms a safe manual of instruction for enginemen in this country. Examination before promotion is gradually becoming more exacting for those to be trusted with the running of locomotives, and Mr. Sinclair's book should prove of assistance as a guide to the solution of unfamiliar problems.

More railway reminiscences. 146. illustration
See also Volume 12. Newcastle & Carlisle Railway. Father drove No. 9 Eden, a 2-4-0? fitted with gab motion on the Alston branch noted as the "Mountain" railway. Anthony Hall stated to be Locomotive Superintendent. Father also worked from Haydon Bridge to Newcastle. Eden was withdrawn in 1858. Father transferred to Newcastle and worked on No. 41 Thirlwall, a six-coupled locomotive, on coal trains to Carlisle. Father moved to Edenham Railway in 1858. Illustration of Corby Bridge at Wetheerall over River Eden.

Great Northern Ry. 147.
Train of five bogie coaches fitted with Maximus brake (see June Issue) running on London to Leeds/Bradford service leaving King's Cross at 16.00 and Bradford at 09.45.

"The rule of the road" in Austria. 147.
Originally on the right; changed to the left in 1844; and back to the right in 1851; to the left in 1876; and was about to revert to the right. Railways within the British Empire, with the exception of Canada drove on the left. The London & Greenwich Railway ran on the right until 1901.

Furness Ry. 147.
Guide in French produced for visitors to the Franco-British Exhibition.

Corridor brake van, Caledonian Ry. 147. illustration.
50ft. long bogie vehicle with gangways.

The Sheffield-Twinberrow high-capacity wagons. 148-50.  6 illustrations.
See page 131. Further illustrations of broad gauge and narrow gauge rolling stock for GIPR including a 40ft long bogie wagon.

No. 193 (15 September)

Gt. Western Ry. 151.
Nos. 20 and 21 eight-coupled tank locomotives of the Port Talbot Ry. and Docks had been overhauled at Swindon Works and rebuilt with GWR standard tapered boilers with Belpaire fireboxes. The PTR&D locomotive department was now under GWR supervision. Coal traffic between the collieries and docks was worked largely by GWR 2-6-2 tank engines. It had been decided to abandon the long existing standard painting of GWR coaching stock: the cream upper panelling to be changed. to chocolate brown to match the upper panels. A considerable cost economy in painting and c1eaning was expected.

Great Northern Ry. 151
No. 1144, an Ivatt 0-6-0 goods engine was running in the Nottingham district with a domeless boiler. No. 1319 (4-4-0) was fitted with a brass safety valve cover from one of the 1071-9 series.

Midland Ry. Northern Counties Committee. 151.
Nos. 61 and 68 (two-cylinder compound 4-4-0s) had been built in 1908 at the Derby Works to the designs of D. Malcolm, the locomotive engineer of the NCC. They were identical to four express engines built for this system at Derby in 1905: Nos. 63 to 66.

London & North Western Ry. 151
Six new 4-6-0 mixed traffic locomotives scheduled to bear Nos. 254, 705, 933, 1058, 1292 and 1482.  Up to 30 June there were 110 engines of this class in service, the numbers of which are given on p. 161. A new series of express locomotives of the Experiment type was under construction at Crewe. Nos. 1820 and 2527, three-cylinder eight-coupled mineral engines had been converted into simples, with large boilers. Nos. 1000-1001 eight-wheeled side tanks had been converted to six-wheel engines to be employed on the Red Wharf Bay line in Anglesey.

North Eastern Ry. 151-2.
S class Nos. 745  and 766 were in service and Nos. 747-8 were nearly eompletd. The twenty P3 class engines built by Beyer, Peacock had been delivered, and given Nos. 1201, 1203-5,1211-14, 1216, 1219-22, 1224-6, 1228-31. In connection with this delivery, two of the engines were being hauled from Gateshead to Darlington by No. 1138 on 17 August, and on reaching Charity Junction the three ran into a small E1 shunting tank engine being coaled outside the paint shop, and knocked it off the road sideways into the paint shop wall. A painter named Hudson was killed, and one of Beyer, Peacock's employees, Newbolt, was badly injured.

Great Central Ry. 152
Nos. 324-327, new six-coupled goods locomotives built at Gorton Works, replaced single frame goods engines built in 1874 by Charles Sacré. then in B class working on the Cheshire Lines. A new series of fifteen 8-coupled mineral engines were in course of construction at Gorton. The mixed traffic and goods locomotives were being painted black as they went through the shops. Nos. 861 and 852, Pollitt express engines, had sheet coal guards fitted to the tenders, and No. 561, the Manchester Exhibition engine of 1887, had recently come out of the shops with sundry modifications, among which were new sand boxes below the running plate in place of on the.driving wheel splashers.

London, Brighton & South Coast Ry. 152.
No. 190 Arthur Otway had left the shops painted in the new colours and retaining its name. No. 324 John Hawkshaw presented a curious effect. as it was running with a green boiler, yellow tender and frames and brown wheels in a black. underframe. The practice at Brighton Works was to put on the first boiler handy when an engine was repaired. No. 545, one of the Billinton's standard goods engines, had been rebuilt with a new boiler, having an extended smokebox resting on a saddle, and a large cab. Nos. 453 Broadbridge and 167 Saddlescombe had new boilers, and No. 160 Portslade was being used as a stationary boiler supplying steam to a compressed air plant at Brighton. No. 13 Pimlico renumbered 80, and No. 26 Hartfield became 626, bearing a small iron number plate with gilt numbers.

London, Tilbury & Southend Ry. 152.
Four 0-6-2 inside cylinder radial tank engines had been delivered to Plaistow. They had been constructed by North British Locomotive Co.'s Queen's Park Locomotive Works in Glasgow. (late Dübs). They were of the same type as the 69 class, built by this firm in 1903, being fitted with the Variable Blast Pipe Company's blast pipe, which worked in conjunction with the valve gear. Their names and numbers were:. 75 Canvey Island, 76 Dunton, 77 Fobbing, 78 Dagenham Dock, (WN 18504-18507).

Furness Ry. 152.
In the then current time tab1es this 1ine iincluded a curious timing: a Cleator train was booked to leave Whitehaven Bransty tor Corkickle at 12.45 whilst a main line train was also booked to leave Corkickle for Bransty at 12.45. As the whole distance was single line and in tunnel frum platform to platform: the possibi1ity of time being kept by these trains was somewhat alarming.

Glasgow & South Western Ry. 152.
Several new 4-4-0 express engines similar to No. 18 (illustrated in January issue on page 9) were in service, among the latest being Nos. 40 and 42. One of this class usually worked the accelerated 11.30 ex St. Pancras express from Carlisle to Glasgow without a booked stop; and was fitted with a bogie tender to carry the necessary water.

Models at the Franco-British Exhibition. 152.
A collection of models of locomotives had been placed in the Machinery Hall. Some were very fine specimens of workmanship and accurate representations of the original engines, "but we regret that others are only of the "toy-shop" pattern. Among the best noticed were Dr. Winter's model of Stroudley's 0-4-2 mixed traffic engine Como; No. 1670 MR Johnson 4-4-0 with Joy's valve gear; Sturrock single 229 class GNR finished off bright; Trevithick single LNWR painted in old colours of green with black bands; Dunalastair II Caledonian Ry; Lord of the Isles GWR (broad gauge); Billinton express No. 54, LBSCR; Fletcher 7-ft. express NER; Webb's 2-4-2 Scottish Chief; MR compound No. 2633, and an old 0-4-2 locomotive and carriage probably for the London & Birmingham Ry., as well as the Agenoria. At the NERstand a very complete model (1½in. to the foot) of a sleeping carriage for the East Coast service was on show.

