Locomotive Magazine and Railway Carriage
& Wagon Review
Volume 9 (1903)
Copy seen NRM, but decision made to purchase access to excellent pdf file available Rare Book Club as this volume is very large and will base operation on this
Number 111 (4 July 1903)
Ten-wheeled express locomotive, Glasgow & South Western Railway.
Manson 4-6-0 with Belpaire boiler constructed North British Locomotive Co.: WN 15734-43.
Friction draft gear. 2
West Coast special for the International Telegraph
Conference. 3-4. table
The Conference was held in London, but a weekend trip to Scotland was arranged for 19-22 June leaving London Euston at 15.45 on the Friday, arriving in Glasgow just after midnight and returning from Edinburgh Princes Street at 13.50 on the Monday and arriving in Euston at 22.05. The corridor train included dining cars and was hauled by four-cylinder compounds Nos. 1965 C.H. Mason and 1966 Commonwealth on the LNWR and by Caledoian 4-4-0s Nos.895 and 897. The trains ran to time or slightly early and time was recovered. Both ooutward and return journeys are tabulated.
New Irish lines. 4
The important extension of the Dublin, Wicklow & Wexford Railway, from New Ross to Waterford, was nearing completion, and it was expected' to be open for traffic early in August. The new line, 14 miles in length, had been constructed at a cost of £ I 50,000, and connect with the Great Southern & Western Ry. and Fishguard and Rossclare Rys. in the South.
The Great Southern & Western Ry. was constructing a line to connect their Drurncondra link with the Dublin, Wicklow & Wexford Ry. at Amiens Street Station, Dublin. The construction of this railway had been postponed owing to differences of opinion as to the mode in which the junction was to be effected. The opening of this new connecting line will greatly facilitate the working of the G. S. & W. Ry. mail trains from Kingstown Pier.
Dublin, Wicklow & Wexford Ry. 4
One of the four-coupled six-wheeled tank engines, No. 10, which was built at the Company's works in 1896, had been converted into an eight-wheeler by the provision of a pair of wheels at the trailing end to carry an extended bunker. This engine was named St. Sevanus after one of the Irish saints. No. 11 St. Kevin was similarly treated in 1900. Several of the older passenger tank engines built by Beyer, Peacock & Co., in 1863, had been rebuilt with boilers of larger diameter and new cabs and chimneys, and were working trains between Westland Row and Kingstown Pier.
The locomotives of the London & Sourh Western.
Beattie 2-2-2 The Duke type; also tank engines both singles and four-coupled: see also Volume 38 pp. 260-1
Shop notes. 7
The Acme flexible stay. 7. diagram
Manufactured by C.A. Thompson of St. Louis
The Londonderry & Lough Swilly Ry. and its connections. 8-10. map, illustrations
Great Eastern Railway. 10
Supplemental to the acceleration experiments with the Decapod suburban tank locomotive, reported in detail in previous issues of The Locomotive Magazine, a series of trial runs were made on Sunday 28 June., with various standard engines over the measured course with the experimental train. The locomotives tested included No. 342, one of the a six-coupled tanks, No. 1860, one of the later Claud Hamilton's, No. 1189, a standard six-coupled goods engine with Belpaire firebox, and No. 769, a four-coupled passenger engine rebuilt with Belpaire firebox. There can be no doubt that these trials will result in the formation of many valuable data of a kind much to be desired by locomotive designers generally, and we hope in due course to be able to give details of the trips when the figures are in a form convenient for publication.
New tank locomotive, Prussian State Railways. 10-11.
Articulated ten-coupled locomotive split into sections linked by levers using the Hagan system and built by Henschel for the Stettin section for working freight from Stettin to Jasenitz
Petrol motors for turntables. 13
Railway notes. 14
District Ry. extension. 14
The opening of the South Harrow Extension of this railway, which was to have taken place on 22 June was postponed until Monday next, the 6 June, on account of the heavy rains in the middle of June causing settlements in some of the earth works. In view of the holding of the R.A.S.E. show at Park Royal, however, that portion of the new line between Ealing Common and the show ground was opened for traffic, and a regular service of trains ran to and fro at frequent intervals, about four per hour throughout the day .
Great Northern Ry, 14
Nos. 252 to 254, of the 990 class, were stationed at King's Cross, while 255 and 256 were stabled at Peterborough. Two new engines of the class, Nos. 257 and 258, were finished but are not running. Engines stationed at Doncaster work through to King's Cross, in accordance with the new running The locomotives chiefly employed on this through work were Nos. 267, 235 and 236, 7-ft. 6-in. singles, Nos. 985 and 986, of the 990 class, and Nos. 1333,1335,1364 of the four-coupled type.
Great Central Ry. 14
The third of the new ten-wheeled tank engines of the 9K class had left Gorton with the running number 180. Nos. 697 and 286 have had the new chimney fitted. Work is rapidly progressing for the 9T class of six-coupled goods engines, which will follow the tank locomotives in due course. A new type of safety valve, with four columns, is now being made, but it has not so far been fitted to any of the engines.
On 23 July No. 1041 ran through from Sheffield to London without a stop. The water troughs at Woodford having been completed, the monthly time table includes a daily run from Marylebone to Sheffield without a stop by the 15.25 in 3 hrs 8 rnin A similar train in the reverse direction leaves Sheffield at 08.50 which takes 3 hrs. 10 min. for the same distance.
Midland Great Western Ry. (Ireland). 14
A fast tourist train had been arranged to run from Dublin to Galway, during the summer months, leaving the Broadstone terminus at 12.00 and reaching Galway, a distance of 126 miles, at 15.10, connecting with different places in County Connemara. A luncheon car was attached to this train. A six-coupled goods engine, No. 68 Mullingar fitted with a Belpaire firebox and new cab had been .turned out at the Broadstone shops.
L. & S. W. R. 14. illustration
Illustration shows one of the two small six-wheels coupled tank engines of the Terrier class which this railway purchased from the L.B.& S.C.R. It will be seen that it is now painted and numbered in the L. & S. W. R. style. These engines were now numbered 734 and 735, their original numbers and names having been 646 Newington and 668 Clapham. Dimensions and other particulars will be found in the History of the L. B. & S. C. Ry.
Great Western Ry. 14
Nos. 2634 and 267 were rebuilt with taper boilers, and Nos. 454 and the two old 7-ft. singles Nos. 159 and 163 are now fitted with new boilers having Belpaire fireboxes. A new four-wheeled side tank engine, having outside cylinders, with valves on top, 3-ft. wheels, and fitted to burn oil fuel, was being tried. It.had a covered-in cab, and a lever for reversing. The running number was 101, and the works number 1969.
Gas lowering apparatus. 15. diagram (side & end elevations
Spencer Moulton & Co. to enable control by the guard
The death of the "dumb buffer". 18
Ordered off the railways from 1 January 1910; caused many accidents.
Number 112 (11 July 1903)
Six-coupled goods locomotive, Cambrian Rys. 19. illustration
Herbert Jones design built by Robert Stephenson & Co. 0-6-0
Motor carriage, North Eastern Ry. 21. diagram (side
A petrol locomotive. 22. illustration
Harry North of Eltham model
Locomotive for the Imperial Railways of Japan. 22-3. illustration
Supplied by Dubs & Co. 4-4-0 for 3ft 6in gauge system with 16 x 24in outside cylinders
Four-wheeled locomotive tender P.L.M. Ry. 23. diagram (side & rear elevations, plan)
New railways. 23
Caledonian Railway Connel Ferry to Ballachulish and Great Western Railway Scorrier to St. Agnes and New Quay [Newquay] branches nearly ready for opening
L.B. & S.C, Ry. locomotive "Bessborough". 24 illustration
With Drummond water tubes in firebox.
Mersey Railway. 24
Unsuccessful auction of steam locomotives
Reducing valve for steam heating apparatus. 25. diagram
Mason apparatus supplied by Crosby Steam Gauge & Valve Co.
Railway notes. 26
Great Southern & Western Ry. 26.
Pending the completion of the new connecting line between the Drurncondra link and Amiens Street Stations referred to in our last issue, the G.S. & W. Ry. mail boat trains were being worked over the M.G.W. North Wall Extension Railway by D.W. & W. locomotives of the 52-54 class, which were ten-wheeled bogie tank engines (4-4-2T) built by Sharp, Stewart & Co. in 1893 (WN 3909-11). By the new junction, when completed, the G. S. & W. R. will run engines and trains through to Kingstown Pier, avoiding the sharp incline of 1 in 51 from Newcomen junction to Amiens Street, and a frequent local service will also be instituted between stations on the G.S. & W. R., and Kingstown and Bray on the D.W.&W. Ry.
Peckett & Sons had delivered to the contractors constructing the Goold's Cross and Cashel section of the G.S. & W. Ry. a small narrow gauge saddle tank locomotive having outside cylinders and four coupled wheels named Cashel WN 1003/1903.
L. & N. W. R. 26
Ten new eight-coupled four-cylinder compound goods engines had been put into service, bearing Nos. 1272, 1273, 1404, 2024, 1274, 2571-5 (Crewe WN 4325-34 respectively). They had been sent out painted, and not m the usual lead colour in which new engines of the class had generally appeared at first.
The new six-coupled bogie engine No. 1400 was employed on fast goods work between Crewe and Carlisle and was giving satisfaction. A second engine of this class, No. 2033, (WN 4366) was turned out of the erecting shop on the 20 May? and put under steam ready for a trial trip.
No. 1880, the last of the three-cylinder compound goods engines, supplied experimentally with a cylindrical furnace and water tube grate when originally built in 1900, was then undergoing modification by the provision of a boiler similar to that of its predecessors. In the same way No. 2390, one of Webb's standard coal engines, which was at about the same time fitted with a rectangular firebrick-lined furnace, was running with its original boiler and ordinary firebox, the experimental boiler having been transferred to stationary work in the brick-making plant.
The special tank engines originally numbered 1985, 1986, 1989, 1992 and 1993 had been renumbered 3542 to 3546 respectively. Nos. 1400, 1404, 2023; 2024, 2033, special rebuilt DX goods engines, and No. 3519, had been withdrawn ..
One pair of driving wheels under No. 1301 Teutonic were originally the driving wheels of one of McConnell's 7-ft. Bloomers.
S. E. & C. R. American car express. 26
Commencing with June, an important acceleration has been made in the train leaving Charing Cross at 16.28 for Folkestone, which now makes the fastest run on the S.E. & C. system. Up to the beginning of last month it called at Cannon Street, London Bridge, Ashford and Sandling Junction, but by the new timing it runs from Cannon Street to Folkestone Central without a stop, leaving Cannon .Street at 16.36 and arriving at Folkestone Central at 18.02, thus covering the 68¾ miles in 86 minutes. The through load consists of six cars, with a slip portion tor Ashford consisting of one bogie coach and three six-wheel coaches. At first it was arranged to, add on Fridays only a further slip portion for New Romney, made up of one bogie coach and two six-wheelers, but this is now run separately. Harry S. Wainwright's latest type of coupled bogie engines, stationed at, Bricklayers' Arms shed, work this train in a very satisfactory manner with a load of 250 tons. The distance between Knockholt and Folkestone, 53½ miles, has been covered at an average speed of 57 miles per hour, including a reduction to 35 miles per hour in passing through Tonbridge Junction.
Dublin, Wicklow & Wexford Ry. 26-7
In amplification of our note in last issue, page 4, we give here a list of the four-coupled six-wheeled tank locomotives which had been converted into double-enders by the addition of a pair of trailing wheels [2-4-0T>2-4-2T] to carry the extended bunker, and of those built as such in the first instance: No. 3 St. Patrick (built 1898), No. 10 St. Sevanus (built 1896), No. 11 St. Kevin (built 1896), No. 12 St. Brigid (built 1901), and No. 40 St. Selskar (built 1902) A new engine of the same type has been built, and will shortly be running as No. 8.
The three passenger tank engines originally built by Beyer, Peacock & Co. in 1883, which had been supplied with new boilers, were respectively No. 42 Ballybrack (rebuilt 1902), No. 43 Shanganagh (rebuilt 1901) and No. 44 Dunleary (rebuilt 1902). These were four-wheels coupled side tank locornotives with a pair of leading wheels. [2-4-0T]
A small four-wheels coupled side tank engine, No. 41, built by the railway company about 21 years ago, has been supplied with a new boiler. In all the D.W. & W. Ry. possessed 64 engines, not including three or four on the duplicate list, and of these 25 were tender engines.
Australian Rys. 27
Writing to us on the matter of the recent abortive strike on the Victorian Rys., an Australian correspondent has forwarded some interesting photographs of trains running in the Commonwealth, one of which is reproduced here. The illustration shows the Adelaide express leaving Melbourne at 16.40 whence it ran right through. It wa handed over to the locomotive department of the S. Australian administration at Serviceton, the border station The photograph shows at the head of the train engine No. 536 AA, a standard express locomotive having 19in. by 26in. cylinders, fitted with piston valves, four-coupled driving wheels of 6ft. diameter, a leading bogie and a large boiler having 1,434ft2. of heating surface and carrying 180 psi. Engines of this class ran to Ballaarat, a distance of 74 miles, with only two stops, and climb 1,940 ft. in the first 61 miles. The load usually consisted of from 150 to 175 tons behind the tender.
Caledonian Ry. 27
No. 13, badly damaged in the Coupar Angus accident, had recently come from St. Rollox Works with a new boiler exactly similar to the one formerly supplied, and bearing a plate with the inscription, "Re-built, St. Rollox, 1903."
Great Eastern Railway. 27
Three new tank engines of the 791 class, Nos. 143-145, and another of the large bogie passenger engines, No. 186, had been built at Stratford works. The four-coupled passenger locomotive No. 760, formerly named Petrolea, had been rebuilt with a large boiler having a Belpaire firebox, and as in the case of the three of this general type previously rebuilt. had been painted the standard color. No. 760 was supplied with the tender formerly belonging to the six-wheeled single engine No. 1008, withdrawn from service. No. 1860 was running, fitted with indicating apparatus.
The total number of locomotives participating in the acceleration trials on Sunday, 28 May to which we referred briefly in our last issue, was twelve, in addition to the decapod, their numbers and classes being: No. 342, six-coupled suburban tank locomotive, No. 647 six-coupled goods locomotive, fitted with Westinghouse brake, No. 659,. double-ender tank [2-4-2T] of Mr.Worsdell's design, fitted with condensing gear, No. 769, four-coupled passenger engine rebuilt with new boiler and Belpaire firebox, No. 996, six-coupled goods engine of the 999 class, No. 1033, four-coupled passenger engine of the 710 class, No. 1040 double-ender main line tank engine with 5-ft. 8-in. driving wheels, Nos. 1187 and 1189, two of Holden's latest six-coupled goods engines, the latter of them provided with a Belpaire firebox, No. 1131, front-coupled bogie tank locomotive fitted with condensing gear, No. 1257, mixed traffic four-coupled tender engine, and No. 1860, four-coupled passenger engine of the 1870 class. Four runs were made in each direction by all the engines here enumerated and by the decapod, and the result in most cases appear to have been very satisfactory.
Highland Ry. 27.
No. 53 Strathpeffer had been re-named Lybster and was intended to work the Wick and Lybster Light Railway.
Number 113 (18 July 1903)
"Atlantic" type express locomotive, N.E.R. 36. diagram
Wilson Worsdell design
The Egyptian Government Railways and locomotives. 36-9.
The Marquis of Londonderry's Railway. 40-2. 4
Retirement of George Hardy, Manager and Engineer after 47 years service, Construction of the railway started in February 1853 and the line started to operate in August 1854. The line was constructed on the Marquis's land and was to assist with coal shipment from the harbour at Seaham. The line was taken over by the North Eastern Railway in 1900
Securing piston rods to crossheads. 42. 3 diagrams
Belfast & Northern Counties Railway locomotives. 43. 2 illustration
Great Western Ry. 43.
Railway notes. 44
Caledonian Ry. 44. illustration
Shows No. 50, Sir James Thornpson, the second of the large six-coupled bogie locomotives built at St. Rollox [4-6-0]. The engine was painted the C.R. standard colors. Nos. 49 and 50 were working the 14.00 corridor dining car and the 23.45 sleeping car trains between Glasgow and Carlisle alternate weeks, the weight behind the tender varying between 300 and 400 tons. They were said to be giving entire satisfaction. The leading dimensions of these engine were: cylinders 21-in. diameter with a stroke of 26-in.; diameter of bogie wheels 3-ft. 6-in., and of coupled-wheels 6-ft. 6-in.; wheelbase, bogie 6-ft. 6-in.; rear bogie wheels to first pair of coupled wheels 7-ft. 2-in.: coupled-wheels, equally spaced, 15-ft.; total, 28-ft. 8-in. Heating surface of boiler 2400 sq. ft.; grate area, about 31 sq. ft.; height of boiler centre above rails, 8-ft. 6-in.; working pressure 200 psi.; weight of engine, 73 tons, and of tender 55 tons; capacity of tender. 5,000 gallons of water and 5 tons of coal.
Great Western Ry. 44
It had been decided to rebuild all the express passenger locomotives on his railway with new boilers having Belpaire fireboxes, within the shortest space of time convenient, owing to the advantages that are to be derived from the increased steam space and the greater facilities for washing out afforded by this form of firebox. As this decision affects a large number of locomotives, the company is compelled to obtain a proportion of the boilers from "outside," and we understand that R. Stephenson & Co., Ltd., of Darlington, had secured a substantial contract in this respect.
North British Ry. 44
To commemorate the fact of its having worked the Royal trains during the recent tour of H.M. the King through Scotland, No. 594 has received the additional ornament of a large Royal crown painted on the driving wheel splasher.
Great Central Ry. 44
By an oversight, our last note on this railway (p. 14) gave No. 180 as the third of the new ten-wheeled tank engines of the 9 K class. As a matter of fact, there are now four of these engines out of the shops, No. 179 being the third, and No. 180 the fourth. By a printer's error, also, the distinguishing letter of the new six-wheels coupled goods engines which will follow the tanks in due course was given as 9T, whereas it should have been 9J.
Eight goods locomotives were being built for this railway by R. Stephenson & Co., Limited, of Darlington,
Canadian Pacific Ry. 44
Following on the order for 32 heavy bogie express locomotives of the type illustrated in a recent issue, and of which twelve hadalready been delivered at Montreal, this company has ordered twenty cornpound locomotives of the consolidation type from the North British Locomotive Co., Ltd. At the same time a firm in Chemnitz had received a similar order.
Montreal and Southern Ry. 44
This system of electric railway is rapidly being extended southwards, and the company hope shortly to be able to establish a through communication with lines terminating in New York City.
Victorian Rys. 45. 2 illustrations
A strike of drivers lasted from 9 to 16 May 1903. One photograph shows Spencer Street Station in Melbourne with Class O outside-framed 0-6-0 No. 21 built by Slaughter, Gruning & Co. in Bristol in 1861 and No. 61 built by Beyer, Peacock in 1865. The other photograph shows the Port Melbourne engins sheds during the strike and show M and E class tank engines used for suburban services.
Cooling coil for air-pump. 46. diagram
Either side wagon brakes. 46.
On 8 July 1903 the Railway Commission had sought to impose regulations for railway wagons to ensure that that they could be operated from either side, but the LNWR under Sir Frederick Harrison, and other comspanies objected to the Board of Trade wording and showed by tests on the grid irons [marshalling yards] at Edge Hill that they were impossible to comply with.
Number 114 (25 July 1903)
Heavy goods locomotive, North Eastern Ry. 51
1001 class No. 1032
3rd class refreshment cars G.W. Ry. 51
Eight trains had such fascilities
Ross Winan's "Camel" goods locomotives. 52-3. diagram (side
0-8-0 for Baltimore & Ohio Railway.
Express passenger engines, Bombay, Baroda & C.I. Rly. 53.
Class D 4-4-0 built by Dubs: majority driven by Euopeans, but Eurasians and "superior natives" in top links: two firemen carried.
