THE BRITISH OVERSEAS RAILWAYS HISTORICAL TRUST
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The Locomotive Magazine and Railway Carriage and
Wagon
Review
Volume 21 (1915)
Number 269 (15 January 1915)
0-6-4 tank locomotive, Barry Ry. 1. illustration
Supplied R. & W. Hawthorn, Leslie & Co. Ltd to design of J.
Auld, Locomotive Superintendent.
Six-coupled radial tank engines, Taff Vale Ry. 2. illustration, diagram (side & front elevations)
Tender locomotives for the Darjeeling Himalayan Ry. 3. illustration
Two express 4-6-2 supplied by North British Locomotive Co. to work
betweem Siliguri and Darjeeling. Tractive force 11,600 lbf; weight
28 tons; total heating surface 835ft2; grate area
16ft2.
2-6-4 type tank locomotive, Buenos Ayres Midland Ry. 4. illustration
Metre gauge Hunslet Engine Co. type having 17 x 24in outside cylinders,
actuated by Walschaerts valve gear, 1019 ft2 total heating surface; 16ft2
grate area and 4ft 6in coupled wheels.
Electric traction notes. 4
Michigan & Chicago Railway completed a 2400V third rail system
carried on special insulators. Experiments were being conducted to find a
suitable guard (not as in conductor, but as in non-conductive)
Locomotive for the Transcontinental Railway of Australia. 5-6.
illustration
Constructed by Baldwin Locomotive Works: outside-cylinder (20 x 26in);
5ft coupled wheels. Also composite loading gauge adopted by Commonwealth
of Australia Railways.
Old tank engines of the Western Ry. of France. 6-7.
2 diagrams (including side elevation)
2-4-0 passenger tank locomotive, No. 117, of the Western Ry. of France
supplied by Kitson & Co., Leeds, in 1882, but constructed to the Railway
Company's drawings, but with Webb safety valves, as used on the London &
North Western Ry. The cylinders were 16-in diameter, and 22-in stroke, but
most of the other dimensions agree with those mentioned
in Volume 20, 1914, page 148. The boilers were essentially of a French
type, comparatively small in diameter, 3-ft. 10-in., but with a very large
dome, about 2-ft. 6-in. dia and having a most elaborately moulded sheet iron
casing. The regulator, however, was placed in a separate casing, and was
of the Crampton type, worked by a long rod passing through the dome, sand
box and safety valve casing and base, the lever handle being placed close
to the weather board, but outside, as shown. The boiler tubes were of copper,
as were also the smoke box tube plates. The tanks, which were a most conspicuous
feature, extended right to the front of the smoke box, and the various lines
of rivets, of different sizes and pitches, were very prominent, as were three
test cocks, which were placed about midway, as was usual in French practice.
The two tanks were connected together by a large copper equalizing pipe just
behind the leading wheels. A large cylindrical sand box with vertical valves
was placed about midway on the boiler, and a signal bell worked from the
train communication gear was fixed on the top of the right hand tank. The
motion work was very interesting. The connecting rods were of a most unusual
type. and had a long V-shaped fork at the small ends to take the cross heads,
whilst the big ends were again forked, but at right angles, these forming
the two stud bolts for taking the crank See also letter from
Mernoc on p. 91.
An "Allied" relic on the Ottoman Aidin Ry. 7-8.
illustration
Locomotive built by Dussaud Fréres or Ernest Gouin et Cie of
Paris WN 660 used on construction of Suez Canal; afterwards used on by French
company breakwater and harbour works at Smyna then by a British company on
Smyna to Aidin Railway. From 1905 used to provide power for an air compressor
used in bridge strengthening. Notes suppied by George Willans.
Mishap in India. 8. illustration
Accident caused by a divided train on the Thull Gautt Incline of the
Great Indian Peninsula Ry.
The Sirhowy Railway with some notes on the Sirhowy Tramroad.
9-11. illustration, 2 maps, 2 diagrams
First locomotive supplied to the Tredegar Iron Co. was manufactured
by Messrs Robert Stephenson & Co. WN 16/1829 which was six-coupled shown
as outline drawing in Figure 1. This received the name
Britannia; the next was also six-coupled Hercules and the third
was four-coupled Speedwell. The Tredegar Iron Co. manufactured its
own locomotives between 1832 and 1848: these were six-coupled and were based
on Britannia: they were named Tredegar, Jane, Lord Rodney, Lady
Sale, Prince Albert, St. David, Fanny and Charlotte. St. David is
shown in Fig. 2. The final locomotive was built in 1853:
Bedwellty (and this is shown in a photograph in a partially dismantled
state in Fig. 3. See also page 94
E.L. Ahrons. The early Great Western standard gauge engines. Section
V. 1860-1862. 11-14. 6 diagrams (line drawings: side elevations)
In March, 1860, J. Armstrong constructed at Wolverhampton another
"single" express engine, somewhat similar to, but rather larger than the
preceding engines of the type No. 7 class. The new engine became No. 30 in
replacement of the four-wheels coupled goods engine of the Shrewsbury &
Chester Ry., which exploded at Saltney. No. 30 had 6-ft. 6-in driving wheels,
and cylinders 15-in. by 22-in., and is illustrated in Fig 67. The leading
and trailing wheels were 4-ft. 0-in. diameter. The wheel base was 15-ft.
6-in., 8-ft. 9-in. separating the leading from the driving wheels. The firebox
dimensions differed slightly from those of Nos. 7 and 8, but generally speaking
the boiler was practically of the same size. It had the curious feature of
a manhole cover on the centre of the boiler barrel. No. 30 was not rebuilt,
and ran until 1885, when it was broken up at Wolverhampton. Another very
similar engine was built at Wolverhampton in March, 1860, and numbered 32,
vice "The Flying Flogger" (see page 103, Vol. XX.) relegated to the scrap
heap. As previously stated there may have been some part of the old No. 32
used again, possibly even the old boiler, but as the new No. 32 had a boiler
ii-ft. I-in. by 4-ft. 2-in., this appears to have been larger than that of
the old engine. The new No. 32 was almost identical in appearance with No.
30, and need not be illustrated. The cylinders and wheels were, however,
smaller. The former were I4|-in. by 22-in.; the driving wheels were 6-ft.
2-in., and the carrying wheels 3-ft. I o-in. diameter. The wheel base was
the same as that of No. 30. This engine was broken up in 1875.
At the time that the Birkenhead Ry. engines were added to the G.W.R. locomotive
stock, there were under construction at Swmdon two standard gauge shunting
engines. They did not come out until October, 1860, and received the Nos.
93 and 94, which had previously been allotted to them. They are shown in
Fig. 68, and FIG. 68. were side tank engines with additional tanks under
the bunker. They had the domeless Gooch boilers, and Gooch's link motion,
but instead of " sandwich," they had inside plate frames. The cylinders were
15-in. by 22-in.; coupled wheels, 4-ft. 2-in. diameter; wheel base, 7-ft.
6-in. leading to driving, and 6-ft. o-in. driving to trailing. The boiler
contained 138 2-inch tubes, and had a total heating surface of 806^ sq. ft.,
of which the firebox provided 76^ sq. ft. They were not rebuilt, but renewed
as saddle tanks, with 13-ft. 8-in. wheel base and 15-in. by 24-in. cylinders,
the same as the standard Wolverhampton pattern of saddle tanks, of which
there are a very large number on the G.W.R. No. 93 was renewed in November,
1875, and No. 94 in February, 1877, both at Wol verhampton.