Six-coupled goods locomotive, Maryport & Carlisle Ry. 153. illustration
Built by North British Locomotive Company to design of J.B. Adamson, Locomotive Superintendent. No. 18, an 0-6-0 with 18in x 26in cylinders, 5ft 1½in coupled wheels, 1,139¾ft² total heating surface and 18.3ft² grate area.

Autocar train, Taff Vale Ry. 153. illustration
T. Hurry Riches motor train (push & pull) consisting of two trailers with locomorive in middle (a 4-4-0T introduced in 1884). Illustration shows No. 287 (one of three originally numbered 67-9). They had 16in x 24in outside cylinders and 5ft 3in diameter coupled wheels.

New tank locomotive, Colne Valley Ry. 154. illustration
Hudswell Clarke 0-6-2T (WN 836) for Colne Valley & Halstead Railway where it was No. 5. Leading dimensions: 16in x 24in cylinders and 4ft 6in diameter coupled wheels.

Obituary. 154.
George Barclay Bruce on 25 August 1908. T. Houghton Wright on 21 August (his memories were incorporated into the series of articles on broad gauge locomotives). Son was assistant locomotive carriage & wagon superintendent at Swindon.

Isle of Wight Central Ry. 154.
Purchased Beyer Peacock 2-4-0T of 1882 from Swindon, Marlborough & Andover Railway. Numbered 7 on IWCR and replaced former NLR 4-4-0T (No. 106 on that line) and described in Locomotive Mag., 6, 26-7.

Review. 154.
The locomotive of to-day. 5th ed. Locomotive Publishing Co.
Includes a set of working drawings of Ivatt Atlantic. Based on articles in Locomotive Magazine (from 1899)

Early tank engines, Highland Ry. 155. 2 illustration
Jones built three tank engines at Lochgorm Works in 1878/9. These were 2-4-0Ts Nos. 17, 58 and 59. No. 17 Breadalbane was renamed Aberfeldy and transferred to the Aberfeldy branch where it was found to be unsteady and was converted to a 4-4-0T in 1885. No. 58 was named Burghead and No. 59 Highlander (it worked on the Keith and Buckie section). Illustrations show No. 17 as rebuilt and as renumbered 50 in 1901. No. 59 is shown as a 2-4-0T. The Class O had 16in x 24in cylinders, 5ft 3in coupled wheels, 913ft² total heating surface and 16.3ft² grate area.

Great Eastern Ry. 155.
Hainault Station closed 1 October 1908. Woolwich ferry service discontinued on same date.

The Mushkaf Bolan Ry. 156-7. 6 illustration
Railway built towrds frontier whith Afghanistan: Quetta was an important military station and was reached via the Mushkaf Gorge. The line featured severe gradients over long distances (1 in 33 and even 1 in 25). The summit was ar Kolpore. The Pamir Tunnel was 3210 feet long. The route began at Sibi, 45.5 miles from Karachi. James Ramsay was the chief engineer.

Six-coupled goods locomotive, Manchester & Milford Ry. 157-8. illustration
0-6-0 Aberystwyth suppied by Manning Wardle (WN 255/1868). It had 4ft 6in coupled wheels; 16in x 24in cylinders and 1018ft² total heating surface.

Six-coupled goods locomotives, G.N.R. (Ireland). 158. illustration
Charles Clifford design with 4ft 7in coupled wheels; 18½in x 26in cylinders and 175 psi boiler with 1511ft². total heating surface and 19.8ft² grate area. Locomotives listed: Nos. 110 Laytown; 111 Malahide; 161 Adavoyle; 162 Ballyroney; 163 Banbridge; 164 Fintona; built  NBL Hyde Park Works and Nos. 78 Pettigo and 108 Pomeroy at Dundalk (last is illustrated)

De Glehn four-cylinder compound Pacific type locomotive, Paris-Orleans Railway. 159-61. illustraion
Built at Schenectady Works of the American Locomotive Co..

Superheating apparatus for locomotives. 162-3. 2 diagrams.
Continued from p. 136. Clench type used in Austria. Mentions Hanover and Egestorff and Churchward, but mainly Schmidt, Cole and Vaughan-Horsey. Further part on page 178.

Caledonian Ry. 163.
0-6-0 goods engines Nos. 651-4 completed at St. Rollox.

A new boiler tube cleaning apparatus. 163-4. illustration

The "Areo" patent pneumatic water level indicator. 164-5. 3 diagrams.

Fitting slide bars. 165. 2 diagrams.
Continued from page 126.

Bogie saloon cars, Shanghai-Nanking Ry. 166-7. 3 illustration, diagram, plan.

Mixed traffic locomotives, L. & N.W.R. 161.
Table of the 110 numbers allocated to Whale's 19in mixed traffic locomotives (the phrase used by the Locomotive, and presumably by Crewe to describe the type); the leading dimensions and photograph of No. 285 in photographic grey. Mentions diagrams published in 15 May 1907 Issue. Coupled wheels 5ft 2½in; cylinders 19in x 26in, total heating surface 1984.8ft², grate area 25ft² and boiler pressure 185 psi.

New Royal train, Great Northern Ry. 168. illustration
First used to convey HM King Edward VII to Ollerton on 7 September 1908. Designed by Gresley and ran on six wheel bogies.

No. 194 (15 October 1908)

Railway notes. 169.
Great Western Ry.  169. illustration
Photograph of No. 4120 Stephanotis: latest engine .of Flower class. The numbers and names of the twenty engines so far built were given in our issues of June and July last. . They are practically identical with the City class, except for the copper-topped chimneys of slightly larger diameter, and lacked steam sanding apparatus, a small sandbox being attached in front of each driving wheel splasher.
New series outside-cylinder 4-4-2 passenger tank locomotives (4-4-2T) with 18in. x 26in. cylinders and 6ft. 8in. coupled wheels, similar to the No. 2221 class, was now being proceeded with, Nos. 2231-2232 being in service. No. 3918 was latest of the 3901 class. The through service of trains between the GWR and the East Coast via Leamington had been discontinued from the 1 October..

London. & North Western Ry. 169.
By a printer's error, in our list of mixed traffic engines 1392 was given in place of 1390. A further series of these 4-6-0 locomotives would shortly be in service, bearing Nos. 1524, 1544, 1708, 17J.l and ~6 II -2620.. . Nos. 1825 and 1837, three cylinder compound nineral engines, have been converted into simple mgines with large boilers, and No. 2573 of, the 'our. cylinder type has been converted. into a 'Consolidation."" The Jubilee class No. -i9I8 "Renown," which las been converted from compound to simple, is No~king the 8.10 a.m. from Llandudno to Manchester as previously, but from the 1st of this month has been running from Manchester to Liverpool at I I a.m. and back at 2 p.m., and from Manchester at 4.55 p.m. to Llandudno, instead of working from, Manchester to Liverpool on the 2 p.m., and thence to Llandudno at 4 p.m.

Great Eastern Ry. 169.
Three six-coupled tram engines with Walschaerts valve gear had left the shops at Stratford bearing Nos. 137-139. The two first were stationed at Yarmouth (Vauxhall) for working on the Quay Tramway, and No. 139 had gone to Ipswich. Six new double-end radial tanks with condensing apparatus were out, Nos. 170-175. Four of this class, Nos. 145, 661, 666 and 674 had been fitted with the Whitaker tablet exchanging apparatus for running over the M. & G. N.line in Norfolk.