Railway notes. 56
A new railway. 56. map
Map shows the country traversed by a new line, the property jointly of the Midland, Great Northern and Great Eastern Rys., which opened for passenger traffic on 13 July. This new railway, which is about 9 miles long, is intended to give the M. & G. N. Joint Rys. Committee a communication with Lowestoft, which has hitherto been wanting, as it was found impossible to grant running powers over the G.E.R. single line to that flourishing seaside resort. Starting from Yarmouth Beach station, the line crosses Breydon Water, a continuation of Yarmouth Harbour, by means of a lattice girder viaduct 790-ft. long, and consisting of five spans. The fourth of these, counting from the Yarmouth end, was a swing span which ~ when open gave two passages on either side, each having a clear waterway of 60-ft. It is interesting to note that the operating mechanism is all contained in a turret or house above the central pivot, and consists ot gas and hydraulic machinery. The engineering works of the railway generally are of a somewhat heavy character. There are stations at Great Yarmouth, North Gorleston, Gorleston, Hopton, Corton, North Lowestoft and Lowestoft respectively. The opening took place without any special ceremony, but Mr.Oakley, one of the contractors, and officials of the railways interested made journeys in the first trains, while L.F. Orde, Mayor of Lowestoft, was also one of the earliest passengers,
Record run on the G.W.R. 56-7. illustration
A remarkably fine run was made on the Great Western Railway by a special train, which conveyed the Prince and Princess of Wales and their suite on Tuesday, 14 July, from Paddington to Grampound Road. The running of this special was also noteworthy by reason of the inclusion of passengers at ordinary fares to Plymouth, Truro and Falmouth, this being decidedly unusual in the working of Royal trains. The train was timed to leave Paddington at 10.40 and to run thence without a stop to Plymouth, a distance of 245¾ miles, arriving at 15.10. Leaving Plymouth at 15.16, the next stop would be at Grampound Road, 46 miles further on, at 16.30, where the Royal party was to leave the train. Thence to Truro is a distance of 8½ miles, and the last stretch from Truro to Falmouth is just under 12 miles, the whole distance covered by the train being 311¼ miles, and the booked time, including stops, 400 minutes. Chief interest, however, centred round the initial stage of 245¾ miles, which was scheduled to be run in 270 minutes without any intermediate stop. In actual running this time was considerably improved on. The train was hauled by the engine No. 3433 City of Bath, which was illustrated on p. 318 of our last volume, and consisted of a brake saloon, a 2nd and 3rd class composite, a Royal saloon, a 1st and 2nd composite and a tri-cornposite carriage for Falmouth, the load behind the tender being about 125 tons. Leaving Paddington punctually at 10.40, the train passed Swindon (77¼ miles) at 11.48, Bath (106¾ miles) at 12.12, Exeter (193¾ miles) at 1.33, and Newton Abbot (213¾ miles) at 13.56, arriving at Plymouth North Road Station (245¾ miles) at 14.33½. About 67¾ miles were covered in the first 60 minutes from leaving Paddington, 135 miles in 120 min., and 209¼ miles in 180 min., the whole distance occupying 233½ min. from start to stop, an average speed of just over 63 miles per hour. At Plymouth, which was reached 36½ minutes ahead of schedule, a stop of 11 min. was made, and the train was then taken on by engine No. 3354 Bonaventura, one of the Avalon class, with 5-ft. 8-in. coupled driving wheels. Considering the various factors of the distance, speed and load, this run to Plymouth constitutes a record in British railway travelling. The accompanying illustration shows the train travelling at its full average speed between Langley and Slough.
Central London Ry. 57
The vibration caused by the locomotives of this railway when it first started working, and which led to the constitution of a committee to inquire into the complaints made against the system, has not proved an unmixed evil by any means. Since the heavy electric locomotives have been dispensed with, and multiple unit trains have been substituted, it has been found that the locomotive efficiency of the service has been so far enhanced that the company has been able to arrange for a 2 min. service in place of the 2½ min. interval or headway which originally prevailed. This means an increase in the carrying capacity of the line of 25 per cent. The first series of trains on the multiple unit system were installed on the C. L. Ry. by the British Thomson-Houston Co., and the accompanying illustration shows the latest type which has been supplied by the Ashbury Carriage and Wagon Co. to meet the increased traffic consequent on the improved conditions prevailing.
A Royal Train. 57
We are indebted to a valued correspondent, the Conte A. Miglioretti, for the original instantaneous photograph here reproduced, which shows H.M. the King of Italy and H.LM. the German Emperor leaving the Imperial German train at the conclusion of an excursion to Mould Cassino, during the recent visit of his Imperial Majesty to Italy.
Royal Visit to Ireland. 57.
The London & North Western Railway Co, made arrangements to run the Royal train conveying the King and Queen and suite en route for Ireland, from Euston to Holyhead, a distance of 264¼ miles, without any intermediate stop. Two engines were employed, and unfortunately the through run was spoilt owing to one of the axleboxes of the second running hot, necessitating a stop at Crewe.
North British Locomotive Company, Ltd.. 57
Secured an order for 60 new locomotives for the Central South African Railways.
S. E. & C. Ry. 57
No. 746, the first of an order for five new four-wheels coupled express passenger locomotives (4-4-0) of Wainwright standard pattern, had delivered by the Vulcan Foundry Co., Ltd. (makers' No. 1886).
Number 115 (1 August 1903)
New tank engine, L.T. & S. Ry. 69. illustration
The history of the London & South Western locomotves.
70-2. 2 illustrations, 4 diagrams (side elevations)
Five Harold class 2-2-2 built at Nine Elms:
No. 142 had 15-in diameter cylinders; the remainder 15½-in.
Havelock was converted into a stationary engine for the works
in 1876 and broken up in 1881. The remainder were broken up between 1875
and 1878. In December 1858 three 2-4-0WT were built at Nine Elms: 143 Nelson;
144 Howe and 145 Hood. They had 15½-in. x 20-in cylinders. Nelson was
scrapped in December 1882; Howe and Hood were sold in 1885. Howe was deraioed
at Cowley Junction when working an up Crediton train on 17 May 1862.
In December 1858 three 2-4-0 left Nine Elms Works: Nos. 146 Tweed, 147 Isis and 148 Colne. They had 15-in. x 20-in inside cylinders and 6-ft coupled wheels. They wre broken up between 1878 and 1881. In June 1859 Nine Elms turned out its last single No. 153 Victoria. It had the same dimensions as Napoleon, but with 16 x 21-in cylinders. It was sold in 1885 and had latterly worked at Portsmouth.
In 1859 three 2-4-0WT Nos. 154 Nile, 155 Cressy and 156 Hogue entered service: they had 14¼ x 20-in cylinders, 5ft 6in coupled wheels and a heating surface of about 700 ft2: Cressy broke its leading axle near Rowlands Castle on 5 July 1877.
Three "very fine" 2-4-0 express engines with 7ft diameter coupled wheels, 17 x 22in outside cylinders; 1102 ft2: total heating surface and 17.8 ft2: grate area. Nos. 157 Clyde, 158 Lacy (photogaph on traverser) and 159 Castleman. Later the bore of the cylinders was increased to 18 inches. Lacy worked the special train carrying Garibaldi from Southampton to Waterloo on 3 April 1864. Castleman.ran 869,000 miles before being broken up.
Three 6-ft. four-wheels coupled (2-4-0) passenger engines similar to Tweed were put to work in June, 1859, named as under:
|No.||Name,||Date broken up|
cylinders were 15½-in. by 22-in., instead of 15-in. by 21 -in., as in the previous ones, other dimensions being practically the same. One peculiarity in which the Thames differed from the others was in having short tubes, only 2-ft. long, with a double combustion chamber. One other engine, ot the Lacy class, was turned out of Nine Elms in September of the same year, named R.H. Dutton, and numbered 169. This engine differed from the others in having no dome on the boiler, only the one large brass dome on the firebox with the spring balance safety valves placed thereon. This engine achieved some fame in its time, and was continually employed on the fastest express services. During the latter years of its existence on the South Western, it was for the most part working between Portsmouth, Salisbury, and the west of England. It was sold in June, 1885. When working an express to Southampton, on 22 October 1859, in charge of driver J. Hyde, this engine came into collision with a goods train at Fleet Pond, Hants.
Highland Ry. 72
The new branch from Spean Bridge to Fort Augustus, which runs through the Great Glen alongside the Caledonian Canal, was opened for traffic on the 22 July. The new stations on this branch are at Gairlochy, Invergarry, Aberchalder, Fort Augustus and Fort Augustus Pier. A sleeping car for Spean Bridge, the junction with the new line is attached to the East Coast Express leaving King's Cross at 8.15 p.m. (Saturdays excepted), and passengers are due to arrive at Fort Augustus at 10.35 a.m, on the following day.
Egyptian Government Rys.
A few typographical errors have crept into the two instalments of this article which have so far appeared. For example, "Nag Hamads " should read "Kag Hamadi," and the name of the town "Keneh" appeared wrongly as "Keuch." By an oversight, also, the illustration on p. 37 of this volume was described as illustrating the bridge at Benha, whereas it really depicts the Embabeh Bridge at Cairo.
Old front coupled tank locomotive, North London Ry. 72.
Photograph of one of five saddle tank goods engines built for the North London Railway, constructed in 1860 by Beyer, Peacock & Co., Manchester. These locomotives were numbered 38 to 42. The cylinders were 16-in. in diameter, with a piston stroke of 24-in.; the four-coupled leading and driving wheels were 5-ft. 0-in. in diameter, and had compensating beams between the axles; the trailing pair cf wheels were of 3-ft. 6-in. diameter, and had outside bearings. The wheel base was 14-ft. 2-in., the coupled centres being 7-ft. 4-in. apart and the driving and trailing 6-ft. i o-in. apart; the overhang was at the leading- end 4-ft. 8-in., and at the trailing end 4-ft. 9-in. to the respective ends of the frame-plates. The saddle tank was 17-ft.4-in. long, and had a capacity for 800 gallons of water, and the bunker carried 15 cwt. of coal. The valve motion was reversed by a screw lever and wheel placed on the left-hand side of the engine. Owing possibly to the height of the saddle tanks no weather boards were provided. Besides the number plates on the tank sides, brass figures were fixed on the chimney front. All five engines had been removed from service in the year 1886. The weight of these locomotives was 35 tons each, and the extreme length over the buffers was 27-ft. 6-in.
Centenary of the first public raiilway. 73-5. map
Surrey Iron Railway. Act of Parliament 21 May 1801. Opened for traffic 26 July 1803 . Cast iron L-shaped tram plates. Route.
Superheated steam for locomotives. 75
Canadian Pacific Parlway
Great Central Railway. 75 illustration
4-4-0 fitted with Westinghouse brake pump to work trains off "foreign" lines
Great Western Railway. 75-6
Trains with 3rd class refreshment cars listed. Two new first class sleeping cars for Bristol to Glasgow service leaving at 19.40 and returning at 17.55 and continued journey to Plymouth. Some of the latest engines of the Camel class, which had been running without being named, were now receiving name plates. One recently christened was No. 3421 David McIver.
Great Northern Ry. 76.
The last three engines of the 990 class completing a series of ten, were work, and numbered 250, 260, and 258 (Doncaster WN 1003, 1005 and 1006). It may be remarked that nine of these ten are supplied with the same type of boiler as their prototype No. 990, only one, No. 251, having so far been given the larger type. They were built, however, to be capable of being fitted with the 5-ft. 6-in. boiler should the trials now progressing with No. 251 show successful results. Five of Stirling's 8-ft. singles, Nos. 3, 47, 771, 772, and 777, had been withdrawn from service, as also Nos. 174 and 376, two of the 19-in. by 28-in. heavy mineral engines built in 1872. A number of Stirling's early bogie well-tank locomotives had disappeared from view.
Lancashire and Yorkshire Ry. 76
Engine involved in the accident to a Southport express train at the Waterloo station of the L. & Y.R., on the 15 July was No. 670, one of the standard four wheels coupled double-ender side tank locomotives. It was built at the Horwich works of the company in 1899, the works number being 665.
London and North Western Ry. 76
Ten new four cylinder compound passenger engines were to be fitted with Belpaire fireboxes, would shortly be put in hand. The first five had been allotted the following numbers and names :-No. 1971 Euryalus, 1972 Hindustan, 1973 Hood, 1974 Howe, and 1975 Jupiter, the Crewe numbers being 4335 to 4339. By an error, the works number of No. 2033, the second engine of the 1400 class, was given in a recent issue as 4366. It should be 4376. A curious mistake occurred in the spelling of the name of No. 1961, the first of the latest series of ten engines of the Alfred the Great class. The name plate was isdued with the name spelt Albermarle, and this had to be withdrawn. Pending the supply of the corrected nameplate Albemarle, the engine ran without a name. Two at least of old G.W.R. broad gauge engines ran throughout their career with wrongly-spelt names. Estaffete instead of Estafette, and Blenkensop instead of Blenkinsop. Ten new eight wheels coupled four-cylinder compound goods engines were on hand at Crewe, but had not reached the stage of being numbered. One of the old AlIan single-drivers which until recently ran in modified form as Engineer, Lancaster, was now Engineer, South Wales. The engine replacing it at Lancaster is a 6-ft. four wheels coupled engine, of the curved-link Jumbo class, No. 414 Prospero, re-numbered 3273. Two Webb standard coal engines, originally Nos, 41 and 2080, had been withdrawn from service, having been re-numbered 3604 and 3605 respectively. No. 1095 of this type was last year sold to the Manchester and Milford Railway (see previous Volume page 32).
An Indian inspection train. 76. illustration
Accompanying photograph supplied by an Indian correspondent, shows an inspection special train in the Quetta (Frontier) district ot the N.W. Ry. ot India, drawn by one of the heavy engines of the " L " class.
The Late Mr. Charles R. Dübs. 76
Death, on 20 June 1903, of Charles Ralph Dubs, of the well known firm of Messrs. Dubs & Co., locomotive builders, Polmadie, Glasgow, now one of the associated companies forming the North British Locomotive Co., Ltd. Mr. Dubs was the second son of the founder of the works at Polmadie, and on the death of his elder brother some years ago took full control of the establishment. Under his effective management, the business assumed large proportions and became one of the most important locomotive building establishment in the United Kingdom.
An old feed water heater. 77. diagram
J.V. Gooch design for Eastern Counties Railway
Electric & steam traction. 77.
In addition to the proposed mono-rail electric express railway between Liverpool and Manchester the steam roads will have another electric competitor in the much nearer future. Only some six miles at present separate the street car systems of the two cities and this distance is now to be covered by the South Lancashire Tramway Co.
From Indianapolis, U.S., comes the news that two electric lines are to be constructed for the transportation of coal and stone. We doubt the economy of working in this case, as the splitting up of the power so desirable in passenger traffic and necessary to the success of electric traction is not required in that class of traffic.
Number 116 (8 August 1903)
Eight wheels coupled side tank locomotive, G.N.R.
83-4. illustration, diagram (side & front elevations)
Ivatt 0-8-2T intended for working over the Metropolitan Railway underground lines. Essentially identical to 401 class 0-8-0, but with reduced height cab, chimney and dome and with condensing apparatus, capable of working over severe gradients
Wood fuel for locomotives. 84-6. 5 illustrations
North Western Railway of India where wood was exploited from the forests of Scinde and Lower Punjaub and provided a substatial income for the Fiorest Department.
A self-contained buffer. 86. diagram
Patented by C.A. Matthews and manufactured by Turton, Platts & Co. of Sheffield. Used by Great Western Railway.
Railway notes. 87-8
Great Eastern Ry. 87
Five new double-end tank engines or the 79 t class had been built at the Stratford works, bearing Nos. 143-147. These engines were not fitted with condensing gear, and were intended for country branches, some possibly to Yarmouth for the purpose of working over the new joint line . No. 1864, another of the four-coupled bogie passenger engines, is now running. No. 781, a four-coupled passenger engine of the 710 class, had been rebuilt with a large boiler and Belpaire firebox, and like the previous engines so treated, with the exception of No. 769, was painted the standard blue, with red lining. Nos. 0140, 0141, 0142, and 0144, four-coupled tank engines of Bromley design, had been removed from service and replaced by new tank engines.
London & North Western Ry. 87
On the occasion of the Royal visit to Ireland, No. 1966 Commonwealth, the engine that unfortunately through a hot axlebox prevented the run to Holyhead from being accomplished without a stop, was replaced for the rest of the journey by No. 1958 Royal Oak. The second engine on the train, which ran the entire distance, was No. 1965 C.H. Mason.
A Yankee "wild-cat." 87
ln a recent issue we drew attention to the absurdity of the so-called magnetic traction increasers that company promoters have from time to time attempted to boom. It has never been apparent to anyone conversant with the ordinary A.B.C. of mechanics that any of these schemes possessed the slightest chance of practical success. Some astute Yankee has recognised this fact and has endeavoured to reverse the process, for we learn that there is now in New York a "working model" of a new magnetic railway for which great things are prophesied. In this model the track is of the elevated type, placed on brackets, and magnets attached to the cars are held beneath the rails, the object being to as it were partially lift the train off the track by magnetic attraction. By so doing, it is claimed that a 30-tons car will bear no heavier on the rails than, say, a 10-tons car, and to that extent friction will be reduced and the cost of haulage is proportionately diminished. It must be admitted that the idea is ingenious, and as a method of extracting money from the pockets of fools it will possibly prove a success to the full degree anticipated by its inventor and promoter.
Record run to Brighton. 87
On Sunday, 26 July a special train was run from Victoria to Brighton and back on the L.B. & S.C.R., with a view to testing the conditions which will prevail when the Company has secured its much to be desired four track road throughout. The special was composed ot three Pullman cars and two brake-vans, and was hauled by engine No. 70 Holyrood, one of R.J. Billinton's latest class of large 4-4-0 bogie locomotives.Williarn Forbes, (general manager), Greenwood (superintendent of the line), Morgan (engineer), and Billinton (locomotive superntendent), and a party of special guests were on board, and' Richardson, the outdoor chief, was on the engine. The distance, start to stop, was covered in 48 minutes 41 seconds, while the 50 miles from Grosvenor Bridge to the Brighton goods sheds occupied 46 minutes 11 seconds. On the return journey the time was 50 minutes 21 seconds. The doubling of the line is proceeding by sections, that between Streatham and East Croydon having lately been completed, while the portion between Victoria and Clapham Junction is making rapid progress. The proposed mono-rail system, which was to cost several millions of pounds, would only save about ten minutes on the above timing.
Highland Ry. 88
For working the Spean Bridge and Fort Augustus branch line described in our last issue, engines No. 48 and 52 of the Highland Ry. were sent round, via Perth, Dunblane, Crianlarich and thence over the West Highland Ry. to Spean Bridge, the total distance from Inverness being about 232 miles. The Highland Ry. is working the new line, but the train service is operated in connection with the West Highland trains and Caledonian Canal steamers. No. 48 is one of the Skye bogie locomotives, begun by Jones and completed by Peter Drummond at Lochgorm in 1900. No. 52 is one of the Yankee tank engines, formerly No. 15. These tank locomotives were described and illustrated in our issue of March 7th last, page 170.
Midland Great Western Ry., ([reland). 88. 2 illustrations
Illustrations show, six-coupled tank locomotive Giant,. and the goods engine Liffey, fitted with new boilers with Belpaire fireboxes. Dimensions of these boilers were given in a recent issue.
Baden State Railways.
Referring to Volume 8 page 414 which described and illustrated a "double-ender" tank locomotive (2-6-2T) for the above-mentioned railways, a valued Continental correspondent writes to inform us that there are now no fewer than 53 engines of the type illustrated in service, 15 having been built by the Maffei Co. of Munich, and the remainder at Karlsruhe. As was mentioned in the notice in question, the Maffei engines were fitted with three brakes, quick-acting Westinghouse, air repression and Exter's hand-brakes. The first 16 of the Karlsruhe series had only the Westinghouse, with onc brake-cylinder, and Exter's , 10 following these had the Westinghouse, with two cylinders, and Exter's brake; and the last 12, built for the Hollenthal Railway, actually have four systems of brakes, the Westinghouse automatic, with two cylinders, the same fitted as a non-automatic brake, the "air-repression" and Exter's hand brakes. The weight of these powerful engines was 62½ tons.
Mldland Ry. 88
Six-coupled goods locomotive, No. 360A, built by Sharp, Stewart & Co., in 1854 .makers' No. 844) renumbered 263, having replaced the old Stephenson engine No. 263, built in 1852. No. 245, built in 1864, has been renumbered 307. No. 486 A, built by R. Stephenson & Co. in 1863 (makers' No. 1497), had been renumbered 360.
Railway accident on the G. & S.W. Ry. 88
Not since the memorable Tay Bridge disaster, on 28 December 1879, had there been such a heavy loss of life resulting from an accident in Scotland as that which occurred on the 27 July. at St. Enoch station, Glasgow, G. & S.W. Ry., resulting in the death of 15 persons and injuring many more. A return excursion train from Ardrossan with Isle of Man passengers was running into the Glasgow terminus, but failing to stop at the usual place ran with great force into the buffer stops, telescoping the first two carriages. The train consisted of 13 coaches, and was drawn by engine No. 221, one of Stirling's front-coupled mixed traffic locomotives. The platform (No. 8) at which the ill-fated train arrived is somewhat shorter than the main line arrival platforms. This fact is well ventilated by the daily papers as the cause of the accident, but the suggested explanation to the effect that the brake may have failed to act properly is more likely to be correct.
New branch line, Callader and Oban Railway. 89-90. 2 illustrations
Cantilever bridge at Connel Ferry on Caledonian Railway Ballacheulish branch. Photographs show in semi-finished and finished states. Designed Sir John Wolfe Barry and built by Arrol's Bridge & Roof Co.
Heavy compound locomotive, Southern Pacific Ry. 90. illustration
Baldwin Locomotive Works Vauclain compound 2-8-0 with high pressure cylinders having 17-in diameter and low pressure 28-in diamter and a stroke of 30-in. The grate area was 54.5 ft2 and the total heating surface 3598.8 ft2. 200 psi boiler pressure.
Coal bunkers of tank engines. 90
Corresspondent's note that most British tank engines had insufficient bunker capacity
Petroleum fuel notes. 93. illustration, diagram includind
Texas fuel oil, North Western Ry of India used Holden system between Sukkur and Dadu, design of Russian firebox intended to burn oil
Number 117 (15 August 1903)
No. 9, Great Western Railway. 97-8. illustration
Rebuilt as 2-2-2 from 4-2-4T with 7½ft driving wheels. The chief novely in the rebuilt form consisted in placing the eccentrics and motion outside the driing wheels. Neither Dean nor Churchward is mentioned.
New Canadian Trans-Continental Ry. 98. map
Additional to Canadian Pacific Railway and more northerly: continuation of Grand Trunk Ry, destination Port Simpson with vast coal reserves
Brake trials on the Great Central Ry. 99. illustration, diagram
0-8-0 hauling twenty 30-ton bogie wagons fiited with Vacuum Brake Co. quick-acting brakes on 1 in 125 descent stopping distances
The Egyptian Government Railways and locomotives. 100-2
Robert Stephenson four-coupled locomotive with outside cylinders.
Smoke prevention on locomotives. 102-3.