Twelve more sandwich framed mineral engines FIG. 69. (Fig. 69) were built
at Swindon, of which Nos. 119 to 124 were turned out in 1861, and Nos. 125
to 130 in 1862. They were generally of the same design and dimensions as
Nos. 79 to 90 previously described, having i6-in. by 24-in. cylinders and
4-ft. 6-in. coupled wheels. In August, 1877, No. 122, was renewed at
Wolverhampton as a tender engine, exactly as covers. In these engines the
reversing lever was on the left hand side. The cylinders were i6-in. diameter
by 24-in. stroke, and the wheels had a diameter of 5-ft. o-in. Wheel base,
15-ft. 6-in., equally divided. The boiler, ii-ft. 6-in. long by 4-ft. o-in.
dia., FIG. 72. contained 193 2-inch tubes, which gave a heating surface of
1,178.4 sq. ft., and the firebox added 79.3 sq. ft.; total, 1,257.7 sq. ft.
This was a large boiler for the period when the engines were built. The total
weight of the engine was 27 tons 2 cwt. in working order.
All were rebuilt at Wolverhampton, and then became sister engines to Nos.
77 and 78 (see Fig. 44, page 265, Vol. XX). The cylinders were enlarged to
17-in. by 24-in. The boilers, ii-ft. o-in. long by 4-ft. o-in. diameter,
were all different as regards the number of tubes. No. 167, rebuilt 1878,
had 248 if-in. tubes; No. 170, rebuilt 1879, had 250 if-in. tubes; whilst
No. 169, rebulit in 1880, had 185 tubes; and No. 168 in 1883, 186 tubes,
in both engines 2 inches external diameter. All were again rebuilt at
Wolverhampton, No. 167 in 1891, No. 170 in 1894, No. 169 in 1898, and No.
168 in 1899. Nos. 167 and 168 were broken up prior to 1903, and 1904 saw
the disappearance of Nos. 169 and 170.
The patent N.P. pump bucket. 14. diagram.
G.E.R. 14
The engine in the colllision at Ilford on 1 January 1915 was 4-4-0
No. 1813.
Improvements in cells for train lighting. 15-16. 2 illustrations, diagram
Boiler tubes. 6-7.
J. Lynes. The construction and inpection of 10-ton open goods wagons. 17-20. 2 diagrams.
45-ton bogie high-sided wagons, Buenos Ayres Pacific Ry. 20-1. illustration
Built by the Birmingham Railway Carriage and Wagon Co. Ltd and Bristol
Wagon and Carriage Works Co. Ltd to the designs of F. Colin York, Chief
Mechanical Engineer. of the Buenos Ayres Pacific Ry. They had rubber buffer
and draw gear springs.
A drawbar improvement. 21. diagram
John Levick patent ball bearing washers for drawgear.
Examination of engines at loco. depots. 21-2.
Periods set between tests: weekly examinstion of boilers (lead plugs
to be changed every month), gauge and trial cocks, combination injectors,
lubricators, wheels & axles, slide valves, engine bogies, brakes and
tender tanks
Steel passenger coaches. 22
A committee of American car builders reports that steel cars cost
approximately 20% more than wood, but that the cost of maintenance is less.
An enquiry into the painting of steel cars resulted in the building of a
paint oven by the Pennsylvania Railroad, capable of accommodating the largest
passenger car, so that each exterior and interior coat of paint could be
baked. It is 90-ft. 3-in. long, 13-ft. wide, and I5~ft. high; the heating
is effected by steam at 100 psi, and a temperature of over 250°F. can
be obtained. It is a double skinned steel structure, with one end open, into
which the freshly painted car is run. There are 2,000 sq. ft. of surface
in the heating pipes. Not only is the period for drying lessened but the
paint so treated exhibits an improved finish.
Ceylon Government Rys. 22
W. Evetts appointed district loco, superintendent of the Ceylon Government
Rys. at Colombo. Evetts formerly represented Schmidt's Superheating Co. in
India and Ceylon, and previously was chief draughtsman on the Nigerian Rys.
He was also on the C.S.A. Rys. in South Africa, and served his apprenticeship
at Crewe, L. & N.W., and was pupil to J.A.F. Aspmall on the L. &
Y. Ry.
Dememara Ry. 22
D.H.G.D. Whitehouse succeeded C.C. Hawkins as locomotive superintendent
with headquarters at Georgetown, British Guiana.
Result of an avalanch. 2 illustrations.
Engine 2714 (Series C 45, illustrated on page 99 of Vol. XII., Locomotive
Mag.: KPJ inCorrect citation) of the Swiss Federal Railways, the boiler of
which was ruptured by a heavy fall of rock in May, 1912, on the heavy gradients
of the Domodossola-Iselle line between Preglia and Yarzo, near the south
side of the Simplon Tunnel. When the boiler was ruptured, of course, there
was an enormous rush of escaping steam, but luckily the driver and firemen
were uninjured. The damaged plate shown in Fig. 2 was on view last summer
at the Berne Exhibition.
G.E.R. 22
The first of the two new 0-6-2 tank engines is now ready. They are
to be numbered 1000 and 1001. The 1500 class now run up to 1533, and 10 Ib.
more than working pressure, and more are to follow up to 1540. These will
be followed by ten superheater goods engines.
Science Museum catalogue, with supplement. 23
The Director of the has sent us the new catalogue, containing
illustrations of the fine Mechanical Engineering Collection in the Museum
(Part 1). This section refers to steam engines and other motors, locomotives
and railways, mechanical measuring appliances, pumps and lifting machinery,
and power transmission. The catalogue itself comprises 464 pages, with very
full descriptive and historical notes of the machines, models and drawings
in the collection. As is fairly well known many of the machines are shown
in motion daily from 11 a.m. until closing time, the motive power being supplied
by a compressed air service. Many of the models are fitted with self-closing
air valves, by means of which visitors may start them at will
Reviews. 23
Valves and valve gearing. Charles Hurst. Charles
Griffin Ltd.
7th edition
Number 270 (15 February 1915)
Six wheels coupled radial tank engine, G. E. Ry. 25. illustration
Six wheels coupled goods engine, Belfast and County
Down Ry. 29-30. illustration
Built Beyer Peacock to specification of R.G. Miller, locomotive
engineer
Indian ambulance trains. 30-1. 2 illustrations
Three trains formed of modified vehicles assembled at the Lahore Workshops
of the North Western State Railway.
Old Belgian tank locomotives. 31-4. 4 illustrations, 3 diagrams (side elevations)
E.L. Ahrons. The early Great Western standard gauge engines. 11-14. 7 diagrams (line drawings: side elevations)
The Bonnefond valve gear. 42-3. 2 diagrams (including
side elevation)
Fitted to six-coupled engine of the C. de F. de l' Etat and to twenty
two express 2-4-2 locomotives including No. 2609 Patay exhibited at
the Columbian Exposition in Chicago in1893.