Midland Ry. 170
"We have recently seen an entirely new type of locomotive on this railway which possesses many novelties ot design. It bears No. 2299, and is an eight-coupled tender engine having double frames and a large boiler with two firehole doors. There are eight single-acting cylinders, somewhat after the style of the old Bodmer locomotive on the L. B. & S. C. R., with rotary valves, and patent axles." Clearly what is now known as the Paget locomotive.

Great Central Ry. 170
No. 313, six-coupled goods locomotive fitted with a steel firebox transferred from Gorton to Annesley for test. The water at Annesley was particularly hard, and its effect on the steel firebox would be carefully watched. No. 852, one of Mr. Pollitt's 4-4-0 -express . engines, has been fitted with piston valves, which are the invention of Mr. C. Bowers, the chief foreman of the Machine Shop at Gorton Works. Up.to, the present the only type of piston valve employed on this railway has been Smith's patent, with one exception on No. 876. One of the engines so fitted is to be tried with the Graphite Cylinder Lubricator.

London, Brighton, & South Coast Ry. 170.
In our last month's note there was a slight confusion of numbers. No. 1.3 "Pimlico" is now ,No; 7], No. 32 is No. 80, and No. 33 is No. 633. . Old No. 80 "Bookham" is renumbered 680, and . is at work as a motor, as also is No. 655. .

South Eastern & Chatham Ry. 170
No. 67 is : a new express passenger engine of the same type : as NO.5 16, now at the Franco-British Exhibition, . and illustrated in our June issue.- . Two small six-coupled tank locom9tives with 12-in. by 18-in. cylinders and 3-ft. 9-in. wheels, - intended for shunting .purposes, are in course of construction at Ashford. '

London & South Western Ry. 170
In view of proposed transfer of locomotive department to Eastleigh in 1909, plans were under discussion for the conversion of the existing Nine Elms Works into a new goods yard. No. 0407, small shunting tank, had been hired by the Portsea Island Gas Light Co.

East & West Junction Ry. 170.
Russell Wilmott had been appointed Traffic Manager and Engineer of the line in succession to J.F. Burke, who had resigned, after being connected with the line since it opened.

Caledonian Ry. 170.
Death, at early age of 58, of Robert Millar, general manager of the Caledonian Ry., at Glasgow on Friday, September 18th. Mr. Millar entered the service of the company in 1873 as a goods clerk, and by sheer merit reached the highest office open to him in 1901. He was highly respected and extremely popular both in his business capacity and his social relations, and the funeral was largely attended by officials not only of his own but all the other leading railways, as a last tribute of esteem and affection.

Great Southern & Western Ry. 170.
The old Bury No. 36 had been brought up from Cork and installed on a pedestal at Inchicore Works. No. 356 had been converted to the 2-6-0 type and an extended smokebox fitted.

Dublin & South Eastern Ry. 170.
No. 24, 2-4-0, rebuilt and named Glenmore.

Great Northern Ry. (Ireland). 170.
All goods engines classified A, B, or C, according to power, the letter being placed on the cab side sheets above the number. The new goods engines, illustrated last month,. are classed as C.

New South Wales Government Rys. 170.
The following orders have recently been placed with Messrs. Beyer, Peacock &Co., Ltd., for new locomotives: fifteen 4-6-0 passenger engines of P class, fifty 2-8-0 goods' engines of T class, and ten 4-6-4 suburban passenger tank engines of S class.

Federated Malay States Rys. 170.
Eleven 4-6-2 Pacific type locomotives built by Kitson & Co., Ltd.: chief dimensions: cylinders. 15½in x 21in.; coupled wheels 4ft. 6in., working pressure 170 psi, weight of engine in working order 47 tons. Fittings ncluded steam sanding, screw reversing gear, vacuum brake, side chains, central couplings and cowcatchers. A door was provided each side of the firebox to enable the driver to get from the cab to the front of the engine without climbing round the sides of the cab. Running numbers 88-98 (WN  4569-79). Tenders ran on two four-wheeled bogies. The Malay States Rys. are metre gauge.

Railway tunnels, London & North Western Ry. 171-2. 5 illustrations
Ffestiniog Tunnel (South), Beaver Pool (near Bettws-y-Coed), Pont-y-Pant and Bodorgan (Anglesey).

Opening of the Mid-Suffolk Light Ry. 172. illustration
On 28 September 1908 from Haughley Junction to Laxfield: 19 miles. See also Locomotive Magazine May 1907.  Former Metropolitan Railway carriages had been rebuilt by G.R. Turner of Langley Mill (so that is why Norwich to Liverpool trains stop thereat) and had gangways fitted between the coaches. The livery was crimson lake. The first train was the 07.35 from Laxfield on 29 September 1908. The General Manager was H.R. Gillingwater.

Great Eastern Ry. 172.
To construct light railway between Elsenham and Thaxted with aid of Treasury grant of £15,000.

New six-coupled goods locomotives, G.N.R. 173. illustration,, diagram (side elevation).
J21 Nos. 1-9: 0-6-0 similar to 0-6-2T. See also letter from Editor on page 202

The history of the London & South Western Ry. locomotives. 173-6. 3 illustrations
0-4-4T introduced in 1888 with 5ft 7in coupled wheels, 18in x 26in cylinders, 1231ft² total heating surface and 17ft² grate area. Nos. 61-70 introduced in 1888-9; Nos. 71-90 in 1889-90; 1-20 and 358-67 in 1895. These were used on London suburban services and between Plymouth Friary and Tavistock. A smaller 0-4-4T was introduced in 1889. These locomotives had 4ft 10in coupled wheels, 17in x 24in cylinders, 987.50ft² total heating surface and 13.83ft² grate area. Nos. 177-186 were introduced in 1889-90. No. 185 was named Alexandra on 12 July 1890 and used on the Brookwood & Bisley Camp Railway. The name was removed in 1896. Nos. 187-196 were added to stock in 1890/1; 197-206 (with larger 17½in diameter cylinders) and 227-36 in 1894/5. No. 76 illustrated.
In 1890 three types of outside-cylinder 4-4-0 were introduced: one type with 7ft 1in coupled wheels and two with 6ft 7in coupled wheels.

Six-coupled radial tank locomotive, Taff Vale Ry. 176. illustration
Beyer Peacock supplied with 4ft 6½in coupled wheels, 17½in x 26in cylinders; 1301ft² total heating surface and 21ft² grate area. No. 39 illustrated.

The Mushkaf-Bolan Ry. 176-8. 4 illustration
Gradients of 1 in 25 were encountered in the Bolan Pass. The L class six-coupled locomotives had 4ft 3in coupled wheels and 18in x 26in cylinders. The eight-coupled TA and TAA class bankers had 4ft 3in coupled wheels, 20in x 26in cylinders and 180 psi boilers.

Superheating apparatus for locomotives. 178. illustration
^{Continued from page 162: mentions the Pielock superheater and the Ranafier apparatus. Much work had been done since 1901-03 by Wilhelm Schmidt, Robert Garbe, F.J. Cole (American Locomotive Company), H.H. Vaughan of the Candian Pacific Railway and by the Hanover Machine Co.}

Mallet compond locomotive, Imperial Peking-Kalgan Ry. 178-80. 2 illustration
Three 0-6-6-0 locomotives supplied by North British Locomotive Company to the order of J. Whittall & Co., Agents to cope with 500ft radius curves and 1 in 30 gradients with a maximum axle load of 16 tons. 4ft 8½in gauge, 18in x 28in high pressure cylinders; 28¾in x 28in low pressure; 4ft 3in coupled wheels; 200 psi boilers with a total heating surface of 2591ft² and a grate area of 45.1ft².