Medium thickness of fire recommended. Firing alternately at each side of the firebox also advocated, but there is more likelihood of holes being left with this procedure, and these are always detrimental. A heaped fire, in which a mound of coal is formed in the middle of the firebox, is not so good as a hollow fire, in which a thin place is left in the centre and the fuel made higher all round. The pricker should not be used more than is absolutely necessary, as it tends to waste fuel, by working it through the bars into the ashpan. If clinkering coal is used it will be necessary to break it up, or the air will soon be prevented from entering the box through the grate. A few flint stones thrown in with the coal will help to make the removal of any clinker that may form easier, as it adheres to the stones instead of running through between the bars. The deductions from the foregoing are that a high temperature should be maintained in the box; the rate at which the coal is burned should be as steady as possible, this being best arrived at by carrying a medium thickness of fire, and firing with carefully broken up coal, in small quantities at frequent intervals.
Railway notes. 103
Central South African Ry. 103
Ten engine of the type having eight-wheels coupled and leading bogie, and boilers with water tube fire boxes, had been delivered to the railway by the North British Locomotive Co., and also ten engines of a similar class except that they hav not water tube fireboxes. Two locomotives nov under construction for the same railway will mark a new departure in South African locomotiv stock by having piston valves, placed on top ( the cylinders, superheaters in the smokebos Belpaire fireboxes and a boiler pressure of 180 psi.
Great Northern & City Ry. 103
For som time past the Great Northern Ry. had been running trains made up of 10-tons and some the 30-tons steel wagons, drawn by eight-coupled engines of the No. 401 class, to transport load of clay from the above" tube" railway at Finsbury Park to the track side at Holme, near Peterborough. The loads taken have been very heavy, espe:ially during the recent wet period: when the open wagons have gathered additional weight in the shape of rain water. The railwa is now practically finished from Moorgate Street to Drayton Park and a considerable portion of the rolling stock has been delivered ..
Phototgraph of train of Great Northern & City Ry. rolling stock leaving Preston Works behind L&YR 4-4-0. 103
Glasgow & South Western Ry. 104
The new six-wheels coupled bogie locomotives, one of which was illustrated in our issue of July 4th, last,. are now all out of the shops, and are running local trains, chiefly to Ayr, Kilmarnock and Ardrossan. They have not so far been put to work on the main line corridor trains.
Twelve of Hugh Smellie's six -wheels coupled goods engines have recently been through the Kilmarnock shops and have been rebuilt with new boilers having steam domes, but they retain the old type of chimney and cab. Some of the four-wheels coupled tank engines of the 326 class, with trailing bogies, have been again put to work after having had a complete overhaul, which included repainting.
London & North Western Ry. 104
Three new engines of the Alfred the Great type had been completed, No. 1976 Lady Godiva, 1977 Mars and 1978 Merlin (Crewe Nos. 4340- 4342). Only one of this class had been fitted with a Bel paire firebox. No. 1961 Albemarle was running with its new, correctly spelled name-plate. and was stationed at Camden. Of the ten new eight-coupled four-cylinder compound goods engines mentioned in a previous issue, the first five to be numbered 41, 2080, 1276, 1277, and 1278,(Crewe Nos. 4345-4349, dated June, 1903). A further ten were already spoken of. No. 2033, which is of the 1400 type, was the first of an order for ten similar locomotives, the remaining nine of which will shortly be put in hand. No. 1400 was built to a separate order, though of the same class.
Another of Webb's standard six-coupled coal engines, No. 2118, had been withdrawn from service.
London & South Western Ry. 104
Ten new passenger tank engines, four-wheels coupled with trailing bogies (0-4-4T), to be put in hand at Nine Elms.
As the new engines of the 395 class come out they are being put to work on the regular services, and some will shortly be transferred to Salisbury and Exeter to haul fast express trains over the difficult section of the road lying between those two stations
No. 708, one of Drumrnond's coupled bogie engines which had already done some very fast work, ran from Salisbury to Waterloo on 14 July in 82 min. with seven bogie coaches and one four-wheeler, the average speed being 61½ miles per hour. On the following day, with six bogie coaches, this engine ran the same distance in 77 min.
South Eastern & Chatham Ry. 104
No.747 (makers' No. 1887) was latest express passenger locomotive of the D class 4-4-0 built for this line by the Vulcan Foundry Co. at Newton-le-Willows. Two new six-coupled goods engines of Wainwright's design, Nos. 572 and 575, which were part of an order for four such locomotives, were nearing completion at Ashford Works. They took the places of two L. C. & D. R. engines which bore those numbers.
A four-coupled bogie engine, No. 472, of the M3 class (Chatham section) had been fitted with Stone's patent spark arrester and a C class chimney, at Longhedge Works.
The last of the old L.C. & D.R.Crampton single-driving engines, subsequently converted into four-coupled bogie engines, was in process of being broken up, as was also old No. 2 of the L. C. & D. R.
Rebuilt locomotive No. 179. 104. illustration
Number 118 (22 August 1903)
Motor cars on the G.W.R. 118
Apparently motor cars are to be extensively used on the G.W.R. Judging from the chairman's remarks at the recent half-yearly meeting, the company have already suffered, and probably in the future will suffer more, in some districts from the competition of electric trams and motor cars.
A service of motors is to be inaugurated on the railway tracks: each car is to carry fifty-two passengers, and have its own motive power. The first to be put in service will probably work between Stonehouse and Chalford, and should be ready in October next. The cars will stop not only at the regular stations, but, with the sanction of the Board of Trade, at level crossings of roads coming up to the railway. By this means it is hoped to give a quick local service, charging an uniform fare like that of a tramway company.
Another proposal is to feed the railway by motor cars on the different roads, and arrangements have been made for five cars to be purchased, each of which will accommodate twenty-two passengers. The first two commenced running between Helston and the Lizard on17 August.
In aiming at securing new traffic, as compared with any attempts to enter into competition with electric tramways, etc., we venture to think the directors of the G.W.R. wise. As to complaints made against these rivals, the Railway Companies are themselves to blame for neglecting local traffic and waiting until such systems are at work before making any effort to modify and improve the conditions they force upon their patrons. To enter into a contest with an electric tram line with an equipment of one or two motor cars is futile and ludicrous; better by far institute new services and so render the construction of electric lines unnecessary.
If a motor car, operated with an internal combustion engine, is to be successful in the railway service the latter must be able to consume some cheaper fuel than "petrol"; the price of this commodity has long since become prohibitive for such use. The engines must be designed to work with heavy benzine or ordinary kerosene. This is a comparatively simple problem, and doubtless the motor makers will provide the necessary machines.
Railway notes. 118.
London & North Western Ry. 118.
An experiment was being tried with one of the four cylinder compound passenger engines, No. 1952 Benbow, and if successful it was possible all the Jubilee type would be treated similarly. The rocking shafts, through which the h.p. valves were operated from tail rods on the l.p. valve stems, were being taken out, and the h.p. piston valves were supplied with separate Joy's valve gear. The reason for this alteration was to enable the driver to "notch up " the h.p. cylinders without similarly adjusting the l.p. gear. The distribution of steam would, in this arrangement, be on a somewhat similar principle to that in use on the Northern of France compounds. The results will doubtless be watched with great interest by locomotive engineers generally.
The last two of the new order for ten of. the " Alfred the Great" class were to be numbered and named 1979 Nelson, and 1980 Neptune," (Crewe WN. 4343-4344). Nos. 1971 and 1972, the first of the same order, are ready for their trial trips. The others are all well under weigh. The new series of ten 8-coupled compound goods engines, which were referred to on page 104 of our last issue, have been starte:l upon, the frames of a few having been already laid down.
Midland Ry. 118.
All the single framed goods engines were to be rebuilt with boilers similar to those of the 2736 class, as illustrated on page 313, vol. VIII. Many of the old boilers thus discarded were to be fitted to the double framed goods engines as required. No. 2311 was the first of the former class to be so treated,and No. 2166 is now out also fitted with the larger boiler.
Nos. 829-822 were now at Leeds, and Nos. 823- 829 were to be stationed at Manchester .. A third engine of the compound class, No. 2634, had been undergoing trials.
Great Western Ry 118.
Two new engines of the No. 100 class, with six-coupled wheels 6-ft. 8-in. in diameter, outside cylinders and leading bogie, were now out and were doing good work on experimental trains. No. 97 was running well and made plenty of steam, working the 11.20 express out of Swindon westwards over the new South Wales line. No. 98 had been employed at Swindon testing the action of brakes on long trains. This latter engine attained a speed of 78 miles per hour with a train consisting of eleven 4-wheeled bogie coaches and one 6-wheeled coach.
No. 3297 Earl Cawdor had been rebuilt with a new 5ft. 6in. boiler, and a cab somewhat resembling the G.E.R. pattern.
Caledonian Ry. 118.
No. 699, a six-coupled goods engine built at St. Rollox in 1893 from the designs of the late Mr. Lambie, and fitted with the Westinghouse brake, had recently been rebuilt with a new boiler of the" Dunalastair " type.
Trains used during the Royal Visit to Ireland. 119.
GNRI No. 124; MGWR No. 129 Celtic and GSWR No. 368
Narrow gauge locomotives. 120-1.
Avonside Engine Co. Ltd.
The Paris Metropolitan Ry. disaster. 121.
Precis amplified by Wikipedia (2013-06-04). The orginal report noted previous collision and fire on Paris and Versailles Railway on 8 May 1842 when a locomotive axle broke and 52 died, but the report hereat did not give death toll (84) when severe arcing and gross mismanagement led to a fire at Couronne station involving several trains.
A reminiscence of the [Boer] War. 121. illustration.
Transvaal Railway locomotive Africa damaged by Boer shell.
Number 119 (29 August 1903)
Fast goods engine, North Eastern Railway. 125-6. illustration
John Kitching design Stockton & Darlington Railway design of 0-6-0 for excursion traffic
Railway notes. 129
London & North Western Ry. 129
The latest ten engines of the Alfred the Great class, names and numbers of which have been given in previous issues, have been turned out in lead- colour for the present. Their dates of building are borne on the number-plates, as follows: Nos. 1971-2, July 1903, Nos. 1973-80, August 1903. The first of this class, No. 1971 Euryalus, is now stationed at No. 17 shed, Leeds. Experiments were being conducted prior to fitting them with Belpaire fireboxes throughout.
Five new four-cylinder compound, eight- coupled goods engines, completing the order for ten referred to on page 104, have been put into service, and are numbered 1279-1283 (Crewe Nos. 4350-4354)·
No. 3280, a Special (rebuilt) Dx goods locomotive, had been withdrawn from service.
A large three-cylinder compound express engine, arranged on the Smith system, is being built for experimental running in competition with the four-cylinder compounds now in service.
A handsome memorial has been erected in the Queen's Park, Crewe, to the memory of the Crewe men who were killed in the recent South African War. The memorial has inscribed on it the names of all the men killed at the front, and also those of the men who served and returned home safely. On the same spot is placed a one-inch to the foot model of the four-cylinder compound King Edward VII.
Bengal-Nagpur Ry. 129
An important contract for this line has been placed with . R. Stephenson & Co., Ltd., of Darlington, for six-coupled bogie engines to work express traffic between Bombay and Calcutta. The designs were by Sir J. Wolfe Barry, consulting engineer to the railway, and the engines will weigh about 64 tons each, exclusive of tenders weighing an additional 41 tons.
Belgian State Rys. 129. illustration
With a view to induc- ing an influx of visitors from elsewhere, this system had introduced a special cheap rate for holiday season tickets, available for five days over some 2,600 miles ot railway. The prices were, approximately, 24s. first class, 16s. second class and 9s. third class. So far as we are aware, this represents the rock bottom of cheap fares yet reached on any railway, working out to something like ·04d. per mile for the third class. We would point out to such of our readers, however, as might be induced to try a trip at so phenomenally cheap a rate that the third class accommodation on the State Railways is not good, and further, it is limited to slow trains; they would therefore be wise to spend a larger sum on the comparative luxuries to be obtained in classes higher than that quoted for above. Apart from the inducement of cheap travelling, however, visitors to Belgium would have the satisfaction of beholding at work on the State Rys. a collection of what without any doubt are the very ugliest designs of locomotives ever built. The example shown in the accompanying illustration, which represents a typical Belgian passenger train, gives but a faint idea ot the hideous appearance of most of the locomotive stock on the State System.
London & South Western Ry. 129
No. 199, one of the 4-ft. l0-in. trailing bogie tank locomotives, had been provided with a standard cast-iron chimney.
Great Northern Railway. 129
The new eight-coupled tank No. 116 had been returned to the shops at Doncaster for modification, to conform to the loading gauge of the Metropolitan connecting lines.
New railway works, London District. 129
Considerable progress had been made with the new works and widening of the lines in the London district of the S.E. & C.R. The section between Spa Road and Southwark Park Stations, which had been delayed for the acquisition of property, was well in hand. The new track was practically finished between St. John's and the Court Hill Road signal box.
Ten-wheeled compound locomotive Austrian State Rys. 134-5.
Golsdorf two-cylinder compound 4-6-0
Electricity as an auxiliary to steam. 136
Suggested laying third rail electrification on steep gradients such as the exit from Euston to Camden and Glasgow Queen Street to Cowlairs to assist the locomotive by a motor on the tender. Thereafter the motor could act as a generator to provide train lighting.
Number 120 (5 September 1903)
The Pegasus of the present day. 139-40. illustration
Shows motor car alongside a G&SWR No. 386 steam locomotive built at the Atlas Works of the North British Locomotive Co.: whose motor car was it? (David L. Smith's Locomotives of the Glasgow & South Western Railway used to identify anonymous locomotivre).
Locomotives for the Cape Government Rys with Schmidt superheaters.
Supplied by North British Locomotive Co., Hyde Park Works
Six-coupled goods engine, North Eastern Ry. 141.
Following from the 572 type taken over from the Stockton & Hartlepool Railway Fletcher ordered further very similar 0-6-0 from R. Stephenson & Co. which received numbers 641-666. Some received Westinghouse brakes for working pssenger trains to Whitby over the Goathland inclines
Metre-gauge tank locomotive for Spain. 141. illustration
2-6-2T built Krauss & Co. of Munich for Ferrocarril de Elgoibar a San Sebastian
Old Belgian locomotives. 142-3. illustration, diagram (side
2-4-0 introduced in 1864 type I designed by Belpaire for Belgian State Railways with inside cylinders and outside frames built by Société John Cockerill at Seraing in 1864, by Société Couillet and 1865; by Ch. Evrard at Brussels. Others were built by Schneider of Creusot, Carels of Ghent, Société de Haine St. Pierre, and Société Franco-Belge at LaCroyère. They were painted brown. They were rebuilt with new boilers, had square chimneys from 1884 to 1896 and then cylindrico-conical ones as shown in photograph
Index of the Technical Press. 143
Monthly bibliography of references to articles appearing in technical publications published in Brussels
Old goods engines, North British Railway. 143.
Wheatley 0-6-0 built between 1869 and 1874 at Cowlairs and subsequently rebuilt by Drummond and Holmes, Photograph shows No. 283 built in 1873, rebuilt in 1889, having 5ft driving wheels with cast iron centres.
Railway notes. 145
Great Nor1hern Ry. 145
Probably as a result of several mishaps that had occurred at different times, and notably one at Wellingborough, on the Midland Railway, and another at Peterborough, on the G.N.R., the latter railway was equipping all its stations with special locking apparatus for chaining up the hand trucks secure against risk of running over the edges of platforms on to the permanent way.
Motor cars and railways [buses]. 145
The motor cars introduced by the G.W.R. for a service between Helston and the Lizard were in operation, and seemed to be giving most satisfactory results. These cars were capable ot seating 32 passengers, and were built by the Milnes-Dairnler Co. and fitted with 16-h.p. petrol engines. There were three departures each way daily; the cars being timed to run the trip in 75 minutes, including stoppages, at a fare for the ten miles of 1s. 6d. The intermediate stops were at Ruan Major, Penhale, Cary Cross-lane and Lernarth. As was recently mentioned, another service of motor cars, in this case using existing railway tracks, is about to be introduced in the Stroud Valley, between Stonehouse and Chalford, a distance of seven miles. These cars (steam railcars) would be steam driven, and accommodate 52 passengers. They will stop at four intermediate points between and in addition to the ordinary stations at Stroud and Branscombe.
The use of motor cars as feeders to the railways is now receiving serious attention from various companies. The Taff Vale Ry. was employing them for the conveyance of passengers, the Furness Ry. hags them under consideration, and the G.N.R. is instituting motor omnibuses capable of seating 30 passengers, while the N.E.R. will shortly be running a service of motor 'buses between Beverley and Brandesburton.
Great North of Scotland Ry. 145
The St. Combs light railway opened on the 1 August, and was worked by engine No. 8, a six-coupled side-tank locomotive, built by Kitson & Co., in 1884, to the designs of J. Manson, For working on this new light railway, cow- catchers had been fitted. The line was 51/8 miles long, and has one intermediate station at Inverallochy, which is 3 miles distant from Fraserburgh.
The work of relining Moncrieff Tunnel is proceeding, the structure having been reported unsafe for some considerable time. All trains now run through very slowly, and the tunnel is lighted from end to end by small electric lamps placed at short intervals.
North Wales N.G. Ry. 145
We understand that Moel Tryfan, one of the locomotives on the North Wales Narrow Gauge Railway, had been rebuilt by Davies & Metcalfe, of Romiley Works, near Manchester. This locomotive was described and illustrated in our issue for August, 1900, page 120, and is ot what is known as the single Fairlie type, having two bogies, one only of which is steam driven. The gauge of the railway was 1 ft 11½·in.
Austrian State Rys. 145
His Majesty King Edward VII. travelled from Marienbad to Vienna on 31 August. in the Imperial train of the State Ry .arrriving at the K. Franz Joseph terminus.
Midland Ry. 145
Cecil Paget had been appointed to succeed Mr. S.W. Johnson, the loco. superintendent, who was retire after 30 years' service with the company. Johnson was chief of the locomotive, carriage and wagon department of the Great Eastern Ry. from 1866 to 1873, having previously held a similar post on the Edinburgh & Glasgow Ry.
North Britiish Ry. 145
Nos. 317 and 318, the two first of the new class ot coupled bogie express engines (4-4-0), which were described and illustrated in issue ot 20 June were stationed at Aberdeen.
A realistic model locomotive. 149. illustration
W.J. Bassett-Lowke & Co. model of Midland Railway compound 4-4-0
A unique narrow gauge locomotive. 149.
20-inch gauge locommotive with a Willans' compound vertical engine driving through gears and a rectangular verical multitubular boiler. The locomotive ran in the grounds of a property owned by John L. Birley of Kirkham in Lancashire
The history of the Great Northern Railway. Charles
H. Grinling. London: Methuen & Co.
In the second edition of this interesting history, Grinling introduces an additional chapter, covering the period between the years 1895 and 1901. All interested in railways well know that practically a complete reorganisation of the management of the railway has taken place, and the story of the troubles that have had to be overcome of late years, the policy of the new officers, and the growth of the system, are told in an impartial and interesting style. All the principal recent engineering works, such as the Leen Valley Extension Railway, the new goods stations at Manchester and Hunslet (Leeds), as well as the fine central passenger station of the Great Northern and Great Central companies at Nottingham, are described and the latest types of rolling stock illustrated. We are pleased to note also a welcome increase in the size of the new illustrations as compared with those in the earlier chapters of the history.
From the above our readers may gather that they will find in the present volume almost everything of interest about the Great Northern Railway, and we are sure much of the information will be new to the majority of them.
L. M. Morgan. 150
The following are the names of G.W.R. engines you asked for: 3371 Khartoum, 3379 Kimberley, 3380 Ladysrnith, 3381 Maine, 3182 Mafeking, 3383 Herschell, 3384 Omdurman, and 3391 Wolseley.
The weights of tenders in amp;L.B. & S.C. R. book are derived from trustworthy sources, and are, we believe, correct. We will, however, look more fully into the matter and let you know the result.
E. Kohler. 150
The G.W.R. loco. numbers you require are:-1118 Princess Christian, 1119 Princess of Wales, 3005 Britannia, 3014 Iron Duke, 3020 Sultan, 3038 Devonia, 3074 Princess Helena, 3059 Voltigeur, 3339 Marco Polo, 3399 Dunedin, 3407 Malta, and 3426 Walter Long.
H. Michrel. 150
Following is a list of MR. coupled bogie engines with 7-ft. driving wheels 4-4-0):-Nos. 1317-46 (1877), Nos. 1667-76 (19-in. by 26-in. cylinders, (1884), Nos. 1738-57 (1885-7), Nos. 2183·2202 (1892), Nos. 156-60 (18l96), Nos. 150, 153-5, 204-9 (1897-8), Nos. 60-66, 138-9 (1898).
The engine illustrated on p. 140 of issue for 21 February is supposed to represent the method of using "continuous expansion" adopted on an engine of the L. B. & S. C. R., on which Nicholson stated that some trials were made several years after the conversion oi No. 189 of the E.C.R. With regard to your suggestion for the simplification of the formula on p. 117 relative to the speed of wind in miles per hour, shown by the anemometer, there can be no doubt that your formula S=.1071 R.D. is quicker to work out than that given by the writer of the article.
The weight of Royal special on L. & N.W.R. was given in error. We believe it was about 150 tons. The other instance quoted was from official sources, and is approximately correct. We wiII look into the matter of the weights you require.
Number 121 (12 September 1903)
Fast goods locomotive, Great Eastern Ry. 153-4. illustration.