The "Rubygage" Indicator. 48. diagram
Water gauge supplied by Ronald Trist & Co,
Underground Electric Rys. of London. 48
As from 25 January the following changes in the Metropolitan District
Ry., London Electric Ry., City & South London Ry., and Central London
Ry. Mr. W. E. Mandelick, in addition to his office as.secretary to
the above Companies, is appointed business-manager, Mr. Z. E. Knapp is appointed
manager for-maintenance and construction to the Companies; Mr.W. E. Blake,
in addition to his position as superintendent of the line to the District
Ry., is appointed superintendent of the line to the London Electric, City
& South London and Central London Rys. in place of Mr. J. P. Thomas,
who has resigned his position with these Companies to become general
superintendent of the London General Omnibus Co., Ltd.
Institution of Locomotive Engineers. 48
Annual General Meeting at Caxton Hall on 12 February 1915
Railway Club. 48
C.J. Allen to speak on The Anglo-Scottish train services on 9
March.
Number 271 (15 March 1915)
2-6-4 tank engines, Great Central Ry. 49.
illustration
Robinson design with leading Bissell truck and 21 x 26in inside cylinders
intended for working coal trains from the Nottinghamshire coal field to Grimsby
and Immingham docks. Fitted with water pick up gear and staem heating for
working heavy passenger trains. See also mechanical
lubricators..
Great Western Ry. 49
New 45XX 2-6-2T compl;eted at Swindon: Nos. 4540-4549. New 42XX 2-8-0T
Nos. 4240 and 4241, 4-4-0 No. 3414 (formerly 3704) named A.H. Mills.
GWR 2-6-0 and 2-8-0 mineral locomotives working through to Southampton over
LSWR with coal trains from Salisbury. New locomotive sheds completed at Westbury
and at Long Rock, Penzance
Combined rack and adhesion locomotive, Nilgiri Section, South
Indian Ry. 50-1. 2 illustrations
Supplied by Swiss Locomotive Co. at Winterthur under supervision of
Robert White, Consulting Engineer: 0-8-2 with four cylinders (working compound
on rack sections). Detailed diagrams on p. 82 et
seq
New passenger locomotives, Midland & South Western Junction Ry.
51-2. illustration, diagram
J. Tyrrell design of 4-4-0m supplied by North British Locomotive Co.
with Ross pop safety valves and Great Western type top feed for water. Gradient
profile of route
Tank locomotive, Wirral Ry. 53. illustration
T.B. Hunter 0-4-4T with 5ft 6in coupled wheels supplied by Beyer
Peacock
Locomotives for ther Bombay Port Trust. 53-4. illustration
Purchase of former L21 class 0-6-0 type from Great Indian Peninsula
Railway: originally built by Neilson & Co. in 1878: former Nos. 400,
418n 50 and 51 became 01-04. They had 17 x 24in cylinders, 5ft wheels,
1089ft2 total heating surface and 21ft2 grate
area.
35 tons self-propelliing steam break down crane, G. N. Ry. 54; 55.
illustration, diagram (side elevation)
Supplied by Craven Brothers of Reddish to the specification of H.N.
Gresley; fitted with a Spencer-Hopwood boiler
The Scotch locomotive and rolling stock industry. 55-6.
State of the Scottish locomotive (North British Locomotive Co. and
Andrew Barclay & Sons) and rolling stock (only Hurst Nelson is mentioned)
in 1914: effects of WW1 and competition for orders with Germany.
The electric locomotives of the New York Central Ry. 56. illustration.
600 volts DC 4-4-4-4
Metropolitan Ry. 56
Introduction of first class cars on the Great Northern & City
Section between Finsbury Park and Moorgate.
Electric traction notes. 57
Chicago, Milwaukee & St. Paul Railway electric locomotives:
4-4-4-4-4-4 weighing 260 tons
[Loetschberg tunnel locomotives: problems]. 57
Vibrartion in rods and crankshafts leading to fractures.
See also letter from P. Weil on p. 139.
Gasoline rail motor for the Union Pacific RR. of America. 57.
illustration
Streamlined railcar built by W.R. McKeen
Tools for a running shed. 58-61. 33 diagrams
South Eastern engine, "Man of Kent". 61-2. 2 diagrams (including side
elevation)
Built by Rennie (WN 19/1843) for the Joint London & Croydon Railways
togeether with WN 20 which became Maid of Kent in the London &
Brighton Railway stock. No. 27 Man of Kernt had novel cylinders fitted
iu 1849 with an extra port which exhausted directly into the chimney (diagram).It
ran in this form for three years. Both engines were 2-2-2.
E.L. Ahrons. The early Great Western standard gauge engines. The West
Midland Railway amalgamated stock. 62-3. 2 diagrams (side elevations)
Based on the Joy Diaries as published
in the Railway Magazine and available in steamindex. Figure 80
shows locomotive A acquired from a contractor in Pontefract which had been
overhauled by E.B. Wilson in Leeds. It was a 2-4-0 with 5ft 6i coupled
wheels. In 1855 Joy converted it into a 2-2-2.
Fire brick arches. 63
If steeped in a strong solution of salt before being installed and
if hard coal is being burnt they will tend to glaze together.
South Eastern & Chatham Railway. 65
Enlargement of Margate West station in preparation for closure of
Margate Sands Section.
The Glenbrook Deviation, New South Wales Government Rys. 64-5. 4
illustrations
Knapsack Viaduct and Glenbrook Tunnel on section which avoided 1 in
30 gradients, zig-zxag and single track of former route into the Blue
Mountains
Panama Pacific International Exhibition. 65
To be held in San Francisco with a 19 inch gauge railway 5½ miles
in length with at least eight Pacific locomotives.
Canadian Pacific Ry. 65
Selkirk Tunnel under construction and 5½ miles in length to be
electrified
Kitchen car, Great Eastern Ry. 66-8. diagram (side elevation in section
and plan)
A.J. Hill design with kitchin in centre and crimson leather seating for first
class and third class on other side.Cooking by oil gas
Correspondence. 68
[Nashua & Lowell RR Lion]. B. Thomas. 68.
illustration
Lion built by Hinkley & Drury of Boston,
Mass.: WN 62/1846. Cylinders 13½ x 20in; wheels: 4ft 6in. Built forPalmer
& Machiasport RR of Maine. In service until 1890. First locomotive was
Phoenix which had been built in England. Second was Tiger also built
by Hinkley & Drury WN 7/1842.
Artistic railway station buildings. 69-70. illustration, diagram,
plan
Elvington station, Derwent Valley Light Railway. Constructed mainly
of concrete and asbestos.
A new system of push button control for wheel lathes. 70-1. 2 illustrations
Shanghai-Nanking Ry. 71.
Ross pop safety valves
[French Government]. 71
French Government placed order with Baldwin Locomotive Works for 100
Pechot type (modified Fairlie)
[Kerr, Stuart & Co.]. 71
We understand that Kerr, Stuart & Co. were building 35 lomotives
for the French Commission
Early Great Western locos, 71
Errata: see page 34
Number 272 (15 April 1915)
Rebuilt mixed traffic engine, London & South Western Ry. 73-4.
2 illustrations
Urie two cylinder rebuild of Drummond four-cylinder design with water
tubes in firebox: 21 x 28in cylinders; Walschaerts valve gear; 6ft driving
wheels; grate area 31.5ft2. Eastleigh superheater.