A hot water injector for locomotives. 180-1. illustration, 2 diagrams.
Davis & Metcalfe.

London & South Western Ry. 181.
Five new four-cylinder 4-6-0s of the type illustrated in December Issue; also five new small shunting tank engines. 579 locomotives had been constructed at Nine Elms since 1887. Total locomotive stock was 946.

New locomotives, Antofagasta (Chili) and Bolivia Ry. 181-2. 4 illustration
See also 15 August 1906 Issue. Hunslet supplied six 0-6-4T locomotives in June 1907: these had 15in x 18in cylinders, 3ft coupled wheels, 740 ft² total heating surface, 15.1 ft² grate area ans 170 psi boilers. Ten 2ft 6in gauge 2-8-0s were supplied by Hunslet: these had 16½in x 20in cylinders, 3ft 1½in coupled wheels, 1236ft² total heating surface and 20.1ft² grate area with a working pressure of 180 psi. Twenty 2-8-0s were supllied by Schenectady with 16in x 20in cylinders,  3ft 1½in coupled wheels, 1403.27ft² total heating surface and 16.5ft² grate area with a working pressure of 180 psi. No. 146 Diana (Hunslet 2-8-0) and 45 Curico (Schenectady) illustrated.  

A relic of bygone days on the North London Railway. 182-3. illustration
NLR 4-4-0T as owned by Clifton Collery, Nottingham, and named Fred. Originally supplied by Robert Stephenson & Co. (from WN 1001-5 batch). It had 15in x 22in cylinders and 5ft 3in coupled wheels. It had received new cylinders and boiler at Derby and a further new boiler from G.R. Cowan & Co. of Nottingham. See also letter from F.W. Brewer on page 202.

Rebuilt bogie express kocomptive, Midland & Great Northern Joint Ry. 183. illustration
Nos. 39 and 55 (latter illustrated) rebuilt at Melton Constable with new boilers which ran at 175 psi and had a total heating surface of 1347ft². Originally supplied by Sharp Stewart in 1895/6 with 6ft 6in coupled wheels and 18½in x 26in cylinders. Used on Norwich to Leicester expresses.

Artistic fittings for railway carriages. 185. 3 diagrams.
Parcel rack brackets: see also page 136.

Instruction car, Lancs. & Yorks. Ry. 183-4. 2 illustration
Two wheel van converted for giving classes to enginemen under George Hughes.

Reviews. 184

Pracrical induction coil construction. John Pike. London: Percival Marslall & Co.
For amateurs with workshops of their own, desiring to construct an induction coil for themselves; the several steps necessary are fully detailed in a manner which should enable a satisfactory result to be obtained with- out much xrifficulty. The various precautions which must be taken in the winding are fully gone into and many illulstrations serve to increase the usefulness of the manual.

The fixing of rates and fares. H. Marriott. Londou : The Railway Gazette.
Book is devoted to the main principles on which system of fixing railway rates and fares has been arranged. It deals with traffic rates by goods and passenger trains, fares—ordinary, through tickets, tourist and excursion, season tickets, traders' tickets and fares charged workmen, and it has been the aim of the author to include in a small volume all the information to give a general knowledge of the whole system on which they are arranged without going too deeply into the matter. Originally given in a series of lectures to railway students at Victoria University, Manchester, the information is now published in book form for the first time and it will appeal to all railway students, traders, ,railway clerks, etc.

The nationalisation of railways. A. Emil Davies. London: A. & C. Black.
The subject of the nationalisation of railways has been brought so much to the front of late that a concise statement of the case for and against comes at an opportune moment. The author is evidently in favour of nationalisation. but it is doubtful if he fully appreciates the great difference between the working of the railway system of this country and those of the countries in which State ownership is in force, whilst he scarcely, considers the case from the employees point of view. The advantages of uniformity, on which he lays considerable stress, will probably be realised in it large measure in the near future as a resuit of the various combines which now seem to be taking more or less practical shape. The whole subjects bristles with difficulties, but those interested may peruse this little book with advantage.

The application of highly superheated steam for locomotives. R. Garbe. Edited by Leslie S. Robertson. London: Crosby Lockwood & Son.
The author's position as one of the locomotive superintendents of the Prussian State Railways, where superheated steam has been extensively adopted, has enabled him to closely follow its development since the first experiments nearly twenty years ago. His keen interest in this now important subject enables him to deal with it as an authority, and his views therefore carry great weight.
To the locomotive engineer of to-day to whom the problem of increasing the speed and power of his locomotives, and at the same time economising fuel as well as keeping weights down, is a task, of no small difficulty, it would appear that the use of superheated steam goes a long way towards solving the problem. In the author's opinion the adoption of superheaters on the simple two-cylinder locomotive increases the power of the engine to such an extent that all demands can be met without having recourse to four-cylinder compounds, which are complicated in construction and costly in maintenance.
The text of this book originally appeared in the Engineer in serial form and it has been slightly revised although the original views of the author ate unchanged. The editing has been carefully done by Robertson.

Locomotive. breakdowns. G.L. Fowler. Revised and enlarged by W.W. Wood. E. & F. Spon.
The task of providing practical hints for emergencies in a handy form for reference is furnished by this catechism of some 400 questions and answers. Although the latest practice of the American railways is taken as a pattern there is much of the information applicable wherever there are locomotives, and useful, too, as the remedies given would often enable a train to be worked home when the engine goes wrong. Some handy devices for locomotive shop repairs should be appreciated by fitters, particularly in remote districts. There are many-places, too (outside of the United States where the electric headlight is in-use, and methods of adjustment, etc., of this device should be of benefit. Air brake troubles are dealt with fullv. The explanations are given in plain language and in most cases clearly illustrated.

A Model Catalogue. James Walker & Co. "Lion" Works, Garford Street, West India Dock Road, E.,
Specialist engineers in the application of rubber and packings for high pressure working, issued a catalogue and price list of their manufactures that for tasteful appearance. cleamess of type and-illustrations, and conciseness of description of the goods catalogued, might well serve as a pattern for other firms. It must be admitted also that the specialities of the firm well warrant this excellence of display, for name of Walker aud the trademarks of Lion, Kerco, Poplar, etc., are synonymous with the highest quality of the goods they stand for. A novel feature consists in the provision. of inset order forms which permit of customers stating their requirements in the least ambiguous mapner.

No. 195 (14 November)

Imperial Royal Austrian State Railways 4-4-0 2-cylinder compound express locomotive (Goldorf system). facing page 187.
F. Moore colour plate supplied with November Issue (bound at end of month in Patent Office). See also page 189.

Railway Notes. 187.

Great Western Ry. 187.
Latest engines of 4-4-2 tank class out of the shops were Nos. 2233-2234. More af the 7-ft. 8-in bogie singles had recently been scrapped. No.. 34, one af the small four-coupled bogie tank engines, had lately been through the shops md had its number plate removed and nameplate Longmoor substituted, and despatched via Reading to Aldershot, having been sold out af the service.