Passenger locomotives, Edinburgh & Glasgow
Railway. 157. illustration
That the locomotives of the Edinburgh and Glasgow Railway were built of exceptionally good material, and to very excellent designs, is evident from the fact that in 1903, 38 years after the amalgamation of the line with the North British Railway, the greater proportion of them are still at work.
The locomotives for passenger traffic were of two types, single and four-coupled, and the annexed illustration shows one of the classes of the latter, which on being taken over by the N. B. R. were numbered 233 to 239. They were built at very varying dates, Nos. 237 and 238 by Messrs. Beyer, Peacock &Co., in 1859, Nos. 233 and 234 by the same firm in 1861, and No. 235 by the E. & G. R., at Cowlairs Works, in 1865. Two others, which were in course of construction at the time of the amalgamation, were finished by the N. B. R., and left Cowlairs, No. 236 in 1866, and No. 239 in 1867.
In their original state they were good looking engines, having large brass domes on the fireboxes, and being liberally decorated with polished brass. The regulators were of the pull out type, and no cabs were provided, slight weatherboards being the only shelters. They have all been rebuilt as illustrated, Nos. 234, 237 and 238 in 1881, No. 233 in 1882, Nos. 235 and 236 in 1886, and No. 239 in 1901, with the following dimensions: cylinders, 16-in. by 20-in. coupled wheels, 6-ft.; Heating surface: tubes, 858 sq. ft.; firebox, 66 sq. ft.; total, 924 sq. ft. (a good allowance for 16 by 20 cyls.);
They had for a number of years been mainly employed on the West of Fife section, from Stirling to Dunfermline, Thornton and Ladybank, with light and fast trains, a service which, not- withstanding their age, they still perform in a satisfactory manner.
For the dimensions and other particulars of these engines we are indebted to Mr. W. P. Reid, locomotive superintendent of the N. B. R.
Railway notes. 158.
London & North Western Ry. 158
The roofs of some of the engine cabs are now being painted white, with the idea probably of affording a cooler shelter to the men from the rays of the sun, though the innovation has not been required much this summer.
Great Western Ry. 158
The large de Glehn compound now being built for this railway at Belfort will be numbered 102 and named La France. It is at present in the erecting shop, rapidly approaching completion.
L. & S. W. R. 158
Engine No. 720, the first of the four-cylinder express engines, had been provided with an exhaust steam feed water heating apparatus and two pumps to supply the boiler with water at 180° F. This innovation hadresulted in an economy of 6 lbs. of coal per mile run over a period of 10 weeks. The foundations were being put in at Eastleigh for the new locomotive works to be erected there.
Great Northern Rv, (Ireland). 158
This railway had received from the North British Locomotive Co., Ltd., two new passenger locomotives of the standard type, having four wheels coupled, 6-ft. 7-in. in diameter and a leading four-wheeled bogie having 3-ft. 4-in .. wheels. The numbers and names were:-No. 122 Vulcan, No. 123 Lucifer (maker's numbers 15766-7). The tenders for these engines were built at the G.N.R. Co.'s own works.
From the same makers have also been supplied two standard six-wheels coupled goods locomotives, with 5-ft. driving wheels and cylinders 18-in. by 26-in. Their numbers and names were: No. 152 Lurgan and No. 153 Scarva (maker's numbers 15890-1). The tenders were built at the G.N.R. Co.'s works.
Great North of Scotland Ry. 158
It is proposed to establish services of motor-coaches on some of the branch lines. Each coach will be self-contained, and will accommodate from 50 to 60 passengers, and in service will make intermediate stoppages at level crossings, etc., in addition to the ordinary station stops. A service of motor cars has already been inaugurated between Banchory and Finzean, to run in connection with this company's railway.
Caledonian Ry. 158
According to the official announcement, the extension of the Callander and Oban line from Connel Ferry to Ballachulish, described in a recent issue, was opened to the public on Monday, the 24 Augusty. During the exceptionally heavy pressure of excursion traffic at the Glasgow Fair holidays, several of the large 8-wheels coupled mineral engines, fitted with the Westinghouse brake, were used to work special boat trains from Glasgow to Ardrossan and vtce versa.
Canadian Pacific Ry. 158
A further series of eight locomotives of the orders now in execution have been shipped across the Atlantic by the North British Locomotive Co, to the C.P.R. depot at Montreal. These engines were numbered 1511-18 (makers' numbers 15878-85).
Central South African Rys. 158
The North British Locomotive Co., .Ltd., have completed five engines of the Consolidation (2-8-0) class, the dimensions of which were exactly similar to those of the same class already delivered. The numbers given to these engines were 461-5 (makers' numbers 15793-7).
North Eastern Ry. 158
In accordance with the scheme formulated some time ago for the reorganisation of the traffic departments of this railway, James Yorke, who has for many years had charge of the traffic arrangements ot the company at Hull, has been appointed to the important position of assistant superintendent ot the York district, and . H.G. Lewens, ot Sunderland, has been chosen for the similar position in his own district See also page 189.
Pennsylvania Ry. 158
Recently ordered a heavy Atlantic type 4-cylinder de Glehn compound locomotive, similar to those recently delivered to the Paris and Orleans Railway, which was then under construction at the Beltort works of the Societe Alsacienne de Constructions Mecaniques. When completed this locomotive will be exhibited at St. Louis.
High speed in France. 158
We recently drew the attention of an official of the Western Railway of France, to a paragraph which appeared in a London morning paper in which it was stated that No. 2700, one of the new engines of the Ouest, had reached a speed of 120 miles per hour several times in the course of a run from Paris to Havre. Our correspondent denies the truth of this, as we expected, but he mentions incidentally in his reply that, from 1 July, train No. 102 between Havre and Paris has been accelerated, the run between Rouen and Paris being now accomplished at a speed of 58.7 miles per hour. No. 2702 was illustrated in the Locomotive Magazine of 23 May 1903.
Improvements at Euston. 159
Extra tracks including a new tunnel at Park Street to improve reliability at the terminus. Joseph T. Firbank Ltd was the contractor
Location of air pump:: Stroudley and Billinton opted for the cab side (fireman's side); the North Western Railway of India had conducted trials to establish what proportion of vehicles need to be fitted with the vacuum brake to hold trains descending steep graidents. Dual brake trouble: Major Druitt investigated a collision at Laisterdyke near Wakefield on the Great Northern Railway and was critical of tyhe lack of uniformity. Brakes for goods trains: both the NER and GWR were experimenting with brakes for bogie freight vehicles; the former using Westinghouse, the latter vacuum. Aspinall on the G.S. & W.R. in Ireland was using the twin pipe system with different sized pipes.
An Italian railway ferry. 161. illustration
Across Strait of Messina to Sicily
The first proposed compound. 161. diagram
Thomas Craddock: four cylinders; water tube boiler and Crmpton-type configuration locomotive,
The story of rapid transit. Beckles Wilson. London: George
Not in Ottley, but covers more than railways and includes wireless telegraphy and motor cars as well as railways
Number 122 (19 September 1903)
Llanelly Railway, old passenger engine. 167. illustration.
Hopkins GIlkes 2-4-0 with outside cylinders WN 208/1865. 5ft coupled wheels; withdrawn 1883. WN 207/1865 became Loughor, then No. 901 (GWR) and was converted from tender type to saddle tank
Electric locomotives City & South London Railway. 171.
Supplied by Crompton & Co. of Chelmsford
Old Belgian locomotives. 172-3. illustration, diagram (side
Railway notes. 174
Dublin, Wicklow & Wexford Ry. 174
The new four-coupled radial tank engine No. 8 was running and named St. Brendon. No. 53, a four-coupled bogie tank built by Sharp, Stewart & Co. in 1893, had been named Duke of Abercorn.
North British Ry. 174
No. 237, an illustrated account of which appeared in a recent issue,was stationed at Perth, and on several occasions had piloted the 19.55 East Coast and Waverley route express train from Perth to Edinburgh. There were but few locomotives built in 1859 still at work on any railway, and we should imagine that this case of a 44 years' old engine still running on a through express train was unique.
Great Western Ry. 174
The boiler with which No. 3297 Earl Cawdor had been rebuilt was of a new type, provided with a small dome, and a narrow firebox, which renders the footplate view more convenient than when the engines are fitted with raised Belpaire fireboxes. No. 97, the eight-coupled goods engine, had been doing good work being allowed 60 loaded wagons. The 7-ft. single No. 1130 had been rebuilt with a domeless boiler and raised Belpaire firebox. Among the engines that have been fitted with raised side rails to their tenders as in the case of the City class, were, Nos. 3373 Atbara, 1122 Beaconsfield and 3337 Glastonbury. The 6-ft. 6-in. coupled engines Nos. 3241 and 3250 had been fitted with the Westinghouse brake apparatus on the right hand side of the firebox in front of the cab.
South Eastern & Chatham Ry. 174
Nos. 748, 749 and 750 (makers' Nos. 1888, 1889 and 1890 respectively) completed the order for five passenger engines of Wainwright design, built by the Vulcan Foundry Co., Ltd. of Newton-le-Willows, Forty engines of this class were at work, thirty being built by contract firms, and ten at the Company's works at Ashford.
On the the return of the Princess of Wales from the Continent on the 2 September, the run from Dover to London (Victoria) over the Chatham section was accomplished in exceedingly good time, although not establishing a record, as was erroneously stated in a contemporary. The time taken was I hour 45 minutes, this being the same as is allowed the boat trains, although these latter call at Heme Hill. No. 489 (Dubs & Co. 1903) was the engine employed, the Royal saloon being brought into use, together with the accompanying carriages that compose the Royal train.
Another goods engine of the standard type has been built at Ashford numbered 575, displacing in stock a L.C. & D. goods engines built by Sharp, Stewart & Co. in 1861.
"Single drivers" on the Continent. 174
The introduction of express locomotives with a single driving axle is now being considered in Germany. As the maximum axle load is now generally 16,000kg.,and a temporary increase to 18,000 kg. is possible by means of a traction increaser, non-stopping trains with loads of 200 to 250 tons could be worked with more ease and economy over level sections by single drivers than with four-coupled locomotives. As many sections in Germany have easy ruling gradients of 1 in 300 to 1 in 500, the introduction of such locomotives is practicable. It is intended that the singles, as proposed, should have compound cylinders and boilers of large dimensions. The weight in working order would be about 60 tons, and the maximum permitted speed about 120 kilometres per hour. This type of locomotive would be employed especially on the fastest express trains between large towns.
Hungarian State Railways. 174
Trials were being made with one of the ten-wheelers (4-6-0) for mountain service, constructed on the Vauclain compound system. This locomotive was built at the works of the railway, and was probably the first Vauclain locomotive built outside the United States. It had outside frames, Heusinger valve gear, and is designed to bum "brown" coal. The leading dimensions were given
London and South Western Ry. 174
The two Terrier tanks recently purchased from the L.B. & S.C.R. have been put to work on the Axminster and Lyme Regis Light Railway, which was opened on the 24 August, The railway was 6½ miles long, with one intermediate station at Combe Pyne, and is worked by the L. & S.W.R. for 55 per cent. of the receipts,
Number 123 (26 September 1903)
Ten-wheeled compound locomotive, Canadian Pacific Railway. 181-2. illustration, diagram (side elevation)
Suburban tank locomotives, Eastern Railway of
France/ 183; 182. 2 illustrations, 2 diagrams (side elevations)
4-6-0T and 0-8-0T classses designed by L. Salomon of Chemins de fer de l'Est.
The Solway Junction Railway. 184. illustration
Neilson & Co. WN 1388/1868 and 1389/1868 were built for the London, Chatham & Dover Railway, but were not delivered in time and were acquired by the Solway Junction Railway: they had 5ft coupled wheels and inside cylinders. McIntosh rebuilt them with larger boilers (illustrated in this form) and standard Caledomian Railway fittings. Damage to the bridge by ice in January 1881 and its subsequent cllosure for nearly three years is mentioned..
The Constance Express leaving Zurich, North Eastern Railway of Switzerland.
Two-cylinder compound 4-4-0 hauling it.
West Midland (GWR) passenger engine. 185. illustration
R. & W. Hawthorn 2-4-0 supplied eleven 2-4-0 to the Oxford, Worcester & Wolverhampton Railway in 1862. They became GWR Nos. 171 to 181.
Recent Belfast and County Down locomotives. 186-88.
Belfast & County Down Ry. extended from Belfast, Queen's Quay, to Newcastle, with branches to Bangor, Donaghadee, Ballynahinch, and Ardglass. The first section of the track, from Belfast to Holywood, on the Bangor line, was opened for traffic on the and of August, 1848; the first portion of the main line was opened to Comber, together with a branch to Newtownards, on the 6 May 1850. Additional sections were opened to Ballynahinch on the roth of September, 1858, to Downpatrick 23 March, 1859, to Donaghadee 1861, to Bangor 1865, to Newcastle, 1869, and to Ardglass 1892. The Holywood and Bangor line was for some time worked by a separate company; but in 1884 it was taken over by the Belfast & County Down Ry. The Newcastle and Downpatrick line was constructed by a separate company, but had always been worked by the Belfast & County Down Ry.; it was transferred in 1881.
The total length of the system open was 76¼ miles, of which the 17½ miles of track between Belfast and Bangor and Comber was double line; a further contemplated extension from Newcastle to Castlewellan was under construction, and would be about 8 miles in length when completed.
The locomotive stock included 31 engines, but all the older ones had been broken up, and only the more recent types; it will be noticed on reference to the subjoined list that several were two-cylinder compounds on the Worsdell-von Borries' system.
The standard express engines had four-coupled wheels and a pair of leading wheels (2-4-0); the latest of these (No. 6) was built by Messrs. Beyer, Peacock & Co., Gorton Foundry, Manchester, in 1894. It had coupled wheels 6-ft. diameter and leading wheels 4-ft. 2¼-in. diameter. The wheel-base was proportioned as follows: leading to driving 7-ft. 6-in., driving to trailing 7-ft.; the cylinders, which were inside, were 10-in. diameter by 24-in. stroke; the heating surface of the tubes was 768 ft2., and of the firebox 82 ft2.., total 850 ft2..; the grate area is 14.8 ft2., and the pressure 170 psi.; in working order the engine weighed 38½ tons; the tender ran on six wheels 3-ft. 7¾-in. diameter and had a wheelbase of 11-ft. ; its capacity is 1,400 gallons of water and 90 ft3 of fuel space; it weighs in working order 22 tons, Three engines of this class, Nos. 23, 24 and 25, were two-cylinder compounds on the Worsdell-von Borries' principle, which had been adopted on several of the Irish railways, notably on that under review and the Belfast & Northern Counties Railway, and were built by Beyer, Peacock & Co., Gorton Foundry, in 1892. The high pressure cylinders had a diameter of 16-in. and the low pressure 23¼ -in., both having a 24-in. stroke; in all other dimensions they were exactly similar to No. 6. Though in no way out of the ordinary in the matter ot dimensions, they present a handsomer and well- proportioned appearance. This class of engine works the expresses in summer, which ran the 37½ miles from Belfast to Newcastle without a stop in an hour or less.
Recently built passenger tank engines had four-coupled wheels, a leading bogie and a trailing radial axle: (4-4-2T) they were numbered 3, 15 and 30 and built by Beyer Peacock & Co., in 1901. The driving wheels were 5-ft. 6-in. diameter, the bogie wheels 3-ft., and the trailing wheels 4-ft. 2¼-in., the cylinders had a diameter of 17-in., with a 24-in, stroke; the rigid wheelbase was 8-ft. 3-in., and the total 27-ft. 3-in. The tubes provided a heating surface of 1,028 ft2., and the firebox 102 ft2, total 1,130 ft2.; grate area 17.2 ft2.. and the boiler pressure 160 psi.; tanks capacity of 1,600 gallons, and the bunker held 90 ft3 fuel; total weight in working order 55½ tons. These extremely fine locomotives worked local and main line traffic very satisfactorily. Another powerful class of ten-wheeled tank engine was also illustrated. These engines were 2-cylinder compounds, but as they had already been described in these columns, it will only be necessary to note that the 4-coupled driving wheels were 5-ft. diameter, so that they were evidently not built for high speed; the tanks were contained under the coal in the bunker. The numbers of this class are 18, 19, 21 and 22, but No. 22 had been rebuilt as a simple locomotive. In 1896 and 1897, Beyer, Peacock & Co. supplied the company with a powerful class of 4-coupled double radial tank engines (2-4-2T), numbered 5, 7, 8, 27, 28, 29. The locomotives, one of which is illustrated, had driving wheels 5-ft. 6-in. diameter, leading radial wheels 4-ft. 2¼-in. diameter, and trailing ditto 4-ft.; the rigid wheelbase was 7-ft., and the total wheelbase 20-ft. 8-in.; the cylinders have a diameter of 16-in., with a 24-in. stroke; the heating surface of the tubes was 884 ft2., and that of the firebox 87 ft2.; total 971 ft2t. The grate area 14.8 ft2 and the pressure 160 lbs. psi the tanks capacity 1,100 gallons and the bunker of 90 ft3 fuel; the weight of the engine in working order 49 tons 10 cwt.
This class of engine was principally employed on the Holywood and Bangor line, where there was a large local traffic; the company also ran steamers from Belfast to Bangor. A good deal of the newer passenger stock consists of modern bogie vehicles, but there are still a number of old carriages running which might well find a place in the scrap heap.
In a future article we hope to give an account of some of the older types of locomotives, and in conclusion beg to tender our best thanks to R. G. Miller, the locomotive superintendent, for the dimensions of the locomotives and the facilities to take the photographs from which our illustrations are reproduced; also for the following list of locomotives under his charge: [KPJ: note original copy contains typesetting errors and assumtions have been made for Nos. 15 to 19]-
|1||4-coupled in front tender||Sharp, Stewart & Co.||Since rebuilt as a tank engine|
|2||4-coupled in front side tank||Sharp, Stewart & Co.||Rebuilt from tender engine|
|3||4-coupled bogie, 10-wheeled side tank||Beyer, Peacock & Co.|
|3A||6-wheels, 4-coupled saddle tank||Vulcan Foundry.|
|4||6-coupled goods tender||Beyer, Peacock & Co.|
|5||4-coupled double radial side tank||Beyer, Peacock & Co.|
|6||4-coupled express engine (non-compd.)||Beyer, Peacock & Co.|
|7||4-coupled double radial side tank||Beyer, Peacock & Co.|
|8||4-coupled double radial side tank||Beyer, Peacock & Co.|
|9||Rebuilt 4-coupled in front side tank||Sharp, Stewart & Co.||Rebuilt from tender engine|
|10||Rebuilt 4-coupled in front side tank||Sharp, Stewart & Co.||Rebuilt from tender engine|
|11||6-wheels, 4-coupled saddle tank||Vulcan Foundry.|
|12||Small 4-coupled tender engine||Beyer, Peacock & Co.||since scrapped|
|13||Rebuilt 4-coupled in front side tank||Sharp, Stewart & Co.||Rebuilt from tender engine|
|14||6-coupled goods tender||Vulcan Foundry.|
|15||4-coupled bogie, 10-wheeled tank||Beyer, Peacock & Co.|
|16||Rebuilt 4-coupled in front side tank||Sharp, Stewart & Co.||Rebuilt from tender engine|
|17||6-wheels, 4-coupled saddle tank||Vulcan Foundry.|
|18||4-cpld. bogie, 10-wheeled compd. tank||Beyer, Peacock & Co.|
|19||4-cpld. bogie, 10-wheeled compd. tank||Beyer, Peacock & Co.|
|29||6-wheels, 4-coupled saddle tank||Vulcan Foundry.|
|21||4-cpld. bogie, 10-wheeled compd. tank||Beyer, Peacock & Co.|
|22||4-cpld. bogie, 10-wheeled compd. tank||Beyer, Peacock & Co.||converted to simple engine|
|23||4-coupled express tender compound||Beyer, Peacock & Co.|
|24||4-coupled express tender compound||Beyer, Peacock & Co.|
|25||4-coupled express tender compound||Beyer, Peacock & Co.|
|26||6-coupled goods tender||Vulcan Foundry.|
|27||4-coupled double radial side tank||Beyer, Peacock & Co.|
|28||4-coupled double radial side tank||Beyer, Peacock & Co.|
|29||4-coupled double radial side tank||Beyer, Peacock & Co.|
|30||4-cpld. bogie, 10-wheeled compd. tank||Beyer, Peacock & Co.|
Royal journey to Scotland. 188
In his journey from Ruftord Abbey to Ballater on the 14 September 2003, H.M. the King travelled by the East Coast route in a train which is the property of the Great North of Scotland Rv. This is the first instance on record in which this railway company has provided a Royal train for a through journey from England, and says much for the up-to-date resources of the smallest railway in Scotland. During its progress, the train was greatly admired at the various stations en route,
Railway notes. 188-9
South Eastern Ry, of Portugal. 188
The six large express locomotives ordered from A. Borsig, of Berlin-Tegel, for this line, were due to be delivered on the 18 September 1903, and it was expected that a further order of considerable importance will be placed with the same makers. The gauge of the Portuguese South Eastern Ry. is 5-ft. 6-in.
Compound locomotives in Austria. 188
The Aussig-Teplitz Ry. (Bohemia), had delivered a compound Mogul goods locomotive (2-6-0), wiith three cylinders, one high and two low pressure, somewhat after the arrangement of the Smith system in the UK. The cranks were set at angles of 120°. This engine was designed for fast trains over a hilly section of the line.