4-6-0 locomotives, Victoria Government Railways. 74. illustration
Supplied by Beyer Peacock. Class DD. 18 x 26in cylinders. 5ft
13/8in coupled wheels, 1380ft2 total heating surface;
21.9ft2 grate area
Great Western Railway. 74
Scrapped the last 2-2-2 to have survived in service: Nos. 165 and
1128 which had operated on the Oxford to Fairford branch. Other locomotives
withdrawn: 2-4-0 No. 76 Wye and Nos. 197 and 3228 and double-frame
0-6-0 Nos. 83, 87, 472, 476, 477, 688m and 1096. The following 4-2-2 had
been scrapped: Nos. 3006 Courier, 3009 Flying Dutchman, 3027
Worcester, 3045 Hirondelle, 3055 Wilkinson, 3056
Lambert, 3070 Earl of Warwick and 3071 Emlyn. New 2-6-2T
45XX class Nos. 4550-4. 43XX working coal trains through to Southampton in
addition to 26XX and 28XX.
Tunnel locomotive for the New Reynolton Colliery Co. Ltd. 75.
illustration, diagram (side & front elevations)
For work at Begelly in Pembrokeshire. 4ft gauge capable of working
on Saundersfoot Harbour & Railway Co. line. Named Bull Dog. Supplied
by Kerr Stuart & Co. 2ft 6in wheels; 9 x 15in cylinders
Lancashire & Yorkshire Railway. 75
4-4-0 being rebuilt with larger boilers with Belpaire fireboxes and
Extended smokeboxes and Schmidt superheaters, but retaining Joy valve gear
and slide valves. No. 455 was in service in this form.
Great Eastern Ry. 75.
0-6-0 No. 1240 and 4-4-0 No. 1791 fitted with Weir pumps. The haulage
of heavy coal traffic between March and Stratford called for the loan of
locomotives from the LBSCR and Midland Railway. The Edmonton to Cheshunt
Loop had been reopened and was being worked by 1300 class auto trains.
Superheater goods locomotive, North British Ry.
76. illustration
No. 8 illustrated. Cowlairs had constructed Nos. 8, 13, 44, 62, 113,
136, 222, 255, 260 and 261. They had 5ft coupled wheels, 19½ x 26in
cylinders, a total heating surface of 1732.22ft2 inckuding
234.9ft2 superheat; 19.8ft2 grate area and 165 psi
boiler pressure. The numbers were placed on the tenders to assist reporting
to Lothian Control
Highland Ry. 76
Six locomotives were being supplied by Hawthorn Leslie to be delivered
in June. They would be numbered 70-5; have 21 x 28in cylinders, 6ft coupled
wheels, a total heating surface of 1599.6ft2 including Robinson
superheater, 25.3ft2 grate area and patent feed water heater
invented by F.G. Smith, chief mechanical engineer.
4-6-4 tank locomotive, Gold Coast Government Rys. 77
Hunslet Engine Co. with 17x20in cylinders operated by Walschaerts
valve gear, 3ft 4½in coupled wheels, 777ft2 total heating
surface and 142 grate area,
Messrs. C.C. Wakefield. 77
Company's Patent No. 1 Mechanical Lubricator fitted to GCR 2-6-4T
featured in last issue.
All steel cars, Metropolitan District Railway. 78. illustration
Gloucester Railway Carriage & Wagon Co. Ltd to design of W.A.
Agnew chief mechanical engineer District Railway.
The Hedjaz Railway. 79-81. 4 illustrations, map
Damascus to Medina is 830 miles. Non-Muslims not permitted to travel
beyond El Ula. Pilgrim train shown in new station at Damascus. The train
of the Holy Caravan is shown at Cadem station
German railways. 81
Rumours that Prussian State Railways were replacing copper fireboxes
with those of steekl due to a shortage of copper and that the lead from battery
storage cells was beiing removed to manufature munitions
Combined rack and adhesion locomotive, Nilgiri Section, South
Indian Ry. 82-6. 5 diagrams (including plans and elevations)
Description and photographs page 50
E.L. Ahrons. The early Great Western standard gauge engines. 86-8. 5 diagrams (side elevations)
Locking device for valve spindles and crossheads. 88. 4 diagrams
Sand shield for locomotives. 89. illustration
The work and organization of the locomotive, carriage and wagon department of a small railway. 89-91.
Great Central Ry. 91
No. 279, 4-6-0 express goods and fish engine, has been named Earl
Kitchener of Khartoum, and No. 446 Earl Roberts of Kandahar. Both
engines 1A Glenalmond class. There were only two of the American 2-6-0
goods engines in service on this line.
Rhymney Ry. 91
During 1914 three new engines were built by Hudswell Clarke &
Co., Nos. 23, 24 and 25. They were six coupled radial side tanks (0-6-2T)
similar to those built in recent years and having cylinders 18-in. by 26-in.,
coupled wheels 4-ft. 4½-in. and radial 3-ft. 8-in. diameter.
Correspondence. 91-2
Old tank engines of the Western Railway of France. Mernok
The type of tank engines described on page 6 was first introduced
in 1856. and was itself a modification of another type of engine introduced
in 1855. Particulars of the latter are not available, but the 1856 engine
was fully described in Armengaud Ainé's Traité' des Moteurs
à Vapeur, Paris, 1861. Although these engines were, in appearance,
very similar to the one illustrated, there are some differences of details
which it is interesting to follow in studying the evolution of a type of
engine which has been somewhat extensively used. The original engine had
a dome containing a swan-neck regulator operated by a pull rod and bell crank,
This was, I believe, one of the first applications of an arrangement which
was extensively adopted in France until the usual English regulator was reverted
to when compounds were introduced in that country. In the 1856 engine the
steam pipes were. of course, in the smoke box, and the safety valves were
on a small dome on the fire box.
As regards the mechanism, this design was introduced by Buddicom and Gouin,
as early as 1851, in 0-4-2 mixed traffic engines, and appears to be a copy
of the arrangement which had previously been in use on 6-coupled engines
for the L. & N. W. and M. S. & L. Railways. This arrangement of the
cylinders and valve gear has been largely reproduced in France for 2-4-0
passenger and 0-6-0 goods engines. And the forked connecting rods have for
more than 35 years been a feature of inside connected French engines. The
big end, illustrated by your correspondent, was used in the 1856 engines.
I do not know on what authority he says that the valve gear is of the Gooch
type, for in the 1850 engines as well as in the 1877, of which I possess
large drawings, and also in the present 0-6-0 tank engines, which since 1885
have replaced the 2-4-0, the valve gear is of the so-called Stephenson type
with box link, In the 1856 engines, as also in goods and mixed engines, the
pendular link to which the push rod of the valve gear is jointed, was pivoted
to the barrel of the boiler, a reprehensible practice which was done away
with in the later engines, of which I have sectional drawings, dated 1877.
These engines, with which I am well acquainted, were very similar to that
shown in your January issue, but they (and some built or to be built later
on by Kitson) were not fitted with Ramsbottom safety valves, but with one
safety valve on the dome and the other on the fire box. The original engine
of 1856 has only two springs to the four coupled wheels, but later on each
wheel had a spring.
It should be pointed out that the type of tank engines we are considering
has also been adopted by the Nord, but the regulator box and dome were separate
from each other, as was usual on that French line. In every other respect
the engines were similar to those of the Western Railway.