London & North Western Ry. 187. illustration
New 4-6-0. mixed traffic locomotives had been completed: Nos. 724, 852, 1126,1368 and 1375. Nos. 1870 and 1874, former three-cylinder compound mineral engines had been converted into simpIe engines with large boilers. The accompanying illustration shows No. 1930 Ramillies one of Webb's 4-cylinder compound locomotives, rebuilt with a new boiler with Belpaire firebox. This engine and No. 1880, an eight coupled mineral engine, were the only two with type af firebox an the line. See also page 205.

London & South Western Ry. 187.
The demolition of Nine Elms locomotive works was weIl under weigh; some portions of the buildings were to be utilised for the new works at EastIeigh, where good progress was being made. Reported the death of John Reid, this company's inspector of materials for the mechanical department in the Scottish district. Reid was formerly with the GER, and had moved to the LSWR 22 years before as the chief draughtsman under William. Adams. Six years before his death  he had been transferred to Glasgow.

Great Central Ry. 187.
Reported death of Sir William Pollitt, late general manager of this line, which took place on 14 October 14th. His association with the MSLR began at the age of 15 in 1857. Twelve years later he was appointed accountant, then assistant general manager, and became general manager in 1886. He had resigned the position seven years before and accepted a directorship.

North Eastern Ry. 187-8.
Nos. 747-749 of the S class 4-6-0 express engines were now running and completed a series of ten, and Nos. 750-751of a new series were on   point of completion. No. 1237, the first of the R1 class (4-4-0, with 5-ft. 6-in. boilers), ten of which were being built at Darlington, was out, but not in regular service. In these engines the smokebox rested on a cast-iron saddle bolted on top of the cylinders, and the Westinghouse donkey-pump was placed alongside the first ring of the boiler, on the right hand side.

London, Brighton & South Coast Ry. 188.
Nos. 31-33 were new 4-4-2 tank engines similar in details to No. 22 already described, except in having  5-ft. 6-in. wheels; the cylinders were 20-in. by 26-in.; the boilers were fitted with Schmidt superheaters. Nos. 322-3 had been rebuilt with new boilers, the smokebox end being supported on saddles; as in No. 321. No. 52 had been re-named Sussex and No. 199 has returned from the paint shop still retaining its name Samuel Laing. Illustration on p. 198 shows Stroudley on footplate of No.2 Aldourie, Highland Ry. This was the first engine re-built by him (states Jones!) while on that railway, and inspection will show that the chimney, cab, splashers and other details show his characteristics of design.

West Somerset Mineral Ry. 188.
This line  had not yet re-opened for passenger traffic, but had been used since July 1907 by the Somerset Mineral Syndicate, Ltd. to convey iron ore from the mines in the Brendon Hills. An engine, formerly No. 37 on the Metropolitan Ry., was employed on this service from Combe Row, at the toot of the inclined plane from the hills, to the port of Watchet, a distance of about 7 miles.

Caledonian Ry. 188.
Guy Calthrop appointed general manager in succession to Millar, whose death was recorded in previous issue. Calthrop was still on the right side of 40, and the youngest general manager of any leading railway in the United Kingdom. T.W. Pettigrew, outdoor superintendent, is to be general superintendent in place of Calthrop, and R. Docherty had been appointed assistant superintendent.

Midland & Great Northern Joint Ry. 188.
Two more Beyer, Peacock outside cylinder bogie express engines, Nos. 33 and 34, had been rebuilt at Melton Constable with new boilers having Midland mountings. The cab roofs had been extended and a weather board fitted to the tender for running tender first. No. 35 was the only engine of this class running with its original boiler.

A large contractors' locomotive. 188
Messrs. J. & H. Brown, in executing work for the New South Wales Government Rys., had recently been supplied by Kitson, & Co. (WN 4567) with a large 2-8-2 tank locomotive, with the following leading dimensions: cylinders (outside) 20in, x 26- actuated by Stephenson valve gear; diameter of eight-coupled drivers 4-ft. 7-in. The boiler had a barrel 15-ft. long and 4ft. 9½in. diameter, with 180 psi. Total heating surface is 1765ft² and grate area 23.6ft². The boiler had a Belpaire firebox, and steam brakes, screw reversing and sanding gear were fitted. The engine was named Pelan Main on its side tanks.

The Railway Agreements. 188
The working agreements entered into between the LNWR and the Midland Rys and the GCR GNR and GER had led to the closure of some receiving offices for goods, the discharge of some railway workers, the curtailment of superfluous trains a;nd a deceleration of many others. The LNWR had withdrawn from Leicester and the Midland was working some trains through from Leicester to Coventry. At Carlisle and Lancaster the Midland Ry staffs were being withdrawn. It is said that the Midland station at Northampton is to be closed and  Midland trains to run into the LNWR stations - Bridge Street and Castle. The 15.40 p.m. train ex London Road, Manchester, was now worked through to Grantham via Retford by a GCR engine which returned from Grantham at 20.01 with the Manchester portion off the 18.05 from King's Cross. "We understand that GNR engines are being withdrawri from Manchester, some of the drivers having been transferred :to London already." All GNR goods traffic from the North to Southampton and district is now routed via the GC. line and Banbury, whilst the Grimsby to London traffic has been worked by the GNR for some time, as a consequence of which it was stated that 100 drays and teams had been dispensed with at Marylebone.

New goods locomotives, Cambrian Rys. 189. illustration
Herbert Jones 0-6-0 design: five built by Beyer Peacock & Co. See also correction on page 206:

Our coloured supplement. Express passenger compound locomotive, Austrian State Rys. 189
Leading dimensions of Golsdorf two-cylinder compound depicted in F. Moore colour supplement

East & West Junction Ry. 189
Resignation of James Bradshaw from Superintendent of Locomotive & Running Department

Tank locomotive, Egyptian Delta Light Rys. 190. 2 illustration
W.G. Bagnall 2-4-2T constructed under inspection of Rendel & Robertson. 16in x 24in cylinders with Richardson balanced slide valves, 4ft 6in coupled wheels, 941ft² total heating surface, 17.1ft² grate area and 180 psi boiler pressure. States gauge was 0.75m: it was standard gauge: see page 221

Great Northern Ry. 190.
Refers back to illustration on page xxx. New goods engines based as follows: Nos. 1, 2 and 3 at Ardsley; Nos. 4, 5 and 6 at Colwick; Nos. 7,8 and 9 at King's Cross; and 10 at Peterborough.

Great Eastern Ry. 190.
Refers back to previous Issue: Whitaker apparatus had not been fitted to No. 667, but had fitted to No. 674. 0-6-0Ts Nos. 100 and 336 had also been fitted with Whitaker apparatus as had 2-4-0 No. 448.

The locomotives of the Great Eastern Railway. 192-3.
Next part see Locomotive, 1909, 15, 4. Figs. 117-120.

Rail motor car, Paknam Railway, Siam. 192-3. illustration

Steam brakes. 193-5. 3 diagrams.

Some railway reminiscences II. 195-7. illustration
W. Charlton, a driver on the Newcastle & Carlisle Railway had murdered an old lady who lived alongside the railway near Carlisle and had been hung at Carlisle Jail in 1862. His father became a driver for Lord Willoughby and lived in an Estate house. The previous driver had been Bob Patterson from Swindon.