The ten-wheels coupled class of compound goods locomotive (Golsdorf system) illustrated and described in the Locomotive Magazine for August, 1900 (p. 127, Vol. V.) and which was chiefly designed for hauling heavy coal trains on the Klostergrab-Moldau line in Bohemia, has also been tried on the Semmering railway, four locomotives of the same type having been supplied to the Austrian Southern Railway. They were found to work excellently on the Semmering incline, taking loads of from 290 to 305 tons up the gradients of I in 40 and on curves of 600-ft. radius. It was found, however, that though the maximum load per axle permitted on the line is 14.500 kg. (14 tons 4 cwt.) and the maximum load of the engines on anyone axle was only 13.430 kg. (13 tons 3 cwt.), the track appeared to be too weak; the rails, which weigh 78 lbs. per yard, showed great wear on the curves. Accordingly these large locomotives have been restricted to easier sections of road, until the Semmering incline has been relaid with heavier rails. See also letter from Karl Golsdorf on page 234
London, Brighton & South Coast Ry. 188
Four new radial tank locomotives were now running, No. 579 Roehampton, No. 580 Sharmanbury, No. 581 Wamingcamp, and No. 582 Horndean. They had short chimneys.
Great Wesfern Ry. 189
There were now in progress at Swindon Works two steam motor coaches, an outcome of the new policy adopted with respect to local services. These cars would accommodate one class of passenger only, and they each run on two four-wheeled bogies, one of which carried the engine and driving gear. Three new engines of the Camel class, Nos. 3433-5 were now out, but had not so far received names.
North Eastern Ry. 189
Two new eight-wheels coupled goods locomotives were running, Nos. 715 and 785, replacing old Stephenson engines of the 708 and 398 classes, built respectively in 1871 and 1872 being the first of their classes to be broken up. There were thirty-five eight-coupled engines in service, and a further twenty-five were to f6llow. Those running bore numbers 2116-2125, 130, 527, 1002, 1320, 1700, 1704,1708, 1709, 1717, 1729, 1682, 1684, 1685, 1694, 1696, 83, 410, 474, 1186. 1757, 1731, 1009, 651, 162 and 650.
Six new engines of class U, six-wheels coupled radial mineral tank engines, fitted with the air brake, have been turned out at Darlington works, with Nos. 1112,1683, 1706,1707,1710 and 1711.
Nos. 1, 117, 85 and 684 of Classes F and F1 had been fitted with new 18½-in. by 26-in. cylinders, with piston valves.
Nos. 5,1614,992,1161, 160, and 944,compound goods engines of the C Class, had been supplied with two new cylinders, simple, 18-in. by 24-in., with the valves on top, and others of the same type will be similarly altered as they come into the shops for repairs. .
No. 1623, Class M1 had also been converted to a simple engine, with 19½-in. by 26-in. cylinders and piston valves. The extended smokebox was done away with. Similarly, the compound radial tank engines of Class B were to be converted to simple engines with 19½-in. by 26-in. cylinders as they came in for repairs.
We learn, in reference to our note on page 158 preceding, that Mr. Yorke, who now takes up his position as assistant supt. of the York district, was formerly in charge of the goods department at Castleford, and was only appointed to Hull about a twelvemonth ago, so that his upward progress is rapid. Mr. H. G. Lewin, whose name by an error was given as Lewens, is assistant district supt. in the Sunderland district, the appointment dating from March of last year
South Eastern & Chatham Ry. 189
The Royal Special trains which on 5 September conveyed H.M. the King from Port Victoria to Charing Cross, and on the 7 September took H. M. the Queen from Charing Cross to Port Victoria, were both hauled by Engine No. 452, one of Stirling's 440 class.
San Stefano local train running alongside the Sea of Marmora, near Constantinople (Oriental Rys). 189. illustration
Shop notes. 190-1.
A motor-driven hack saw. 190. illustration
Edward G. Herbert Ltd
Small power motors. 190. 2 illustrations
Hot air engines supplied by A.E. & H. Robinson & Co. of Manchester
Two useful devices. 191. 2 diagrams
Boring attachment for lathe and improved tapping device
Cast iron notes. 191
A flexible firehole. 191
Union nut joint. 191. diagram
Belgian State Railways. E. Kellhoff.
Re article" Belgian State Rys," page 129:, your statement "the third class accommodation on State Rys. is limited to slow trains" is incorrect. In fact, almost all our expresses carry third class passengers, the only exceptions being some international trains and a very few seaside trains. As to the hideous appearance of the older locomotives; I quite agree with you; but it is only justice to add that since the" Breadalbane" type has been adopted, a very large number of engines of this type have been put on work Besides these, our engineers have designed a six-coupled goods engine and a four-coupled bogie tank in the same style, both of which classes are to be found in considerable numbers on main and branch lines.
A flexible firebox. Mernok
The use of vertical corrugated plates for the longitudinal sides of the firebox is probably due to Macy of the Swiss Eastern Ry. Their first application appears to date as far back as 1867, when the boiler pressure on that railway was raised to 170 lbs. on the square inch. The same arrangement was also adopted in 1880 or thereabouts on the Kaiserin Elizabeth Westbahn (now part of the Austrian State Rys.) where it did not seem to be particularly successful. I have also found the same arrangement on the Roumanian Rys. in a series of goods engines. One of these engines exploded about 1884, i.e. the firebox collapsed through shortness of water. As the firebox was of copper, this need not to be wondered at, but there was a difference of view on the matter between the Roumanian and Hungarian engineers who had to report on the explosion. . The Roumanians held that the staying (like that shown 111 your sketch) was insufficient, whereas the Hungarian State engineers and amongst them Herr von Stammer of Kronstadt (Brasso ) maintained that the staying was quite satisfactory and the firebox gave way only on account of the overheating of the crown plate. This also was my impression from an examination of the disabled boiler. Nevertheless the number of stays in the remaining engines of the Roumanian Rys. was doubled, that is, each of the "vales" of the corrugated plate was provided with a vertical row of stays. According to the K.K. Direction fur Eisenbahn-betrieb, the top part of the wrappers of the firebox had bulged outwards at the "springing" for want of cross stays. In all these engines the crown and side sheets were formed of one plate, and as in Macy's original design the crown plate was of necessity also corrugated. The corrugated crown plate alone has been adopted on French locomotives. I am not quite sure whether vertically corrugated steel plates were not used in the United States at the time when their railroads substituted steel for copper in the construction of fireboxes.
Answers to correspondents. 192
Painting the end pipes red means on some lines "pipe only," and not a "braked" vehicle, but unfortunately the rule is not. general. The L.T. & S.R. apparently paint the end pipes of all horse-boxes, etc., red.
The carriage and wagon depaartment. 193-
Train de luxe, Rhodesia Rys. 193. 3 illustrations
For weekly servce between Bulawayo and Cape Town
Number 124 (3 October 1903)
Great Northern Ry. 195-6. illustration
The October time tables and fast running. 196.
Early "standard" goods engine, N.E. Ry. 197. illustartion
The possibilities of oil fuel. 198. diagram (side elevation)
A Morton Bell presented a paper ton the British Association at Southport where he proposed a twin locomotive with two boilers and two sets of cylinders with the cab in the middle, made possible by oil firing. A large bogie tender consisted of a cylindrical tank divided into sections for fuel oil and water
Sharp's single engine, Great Western Railway. 199, illustration
Shrewsbury & Chester Railway 2-2-2; the majority of which had 5ft 6in driving wheels and 15 x 20in cylinders: Nos. 9, 10 and 13 were built in 1847; Nos. 14, 21 and 22 were built in 1848; No. 23 in 1849; and Nos. 27 and 28 in 1853. No. 9 was converted to a well-tank. No. 14 differed in having 5ft driving wheels and 14 x 20in cylinders: it was Sharp WN 555. It was taken over by the GWR in 1854 and retained its original number. It was retaained after thee others had been broken up and remained in the running shed at Wolverhampton. It is illustrated.
Highland Railway. 199.
Both engines and carriages were being painted plain dark green without any border or lining. This even applied to the buffer beams (rather than the almost univeral red). No. 62 Huntingtower had been renamed Aukt Wharrie.
Wear of cylinders. 199.
Examination for wear and cleaning
Colne Valley Ry. 199
E.S. Hawkins appointed general manager in place of George Copus who had retired.
Old Belgian locomotives. 200. illustration, diagram
Type Urban 2-4-0 with 6ft 11in coupled wheels, Belpaire firebox and Walschaerts valve gear exhibited in Paris in 1867 and Vienna in 1873. Thirteen built by Société St, Léonard at Liége and remainder by Société de Couillet.
Boiler dirt and scale. 201
Water softening not widely practiced, but noted North London Railway plant outside Broad Street where 70 tons of deposit collected annually
Four-wheeled saddle-tank locomotive, N.B.R. 201.
0-4-0ST with outside cylinders formerly numbered 484, 484A and 849, Built in 1857; 4ft 6in wheels
Railway notes. 202
Lancashire & Yorkshire Ry. 202
Report of the enquiry into the circumstances attending the disaster at Waterloo Station on 15 July 1903: the train was a fast from Liverpool to Southport timed to do the first 17¼ miles, start to stop, in 20 minutes, the average speed throughout exceeding 50 miles per hour. It was thought, at the time, that excessive speed on the curve which is encountered immediately before reaching Waterloo might have been the cause of the engine becoming derailed. The cause of the mishap, however, had now been more directly traced to the falling of the spring of the rear coupled wheel on the right hand side. This defect would throw more weight on the left hand wheel on the same axle, leaving the right hand one free and liable to jump the rail at any moment, especially when travelling at a high speed on a sharp curve. As the derailment occurred on the right hand side, inside the curve on which the train was travelling. it seems more than probable that the explanation given is correct. The report, however, concludes with a suggestion that 35 miles per hour should be the speed in future on the Waterloo curve.
This company has recently had built by Vickers, Sons & Maxim, of Barrow, two twin-screw steamers, Colleen Bawn and Mellifont, of 400 h.p. each, for service between Liverpool and Drogheda. This latter port is situated about 30 miles north of Dublin on the Great Northern Ry. (Ireland), and if the connection between the Midland and Great Western by way of Navan comes into force, passengers from the L. & Y. system will have easy access to the West of Ireland, over an entirely new route. The present traffic between the two ports is entirely for cattle, but the new steamers had accommodation for 75 saloon passengers .
Great Central Ry. 202.
No. 56, eight-wheels coupled goods· locomotive was making trial trips. Three of the earliest series, Nos. 1052-1O5-l, were stationed at Grimsby sheds, and working 55 loaded, and 80 empty coal trucks, between Hexthorpe and Grimsby docks.
Caledonian Ry. 202.
An experiment was made with one of the eight-coupled goods engines, No. 602, hauling a train of thirty of the large 30-tons wagons over a section of the line between Glasgow and Perth.
The two six-coupled bogie engines were giving every satisfaction. No. 49 was stationed at Glasgow, and No. 50 at Carlisle. Owing to the great length of wheelbase, these engines and tenders cannot be accommodated on some of the existing turntables; consequently, the tender had to be uncoupled from the engine, and each dealt with separately. This procedure was practised in other cases where limited turntable accommodation exists, and as an instance of this we illustrate the turning of a P.L M. engine and tender at a station on the Reviera. We would, however, suggest the possibility of providing double-ender tenders in these cases so as at least to save the turning of the tender; furthermore, the couplings might be arranged to standard patterns.
A collision between two mineral trains on the Glasgow underground at the Central Station on the 25 September. unfortunately caused the deaths of the driver and fireman of the colliding engine.
Furness Ry. 202
The number plates which formerly were nearly all on the barrels of the boilers were now being placed on the side sheets where the maker's plates used to be; the latter put inside the cabs.
London & North Western Ry. 203
No. 1881, the first of the four-cylinder compound goods engines. had been fitted with vacuum brake apparatus, and works regularly between Leeds and Manchester, running the 16.25 passenger train from the formder town and returning with a special goods. Royal George, one of the latest four cylinder express engines, had been sent to Hull, and iwa running across country to Liverpool daily.
Great Western Ry. 203
Traffic resumed over the Bala and Dolgelly section on 15 September, after having been suspended for six days, owing to the embankment being washed away for a quarter of a mile, near Drwsynant, by floods. About 4,000 tons of ballast were required to replace that which had been washed away, and hundreds of men were employed on this section. Six new mineral engines of the 2662 class, with taper boilers, bearing Nos. 2614 to 2619. had been completed. Nos. 2327 and 2557 had been rebuilt with larger boilers and Belpaire fireboxes:
Midland Ry. 203
Two new three-cylinder compound express locomotives, Nos. 2633 and 2634, were on trial. No. 1958, six-coupled goods engine, had been rebuilt with a large boiler, and fitted with large pattern of tender. Many of the single framed goods engines were being fitted with the new chimney, without a liner.
Nos. 245 and 246, two of an order for ten goods engines of the No. 2736 class, but fitted with 18½-in. cylinders were runmng. One of the three four-wheels coupled bogie (4-4-0) engines with large boilers, being built at Derby for the S. & D. Joint Ry., had been put to work and numbered 69.
North Eastern Ry 203
From 1 October 1903, the station on the Middlesbrough and Guisboro' known as Hutton Gate was closed entirely for traffic. It served as an accommodation station for the estate of the late Sir Joseph Pease, but. ast the "Hall" was not occupied, the station was no longer required. . The name of Carlin How station, situated on the coast between Whitby and Saltburn, was altered to Skinningrove.
London, Brighton & South Coast Ry. 203
Engines Nos. 466 Honor Oak and 483 Hellingly had been repainted in the standard passenger running colour.
Suburban tank engine, Northern Railway of France. 203. illustration
In 1892, the first of a series of light eight-wheeled tank engines (4-4-0T) was built, as shown in the illustration of engine No. 2.363, built by Schneider & Co. of Creuzot.. They were of the four-wheels coupled, leading bogie, outside cylinder type, and were intended for working "tramway" trains, but so serviceable did they prove when tried on heavier work, that they were working suburban passenger trains principally in the Paris district, where on easy sections they haul from 18 to 20 coaches. The boiler was of the Belpaire type.
Four-cylinder compound locomotive, Prussian State Rys. 204. illustration,
diagram (side elevation)
De Glehn type of compound 4-4-2 Atlantic built by Société Alsacienne in serviice on Magdeburg and Cologne division
The "Klinger" water gauge for locomotives, etc. 205. diagram
Minimized amount of glass required which was of extra strength
Tyre truing brake blocks. 205
Wheel Truing Brake Shoe Co. of Detroit
Nickel steel for locomotives. 205
Baldwin building locomotive with nickel steel plates for Canadian Copper Co.
Record of Transactroxs.the Institutjon of Junior Engineers.
Vol. XII. 1901-2. Edited by WaIter T. Dunn. 206
We have received from the above institution the record of transactions during their 21st session, which from its contents seems to show a healthy activity on the part of members. The session was held in the West Lancashire district around Barrow-in-Furness, and opportunity was taken to visit many of the engineering works in the neighbourhood. Among the papers read on this occasion were the following: Street Railway Construction for Electric Traction, by Fred S. Pilling, The Utilisation of Exhaust Steam, by John Buley, and Some Factors in Colonial Railway Construction, by Lewis H. Rugg.
The Official Guide to the Midland Railway. London: Cassell
& Co., Ltd.
The new edition of this comprehensive guide to a great railway is a most useful publication. Compiled principally for the service of tourists, it forms a reliable book of reference. Descriptive articles on all the principal towns, tourist resorts, watering places, etc., are presented in an inter- esting, if condensed, form. Ten official railway maps, several route maps, sixteen plans of towns and ten of cathedrals, as well as a plan of the new Dock at Heysham, near Morecambe. help to make it a valuable companion to the traveller. Over two hundred illustrations contribute to the attractions of the book. The compiler has classified the territorial districts into nine sections, each dealing with a distinct: part of the main line or with the through routes in connection therewith.
In looking through the portion devoted to the Belfast and North of Ireland services, we are sorry to see such a very small space devoted to the Midland Company's latest acquisitionthe Belfast and Northern Counties Railwaybut possibly the "Guide" was passing through the press at the time of the transfer. The book is printed in . Cassell's usual clear style, and is of a handy size for carrying.
Number 125 (10 October 1903)
Great Western Railway locomotives. 209-10. 2 illustrations
Includes 2-8-0 Consolidation No. 97 and 4-4-0 No. 3297 Earl Cawdor
The brakes. 211
Arrangement of brake apparatus, S.E.&C. Ry. tank. 211. illustration
Dual valve for working vacuum and air brakes with vacuum ejector outside cab: No. 556 illustrated
Air brakes on Caledonian Ry, goods stock. 211
Over 400 30 ton bogie wagons were fitted with air brakes and were marshalled at front of trains to increase brake power available
The Lehigh Valley Ry. Co. 211
Fitted all passenger cars with high speed air brake.
Hard rubbers of couplings. 211
Suggested use of hot water to soften hardened rubber to ensure airtight coupling
Burst hose pipe clip. 211. diagram
The Egyptian Government Railways and locomotives. 212-14. 4 illustrations
Early railway reminiscences. 214
Contract system of driving on Eastern Counties Railway encouraged drivers to illicit raising of boiler pressure and one driver kept his loads down by inducing steam leakage to discourage wagons being added to his train
A novel mining locomotive. 214-15. illustration, diagram
Hydroleum Co. narrow gauge oil-fired indirect drive for South African mines
Dutch steamtramwegen. 216-17. 6 illustrations
Steam tram services in Holland
Railway notes. 218
Rounding St. Peter's Dome on the Colorado Springs and Cripple Creek Ry.,
Colorado, U.S.A. 218
London & South Western Ry. 218
Several of the old ten-wheeled tank engines of the 46 class had been replaced by the new mixed traffic engines, and consequently had the brass figures taken off and the number painted on with a black line drawn through it, as has lately been the custom.
Trans-Siberian Ry. 218
The mails to the Far East were despatched from Paris (Nord) for transit over this railway on Sunday, 27 September for the first time, the line being now open to Dalny. The journey eastward is booked to occupy 13 days 2 hours, while the western journey from Dalny to Moscow is accomplished in 12 days 2 J hours. The Siberian express leaves Moscow four times a week, those trains departing on Wednesdays and Saturdays running straigh t through to the shores of Lake Baikal, across which passengers are ferried and afterwards re-entrained for Dalny. First and second class accommodation only is provided, with restaurant cars attached. Next year there will be a daily service and the train de luxe will run once a week at an accelerated speed.
Midland Great Western Ry. (Ireland).218
A six-wheeled tank locomotive, No. 103 Pioneer, had been rebuilt at the Broadstone shops, with a new boiler having a Belpaire firebox and Ramsbottom safety valves. Another of the large type of four-wheels coupled express locomotive, No. 127 Titanic, was out, painted lead colour. This engine, with the two previously built, had brass oil cups fitted along the tender framing, with connecting oil-pipes to each axle box in order to obviate the risk of hot boxes that might otherwise ensue from the use of the larger capacity tenders.
North Eastern Ry. 218
Decided to substitute electricity for steam power for driving the machinery in the company's locomotive works at Gateshead-on-Tyne. The work of installing the new plant will necessarily occupy a considerable time, but can be accomplished without interference with ordinary work. Power will be obtained from the Neptune Bank Station of the Tyneside Electrical Power Co,
Caledonian Ry. 218
Annual outing of Dubs & Co's employees, held at Perth: they were conveyed from Glasgow in two special trains drawn by the new six-coupled bogie engines Nos. 49 and 50. Several of the eight-wheeled side tank engines of the No. 152 class having been broken up, their places had been filled by old 4-coupled engines of Connor's design that had been re-numbered. Some of the old Brittain Oban bogies which had been replaced on the C. & O. section by the new engines of the No. 55 class, were running over the old Dundee & Newtyle line between Dundee West and Blairgowrie.
Londo:n, Brighton & South Coast Ry. 218
The new radial tank engine No. 580, referred to on page 188, is named Sherrnanbury, and not as was printed in error. No. 478 Newick was now running repainted in the standard passenger color.
London- & North Western Ry. 218
The latest four cylinder compounds, both four and eight coupled, were running, painted lead colour.
Number 126 (17 October 1903)
Midland locomotives. 223. illustration
Nos. 780-99 built by Dubs in 1870. Kirtley 0-4-4T No. 781 illustrated
The locomotives of the Great Eastern Railway. 224-5. 3 diagrams (side elevations)
Railway progress in Palestine. 225. illustration
The Lee-on-the-Solent Light Railway. 226-7. illustration, 2 diagrams (side elevations)
The "Atlantic" locomotive. 229. 4 illustrations
No. 1027 of the Philadelphia & Reading with driver's cab above boiler; Chicago, Burlington & Quincey Ry No. 1591; No. 269 of Pennsylvania Ry. and No. 8338 of Chicago, Milwaukee & St. Paul Ry.
South Eastern & Chatham Ry. 230
Another of the standard goods engines had been constructed at the company's works and numbered 579; this completed the last of an order for four.
The American cars used on the trains leaving Charing Cross every week day at 16.28 tor Folkstone (Central) had been renovated at Ashford works, and were now again in service looking exceedingly well in their new coat of paint.
From the 1 October, the journey from London to Paris and vice versa, had been shortened by 15 minutes. This only applies to the services in connection with which the new turbine steamer Queen was employed, as that vessel is able to accomplish the passage between Dover and Calais in quicker time.
The alterations in the permanent way on the main line were proceeding apace. Orpington station would shortly be finished, whilst the loop lines connecting the S.E. main line with that of the Chatham were almost completed. The portion of the old Chislehurst tunnel that extended beyond the face of the new one, had been opened out, and a station was being constructed on the site.
Nos. 529 and 569, which were formerly L. C. & D. R. locomotives, had been rebuilt with new boilers fitted with brass domes and safety valve coverings in the standard style now adopted.