In 1868, the Eastern of France introduced also a similar type on their suburban
lines from Paris-la-Bastille to Vincennes, etc. These engines had smaller
coupled wheels and a different wheel base, but in other respects were similar
to those of the N ord, save that at that time they, had no dome. The design
of the Western of France tank engines was about 1877 modified 'by a pair
of trailing carrying wheels below the firebox.' These engines were still
at work on the Ouest-Etat in i 9! z .
A particular feature of the Eastern engines was that the side tanks did not,
as in the Western engines, rest on the platform, but were supported above
it by brackets, permitting a clear view of the mechanism, which could not
be done in the Western engines, as the tanks not only rested on the platform,
but extended as far as the smoke box front. See also
response
* The writer of the article will perhaps explain this, as the engines ordered
in 1881 from Kitson and, I believe, from an Austrian firm, were not to be
provided with Ramshottom valves.
In 1868, as I well remember, the Eastern of France introduced
also a similar type on their suburban lines
Sirhowy Ry. 92
A correspondent writes that engines Nos. 4 and 5 were built at Vulcan
Foundry in 1871 and 1863 respectively (Makers' Nos. 625 and 504).
Hownes Gill Viaduct, North Eastern Ry. 92. illustration
The History of fhe North Eastern Ry., by W.W. Tomlinson, contains
several unique illustrations. Among these is a view er Hownes Gill Viaduct,
on .the Darlington and Blackhill section near Consett, which the author has
been kind enough to allow us to reproduce. The illustration is taken from
all old photograph in the possession of the North Eastern Railway Company,
and dates from about the year 1858. The old locomotive standing on the viaduct
is probably the Stockton and Darlington Ry. engine Derwent, No. 25,
which is still happily preserved, and stands on a pedestal at Bank Top Station,
Darlington. The Derwent is known to have been employed between Hownes
Gill and' Carr House in 1852, and was also in the neighbourhood of the viaduct
subsequent to 1858. * North Eastern Ry.: Its Rise and Development;
published by Andrew Reid & Company, Ltd., Newcastle-on-Tyne, whose London
agents were Longmans, Green & Co.
London & North Western Ry. 92
C.J. Bowen-Cooke, chief mechanical engineer of the L. & N.W.R.,
informs us that the arrangement of wet sanding apparatus fitted to the engine
Bloodhound, referred to in our issue of March, 1914, was designed
many years ago by one of-the L. & N.W. foremen,
Converted suburban carriages, Great Eastern Railway. 93.
illustration
Four-wheel carriage bodies mounted upon 54ft long bogie underframes
thus reducing dead weight, but not carrying capacity
Novel splice. 93. diagram
Repair of damaged timber pillars in rolling stock
Ediswan electric fans and switches. 93-4. 2 illustrations
Dimmer switches
Electric traction notes. 94
Italian three-phase electrifications.
Approximately 417 miles of track had been equipped and 300,000 horse-power
capacity of three-phase locomotives were already in service or on order.
The electrified portion of the Giovi incline of the Turin and Genoa line
is 14.4 miles long, and has six miles at 1 in 36 although for 1½ miles
it is as steep as 1 in 29. On this line there is practically a 10 minutes
train service. The regeneration of electrical energy when going down grade
has had a considerable influence in the selection of the system. The actual
saving in energy is not however such an important consideration, but the
accompanying braking effect, with a corresponding reduction in brake-shoe
wear, and the reduction of capital expenditure of the power-house are
considerable advantages. Some trouble has however occurred in the working
of the new locomotives, due to the rheostats, and also from the supply of
energy from various sources with different frequencies. Probably the old
steam service will be resumed for a time.
Pennsylvania Railroad
The 21 mile:electrification of the Pennsylvania Railroad's Philadelphia
suburban service (mentioned in this Journal some six months ago) from Broad
Street Station to Paoli is nearly ready for service. This installation was
made to afford relief at the congested Broad Street Station. It is anticipated
that the existing suburban track facilities will be increased ,8 per cent.,
and the total station facilities 8 per cent., due to electrification .
Norlolk & Western Railway
The Norlolk & Western Railway's electrification was in operation.
Each locomotive weighed 270,tons, 220 tons of which were on the driving wheels.
Eleven electric locomotives had displaced 33 steam locomotives. The electric
locomotives haul the heavy coal trains at a speed of about 14 miles per hour,
compared with 7 miles per hour for the Mallet steam locomotives.
Note on old Stephenson locomotive, Sirhowy
Ry. 94.
In the account of the old Sirhowy Ry. which appeared in January issue,
we stated that the old locomotive illustrated by Fig. 1, page, 0, was apparently
provided with separate steam and exhaust valve chests. A correspondent has
pointed out that reference to the original longitudinal elevation of this
engine, preserved at South Kensington, indicates that the valve chests are
really shown in alternative positions; and there was therefore one valve
chest only to each cylinder in the actual engine. We are obliged to our
correspondent for calling our attention to this point.
Reviews. 95
Modern British permanent way. Cecil J. Allen.
Railway News
Outlines chapter contents: notes many illustrations. Reprinted from
a series of articles which appeared in The Railway News, but
the subject matter has, been completely recast and added to in order to bring-
the information to date. So far as we are aware, this book constitutes the
first.attempt to deal with the principles underlying the design of the various
details of which the track is composed, and to describe their manufacture.
It is intended for the use, as a work of reference, of those engaged in the
design of permanent way, and the drawing up of specifications, who are but
imperfectly acquainted with the possibilities and limitations of manufacture.
The first chapters deal with. steel rails, and go exhaustivel)' into the
history and development of rail sections, the chemical composition of rail
steel, and the rolling and inspection of rails. Chapters IV. and V. are devoted
to fishplates and fish bolts ; Chapters VI. and VI: to the design and manufacture
of cast- iron chairs; and Chapters VIll. and IX. to chair keys and fastenings
In Chapters X. and XI. the selection of timber for sleepers, and their
preparation and preservative treatment are gone into; while Chapter XII.
deals with ballast. Chapter XIII. is occupied with descriptions of rail-joints,
creep, and the spacing of sleepers. The second half of the book is devoted
to switches and crossings, of which numerous types are illustrated and described.
Chapters XIV. and XV. deal with switches; XVI. with three-throw switches
and XVII, XVIII., and XIX. with crossings. III Chapter XX. some modern examples
of slip road and scissors crossing construction are given, while XXI. is
devoted to manganese steel points and crossings. Numerous illustrations are
given of the practice of British railway companies, the drawings numbering
150, and in order that these may be as clear as possible, the book has been
made 10 in. by 8 in. These are supplemented by fifty photographs, illustrating
the processes of manufacture.
Oxy-acetylene welding and cutting. Calvin F. Swingle. Chicago: F. J. Drake & Co.
Railway Club. 96.
G.W.J. Potter to talk about Some early railway maps on 11 May
1915.
Number 273 (15 May 1915)
0-8-4 superheater tank locomotive, Great Indian Peninsula Ry. 97.
illustration
North British Locomotive Co. supplied to S.J. Sarjant's requirements
for service on the Ghauts (Ghats) inclines: 1724ft2 evaporative
heating surface plus 436ft2 superheat and 32ft2 grate
area; ft2 22 x 26in cylinders and 4ft 3in coupled wheels
London & North Western Ry. 97
Precursor class 4-4-0 No. 1137 Vesuvius fitted with superheater; No.