Indian Railway Conference. 197. illustration
The\ Locomotive and Carriage and Wagon Superindents' Committee of the Indian Railway Conference Assoeiatioa, met at Simla as advisers to the Railway Board and Government of India oil various technical questions concerning motive power and rolling stock for the Indian railways, are shown in group photograph. The names of the representatives are: Standing (left to right)- A.M. Bell, Carr. Supt., Gt. Ind. Penin, Ry.; J. Rolston, Loco. Supt., Rohilkund-Kumaon Ry.; T. A. Hindmarsh, Loco. Supt., Eastern Bengal State Ry., R.S. Hawkins, Loco. Supt., Assam Bengal Ry.; W. Davidson, Deputy Loco. Supt., .Rajputana Malwa Ry.; A. C. Carr, Deputy Chief Mech. Eng., Bengal-Nagpur Ry.; J.W.B. Blagrave, Loco. Supt., Bhownagar-Gondal Junagadh Porbander Ry., A. J. Williams, Secretary of Conference, G.I.P.R.
Seated- C.P. George, Locomotive Superintendent., Nizaru's Guaranteed State Rys.; D. St. C. Wedderburn; Deputy Loco. Supt., East Indian Ry.; C.G.H. Danby, Carr. Supt., E. Ind. Ry.; S.J. Sarjant, Loco. Supt.,G.I.P.R (Chairman) W.P. Johnson, Locomotive Superintendent, Bombay, Baroda & Central India Ry.;  L.E.H. Yates, Locomotive Superintendent., North Western Ry.; W.B. Reynolds, Locomotive Superintendent, South Indian Ry.
The meeting lasted ten days, and among the numerous subjects dealt with. were-The. classification of rolling stock; The advantages of Walschaert valve gear; Design of a standard axlebox for 15 tons journals; High speed brakes and rules for operating the automatic vacuum brake; Electric light for trains, etc.

Passenger locomotive, Inverness and Nairn Ry. 198. illustration
Highland Railway No. 2 Aldourie was originally an Allan-type 2-2-2 built by Hawthorn of Leith in 1855 for the Inverness & Nairn Railway and rebuilt at Lochgorm in 1870 by Jones as a 2-4-0. It worked between Wick and Thurso until broken up in 1903. Note on page 188 records that Stroudley was on footplate.

The Bosnia-Herzgovina Railways. 198-9. illustration
760 mm gauge lines with very steep gradients, on some of which rack is used. Lines connected Serajevo to Mostar and Gravosa. Golsdorf two-cylinder compounds employed. 2-6-2 illustrated.

Rebuilt goods locomotive, Midland Ry. 200.
Illustration shows one of several standard goods engines on Midland Railway which had their tenders fitted by R.M. Deeley with a commodious shelter to protect the enginemen. Goods engines frequently had a considerable amount of shunting to perform, and when the weather was bad the comparatively small cabs on the engines themselves offered quite inadequate shelter. In some districts, moreover, the class of engine sometimes had to run considerable distances on branch lines tender first. No. 3201 here illustrated was formerly No. 1874 and was stationed at Bourne, where the Midland Ry. engines share a shed with the Midland and Great Northern Joint locomotive department. This shed was built by the GNR but was transferred to the Joint Committee on its formation in 1893. No. 3201 worked the branch goods train to Saxby Junction, near Melton Mowbray on the Peterborough line. The track of the Bourne and Saxby line was double as far as Bytham Junction, where the Joint system ended. Engines fitted with tender cabs had been noted on the Settle and Carlisle line as well as in the Manchester district.

The "Shroeder" ratchet spanners. 200. illustration

Atlantic passenger locomotive, E.I.R. 201. illustration
Vulcan Locomotive Works for East Indian Railway with Richardson valves

A new railway ramp. 201-2. diagram
For re-railing derailed rolling stock: T.P. Patent Ramp supplied by Samuel Osborn & Co. of Sheffield.

Correspondence. 202.

Old Midland goods engines. Investigator
I am wanting to-trace the original numbers of . the earliest Midland goods engines, The present No. 2300 is the original Hawthorn No. 240 of 1850. The Nos. 2301-2302 belonged to the No. 240 and 250 classes built in 1851, but I cannot find which they are. No. 2303 is the old Stephenson No. 260 of 1852. No. 2315 is the old Kitson No. 359, built in 1853. I also want to trace from Nos. 1 to 22.

Relic of North London Railway. F.W. Brewer.
Perhaps some of your readers can tell us by whom the old N.L R. tank engine, illustrated in October Issue, was designed. The style of the bogie suggests Adams, who, according to the Engineer, went to the N.L.R. in 1854 as locomotive superintendent. The following are a few further particulars of this c1ass: diameter of boiler 3ft 7in, number of tubes 14S, length of tubes 10ft. 4in., firebox (inside) 3ft. 5¼in by 3ft; grate area 10.52ft²; heating surface: tubes 662ft²,. firebox 65ft² total 727 ft².

The Crewe Goods. C. Williams. 202
Re article on the Crewe goods tank engine, No. 3054, you say that this engine was originally built in 1856 and numbered 483. As a matter of fact there was no L. & N.W. engine numbered 483 uuti11860, as the following will show: in 1858, or thereabouts, several goods engines of Allau's design were transferred from the Northern to the North Eastern Division, their numbers on the latter becoming 31 and 77-84. Upon the. amalgamation of' the divisions in 1860.the North Easterr Division engines had 400 added to their numbers: thus, those transferred from the North Divisiou became 431 and 477-484. It will be seen therefore that No. 483 was a renumbered  North Eastern.Division engine, afterwards altered to 1930 and finally to 3054.

Portraits of locomotive engineers. A. Cunningham-Burley. 202
It would enhance the value, of your excellent magazine if you could arrange to secure an occasional portrait of the locomotive engineers whose names are constantly being referred to in your columns, but of whose personal appearance the majority of your readers have not the remotest idea. We have been favoured with a few portraits of this kind in bygone numbers, and were pleased to see what manner of men Jarnes Holden (G.E R.), Whitelegg (L. T. & S. Ry) and Jones (Highland Ry.) were, and venture to think that' it would give a certain. freshness to paragraphs relating to locomotive practice if some characteristic portrait of a locomotive superintendent could be issued as an occasional supplement or as a froritispiece to the annual volume.

0-6-0 engines with 5-ft. 8-in. wheels. Editor. 202
Re page.173, to the effect that we believed .H.A. Ivatt's new goods engines there illustrated and described to have wheels of larger diameter than had ever been placed under, an engine of the 0-6-0 class in this country, several. correspondents have written to point out that in 1880-2 Fleicher built at the Darlington shops of the N.E.R. a series of eleven six-coupled goods engines, Nos: 81, 593, 1121, 116, 617, 626, 1076, 1082, 236, 1154 and 1164, with 17in. by 26in. cylinders and 5ft. 8in. coupled wheels, all of which were still in service, No. 626 of this class was exhibitecl at Stephenson Centenary. In 1906 three Midlaud Ry. standard goods engines Nos. 2049, 2056 and 2110, now Nos. 3326, 3333 and 3387, were rebuilt with large boilers and coupled wheels. Another correspondent draw» tion to some six-coupled engines with 5-ft. 6-in. wheels designed by McConnell for the Southern Division of the L. & N.W.R., and built by Kitson & Co. in 1854. They bore Nos. 332-34.

20-tons coal wagon, Antofagasta (Chili) and Bolivia Ry. 203. illustration
200 bogie wagons supplied by G.R. Turner Ltd

The "Iracier" patent axlebox. 203. diagram
Manufactured Patent Axlebox and Foundry Co. of Wolverhampton.

Great Northern Ry. 203
As suburban carriage stock then fitted with electric light taken in for repair to be fitted with incadescent gas lighting.