Great Western Railway. 230
Five six- wheels coupled tank locomotives, fitted with condensing apparatus, Nos. 633, 634, 641, 642 and 643 were stationed at Soutbnll and working the Acton and Smithfield goods trams.
The first steam car for the Stroud and Chalford service had been completed and run trial trips. In general construction the arrangernent of the car was similar to that running on the L. & S, W.R., but the motive power was much more poweful and the fire tube boiler had been designed to provide as much heating surface as possible, to ensure the rapid raising and easy maintenance of steam. The cylinders, placed outside were 12-in. by 16-in.,. the coupled wheels being 3-ft. 8-in. !he adoption of Walschaerts gear for this car was.a precedent for the G:W.R. The chimney projected through the roof and was fitted with a polished copper cap.
A new tank engine had been turned out at Swindon, No. 99, the works number being 1992. It had six-coupled wheels 5-ft. 8-in. in diameter, with a pony truck at the leading end and a radial axlebox under the bunker. Outside cylinders were provided of 18-In. diameter and 30-in. stroke, the steam supply being distributed by piston valves. The boiler was similar to that fitted to the Camel class and has its centre placed 7-ft. 11¾in. from rail level ; the working pressure was 195 psi. This new type of engine was intended for the heavy suburban traffic around populous provincial towns; for long distance main line traffic a new type of leading bogie tank is in course of preparation.
No. 3310 Waterford was being rebuilt with a larger boiler, similar to that fitted to the City class and several of the standard six-coupled goods engines of Dean's design were being rebuilt with new Belpaire boilers supplied by the North British Locomotive Co., Vulcan Foundry, and other makers.
. Aelfred" a six-coupled side tank locomotive belonging to the Lambourne Valley Ry. and built by Chapman & Furneaux, in 1898, was being- repaired at Swindon.
The last of the Pembroke and Tenby engines that were taken over by the G.W.R .. No. 1304, a six-coupled goods built by Sharp, Stewart & Co., had been condemned for scrap.
No. 3443, a new engine of the Camel class, had been named Birkenhead.
Loxnox & North Western Ry. 230-1d
The first six: of an order for 20 eight-coupled four-cylinder compound goods engines had been put into service. They were: painted a dark slate color and numbered 1285 to 1289 (Crewe Nos. 4355- 4360). The special (rebuilt) DX goods engines which previously bore their numbers had been placed in the duplicate list, and were consequently renumbered 3560 to 3565 respectively.
No. 1952 Benbow which had been the subject of experiments at Crewe, was at work painted lead color; it had been provided with an extended cab with supports at each corner. On 27 October it ran an experimental train from Crewe to Stafford, composed of empty composites anti dining cars.
The last ten of the Alfred the Great class, Nos.. 1971-1980, which had been running in lead color, were being brought into the shops for painting in the standard style.
When originally built, all the 90 engines cornprising the 6-ft. Petrel class, were provided with plain black coupling rods, but on being rebuilt these were nearly all replaced with milled rods, and at the present time No. 124 Marquis Douro was the only one retaining the original pattern of side rod.
An entirely new type of tender was under contemplation, having steel frames and a water capacity for 3.000 gallons. The L. & N. W. R. are at present the only company in this country which builds tenders with wooden frames, and the proposed innovation is therefore noteworthy.
London, Brighton & South Coast Ry. 231
Work was now in active preparation on the widening between Earlswood and Horley. Three locomotives are at work. of the six-coupled contractor's type, No. 10, Barry, and St. George.
Great Northern Ry. 231
The Atlantic engine with a large boiler, No. 25 I, was working regularly into King's Cross. running- the 10.40 . "Mark Lane express" up, and the 13.30 Leeds and Bradford express down, on alternate days.
It was rumoured that No. 271, the four-cylinder ten wheeler, is to be converted into one of the two-cylinder Atlantic type.
No. 116, the new eight-coupled tank engine, was painted black with white lettering.
Double bogie locomotive for Chill. [Chile]. 231. illustration
Kerr, Stuart & Co. had built at their Stoke-on-Trent works, for the Anglo-Chilian Nitrate Railways, two double bogie locomotives of the Meyer type, as shown in the illustration. The cylinders were 14-in. in diameter by 18-in. stroke and the 6-coupled drivers 3-ft. in diameter. The boiler carried a working pressure of 180 psi.; only one pair of cylinders exhaust up the chimney, the others having an " escape" at the bunker end. The weight of these engines in running order was 59½ tons.
The line over which these engines operate was of 3-ft. 6-in. gauge and ascends the western slope of the Andes from the port of Tocopilla to the high table land containing the nitrate deposits.
The railway possesses more than ordinary interest, being one of the boldest specimens of mountain railroading in South America.
The engines of the type shown haul trains of from 115 to 125 tons up a grade of I in 24.4 over the first section from the coast to Barriles, a distance of 17 miles. in 2½ hours, including two stops for water. The cut off averages 30 per cent. on this run.
The new G.W.R. locomotive. 232-3. diagram (side elevation &
La France de Glehn compound
A ventilating cab window. 233. diagram
Fitted to South Eastern & Chatham locomotive. See also p. 261
Erb, W. Pett Ridge. London: Methuen.
The principal character who gives his name to this story is a young Southwark Park orator and organising secretary of a Railway Carmen's Union. The interest of the book centres around his experiences as a labour leader, and the author depicts. true to life. a variety of scenes that will appeal vividly to railway workers. It is the same with the characters. Drawn with his remarkablv keen sense of humour and unique descriptive powers, they are unmistakably realistic. It is certainly the best work of Its kind that Pett Ridge has done, and deserves the popularity we are sure It will have.
Testing painters' material. A.C. Wright. London: Scott, Greenwood
& Co. 234
The want of a practical book giving simple and ready means of testing the quality of the various materials used by painters has long been experienced. The paintshop foreman has been accustomed to rely almost entirely on the judgment of the storekeeper for the suitabilitv of the pigments, oils and varnishes used. The means of adulteration have increased largely during recent years, and the possession of a copy of the work under review should pro\'e a valuable safeguard to those under whose charge the painting and finishing of rolling stock happens to come. Chapter I. describes the small stock of apparatus required. Chapter II. enumerates the different reagents employed, whilst chapters Ill. and IV. deal generally with practical tests and the chemical examination of different materials. Our paint shop friends will find Wright's book of more than ordinarv assistance to them m' selecting their materials. .
Compound locomotives in Austria. Karl
On page 188, there are some remarks under the above heading concerning the ten wheels compound goods locomotives, series 180. From the statement, "The track appeared to be too weak; the rails, which weigh 78 lbs. per yard, showed great wear on the curves," railway men would think that the locomotive itself was the cause of the wear. That is not correct, as the wear of the wheel-flanges of these engines is less than in all other classes of freight engines on the Semmering line. As a matter of fact the rails have no greater wear than formerly; but on the other hand they show signs of breakage at the web, due to the immense pushing force of this class of engine.
For the sharp curves, the series 180 at the rear of the train, pressing with about 12,000 kilogrammes on the buffer on the inside of the curves (this force in the older eight wheels coupled engine is only 8,000 kilogrammes), produces an oblique position of the last vehicle and a very powerful pressure between the flange of the rear wheel and the inside rail.
These engines were placed for some time on a straighter section, not on account of their wearing effect on the rails, but because the latter gave indications of bending on the inside of the curves, on account of the great pushing power exerted. On the lines of the Austrian Imperial Royal State Railways, where we have now 50 of these engines running and 43 under construction, they are not used as pushers; they are put at the head of the train, and as a consequence we have no difficulty whatever with the road here. Further, the damage done and the risk are much less with the locomotives of series 180 than with the older engines. That this is so may be proved by the fact that the Austrian Southern Railway has put in service recently seven more locomotives of this class.
The carriage and wagon department. 235
Rollling stock of the old Scottish North Eastern Ry. 235. 3
The figures are photographs of a third class carriage built in 1856 which carried fifty passengers; a second class carriage of 1860-3, but had lost its upholstery when reduced to third call, the third was a first and second class composite (the seconds were later converted to thirds) built in about 1862 to work on mail trains. They carried 12 first class and 29 second class passengers. All the vehicles ended by being used on excursion trains, but had been withdrawn.
An artistic parcels rack. 236. illustration
The painful monotony of the standard parcels racks adopted on nearly all the railways of the British Isles as fittings for ordinary carriages has been broken through in many of the most recently built corridor cars from sheer necessity, our sketch shows an artistic rack which has been designed as being especially suitable for corridor cars, it is made so as to be held to the panelling in the usual manner, and if finishhed in lacquered brass adds considerably to the ornamentation of the compartment
High-sided steel coal wagon, Bengal-Nagpur Railway. 236. illustration
We are indebted to the courtesy of the consulting engineer for the illustration and particulars here given of a type of steel coal wagon recently introduced on the above-mentioned railway. As can be seen from the photographic reproduction, these wagons are fitted with side doors and one end door for tipping; they are equipped with the vacuum brake. The leading dimensions are given. Tthe flush was 22½ tons, and they will therefore carry well over the load of 23 tons without spilling.
Sleeping cars on· the Highland Railway. 236
The haulage of three heavy sleeping cars each night from Perth to Inverness with as many passengers in them has justly raised opposition from the Highland Co .. who are doubtless the chief losers by the services; the gainers. if any, being the rival East Coast, Midland and West Coast partners. It is not quite clear where their profits come from during a considerable portion of the year, for the patrons must be exceedingly few if passes are left out of the account. If the companies would onIy recognise that 3rd class passengers require sleep and would doubtless be as willing to pay the extra fee for a berth, the cars would probably be better filled and an ordinary coach or two could be left behind, It has been conceded now that lavatories and and refreshments are as requisite to 3rds as 1sts. Why not sleeping accommodation;
Number 127 (24 October 1903)
New G.S. & W. Ry. engines. 237.
Coey 4-4-0 built North British Locomotive Co. No. 309 illustrated. Had wo rked summer trains to Killarney. Cylinders inceased to 18¾in diameter. Vignoles rails being replaced by heavier bullhead rails.
The history of the London & South Western
locomotives. 238-40. 6 illustrations
See also letter from W.B. Paley
North British Ry. 241
The first six new express engines, Nos. 317 to 322, were running between Edinburgh, Dundee and Aberdeen. The old front coupled engines formerly having the Nos. 317 to 322, had been renumbered 1058 to 1063.
London & South Western Ry. 241
Four new 6-ft. bogie locomotives were working Salisbury and Exeter express services were Nos. 395 and 396, stationed at Exmouth Junction, and Nos. 397 and 398 at Salisbury. No. 399 was stationed at Nine Elms. More engines of the mixed traffic class, having four-wheels coupled of 5-ft. 7-in. diameter, a leading bogie, inside cylinders and water tube boilers, were shortly to be built at Nine Elms, also more of the large standard type bogie tank engines. Of the mixed traffic engines already built, some were working in the Plymouth district, being stationed at Friary. and Exeter.
London & North Western Ry. 241
Two new eight-coupled four-cylindered compound goods engines hag been turned out from Crewe works, bearing Nos. 1308 and 1310 (WN 4361-2). The special (rebuilt) Dx goods engines which previously bore these numbers were in the duplicate list, renumbered 3566-7. One of the famous Problem class, No. 134 Owl had been withdrawn from service. It was built in May, 1860 (Crewe No. 443). No more engines of this type were to be re-painted.
Great Western Ry. 241
Some further new engines of the. Camel class with taper boiler barrels had been turned out at Swindon and numbered and named: 3445 Ilfracombe, 3446 Liverpool, 3447 Paddington, (see page 270) WN being 2005-2007 respectively. No. 3215, a 6-ft. four-coupled passenger engine had been rebuilt with a domeless boiler, new cab. etc. No. 3297 Earl Cawdor was running fitted up for experimental purposes to test the efficiency of the increased boiler capacity, etc. The second steam railway motor car was running in turn with No. 1, between Chalford and Stonehouse: both were giving great satisfaction.
North Staffordshire Ry. 241
A new style ot painting the locomotive stock of this railway was in process of adoption. The ground color was madder lake, lined with pale yellow, edged with vermilion and black. On the tender were the words"North Stafford" in gold letters shaded with vermilion and black, divided by the company's coat of arms. The engine number was in brass block figures on the sides of the engine, in lieu of being painted on the buffer-beams as before.
London, Tilbury & Southend Ry. 241
The name of locomotive No. 55 on this line had been changed from Wellington Road to Bow Road.
Glasgow & South Western Ry. 241
Three of the four-wheels coupled trailing bogie tank locomotives, Nos. 326, 327 and 333, had been rebuilt with new boilers. They were built by Neilson & Co. in 1893, and run an average of 2,900 miles per month. Three new six-coupled side tank locomotives, Nos. 203. 210 and 211, had been put in service for shunting in: goods yards. They were similar in dimensions to the six-coupled tender engines and are supplied with modern steam fittings, including Gresham & Craven injectors. The three Stirling mixed traffic engines which bear the above numbers are now in the "A" list.
Great Southern & Western Ry. 241
Order placed for four side tank and twelve six-coupled goods locomotives, with the North British Locomotive Co., Ltd.
Canadian Pacific Ry 241.
The first two engines of the compound type built by the North British Locomotive Co., Ltd., and similar to those constructed for this railway by the Saxon Engine Works (late Richard Hartmann), Ltd., at Chemnitz, as illustrated in our issue of September 26th, had been shipped. They were numbered 981 and 982 (WN 16034-5), and were supplied with fittings identical with those described in connection with the Continental built locomotives.
Dublin, Wicklow & Wexford Ry. 241
Ten-wheeled tank locomotive No. 54, has been named Duke ot Leinster. The extension of this line from New Ross to Waterford, mentioned in our issue of July 4th, last, was now complete and to openfor goods traffic shortly, and for passenger traffic on 1 January 1904.
Compound express engine No. 304, North Eastern Ry. 244. illustration
Tank locomotive with shunting tender, Caledonian Ry. 244. illustration
17 x 20in cylinders; 4ft coupled wheels: saddle tank
Water ssoftening. 245. 244. illustration
Kennicott type used on Union Pacific RR illustrated.
Number 128 (31 October 1903)
Bogie goods locomotive, Great North of Scotland Ry. 251. illustrations
Cowan 4-4-0 with influence of D.K. Clark.
The Beira and Mashonoland Rys. 252-3. 4
Headquarters at Umtali. Locomotives included 4-8-0 and 4-4-0.
The Beira & Mashonaland is a heavy line, the ruling gradients being 1 in 50, with curves of a radius of 5 chains. The standard engines are eight-wheels coupled with bogies, and have cylinders 17-in. by z j-In., the diameter of the coupled wheels being 3-ft. 6-in. The working steam pressure is 160 lbs. per sq. in., and the weight of engine and tender in working order is Bot tons. The four-wheels coupled bogie engine also illustrated, has cylinders 14-in. by ze-in, and 4-ft. 7-in. drivers.
The rolling stock is all on the bogie principle, the wagons being constructed to carry loads of 20, 25 and 30 tons. The carriage stock is built on the corridor system and includes sleeping cars with lavatory accommodation and Stone's system of electric lighting.
The permanent way consists of 60 lb. rails and . steel sleepers, the former being fastened direct on to the latter by means of steel keys. The company has been handicapped in the past by many washouts during the rainy season, which have impeded traffic, but the engineer's depart- ment is coping very satisfactorily with such difficulties, and detentions are now happily few and far between.
The following gentlemen constitute the administrative staff: manager, Charles Wibberley; locomotive superintendent, W.F. Gibbons; resident engineer, A. Soley; traffic superintendent, Mr. Griffin; and accountant, . W. Curtis.
The headquarters are at Umtali, where the locomotive shops are also located. The staff consists of about 500 Europeans and 3,000 native labourers.
The accompanying photos give a good idea -of what the rolling stock and line are like.
Railway Notes. 253
Midland Ry. 253
Two of the new three-cylinder compound engines were working passenger trains between Derby and Nottingham, preparatory to being put to main line work. No 2633 to be stationed at Nottingham, and 2634 at Kentish Town. These two engines had boilers similar to 2631, but No. 2635, which is just out of the shops, had Serve tubes like No. 2632. The last three engines differed from Nos. 2631 and 2632 in one essential particular, viz., that there was only one reversing gear for the high and low pressure cylinders, whereas in 2631-2 the gears were independent. The gear was so arranged that the cut-off in the L.P. cylinder is later than that in the H.P. for all positions of the reversing screw. The chimneys were of the same form as that of No. 2631, and not of the new taper pattern without liners. The new engines had been doing excellent work on their trial trips, their running at high speeds being remarkably smooth. The tenders carry 4,500 gallons of water, and were fitted with water scoops.
Somerset & Dorset Joint Ry. 253
Three new express engines with 5-ft. 9-in. wheels had been built for the joint line by the Midland Ry. at Derby shops. The motion, etc .. was the same as in the eight engines of the No. 15 class, but the new engines had larger boilers, the same as those of the new No. 2736 class of goods engines, with round topped dome, Ramsbottom and lock up safety valves in a single brass casing over the firebox, and new taper chimneys. The tenders larger than those then in use on the S. & D.J .R. carrird 2,950 gallons of water, and their axleboxes fitted with brass oil boxes on the top. The numbers were 69, 70 and 71. The coupling rods of the engines I section.
North to south. 253
A conference between representatives of the chief South Coast watering places and the leading railway companies was contemplating securing through communication between northern towns and the south without breaking the journey in London.
Four-cylinder compound locomotive, Baden State Rys. 254-5. illustration
Sanding the rails. 255
Water columns. 256-7. 5 illustrations
British, Belgian, Austrian and American practice illustrated
Monmouthshire Ry. tank engine. 257. illustration
Sharp Bros. 2-4-0WT WN 604 and 606 of 1849 were RN 9 and 10 and became GWR 1301 and 1301
Smokebox dampers. 258. 4 diagrams
See also letter from Eylot
No. 2524 L. & N. W. R. 261. illustration
(line drawing elevation)
0-8-0 rebuilt with a new boiler and cylinders and remaining simple. The new cylinders were 18½ x 24in (that is smaller) and the boiler had a total heating surface of 1245.3 ft2 and a grate area of 20.5 ft2
Ventilating cab windows. 261
Patent held by J. Stone & Co. of Deptford. Adds used tinted glass to reduce glare.
Number 129 (7 November 1903)
The Egyptian Government Railways and locomotives. 266-8
Koechlin large dome "Frenchman"
A narrow gauge contractors' locomotive. 268.
Peckett & Sons 3-ft gauge 0-4-0ST Class 950 Cashel for Fisher and Le Fanu contractor for the Goolds Cross and Cashel Railway. 2ft 3in wheels, 8 x 12in cylinders, 178 ft2 total heating surface, 4 ft2 grate area and 150 psi working pressure
Railway notes. 270
South Eastern & Chatham Ry. 270
New station on the Chipstead Valley branch, close to the Stoat's Nest Station on the L.B. & S.C. Ry.
Ballycastle Ry. 270. illustration
On page 64 of Volume 8 appeared a short article on this 3-ft. gauge railway, which extended from Ballymoney Station on the B. & N. C. Ry., to the Antrim watering place, Ballycastle. The locomotive stock consisted of three six-wheels coupled saddle tank locomotives, No. 1 Dalriada, No. 2 Countess of Antrim and No. 3 Lady Boyd, the first and last named of which were illustrated. We now give a block of the second engine of the series, which is of similar type to No. 1 and has the same dimensions.
Great Western Ry. 270.
No. 3447, a new engine of the Camel class, was running, named Newport, not as stated in 24 October issue.
The French compound had arrived at Swindon Works and being re-erected by the G.W.R. fitters, and trials would shortly take place.
No. 3387 Roberts, one of the Atbara class, has been overhauled at Swindon and is fitted experimentally with a very thick and short copper topped chimney.
No. 100 was running with a new boiler having a taper barrel similar to No. 98, and both these engines are regularly working trains into Bristol.
Referring to the description in our 127 issue of the new G.W.R. crane engines, two of these were built at Swindon, No. 17 Cyclops, and No. 18 Steropes,the works' numbers being 1774 and 1775 respectively. These engines employed in the locomotive yards at Wolverhampton and Swindon respectively.
Great Central Ry. 270.
Nos. 419, 420 and 340, six-coupled shunting locomotives, which originally had saddle tanks extending the full length ot the boiler and smokebox, had been rebuilt with shorter tanks reaching only to the front end of the boiler barrel, and with a larger cab. No. 340 is at present stationed at Liverpool.
Kitson & Co., Ltd., of Leeds, had now begun delivery of the 33 eight-wheels coupled mineral engines, 1052 class (0-8-0). The first three engines were Nos. 56, 57 and 58, and replaced three old four-wheels coupled double framed passenger engines built in 1867.
The first of the new series of six-coupled goods engines now being built at Gorton and fitted with water pick up tenders, was No. 177.
Lancashire & Yorkshire Ry. 270
Two of Aspinall large ten-wheel express locomotives, Nos. 1417 and 1404, had recently been in trouble, the former being in the accident at Luddendenfoot on 20 October, and No. 1404 in the double collision at Sowerby Bridge on 22 October. Nos. 1435 to 1440, the first of a new series of 20 eight-wheels coupled mineral engines, were at work.
Somerset & Dorset Joint Ry. 270
Referring to the paragraph in our last issue relative to Nos. 69-71, new bogie locomotives, the six-coupled goods locomotives of S.W. Johnson's design, with 5-ft. 2-in. wheels and 18-in.. by 26-in.cylinders, built by Neilson, Reid & Co. Ltd. (makers' Nos. 6030-6034), were not numbered 69-73, as was originally intended, but received Nos. 72-76 before being put to work.