1243 4-cylinder compound 0-8-0 converted to simple with larger boiler; Experiment
4-6-0 rebuilt as four-cyliner compound with Marshall valve gear. No. 788,
4ft 6in tank engine fitted with motor gear had its feed pump and condensing
gear removed and an injector fitted
Princess Christian's hospital train. 98-100. 3
illustrations. plan
Twelve coach train built by Birmingham Railway Carriage & Wagon
Co. Ltd. in association with British Red Cross Society and the advice
of Sir John Furley and W.J. Fieldhouse
4-6-0 type engines for the Central Africa Ry. 100. illustration
Supplied by R.. & W. Hawthorn Leslie & Co. Ltd to
requirements and supervision of Gregory, Eyles and Waring consulting
engineers
New Zealand Government Rys, 100
Order pllaced for ten locomotives from Baldwin Locomotive Works costing
£3229 each as compared with £4780 from lowest British bidder
The Ottoman (Aidin) Ry. 101-2. 2 illustrations
Locomotives: 0-8-2T supplied by Robert Stephenson & Co. Ltd (three
supplied in 1911) and 0-6-02T for suburban traffic in Smyrna. At time traffic
interupted by Dardanelles campaign during WW1.
Darjeeling Himilayan Ry. extensions. 102-3. diagram
4-6-0 tender locomotives for working Kissengunge-Motigora section
which ran alongside the frontier with Nepal. The branch of 17.5 miles up
the Teesta Valley was incomplete due to the lack of bridging materials.
New workshops at Tindharia. Diagram shows mail train for the Darjeeling
trains.
Cusack & Morton's patent superheater. Midland Great
Western Ry. 103-5. 2 illustrations, 2 diagrams.
Fitted to 0-6-0 No. 99 Cambria: includes notes of performance
by this locomotive between North Wall and Mullingar on fast freight
train.
North British Ry. 105
Six Wheatley 2-4-0 of the 418 had been rebuilt for second time at
Cowlairs Works with new boilers and square cabs: Nos. 429, 1239, 1245, 1246,
1247 and 1249. No. 359 Dick Hatteraick, non-superheated Scott class
had been fitted with a Weir feed pump and feed water heater and a Wakefield
mechanical lubricator. See also NBR
Study Group J. No. 25 page 50.
2-8-0 locomotive, series 745, Italian State Railways. 105-8. 3
illustrations, 2 diagrams (including side elevation)
Inside cylinders activated by external valve gear and valves; special
strong crank axle with Frémont crank discs and modified Zara trucks.
Locomotives were intended for fast freights carrying perishable goods and
required light axle loads..
E.L. Ahrons. The early Great Western standard gauge engines. 108-10. 7 diagrams (side elevations)
The Cork and Muskerry Light Railway. 110-13. 6 illustrations
The work and organization of the locomotive, carriage and wagon departments
of a small railway. 114-16. 4 illustrations
Lathes: semi-automatic capstan; arrangement for making locomotive
stays and apprentice. Beyer Peacock link grinding machine
Great Eastern Ry. 116.
Two bays of a new carriage paint shop at High Meads, Statford
had been completed
A. Stock. Forging and smithing. 116-18. 3 diagrams
South Manchurian Ry. 118
First standard gauge locomotive to be designed and built by Japanese
engineers at Shahokou near Dairen: five further were in hand plus six tank
engines for the Korean Government Rys.
South Eastern & Chatham Ry. 118
Hull & Barnsley 0-6-0 goods engines weere working on loan.
Audible signals for railways. 119. 2 illustrations
Parker patent fog signal place manufactured Mackenzie & Holland
Ltd
Great Eastern Ry, staff changes. 120
As from 12 April several alterations were made in the duties
of various officials of this line. A.J. Hill, locomotive engineer, gave up
the supervision of the drivers, firemen and running staff generally, and
was designated Chief Mechanical Engineer. F.V. RusseIl, of the locomotive
department, had been appointed head of the operating or A section of the
Chief· Traffic Manager's department with the title of Superintendent
of Operation having charge of all matters relating to the movement of the
traffic, under W.C. May. the Chief Traffic Manager. He controlled the operating,
coaling, watering, oiling, cleaning. etc., of locomotives, carriages, wagons
and motors. the compilation of time tables, train control, etc., his staff
consisting of drivers, firemen, cleaners, guards, signalmen, etc. T.W. Watts,
Goods Manager of the Ipswich district, put in charge of section B of the
Chief Traffic Manager's department, with the title of Commercial Superintendent;
dealt with all commercial matters, goods and passenger, including season
tickets, and his office was at Liverpool Street station. H. Wilmer, formerly
designated engineer, was now called Chief Civil Engineer..
Number 274 (15 June 1915)
Superheated goods engine with feed water apparatus, Great Eastern Ry.
121. illustration
Hill F 48 class 0-6-0 (No. 1240 illustrated) modified with Weir feed
water heating
The Gretna railway accident. 121-2.
Account written and published before the full extent of the disaster
known and contains several errors: notably Meechan rather than Meakin (the
man who had failed to place a collar on the signal lever and had coerced
in the irregular end of his shift and Tinsley taking over); also Quintin's
Hill rather than Quintinshill
Converted superheater 4-4-0 express engine, L. & S.W.R. 122.
illustration
No. 464 illustrated: equipped with extended smokebox and Estleigh
superheater and Drummond water-tubes in firebox removed by Urie
London & North Western Ry, 122
A new series of George the Fifth 4-4-0 would be started at Crewe Works.
Precursor 4-4-0 No. 1617 Hydra had been fitted with a superheater
and piston valves; and the steam brake had been removed. No. 1710, a 4-6-2T,
had been fitted with a superheater. 8ft 6in single Cornwall had been
fitted with an injector in place of the vacuum pump. 4ft 6in tank No. 1365
had been adapted for motor train working. One of the 0-4-2 crane engines
had been fitted with a cab similar to that on No. 3001.
Express goods engines, G. N. R. 123. illustration
No. 73 illustrated: notes 5ft 8in coupled wheels and impressive size
of 0-6-0
North Western State Railway (India). 123. illustration
2ft 6in gauge 2-4-2T locomotives built by W.G. Bagnall Ltd. for the
Coronation Durban Camp at Delhi in 1911 being transported to Bombay for use
as part of the WW1 War effort
Obituary. 123
E.J. Dunstan died in 1915 aged 51. Locomotive Superintendent of the
Shanghai Nanking Railway. Formerly with the locomotive department of the
London & South Western Railway at Exeter and Nine Elms.
Somerset & Dorset Ry. 123.
Six 2-8-0 locomotives built at Derby numbered 80-5 were working into
Bath.
2-6-4 tank locomotive, Eastern Bengal State Ry. 124. illustration,
diagram (side elevation)
Kitson & Co. Ltd of Leeds supplied four inside-cylinder engines
with 5ft 1½ coupled wheels; 20 x 26in cylinders, total evaporative heating
surface 1086.77ft2 plus 218.4ft2 superheat. Belpaire
firebox. Grate area 25.3ft2.
Jubilee of the Highland Ry. 124
Act of Parliament 29 June 1865.
4-6-4 tank locomotive for suburban service, Grand Trunk Ry. of Canada.
125-6. illustration, 4 diagrams (including side elevation)
For suburban services from Montreal Bonaventure station to St. Henry,
Lachine, Pointe Claire, Vaudrieul et St. Hyacinthe six locomotives supplied
by Montreal Locomotive Works with a boiler with a Gaines combustion chamber
and a Security brick arch to enhance heating efficiency and smoke conbustion.