The "Southern Belle" Pullman train, L.B. & S.C.R. 204. illustration
A new train of seven Pullman cars has been specially built for this service, and the railway company and the Pullman Car Co. invited a number of guests to take part in a trial trip of the new stock on Saturday, 31 October, in preparation for starting the service on the first Monday of this month. The cars differ from the standard Pullman pattern .in having high elliptical. roofs in place of the usual clerestory type, thus giving increased internal space, but otherwise they retain most of the features of up-todate Pullman stock. Each car is 63ft. long, 8ft. 8½in. wide over all, and 8ft. 6in. high from floor to roof, and they weigh about 40 tons a-:-piece. They ran on six-wheeled bogies, have steam heat apparatus, improved ventilators. electric light, central and side buffers, and in internal fittings entitle to rank among the most luxurious stock then in regular service in Britain. The seven cars are all named: Verona (with brake compartment, seated 31 passengers). Princess Helen (33 passengers), Belgravia (33 passengers), Grosvenor ( 25 passengers), Cleopatra (33 passengers). Bessborough (33 passengers illustrated), and Alberta (with brake compartment, seats 31 passengers). The first and last cars are for smokers, and ate panelled in oak, with easy chairs and sofa coverings of coffee-coloured mohair; the middle car is also for smokers and has a buffet, and is panelled with mahogany and upholstered in green morocco.

No. 196 (15 December 1908)

Railway Notes. 205.

Great Western Ry. 205. illustration
Latest 4-4-2 class tank engines built at Swindon were Nos. 2235 and 2236. The accompanying illustration of No. 4120 Stephanotis shows engine decorated for hauling the Royal train from Windsor to Paddington on 18 November 1908 on occasion of visit of King and Queen of Sweden: it carried the Swedish Arms on the shield in front of the smokebox.
Several Port Talbot Ry. & Dock Co's engines had been to Swindon works to be fitted with standard GWR boilers with Belpaire fireboxes, but were still painted in the original Port Talbot colours.

London & North Western Ry. 205.
See page 187 which required amplification: Nos. 1929 Polyphemus and 1930 Ramillies, four-cylinder compound locomotives, were both re-built with new boilers, having Belpaire fireboxes, shortly after Mr. Whale took charge of the locomotive department, while No. 1880, eight-coupled mineral engine, which was fitted with an experimental fire-box of a somewhat similar kind, was afterwards altered to conform with the other engines of its class which had been, re-built. Nos. 1868, 1870 and 2527 converted to simple engines, No. 2251 had been supplied with cylinders 20½in. by 24in., and No. 2114 had been re-built as a 2-8-0 engine. No. 1443 is now a 2-4-0 tank. All the 18in. goods engines are having their cylinders lined up to 17in. diameter.

Midland Ry. 205.
No. 2299 the new eight-cylinder engine, is of the 2-6-2 (Prairie) type with outside frames and inside cylinders placed in two groups between the coupled axles.Two cylinders in each series of four drive the leading and trailing coupled wheels respectively, whilst the other four, two in front and two behind it, drive the middle coupled axle. "Up to the present this engine has only reached the experimental stage, and we hope to give illustrations and further details later."

Great Northern Ry. 206.
No. 1451 was latest large-boilered Atlantic class, bearing Doncaster Works No. 1200. Referring to the note on p. 77 of May issue, respecting Sturrock goods engines, No. 362A is, or was recently, at work in addition to the five of the same class mentioned, and was stationed at Newark. In regard to goods engines with large coupled wheels our statement with respect to the new No. 1 Class would probably have provoked no correspondence had we put our meaning more accurately. We think, our correspondents notwithstanding, that these engines were built new with larger wheels than any of the others mentioned. The Fletcher goods engines on the NER, and others built by McDonnell, though stated to be built with 5ft. 8in. wheels, probably followed the practice of the day on that line. The wheels would therefore have a nominal diameter of 5ft. 6in., but with new tyres would be actually 5ft. 7¼in., just as the new GNR, No. 1, has nominally 5ft. 6in., and actually, with new tyres, 5ft. 8in. wheels.

Great Central Ry. 206
John G. Robinson, chief mechanical engineer had been elected President of the Association of Locomotive Engineers and Carriage and Wagon Superintendents for the ensuing twelve months: he had been a member of the Association since its inauguration about 19 years ago.

The Cheshire Lines Committee, 206.
Instead of placing contracts for new rolling stock with private builders, it had been decided to execute work by railways forming the Joint Committee., i.e. Midland, G.N., and G.C. Some passenger vehicles were therefore to be built at Derby and the goods stock at Doncaster. The locomotive power to be furnished by the GCR as heretofore.

South Eastern & Chatham Ry. 206
No. 547 was new express locomotive similar to No. 516 shown at the Franco-British Exhibition. When the King of Norway travelled to Sandringham on 25 November 1908, the Royal special train was worked by a SECR engine from Port Victoria to Liverpool Street; the first time a SECR engine had run to Liverpool Street since the Boer War.

North London Ry. 206
It had been decided that the LNWR would work this line in 1909. H.J. Pryce, who had been locomotive, carriage and wagon superintendent since the retirement of J.C. Park in 1893, would retire at end of December. .

Cambrian Rys. 206
Mr. James Dunbar, works' manager at Oswestry, wrote on behalf of Herbert Jones, to point out that the boiler of the goods engines described on p. 189 of our last issue are identical with those of the previous Belpaire goods engines then referred to, the length of barrel being only 10ft. 3in., whereas in his passenger engines the boiler barrel had a length of 10ft. 7in.

A Welsh Agreement. 206
"We understand that it is decided to promote a Bill in Parliament" for the complete amalgamation of the Rhymney, Cardiff and Taff Vale Rys., this agreement affecting about 200 miles of railway, a capital value of £16.5m, and gross receipts of  about £2m  per annum. It was expected that considerable opposition would be offered to the proposed "combine" by the Barry Ry. Co., whose interests would no doubt be seriously affected by any workmg agreement of the raIlways in question.

Bosnia-Herzgovina State Rys. 206.
In connection with the article on the above in our last Issue, Krauss & Co., of Munich, write to point out that we gave the makers of the 2-6-2 locomotive, then illustrated, as Henschel & Sohn, of Cassel. Krauss & Co. were the builders of the type of engine illustrated, and they inform us that they are now building a further series of the same type for that railway system.

Great Southern of Spain Ry. 206
Company added three large and powerful tank engines to its stock, built by Kitson & Co., of Leeds with following chief dimensions: cylinders (4) 14¾in x 24in. (all fed with high pressure steam); valves were of ordinary flat slide pattern and are actuated by Walschaerts gear. The engine was built in three sections, the main frame, 47ft. 4½in. long, – which carried the boiler was pivoted at either end on two smaller frames which carried the cylinders, motion and wheels. The running numbers were 50, 51 and 52.

Ex-Metropolitan locomotives in Wales. 207-8. illustration
Metropolitan Railway Nos. 2, 12, 33, 34, 36 and 37 became Cambrian Railways Nos. 10, 11, 12, 13, 15 and 65. Other redundant Metropolitan Railway locomotives were sold to Bradford Corporation (two) for the Nidd Valley Light Railway, the South Hetton Colliery and the West Somerset Mineral Railway. The 4-4-0Ts had been rebuilt at Neasden under Hanbury and Clark. They had 5ft 10in coupled wheels (originally 5ft 9in); 17¼in (originally 17in) x 24in cylinders; 17.2ft² grate area and a total heating surface of 958.7ft²  They were used as bankers to Talerdigg, but suffereed from a lack of water capacity. They were also used on Aberystwyth to Machynlleth locals. Two of the locomotives, Nos. 10 and 15, had worked on the GER in 1872 on local trains from Liverpool Street to Walthamstow and Enfield. AS service between Hammersmith and Walthamstow had been projected, but not implemented. Metrtopolitan Railway drivers were based at Enfield and Walthamstow: most transferred to the GER..