Number 130 (14 November 1903)
New engines for the North Staffordshire Railway. 279-80.
Adams 0-6-2T supplied by Vulcan Foundry
Two-cylinder compound goods locomotive, Saxon State Rys. 280.
Running heavy goods trains. 281. illustration
Photograph of Jones 4-6-0 No. 114 passing Luncarty station with freight
Old tank locomotive, Caledonian Railway. 282.
Built by Neilson & Co. in 1873-4: Conner outside cylinder 0-4-4T: No. 1167 illustrated
Railway Notes. 285
North Eastern Ry. 285
A trial trip of a new electric motor train was recently made between Carville and Percy Main, near Newcastle. The train consisted of two double bogie 125 h.p. motor coaches, with a trailer coach in between, and in the course of the trial a speed of 45 miles per hour was obtained. For ordinary working, however, a maximum ot 30 m.p.h. is all that is required, and this speed is to be reached within 30 secs. of starting from rest. The track for this electric service, on the third-rail system, is laid throughout from Newcastle to Tynemouth. Current is obtained from the Neptune Bank Station of the Newcastle Electric Supply Co.
The new Atlantic type locomotive, No. 532, has made its appearance from the shops, painted lead color with the letters N.E.R. in white on the tender. It ran a preliminary trial trip to York and back, taking the chief mechanical engineer (its designer, Wilson Worsdell) in his saloon coach, to attend the brake trials which are referred to in another column of this issue. The runs were made at high speed and were performed satisfactorily, the engine running quite cool. On its return, the engine was sent into the paint shops.
The motor 'bus service between Beverley Station Yard and Beeford is now being performed regularly, four trips being made each way per day. The distance is timed to be covered in 50 minutes.
Great Eastern Ry. 285
Two new tram engines differing from those already running in having six-coupled wheels, outside cylinders and the Walschaert valve gear, have been built at the Stratford shops, and are numbered 135 and 136, the engines previously bearing these numbers being renumbered in the duplicate list, viz., 0135 and 0136.
Ten new engines of the 1870 class are shortly to be built with Belpaire fireboxes and will be numbered 1850-1859. The five engines completing the last order for this class were out and numbered 1865-1869.
Several of Bromley's suburban bogie tanks, No. 5 I class, had been removed from service.
A special shed has been erected at King's Lynn for housing the Royal train used by His Majesty during his visits to Sandringham.
Great Western Ry. 285
No. 3444 Cardiff and 3448 Paddington, were additional new engines of the Camel class with taper boiler barrels; the Swindon numbers being 2004 and 2008 respectively. The shops are busy with new engines; Ten tanks of the No. 11 class but with taper boilers were being built, and twenty more passenger engines of the improved Camel class, and ten more of the City class were on order, besides one or two individual types. No. 3423 had been named Sir Massey Lopez, and engaged in piloting the second portion of the down Cornishman below Exetee.
It was rumoured that the de Glehn compound No. 102 La France was to be tried for purposes of comparison against one of the G.N.R. locomotives of the 990 Atlantic type. The results of this experiment will be awaited with considerable interest by the railway engineers of this country.
No. 97, the eight-coupled goods engine, was now painted, and working heavy coal trains between Swindon and Aberdare in turn with the latest type of Mogul engines. Further six-coupled saddle tank engines with domeless boilers and Belpaire fireboxes had been built at the Wolverhampton shops, and Nos. 2123-2132, bearing the works' numbers 727-736 inclusive, were out
Great Northern Ry. 285
Engine No. 708, a four-coupled passenger engine of Stirling's design, will shortly be at work fitted with Druitt Halpin's patent thermal storage apparatus, a description of which appeared on page 128, vol. v
South Eastern & Chatham Ry. 285
No. 140, one of the 7-ft. bogies of the 205 class, has been rebuilt. We understand that a new type of suburban tank locomotive is in preparation which will embody several novelties of design. The Bill authorising the extension of the Rother Valley Railway from Tenterden, the present terminus, to Headcorn, a station on the S. E. & C. main line near Ashford, having been recently sanctioned, work is progressing rapidly.
London & South Western Ry. 285
The old running shed at Southampton Docks has now been entirely demolished, and the ground it occupied is to be utilised for new sidings. The new shed for the district is located at Eastleigh, and has been completed for some few weeks. Accommodation is provided there for 100 engines, there being five bays, with three 'roads in each, fifteen roads in all. At Salisbury a shed of similar type, for 60 engines, has also been provided.
New extensions of the Great Central & Great Western Rys. 286-7.
Smaller locomotive sheds [for the contractor's locomotives] were provided at Northolt, Ickenham, Uxbridge and near Wycombe. LBSCR Terrier class were used by Pauling to take their workers who lived in Uxbridge to Gerrard's Cross. The LBSCR numbers and namews were: 36 Bramley; 39 Denmark; 49 Bishopsgate; 52 Surrey and 57 Thames. At Gerrard's Cross a heavy cutting commences and the line rises steadily to Beaconsfield. Then there is a tunnel under White Hill; an embanmkment formed from the tunnel spoil and a large viaduct at Loudwater. A nnew station was being constructed at Hugh Wycombe. Beyod some of the nesw stations had been ready for some time. Mackay and Davies of Cardiff had been working onthis stretch to bring it up to main line standards. Beyond Princes Risborough to Grendon Underwood was Great Central property. The Robinson 4-4-2T had been working between Woodford and London, but mainly on the Banbury branch.
The Metropolitan and District Railways were working jointly to connect their systems at South Harrow and Harrrow on the Hill from Uxbridge with stations at Ickenham, Ruislip and Eastcote. Current for electric traction would be provided from Neasden. The Metropolitan was considering electric traction for its entire system except that to Aylesbury.
Brake trails on the N.E.R. 287-8.
Trials of quick acting vacuum and Westinghouse brakes on 25 40-ton wagon freight trains both in the extensive goods yard at York station and on the line to Scarborough using eight-coupled locomotives. In a report on an accident at St. Enoch station Colonel Yorke had been highly critical of British braking systems
The Official Guide to the London and North Western Railway.
London: Cassell & Co., Ltd. seventh edition
The greater portion of the original has been re-written, and all the details of traffic and local information brought up to date. The book is now divided into fonrteen sections. each dealing with one of the principal train services, and of these five are recent additions, made necessary by the continual extensions of the North Western traffic. Amongst the new features, the West Coast Dining Car Expresses are described and illustrated, and in connection with the Scotch services a special map of the chief steamer routes of Scotland and two maps of the Highland and Great North of Scotland Railways respectively have been added. Another notable departure has been the revision of the information as to the steamship arrangements at Liverpool, in connection with the Riverside Station. No less than fifty-two maps, and plans of practically all the chief provincial towns, touring districts, cathedrals, stations, etc .. are now included. Amongst the local information of all the notable towns towns touched by the L. & N.W. system will be found the fares. distance, and quickest time from Euston, hotel and boarding house accommodation, postal information, etc. The new type is excellent, the maps clear, and the whole arrangement of the guide admirable.
Smokebox dampers. Eylot.
Re article in your last on srnokebox dampers, it may interest you to know that long ago on the G.W.R., and probably on other lines also, it was the habit of the engine-men when their engine had for any reason to stand in steam for any length of time, to place a cloth on the top of the chimney. They often forgot that they had placed it there, and I have known the cloth when the engine was started again to be blown a considerable height up into the air, an accident which always seemed to make the men laugh, and had no further serious consequences.
L. & S.W.R. locomotives. W.B. Paley.
Mistakes in the L. & S.W.R. Locomotive History: Medusa, Mentor, and Meteor had not six-coupled wheels and inside cylinders, but were four-coupled with outside cylinders, same as Gem,.AEolus, and Hecate.
Though most of Beattie's well-tanks were not named, four at any rate were, viz.: 33 Phoenix, 34 Osprey, 36 Comet, 76 Firefly.The engines of this class, though some of the earliest were 15 by 20 as built, were all latterly 15½. by 20.
Describing Eagle, Hawk, and Vulture, it should be added that they had both inside and outside bearings to the leading axle, and not outside only, as seems to be implied. All Beattie's outside cylinder engines, including the well tanks, had four bearings to the leading axle, the principal ones being inside
Number 131 (21 November 1903)
Llanelly Railway goods locomotive. 293. illustration
Railway notes. 297
Motor-cars on the Taff Vale Ry. 297
Due to the small number of passengers using that section of line, the directors of the Taff Vale Ry. had discontinued the passenger train service between Llantrissant and Aberthaw, on the Cowbridge & Aberthaw Rys. and substituted a motor-car to run between those places. The car was built with two compartments, to accommodate 12 first-class and 40 third-class passengers respectively, also a small compartment for luggage. It ran on two four-wheeled bogies, one of which carried the engine, which drove both axles. The wheels were 2-ft. la-in. in diameter. The boiler, which had 300 sq. ft. of heating surface, carried a working pressure of 160 lbs. per sq. in. The cylinders had diameters of 9½-in., with a stroke of 14-in., and the car weighed 33 tons loaded. The engine was built at the West Yard shops, Cardiff Dock, and the carriage body was constructed at the railway company's Cathays Carriage Works. On a trial run a speed of 30 miles per hour was obtained within 30 seconds of the start.
Great Western Ry. 297
On the afternoon of Tuesday, 10 November., the de Glehn compound, No. 102, made its first trial trip with a train from Swindon to Bristol. As then painted, it was black throughout except for the narrow brass beading round the splashers of the bogie and coupled wheels; the covers of the high-pressure cylinders, the outside motion and the wheel centres are also finished bright as on the Northern of France engines of a similar type. No. 102 is being worked by English drivers, which should dispose of the rumour that French drivers would have to be imported.
On the 31 October two new motor bus services on the G.W.R. were instituted, both starting from Penzance Station and connecting that point respectively with Newlyn and Marazion. In each case the service either way is timed to work at intervals of I½ hours during the day.
With the close of the year T. I. Allen, the superintendent of the line, will retire after 47 years of active service on the G. W. R. It is largely due to Allen's initiative that the line has shown such excellent progress during the last few years in the way of increased express services and improved passenger accommodation. At the time ot the gauge conversion in 1892, he was chiefly responsible for the arrangement and working of trains during the period of transition, and this was accomplished practically without a hitch, so well planned was the organisation. At a meeting of the directors held at Paddington on 12 November, J. Morris was appointed superintendent of the line in succession to Allen, on that gentleman's retirement.
The heaviest locomotives in the world. 297
The record for the heaviest engines now stands with the Atchison, Topeka & Santa Fé Railroad, which was dueto receive delivery of 70 Vauclain four-cylinder tandem compound engines of the 2-10-2 type from the Baldwin Locomotive Works. These engines will weigh nearly 128 tons each, or with the tender more than 200 tons, and they had a total heating surface of 4,796 ft2. and a grate area of 58.5 ft2.. The high-pressure cylinders were 19-in. in diameter, and the low- pressure 32-in., with a stroke of 32-in.; the ten- coupled wheels have diameters of 4-ft. 9-in. The boiler had a diameter of 6-ft. 6¾-in., has its centre 9-ft. 8-in. above the rails, and contains 391 tubes 20-ft. long and 2¼t-in. in diameter; it carries a pressure of 225 lbs. per sq. in. This aggregate of dimensions will probably hold' the record for some time, more especially as there is a re-action apparent against the building of such excessively heavy engines.
Caledonian Ry. 297
No. 43, one of the 7-ft. four-coupled passenger engines built for this line by Dubs Co .. in 1874, had been fitted experimentally with Reikie-McIntosh valve gear. Some new side tank locomotives for mineral traffic, with eight-coupled wheels, were now on hand at St. Rollox works.
Pennsylvania Railroad. 297
The de Glehn compound Atlantic locomotive under construction for this railroad at Belfort, as was mentioned in issue of 12 September would be ready for despatch to the United States, and was expected to be at work early in the new year. After a series of trials it will be placed in the P.RR. Exhibit at the St. Louis Exposition next summer.
North Staffordshire Ry. 297
No. 14, one of the passenger tender engines described in our issue of the 7 Septrmber, which had recently been rebuilt, was the first engine turned out of the Stoke shops in the new colors already referred to; No. 63, a six-coupled wing tank locomotive, being the second. The new L class, built by the Vulcan Foundry, ran in the new colors a few days later.
Belfast & Northern Counties Ry. four-coupled passenger engines.
Three series of outside framed locomotives were built by Beyer, Peacock & Co.: two had 5ft 6in wheels, the other 5ft (but the last type had all been broken up). No. 14, one of three remaining of a type built "about 35 years ago" is illustrated. They only had weatherboards for crew prorction and worked between Derry Waterside and Coleraine. A later type had cabs and worked around Belfast: No. 40 is illustrated. At that time there were also three types of inside framed 2-4-0s. built by Beyer, Peacock. The oldest had 5ft 6in coupled wheels and were built in 1868. Most had been rebuilt, but the majority had been scrapped. No. 2 is illustrated. They were used mainly on the Cookstown line. Larger locomotives with 6ft coupled wheels were built by Beyer, Peacock in 1880: No. 23 illustrates this series. The last Beyer, Peacock 2-4-0s were two-cylinder compounds and very similar to those described for the Belfast & County Down (described 186 et seq) with a 16 x 24 in cylinder and a 23¼ x 24--in low pressure cylinder, 6ft coupled wheels, 849.82 ft2 total heating surface,14.5 ft2grate area and 170 psi boiler pressure. Total locomotive stock: 62 broad and 11 narrow gauge.
A water gauge for tenders. 304. illustration
In view of the introduction by the Board of Trade of a new rule making it compulsory on the part of all railway companies to provide a means of ascertaining the height of water in engine tenders without having to go on top of the tank for the purpose of " sounding" through the inlet hole, many companies have fitted gauge glasses similar to, but longer than those used. on the boiler, in order to comply with the requirement. On the London and N orth Western Railway, however, the late locomotive engineer, F.W. Webb, devised a cheaper and simpler form of gauge, which was eventually fitted to all locomotive tenders on that line, and which had been found to give satisfaction. It has the merit of economy to a marked degree, since three such devices can be provided at the cost of one of the usual gauge glasses with its fittings.
Webb's apparatus consisted of nothing more expensive than a piece of ½-in. gas pipe bent at one end to form a handle, and perforated at intervals with a number of small holes. The illustration shows the device fitted to a side tank, and it will be seen that the pipe was supported at top and bottom by small brackets, the lower one of which had a central hole communicating with the water. The gas pipe has a similar hole in it, forming a cock, and when it is turned into the position shown the cock is open and the water from the tank enters the pipe and issues from the various holes provided for that purpose in fine jets. It was only necessary to note the topmost hole from which the water makes its exit to know approximately the height of water in the tender or tank.
Accident Bulletin No. 6. 304
Sixth quarterly bulletin issued by the Interstate Commerce Commission, Washington, U.S.A., giving a list of the railway casualties in the United States during the three months ending 31 December 1902. The total number of persons killed in actual train accidents was 266. and those receiving injuries numbered :2,788.
The leading dimensions of No. 3267 Earl Cawdor, were as follows: cylinders 18-in. by 26-in., diameter of bogie and driving wheels 4-ft. 1½-in. and 6-ft. 85/8-in.; boiler, length of barrel 11-ft, 6-in., diameter outside: 5-ft. 5-in. and 5-ft. 35/8·in., height of centre from rails 8-ft. 8-in., number of tubes 359, length 11-ft. 911/16-in., diameter 15/8:-in.; outside firebox 6-ft. 4-in. by 4-ft., inside firebox 5-ft. 611/16-in. by 3-ft. :25/8l-in. by 7-ft. 1-in.; heating surface, firebox 130.75 sq. ft., tubes 1803.27 sq. ft., total 1934.02sq. ft.; grate area 17.85 sq. ft., boiler pressure 2101bs. per sq. in . weight of engine empty 51 tons 16 cwt. and in working order 56 tons 14 cwt., distributed as follows: bogie 11 tons 4 cwt., drivers 19 tons, trailers 16 tons 10 cwt. ; weight of tender empty 17 tons 9 cwt., in working order 36 tons 15 cwt. Tavy belonged to the ,. Camel class and had coupled wheels only 5-ft. 8-in. diameter, whereas the Atbara had 6-ft. 8½-in. coupled wheels.
The mileage of the Somerset and Dorset Joint Railway is 100¾, and the principal stations on the line are Bath, Bridgwater, Glastonbury, Poole, and Bournemouth. Nos. 3291-3309 and 3311 of the G.W.R. are the Badminton class. No. 3310 Waterford is of the same type as regards wheels. motion, frames, etc, but was the first to be fitted with the domeless Belpaire boiler. No. 3312 is Bulldog, and is practically a type by itself, though it may be ranked with the Cotswold class.
O. Colbert. 304
AIl the principal railway systems of Switzerland, except the Gothard, have been taken over by the Government. The principal system in Japan is that of the Imperial Government Railways, which has a length of about 900 miles. Next to that in size is the Nippon line of about 850 miles, the Kiushu, about 400 miles, the Hokkaido, about 100 miles, and the Kansei, about 19.5 miles.
Number 132 (28 November 1903)
New compound locomotive, Great Western Railway.
307. diagram (side elevation)
No. 102 La France manufactured by Société Alsacienne de Constructions Mechaniques at Belfort WN 5409 to design of de Glehn: 4-cylinder compound.
Recent developments, Great Central Railway. 308-9. 2 iillustrations
Photographs of water troughs at Charwelton and running sheds at Woodford
German 128 mile/h electric car. 309
The Graphic of 21 November contained photographs of vehicle on a German military railway
"Fairlie" double bogie locomotive for narrow gauge. 309.
Saxon Engine Works 0-4-4-0 metre gauge 4-cylinder compound for working freight trains through the streets. Had a working pressure of nearly 200 psi. Enclosed valve gear
A large Italian railway works. 310-11. plan
Italian Mediterranean Railway possessed largest railway works in Italy: both locomotive and rolling stock repaired
Sicilian Ry. 311
About to order twelve compound 2-6-2 tank engines with 4ft 11in coupled wheels
A Russian trunk railway. 311. illustration
Photograph of St. Petersburg and Warsaw Railway four coupled tandem compound built at the Pontiloff Works in St. Petersburg. International Sleeping Car Co. instituting dining cars (in illustration) and sleeping cars on this line.
Railway notes. 312
Collapse of a viaduct. 312. illustration,
The accompanying illustrationshows the collapse of the Toddington Viaduct on the new G.W.R. extension from Honeybourne to Cheltenham. At about 08.15 on the t t November three arches fell in out of ten then completed, and on the following day a fourth also gave way. About twenty men were engaged in removing the false arches from these spans, and of these two were killed on the spot and two died subsequently, while others were more or less injured. The arches fell in in reverse order to the time of construction, No. 10 being the first to collapse. There was a steam crane on top of this arch at the time, which no doubt hastened the catastrophe and increased its effects. Recent heavy rains are held accountable for the mishap.
Dynamometer car tests. 312
On Saturday, 21 November, the dynamometer car belonging to the Great Western Ry. was attached to the 14.20 dining car train ex King's Cross (G.N.) and was conveyed to Newcastle-on-Tyne. It was placed immediately behind the engine, which on this occasion was No. 25 I, and a telephone was fitted between the engine and car, on both of which there were a number of officials. The weight hauled was approximately 300 tons. The dynamometer car weighs 26 tons 2 cwt., and runs on two four-wheeled bogies. An additional flangeless wheel, which can be raised or lowered at will so as to engage with the rails, operates the speed-recording instruments, and a loose drawbar registers the tractive force exerted. On arrival at Newcastle the car was detached. and was subsequently used by the officials of the N. E. Ry. for the purpose of testing the new Atlantic locomotive. It is possible that the results of these several trips on the G. N. R. and N. E. R. will be the formation of valuable comparative data for testing the relative efficiency of the new de Glehn compound on the G. W. R.
North Eastern Ry. 312
The following goods locomotives of class C have had the compound cylinders taken out and new cylinders, 18-in. by 24-in., with valves on top, put in: Nos. 31, 101 and 1500.
Midland & South Western Junction Ry. 312
Reforms in the management of this line were being instituted, with the endeavour to bring the line up to modern requirements. The old stations and permanent way were gradually being replaced, and capital expenditure was being incurred in doubling the existing road to facilitate the working of through traffic from north to south, which was being developed to a marked degree. In the course of time this line will no doubt be amalgamated with one of the lines with which it forms a connecting link. When this happens, the plan originated by George Stephenson will be realized, for our readers are no doubt aware that the M. & S. W. J. Ry. runs practically over the same ground along which the great locomotive engineer projected a through route between Manchester and Southampton, long before the present line was constructed or even thought of.
Midland Ry. 312
No. 2634, the new 3-cylinder compound, was stationed at, Kentish Town shed, and takes its turn regularly on express passenger work.
The new goods engines, Nos. 245-254, were nearly all out of the shops, and were similar to the No. 240 class, but with 18½-in. cylinders. The Kirtley goods engines displaced by these new engines had been numbered respectively 307, 323, 343, 346, 380, 442, 448, 568, 630 and 103, in their turn displacing old engines which had been broken up.
No. 1139a, the first of five new 15-in. standard four-wheeled saddle-tank locomotives, was running.
New engines for the Cape Government Railways. 313-15.
H.M. Beatty 4-8-0 design built at the Hyde Park Works of North British Locomotice Co. fot 3ft 6in gauge with bar frames, 18½ x 24in cylinders, a rocking grate, Richardson's balanced slide valves. J.J. Hanbury was the Inspecting Engineer
Locomotives of the Rhatische Bahn, Switzerland. 315-16.