Baker valve gear, special valve stem guides and tail rods.
E.L. Ahrons. The early Great Western standard gauge
engines. Section VI Oxford, Worcester and Wolverhampton Ry. 127-9.
5 diagrams including 4 side elevation drawings
Two goods locomotives were borrowed from the Manchester, Sheffield
& Lincolnshire Railway, namely Castor and Pollux. These
were Sharp Stewart products and when returned the MSLR sold two Robert Stephenson
& Co. 0-6-0 WN 835 and 837 which became OWWR Nos. 37 and 39 and
GWR 237 and 238 (Fig. 93). They had 18 x 24in cylinders, 120 psi boiler pressure
and a bridge within the firebox to accommodate the rear coupled axle: this
made firing difficult and creeated maintenance problems. No. 237 was
rebuilt as an 0-6-0T (Fig. 94) and there were major changes to the boiler
dimensions. No. 238 was scrappped In December 1855 two E.B. Wilson WN 466/7
2-4-0 were purchased. These had 6ft 6in coupled wheels and 16 x 22in cylinders.
Fig. 95. They were virtually identical to two NER locomotives. These were
never liked by the men on the OWWR as "they would not run": the similar NER
locomotivves did very good work. No. 189 was modified with smaller (5ft 9in)
coupled wheels. In this state Ahrons saw it being broken up at Swindon. Notes
that David Joy took over control of the locomotives from C.C. Williams, a
cotractor who had previously controlled them. Two large Jenny Linds were
bought in 1856: E.B. Wilson WN 558 and 559, given OWWR Nos. 42 and 56, then
WR 207 and 208: one was known as Will Shakspere.
All steel cars. 127
The Pennsylvania RR was tyhe first to adopt all-steel construction
for its rolling stock and had built an all-steel caboose for freight trains
at Altoona. "We understand" that the LSWR is to build an all-steel trainn
for the Bournemouth expresses at Eastleigh.
Recent electric locomotives on the Italian State Rys. 129-30. 2
illustrations
Single phase at 15 cycles/second 3000 volts locomotives: one 0-10-0;
the other 2-6-2; capable of regenerating power.
The Highland Ry. and its locomotives. 131-4. 5 illustrations
279 mile main line from Perth to Wick with branches to Keith and to
Kyle of Lochalsh.. Formed of line from Inverness to Nairn opened 5 November
1855 and then outlnes the following history. Photographs of bridge across
the Spey at Orton, Thurso station. Perth engine shed, Divie Viaduct and the
opening of the Duke of Sutherland's Railway at Dunrobin
A. Stock. Forging and smithing. 134-6. 4 diagrams
Manufacture of buffers, drawbar hooks, cradles for drawbars and notes
on welding.
Continuous brakes on goods trains. 136-8
The United States (USA) was the first to adopt contnuous brakes and
did so in conjunction with automatic couplers. Critical of Australian application
of air brakes tio freight wagons whilst retaining loose couplings; and critical
of India for retaing vacuum brake in combination with automatic
couplers
Small power hammers. 138-9. illustration
Belt driven: illustration of Atlas hammer manufactured in
Keighley
Correspondence.
[Trouble with the Loetschberg Locos].P. Weil.139
Re the trouble with the Loetschberg Locos., it would appear that the
real reason why the sort of trouble described does not occur in steam locos.
is that when the connecting and coupling rods are on their dead centres,
i.e., when the cranks are in line with the said rods, no rotattonary drivz'ng
effort is exerted on the crank pins. This is the great outstanding difference
between the rod and crank drive of steam locos. and that of electric locos.
of the jack-shaft type. In the latter, both the motor to jack-shaft driving
rods, and the jack-shaft to drivzing-wheels coupling rods are subjected to
a rotationary driving effort when on their dead centres, and it requires
no explanation for engineers to perceive at once that this is bound, sooner
or later, to cause trouble, since the crank-pin at one end of the rod is
being driven round whilst the pin at the other end of the rod tends to remain
at rest, so that the rod tends to pivot about the second pin without driving
its crank. The worst case in point is a vertical motor to jack-shaft drive,
as exemplified in the 4-4-2 electric locos. at Dessau-Bitterfeld (Prussian
State Rys.), and it is certainly a wonder that such a thoroughly unmechanical
job was ever allowed to leave the shops. To expect success was naive, to
say the least. A certain, but only slight, degree of improvement is attained
by adopting an oblique drive for motor to jack-shaft, but it would appear
to me, speaking as a perfectly impartial and disinterested engineer, that
the only practicable crank and rod drive for electric locos. is the Kando
drive employed on the Valtellina and Simplon tunnel locos., viz.: two motors
and a triangular frame with slotted lower apex driving the crank-pin of the
driving-wheel in a horizontal direction only. This approximates most closely
to the steam loco. drive, and, as far as I am aware, no trouble of the kind
mentioned has been experienced on the two railways in question. The opinion
of experienced experts would be interesting and worth having, as this is
undoubtedly a question of the highest importance.
Old Western Railway of France engines. Writer
of the article.. 139-40
Re letter from our old centributor "Mernok" on the above subject.
His communications, which have not been too frequent of late, are always
very interesting and full of information. I must, however, state that he
is completely in error as regards the safety valves on the Kitson engines.
As stated in the January article, the engines were to the Railway Co.'s drawings,
the Webb type of Ramsbottoni valves on the firebox being the only variation.
They most certainly had no spring balances' either on the firebox or the
dome at the, time they were built and delivered. The writer had frequent
opportunities of seeing these engines when under construction, and can positively
state that they were as shown on the illustration. Of course it is quite
possible that the Webb valves may have been removed, and others of the spring
balance type substituted after' the engines were put in service, so as to
bring them into line with the older classes. I am rather inclined to think
that the Kitson engines were the first to be fitted with the Webb valves,
probably as an experiment, as also the Gooch, valve motion applied to them.
You will find some further particulars of these engines in The Engineer,
Vol. LIV.,.page ,2, 7 July 1882. About 1883·a Webb compound engine was
sent out from England for trial on the Western Railway, which was, I believe,
supplied by Sharp, Stewart & Co, and then ensued a, regular, epoch of
Anglo-French design, commencing with some very pretty six-coupled goods engines,
with outside cylinders and Walschaert valve gear .. Then the Fives-Lille
Co. built some four- coupled passenger engines with outside cranks and Allan's
valve gear. These were followed by' the exceedingly neat six-coupled tank
engines, illustrated in this paper, 7 Feb.
1'903, and also by the Fives-Lille Co. Then there was the fine express
engine, No. 951, built atthe Batignolles works, which was fitted with Gooch's
valve motion. This engine, which,' was very' -English in appearance, was
illustrated in Engineering, 1 June 1890. All these had Webb
valves.
Mechanical lubricator for locomotives. 140. diagram
Stone's mechanical lubricator
Rolling stock of the Loetschberg Ry., Switzerland. 141-4. 5
illlustrations
Corridor stock for three classes and bogie luggage van; also four-wheel
first class coach for local services
Number 275 (15 July 1915)
New tank engines, Furness Ry. 145-6. 2 illustrations
4-4-2T: No. 38 and 0-6-0T No. 51 illustrated.