Midland Railway. 208
The last of six engines similar to those described on p. 207, and built by Beyer, Peacock & Co., in 1868, for the Midland Railway for working its through traffic to the London, Chatham & Dover Ry., via Kings Cross and Snow Hill was finishing its career as a shunting engine in Derby locornotive yard. It was painted black in 1906, and numbered 1198 with the standard large figures on the side tank, and had the condensers removed. It was formerly numbered 204A, and a few years back was shunting at Lancaster.

West Somerset Ry. 208
Further to our note about No. 37 Metropolitan Ry. engine working on this line, we Iearn that the condensing gear had not been removed, the number still on the copper topped chimney in brass figures, and the old dome with spring balances and the weather board retained. The vacuum brake wss also still fitted.

Railway reminiscences. 208
A. Woodley, of Scunthorpe, informs us that one of the drivers on Lord Willoughby de Eresby's railway (Thos. Woodley), referred to on page 196, was his father, who. died at Lincoln last May, aged 83. From some notes he has left it appears that Lord Willoughby applied to the G.N. Co. for an engine driver for his private line and Sacre, District Locomotive Superintendent at Peterboro', offered Mr. Woodley, who had been foreman at Doncaster in charge.of locomotive repairs, the situation which he accepted. His lordship was seldom at home, and in view of the unsatisfactory condition of the engines Woodley appears to have given offence to the steward informing him of the true state of affairs, which Lord Willoughby, with his practical knowledge of locomotives, would have noticed at once. After eleven months' service, therefore, he was not mu surprised to hear that another man was coming from the North of England. Woodley went, back to Doncaster according to agreement, and whilst a driver there S.W. Johnson, 1ater locomotive superintendent of the Midland Ry. was his fireman, for six months, as a gentleman pupil of course. He was afterwards driver on the South Yorkshire Ry., and took the first train over the Trent Bridge at Gunness (G.C.R.) with the directors to Grimsby. So there is little doubt he was a trusted man imd a good tutor, which the writer of the "Reminiscences" of course had no means of ascertaining.

Western Ry. of France. 208
Transfer to the control of the State to take place on 1 January 1909.

Reboring piston valves. 208. diagram
A boring bar and holder is illustrated as used in a large railway shop for reboring the piston valves of locomotives under repair.

James Nasmyth's Centenary. 209-11. 2 illustration (including portrait), 3 diagrams (side elevations)
Notes that first Nasmyth locomotive had been tested on the Liverpool & Manchester Railway without the railway's permission, although this was subsequently lent to the LMR. The locomotive was named Bridgewater and ran from Liverpool to Manchester in 51 minutes. Nos. 5-7 were supplied to the Manchester & Leeds Railway and were built to T.L. Gooch's broad specification.

The Berlin Transportation Museum. 212-14. 4 illustrations
Situated in the former terminus of the Berlin Hamburg Railway: Hamburger Bahnhof. Included permanent way, ponts operated by electricity and models, the locomotive Der Adler from the Nuremburg Furth Railway and items relating to pioneer electric traction.

Steam brakes. 214. 3 diagrams.

The History of the London & South Western Ry. locomotives. 215-16.  illustration
Outside cylinder 0-4-0Ts with 3ft 9¾in coupled wheels, 16in x 22in cylinders, 823.25ft² total heating surface and 10.75ft² grate area. Nos. 85-94 were constructed at Nine Elms and received names when allotted to Southampton Docks: 85 Alderney (April 1900), 86 Havre (February 1896), 89 Trouville, 90 Caen (both March 1901)and 93 St Malo (April 1896). A further series emerged in 1893: 81 Jersey, 176 Guernsey, 95 Honfleur, 96 Normandy, 97 Brittany, 98 Cherbourg, 99-101, 102 Granville.
Also notes the transfer of Southampton Docks locomotives to capital stock. The locomotive involved were two from R. and W. Hawthorn Leslie, two from the Vulcan Foundry; Canute built by Dick & Stevenson of Airdrie; and three locomotives supplied by Alexander Shanks of Arbroath named Sir Bevis, Ascupart and Arbroath. Refers back to Issue for December 1901.
In 1892 an order was placed with Neilson for forty mixed traffic locomotives. These were similar to the locomotives described in the 15 July Issue, but had a different weight. Nos. 607-646 entered service in 1892-3. Nos. 597 to 606 were constructed at Nine Elms in 1893-4 and Nos. 647-656 emerged from Nine Elms in 1894-5 bringing the total to 90.
In 1894 ten 0-6-0T Nos. 257-266 were constructed at Nine Elms for shunting. These were identical to the 0-4-4T (15 October). Four further locomotives were constructed in 1891: Nos. 267-270. These were the last Adams' locomotives. This part marked the end of the History which began in Issue for 16 January 1903.

Hopwood, H.L. The Edenham and Little Bytham Ry. 216-18. 5 illustrations, map.
Lord Willoughby de Eresby of Grimsthorpe Castle built a 4 mile 12 chain railway which opened in 1856. An extension bto Folkingham was considered. There were three engines: Ophir built by George England which was designed for road traction and was a 2-2-0 with three cylinders. There were two R. & W. Hawthorn inside cylinder 0-4-0T: Havilah (WN 958/1855) and Columbia (WN 1047/1858). These had 11in x 20in cylinders and 4ft coupled wheels. Two former LNWR coaches were used. There were gaps in the passenger service and horse traction followed an accident. There were three traction engines on the Estate named California, Oasis and Australia. Stroudley had derailed Havilah when he had been sent from Peterborough to repair it when running it at excessive speed, and this required its return to the builders for restoration. The line fell into disuse from 1872.

[End of locomotive building in the Metropolis]. 218.
The LSWR was about to move locomotive construction from Nine Elms to Eastleigh, Neasden was unlikely to construct any further engines and Stratford was unlikely to survive a merger between the GCR, GNR and GER.

Railway tunnels. London and North Western Railway. 219-20. 6 illustrations
The compass point stated indicates location of portal: Wansford (West), Lydgate (East), Prestbury (South) near Macclesfield, Scout (West) near Mossley, Staleybridge (East) and Olive Mount.

Break-down cranes. North Western Railway of India. 221. illustration
Constructed by Ransomes & Rapier under the inspection of Sir Alexander Rendel. 30 ton. 5ft 6in gauge.

Tank locomotive, Egyptian Delta Light Rys. 221.
Error in article on page 190: the Cairo-Helouan section was 4ft 8½ gauge, not 2ft 5½

Bogie brake vans, G.&S.W.Ry. 222. illustration
Metropolitan Amalgamated Railway Carriage & Wagon vehicles for Glasgow & South Western Railway: 66ft 6in non-corridor brake thirds seating 84 passengers runing on six-wheel bogies.

Great Eastern Ry. 222.
Fifth Annual Reunion Dinner held on 20 November 1908 at Great Eastern Hotel: sixty participants. Sunday trains between Fenchurch Street and Blackwall had been discontinued from 4 October 1908, but Millwall Co. continued to operate a half hourly service from Millwall Junction to North Greenwich.