PAGE 116 MISSING
Petrol shunting locomotive, Deptford Cattle Market.
City of London abattoirs handling refrigerated meat. Had a Maudslay threee-cylinder engine
Lancashire & Yorkshire Ry. 317
Ten-wheeled tank locomotive (2-6-2T) based at Newton Heath
The locomotives of the London, Brighton and South Coast
Railway. London : The Locomotive Publishing Co., Ltd., 1903.
This book is revised and enlarged from the series of articles dealing with the history of the L.B. & S.C.R. locomotives which appeared originally in the columns of this magazine. and the process of bringing it up to date has resulted in the production of a volume com- prising Z45 pages, containing 144 illustrations in the letterpress and eight photographic reproductions on plate paper. . Opening with an introductory chapter dealing with the growth of the line from its abortive original in the Surrey, Sussex, Hants, Wilts and Somerset Railroad Company of 1825 to the opening of the Stoat's Nest to Earlswood line in 1894, the subsequent locomotive history is divided into five chapters. Of these the first deals with the period from 1839 to 1841, during which the amalgamation of the original London and Brighton Company with the London and Croydon line took place. Following this period came one from 1841 to 1851, which terminated in the building of the first locomotive at the Railway Company's own works at Brighton. The third chapter deals with the engines built under Craven's superintendence, from 1852 to 1869. Stroudley took charge of the locomotive department in 1871 and retained it until his death in 1889. Chapter V. is devoted to the locomotives built under Billinton's superintendence from 1891 up to the present day.
Practically every class of engine built for the L. B. & S. C. R. during all those years is illustrated by a line drawing, and in addition full page reproductions are given from photographs of representative types of engines, and ofthe Clayton Tunnel and Brighton Running Sheds. The last named is reproduced below.
The carriage and wagon department. 319
The "Positive" locking device for cattle wagon partitions. 319. diagram
(elevations & plan)
Taite & Carlton marketing device
Great Central Ry.
Erection of wagon construction and repair shops at Dukinfield. Consideration of carrying locomotive coal in bogie wagos.
Automatic wagon couplers. 320. illustration
Invented T.A. Brocklebank
Number 133 (5 December 1903)
The Midland compounds for London. 321. illustration
Nos. 2631 and 2634 stationed at Kentish Town
The Egyptian Government Railways and locomotives. 322-4
Railway notes. 326.
North Eastern Ry. 326.
No. 532, the new Atlantic, had finished its preliminary trials - and has been painted lead color with black bands, panels, etc., and white lining. The other engines of this class will have the middle of the cab roof raised 6 inches and the whistles placed in front; the windows will be lengthened, to give a wider range of view ahead. No. 1218 is the latest 8-coupled mineral engine running. Nos. 715 and 785 were stationed at Carlisle, No. 792 at Shildon, and No. 1126 at Newport. Ten new engines of this class were on order.
Nos. 958 and 1935, which were respectively a Neilson's and a Hawthorn's (Fletcher) bogie tank, had been rebuilt as 6-wheeled shunters at York Works, with cylinders 17-in. by 24-in. and 4-coupled wheels.
The work on the new high level bridge over the Tyne at Newcastle was being pushed rapidly forward, and a rope-way had been erected for carrying material from one side of the river to the other.
No. 1137, class FI, was having new cylinders 18½-in. by 26-in, fitted with piston valves. This class, along with classes F and I, were having Laycock's system of steam heating gear, with a Mason reducing valve and a Laycock governor fitted to them; also steam sanding apparatus as they come in for repairs. Nos. 1995 and 1996, class PI mineral engines, are being fitted up with indicator gear. There are in hand at Darlington some of this class supplied with boilers 4-ft. 9-in. in diameter.
London, Brighton & South Coast Ry. 326.
Two 5-ft. 6-in. six-wheels coupled radial side tank locomotives of the Freshwater class [0-6-2T] were out, numbered and named respectively 583 Handcornbe and 584 Lordington.
Great Central Ry.326.
Kitson & Co., Ltd., had delivered another of the eight-wheels coupled mineral engines ot the 1052 class, bearing No. 85 (Maker's No. 4212).
Motor coach No. 1, L. & S. W. RY. 326.
On page 345 of our last volume we gave an illustration of the motor coach No. 1 of the London & South Western Ry., [Steam railcar] built to the designs of Dugald Drummond at Nine Elms for passenger service between Fratton and Southsea. It was originally provided with a vertical boiler as then shown, but this apparently failed to give the requisite power of raising steam, and accordingly a new boiler of the locomotive type, but of somewhat unusual proportions: the total heating surface was 289 ft2. The illustration shows the new boiler in position over the leading or driving wheels of the front bogie, where its weight is of greatest advantage for producing adhesive power.
London & North Western Ry. 326-7
Ten, to complete a total of twenty, new eight-coupled four-cylinder goods engines now on order will shortly be running. The first four were numbered 134, 500, 916 and 1547 (Crewe Nos. 4366-4369), dated October 1903. The earlier ten of the series then under construction were Nos. 2118, 1284, 1289. 1308, 1310 and 1318 (Crewe Nos. 4355-4364), the dates of the first eight being September 1903, and of Nos. 1310 and 1318 October 1903. It was.stated that a further order for twenty more of the same class had been cancelled.
A third engine of the 1400 type was out of the shops, and seven more were to follow, making a total of 10 of the class altogether. The seven under construction had Crewe Nos. 4378-4384. It is a curious coincidence with regard to the three already completed that each ran off the road when about to start on the trial trip. No. 1958 Royal Oak was being experimented with at Crewe and would shortly be running fitted with the new arrangement of valve motion previously supplied to No. 1952 Benbow, as mentioned in our issue of August 2 last. .It was intended that eight other engines of the Alfred the Great class would be so fitted. It is now stated more or less officially that the rumours respecting the building of a three-cylinder compound on the Smith system were without foundation. On the other hand it is likely that ten more four-cylinder compounds of the Alfred the Great class will shortly be put on order, some of which will be supplied with Belpaire fireboxes.
The following engines had recently been withdrawn trom service: Nos. 916, 500, 2272, 1299, 2208 and 170 (Webb's coal engines) and Nos. 1547,3495. 3433, 1448, 2038, 1401,3394, and 3415 (special rebuilt Dx goods engines). In connection with our notice and illustration on page ,360 ante, of the memorial brass executed in memory of Sir Allen Lanyon Sarle, late secretary of the L.B. & S.C.R., a correspondent reminds us that some time ago a stained glass window was put in the new chancel of Christ Church, Crewe, to the memory of the late Mr. John Ramsbottom, of Alderley Edge, who was formerly locomotive superintendent and manager of Crewe Works.
Great Western Ry. 327
Two new engines of the Camel class, with taper boiler barrels, were running, numbered and named 3449 Reading and 3450 Swansea, the works' numbers being 2009 and 2010 respectively. The first of an order for new tank engines of the No. 11 class has left the shops numbered 3621. With the exception of having a taper boiler barrel, it is similar to the pioneer of the class.
The six-coupled double framed goods locomotives Nos. 603, 793 and 1112 had been re-built with new boilers and Belpaire fireboxes. We find that in our issue of November 14th (page 285) the name of No. 3423 Sir Massey Lopes was mis-spelt Lopez by a printer's error. Sir Massey is one of the directors of the G.W.R.
No. 3299 Hubbard one of the Badminton class re-named Alexander Hubbard.
Great Northern Ry. 327
There were now in hand at Doncaster 19 eight-wheels coupled tender engines of the 401 class, 10 eight-wheels coupled tank engines with trailing pony truck (116 class), and 10 Atlantic express engines of the 251 class. Ten four-coupled ten-wheeled tank engines of the 1501 class had just been completed.
Nos. 59, 508, 552, 583 and 590, Stirling's four-coupled (leading and driving) mixed traffic engines, had been broken up, in addition to which eight bogie well tank engines of the 506 and 62 I types, and two four-coupled passenger engines of the 280 class have also been scrapped.
No. 251 had been supplied with a wind deflector on the chimney cap.
Increased speeds in Switzerland. 327
The Chemins de fer Federaux were engaged in making speed trials on the future route to Italy via the Simplon. On the 18 October a train composed of fifteen cars for first, second and third class, and a saloon carriage, drawn by one of the most recently built engines, two of which, Nos. 701 and 702, had been designed specially to combine power and speed, made a run between Pontarlier and Brigue. Leaving Lausanne at 8.20, the train reached Montreux at 8.49, after stopping at Vevey for four minutes. Starting again from Montreux at 8.53, Brigue was reached at 10.38.10, the distance of 146 kilometers (901 miles) having been covered in 2 hours 18 minutes 10 seconds, representing a mean speed of from 75 to 80 kilometers (45.6 to 49.7 miles) per hour. After leaving Villeneuve a maximum speed of 90 kilometers (55.9 miles; per hour was registered.
Rhodesian Rys. 327
Two double bogie six-wheels coupled tank locomotives were under construction by Kitson & Co., Ltd., of Airedale Foundry, Leeds, for this railway. They had four cylinders, 15½-in. in diameter, with a stroke of 23-in., two at each end, placed outside the frames and with the slide valves on top, actuated by Walschaert (Heusinger) gear. The slide valves were balanced, having cast-iron rings at the back. The exhaust from the rear pair of cylinders vented up a chimney similar to that shown on the Chilian engine on p. 231. Each locomotive had only one boiler, with a modified Ramsbottorn safety valve of the same pattern as fitted on the C.G. Rys. locomotives, and a pop safety valve in addition. The whistles were of the organ pipe type. Cow-catchers were fitted at each end, and the sand-boxes were on either side of the extended smokebox. The cab was roomy and contained two tool boxes. The engines were fitted with Gresham & Craven injectors and steam sanding appliances.
The "18-inch" goods locomotives, Caledonian Ry. 328-9. 2 illustrations
Six-coupled locomotive for Spain. 329.
0-6-0 with outside cylinders supplied by Kruass of Munich for Southern Raliway of Spain with tight radius curves
Number 134 (12 December 1903)
New "Atlantic" locomotive, Great Central Ry. 335-6. illustration, diagram (side elevation)
Railway notes. 338
North Eastern Ry. 338.
Old No. 295, a double framed long boiler goods engine, built in 1866 at Gateshead works, had been sold to Mr. H.M. Nowell, the contractor for the Blyth and Tyne extensions, where there were three Manning, Wardle & Co's special 12-in. saddle tanks at work, Dunston No. 1446 (1899), Redheugh No. 1455 (1899), and Tanfield No. 1470 (1900), also Benton, a Black, Hawthorn & Co.10-in. four-coupled outside cylinder saddle tank, No. 1099 (1896). The Ponteland Light Railway was now laid right through into the village of Ponteland. The old locomotive that used to run the Merrybent Railway was engaged in working construction trains on this branch; also the 12-in. six-coupled inside cylinder saddle tank Easingwold, built by Hudswell Clarke & Co. in 1891 for the Easingwold Railway; this had been replaced on the latter line by a new 13-in. cylinder engine of the same type by the same makers. Easingwold had a new firebox put in at the York works in February 1903.
London & South Western Ry. 338.
The following numbers of new mixed traffic bogie locomotives with 5-ft. 7-in. coupled wheels which had been built at Nine Elms, viz: Nos. 159, 161, 163, 164 and 165. They were fitted with the express type boiler with water tubes in the firebox, and were similar to No, 343, illustrated in our issue of January, 1902. A new locomotive of the four-coupled express type as illustrated in our issue for July 5th last, with 18-in. by 26-in. cylinders and 6-ft. driving wheels, was out and bore No. 400. The bogie express passenger engines Nos. 280, 283,704 and 716 had been supplied with new tenders of the eight-wheeled bogie type, their old six-wheeled tenders being transferred to some of the mixed traffic engines referred to above. An old tender, No. 53, had recently been handed over to the engineers' department for use as a gas tar tank.
No. 541, one of the 6-ft. front-coupled mixed traffic locomotives and No, 268, a six-wheels coupled tank engine, have been fitted with the standard pattern cast-iron chimney. A road motor-car for the conveyance of passengers and parcels is to be constructed at Nine Elms with a view to seeing how far such a vehicle would be suitable tor establishing services between places not now provided with railway facilities and the nearest main line stations.
The Simplon Route to Italy. 338. illustration
Referring to our note in last week's issue, page 327, on this subject. a correspondent has kindly furnished us with the snap-shot here reproduced of engine No. 701, which is similar to the other mentioned, No. 702, which made fast experimental runs between Lausanne and Pontarlier, and Lausanne and Brigue. No. 702 has, since the trials, been disabled in an accident at Palézieux, between Lausanne and Berne. Based on the results of the trial runs it is possible to reckon on covering the distance of 308 k.m. (19 I miles) between Lausanne and Milan via the Simplon route in about 6 hours, the timing being: Lausanne-Brigue, 2 hours 45 minutes; Brigue-Domo, 57 minutes ; Domo-Milan, 2 hours; delay at frontier, 20 minutes; total 6 hours 2 minutes. It is calculated that allowing the journey from Paris to Lausanne to occupy only 8 hours when the Mont d'Or has been tunnelled and the Lajoux-Vallorbe connection established, passengers leaving Paris one evening will reach Milan on the following day in time to catch the express for Rome on the same evening, always supposing that the train runs on time, with stops and delays reduced to the minimum.
Midland Ry. 338-9
We have never given full dimensions of the three-cylinder compounds on this railway, which were illustrated in February, 1902, and in last week's issue. The following are the particulars relating to Nos. 2631, 2633 and 2634: diameter of the high pressure cylinder 19-in., and of the two low pressure cylinders 21-in., with a stroke of 26-in. ; diameter of coupled drivers 7-ft., total heating surface 1598 ft2; grate area 26 ft2. Nos. 2632 and 2635 had Serve tubes. Bogie tenders were fitted..
Great Western Ry. 339.
Nos. 3451 Taunton and 3452 Wolverhampton, works numbers 2011 and 2012 respectively, completed the order for new engines of the improved Camel class. No. 3310 Waterford was out of the shops fitted with a taper boiler, similar to that supplied to the City class and had consequently somewhat modified details. The combined name and number plate has been removed and the latest standard plates fitted . Two new engines of the same class as Nos. 11 and 3601, except that they had slide valves, were out, Nos. 3621-3622 (works Nos. 2013 and 2014) . The following goods engines had been turned out with large boilers and Belpaire fireboxes: Nos. 389, 435, 599, 716, 1112, 1203, 1205, 2384, 2454 and 2543; also the coupled engines Nos. 3543, 3549, 3554 and 3209. No. 3405 Mauritius," of the Atbara class, was now fitted with slide instead of piston valves .
Great Central Ry. 339.
No. 177, the first ot the 9J class (six-coupled goods) built at Gorton, had been on trial fitted with water pick-up tender. No. 1031, 4-coupled bogie passenger, was also being fitted with water pick up apparatus in Gorton works. No. 280, 6-coupled saddle tank shunting engine, had been rebuilt with the new pattern ot tank and cab. No. 356. 4-coupled passenger engine, with leading wheels and outside bearings, had been supplied with a flush topped boiler.
Bentheim, on the Holland Rys. 339, ilustration
One of the frontier stations on the main line from Amsterdam to Hanover and Berlin. The German Customs examination takes place here, and time also changes from Greenwich to Mid-European.
Number 135 (19 December 1903)
New "Atlantic" locomotive, N.E.R. 349-50. illustration
Combined brake and coupling gear. 350.
Webb modified Ramsbottom 2-4-0 No. 757 Banshee with an intermediate wheel between the driving wheels to assist adhesion and braking by forcing the wheel down onto the coupled wheels,
Letterkenny & Burtonport Ry. 350
Board of Works in Dublin prepared a timetable which would have involved two trains in the single line section between Gweedore and Falcarragh.
Retirement of Mr. C.N. Wilkinson. 350
Due to ill-health: Secretary of North Eastern Railway for 32 years.
Great Northern Ry. 350.
No. 987 fitted with bogie having outside frames. 0-6-0 No. 384 was working ballast trains in London Area with bright brass dome cover.
Railway notes. 351
Locomotives for Portugal. 351.
Seven four-cylinder compound six-coupled bogie locomotives were under construction for the Minho & Douro Ry., at Borsig's locomotive works, Berlin, which were designed to take the place of the eight-wheeled locomotives illustrated on page 14 of our issue of January 3rd last. The latter engines had no leading bogie or truck and were found to be rather unsuitable for sharp curves, and would accordingly be transferred from the Douro to the Minho section of this line. It is expected that all the locomotives built by A. Borsig, for the Companhia Real dos Caminhos de Ferro Portuguezes would be at work at the beginning of the new Year. Some new four-cylinder compound six-coupled locomotives for the same railway are now on order at Fives-Lille, of the same type as those delivered in 1898 and 1901.
Great Western Ry. 351
A new engine of the No. 11 class, four-wheels coupled double-ender tank, is now out, bearing the running No. 3623 (works No. 2015).
No. 3357 Exeter, one of the Avalon class, has had its name changed to Smeaton.
The large six-wheels coupled mineral engine No. 2601 has been provided with a new boiler, and the sandbox is now removed from the boiler barrel, ordinary boxes being put on the frames.
No. 3324 Quantock of the Cotswold class, has been provided with anew name plate, placed over the driving splashers, after the style of the City class. .
Electrification of the "Uunderground" Ry. 351
Laying of the conductor rails necessary for the electrification of the Metropolitan District system was now almost complete as far east as the Mansion House station.
Midland Ry. 351.
We understand that all the girder bridges on this railway between Settle and Carlisle are about to be replaced by stronger ones, to permit the running of heavier engines than those the present bridges were originally built to carry.
Canadian Pacific Ry. 351
Eight of the German built locomotives for this railway had arrived. They were shipped to Boston, Mass., from whence they were to be sent on by rail to Montreal. These engines were fully described and illustrated in our issue of September 26th last, and are noteworthy as being the first German locomotives sent to North America.
Great Central Ry. 351. illustration
We are indebted to Mr. A. L. Pfungst for the excellent snap-shot photograph here reproduced, which was taken near Harrow. The engine is No. 1040, which on Friday, the 4th inst., made a splendid run from Marylebone to Nottingham with the 10.00 a.m. Manchester express. The distance to Nottingham, 126½ miles, was covered in 123 minutes, and the whole run of 206 miles only occupied 219 minutes. A party of Canadians were on board. We were also indebted to Mr. Pfungst for the very interesting photographs used to illustrate our brief notes on the Rhiitische Bahn, on page 316
In the Notes on page 312 two printers' errors occurred. The N.E.R. goods engines that have received new cylinders are Nos. 31, 101 and 1560, and in the Midland Ry. note, the last-mentioned of the Kirtley goods engines has been renumbered No. 1031, not 103 as printed.
History of the London & South Western Railway
See also Locomotive Mag., 1919, 25, 153
Number 136 (26 December 1903)
Standard train, North London Railway. 363. illustration
Six-coupled tram locomotive. 364. illustration,
diagram (side elevation)
Great Eastern Railway No. 136 for work at Ipswich Docks.
The locomotives of the Great Eastern Railway. 368-9.
Railway notes. 370
Golsdorf "Atlantics" in Austria. 370. illustration
Our good friend, Herr Golsdorf, has kindly forarded the photographs here reproduced, showing one of a series of Atlantic locomotives compounded on his well-known system which have recently been built for the Austrian Southern Railway. Seven of these engines had already been built, Nos. 211 to 213, by the Wiener-Neustadt locomotive works, and Nos. 214 to 217 by the State Railway Association (late Haswell). These locomotives differed from the 17 at work on the F. R. Austrian State Ry., which were illustrated in a special supplement to our issue of December, 1902, only by having non-lifting injectors on the footstep plate, instead of lifting injectors on the back sheet of the firebox. They had, however, a novel appliance designed by Herr Golsdorf for the purpose of intensifying the sound of the whistle, in the shape of a conical deflector placed immediately above the whistle which has the effect of spreading the sound in a horizontal direction. This device has, we understand, been adopted for all engines on the Southern Ry., and is shown in the above illustration.
Great Western Ry. 370. illustration
A correspondent has kindly forwarded the photograph here reproduced of the new ten-wheeled "double-ender" tank locomotive No. 99 (Swindon works No, 1992), which has been designed for heavy suburban traffic. It is in reality an enlarged edition of the eight-wheelers of the No. I I type, with outside cylinders instead of the usual inside arrangement, and six wheels coupled instead of only four. The cylinders are 18-in. by 30-in., and are provided with piston valves; the boiler, which carries a pressure of 195 lbs. per sq. in. and has its centre 7-ft. 11¾-in. above the rails, is of the taper pattern with Belpaire firebox, similar to those of the "City" class; and the six-coupled wheels are 5-ft. 8-in. in diameter; there is a pony-truck at the leading end, and the trailing wheels are provided with radial axleboxes.
No. 3050 "Royal Sovereign" is now running supplied with spiral bearing springs to the bogie wheels, arranged in pairs similar to those on the tank engines.
S.E.& C. Ry. 370.
No. 148, one of J. Stirling's coupled bogie locomotives of the 240 class, was running with a new boiler, dome and cab.
A further section of the London widenings between Southwark Park and New Cross stations was brought into use on Sunday, 13 December 1903. This section is quite distinct from the old main line between these two points.
Old mineral locomotive, Taff Vale Railway. 373. illustration
0-6-0 No. 75 constructed at Cardiff in 1860
Carriage and Wagon Department. 375
A 40-ton oil tank wagon. 375
Bogie wagon built R.Y. Pickering for Oaklands Oil Co., Glasgow
New material for centres of railway carriage wheels. 376
Steel passenger cars in the U.S.A. 376