Calcutta-Madras Mail trains, Bengal Nagpur Ry. 146. illustration
Four-cylinder de Glehn compound 4-4-2
Hull and Barnsley Ry. 146
Ten 0-6-0 ordered: five from Yorkshire Engine Co.; five from Kitson
& Co. Ltd: latter fitted with Schmidt superheaters.
4-6-0 express locomotive, New South Wales Government Railways. 147-8.
illustration, diagram (side elevation)
Designed by E.E. Lucy, Chief Mechanical Engineer. NN class. Belpaire
boiler. Built Eveleigh Works. Designed for 784 miles Sydney to Albury round
trip.
London & North-Western Ry. 148.
New George the Fifth 4-4-0: Nos. 363 Llandudno, 789
Windermere, 984 Carnarvon. Five further Precursor type modified
with superheaters and piston valves.
Oil as fuel on locomotives. 149-53. 6 illustrations, 3 diagrams.
E.L. Ahrons. The early Great Western standard gauge
engines. Section VI—Oxford, Worcester, and Wolverhampton Ry. 155-7.
6 diagrams (side elevations)
Fig. 97 shows 0-6-0BT built by E.B. Wilson RN 47-50; GWR 231-4. Ahrons
considered that of a type supplied to collieries in North of England and
also exported to Belgium, but otherwise not used on main line railways. Fig.
98 shows a very light 2-2-2WT, one of two supplied Stephenson & Co. in
1859: WN 1197-8 which carried WMR RN 52-3 and became GWR 223-4. They
had commodious cabs, dome covers of a type fitted to locomotives supplied
to Egypt; 12 x 20in outside cylinders; 5ft 6in driving wheels and
689ft2 total heating surface. No. 52 was originally named Ben
Johnson and worked the Chipping Norton branch. No. 53 was known by the
staff as Mrs Johnson. Fig. 99 shows one of the two Matthew Kirtley
Derby-built 0-6-0 engines acquired by the OWWR in April 1860 and numbered
54 and 55, subsequently GWR Nos. 280 and 281. Two 0-6-0 were supplied
by Kitson in 1860: these were similar to Sacre locomotives on the Manchester,
Sheffield & Lincolnshire (Fig. 100). Two Stephenson WN 1328-9/1860 were
RN 58/9,m subsequently GWR 294/5. No. 295 was broken up in 1883 but No. 294
"like Charley's Anvil was still running" as No. 47. Figs. 101 and 102 show
as built and as perpetuated.
Number 276 (14 August 1915)
New passenger enginesGreat Northern Ry. of
Irealnd. 169-70. illustration, diagram (side elevation)
Glover 4-4-0 Class U built by Beyer Paecock built for
Dundalk-Enniskillen-Bundoran and Omagh services
Converted locomotiveBeira, Mashonaland & Rhodesian
Rys. 170-1. 2 illustrations, diagram (side elevation)
4-8-0 converted to 4-8-2T for shunting: work done at Umtalia Workshops
under direction of W.J. Hosgood.
Superheater goods locomotive—Hull & Barnsley Ry. 172. illustration,
diagram (side elevation)
Class LS 0-6-0 supplied by Kitson & Co. to requirements of Matthew
Stirling, locomotive engineer.
The Highland Ry. and its locomotives. 173-5. 5 illustrations
Russian past and present 176-80. 7 diagrams (including 3 side elevations)
See letter from W.T. Hoecker in Volume
38 p. 380
E.L. Ahrons. The early Great Western standard gauge
engines VII. The Newport, Abergavenny and Hereford Railway. 180-2.
7 diagrams (side elevations)
Owned 4 tender passenger locomotives; 17 tender goods locomotives;
2 heavy banking locomotives; and 3 miscellaneous locomotives. Fig.
104 shows Dodds & Co. of Rotherham 0-4-2 No. 20 which became West Midland
Railway No. 90 and GWR No. 194 which added a saddle tank in 1872. No. 21
was an 0-4-2 but was rebuilt as an 0-4-0ST at the Newport Works under the
superintendence of Macdonald in 1860. It became WMR No. 91 and GWR No.
195. 0-4-2 No. 22 became WMR No. 92 and GWR No, 227. It was fitted with
an injector in 1861 whilst at Pontypool Road, the first WMR locomotive to
be so fitted. In was sold to the Bishop's Castle Railway in 1870. The goods
locomotives were built by E.B. Wilson (Fig. 107). They had a a strong influence
of Archibald Sturrock 0-4-2 bult for the GNR. The two banking locomotives
were built by E.B. Wilson WN 512 and 513 (Fig. 108) were 0-6-0 tanks with
the water underneath and at the rear. They were originally Nos. 7 and 8 and
intended for the Llanhilleth branch. They became WMR 77 and 78 and GWR Nos.
235 and 236 and banked coal trains at Pontypool Road. The four 2-4-0 passenger
engines: E.B. Wilson WN 491 WMR RN 190; WN 501 RN 192; WN 545 RN 193. There
is iuncertainty about their original running numbers, but they were named
Antelope, Elk, Gazelle and Reindeer: they were rebuilt at
Wolverhampton in the 1870s and around 1890. Figs. 109 and 110 shows them
after rebuilding.
A. Stock. Forging and smithing. 182-4.
The work and organization of a small railway. 184-5.
Number 277 (15 September 1915)
New tank engines, L. B. & S. C. Ry. 193. illustration
Five six-coupled side tank engines (0-6-0T) were additions to the
locomotive stock of the L.B. & S.C.R. The first of these, No. 105, was
finished, and is illustrated in the accompanying photograph, for which we
are indebted to L.B. Billinton, Locomotive Engineer of the L.B.. & S.C.R.
These engines are identical with the first five of the series, Class E2,
one of which was illustrated and described
in our issue of September, 1913, with the following exceptions: -The
side tanks have been carried forward, thus giving a water capacity of 1,256
gallons, as compared with 1,090 gallons for the earlier series. The frames.
have been lengthened slightly, the length over buffers being 33-ft. 3-in.,
while the .total weight in full working order is 53 tons 12 cwt. The engines
were being built at the Brighton Works.
London & North-Western Ry. 193
The latest engines of the 4-4-0 George the Fifth type built at Crewe
were Nos. 1086 Conway, 2106 Holyhead and 2370 Dovedale
and completed a series of ten engines, all running: they were provided with
the vacuum brake only. No. 8 was first of a new series of 0-8-2 shunting
tanks put in hand at Crewe. Another of the 4-ft. 6-in 2-4-2 passenger tanks
had been adapted for motor train work, No. 2514. This engine could be so
used when running either way. No. 1638, one of the original non-superheater
4-6-2 tanks, had been provided with the Schmidt superheater and piston valves.
Two further 5-ft. compound goods engines (1400 class) had been withdrawn
from service, Nos. 173 and 2063.
Great Western Ry. 193
A new engine shed was opened in June at Ebbw Junction, Newport (Mon.),
to replace the old shed at Newport (High Street). The 4-4-0 engine BruneI
had number changed from 16 to 4169. New engines of the 4301 class, 2-6-0:
Nos. 4366 and 4367.
Midland Ry. 193
No. 1003 (late No. 2633) one of the five original three-cylinder compound
engines put into service by S.W. Johnson in 1901, had the cut-away splashers
and larger cab, and was similar in every respect to the later Deeley design.
The work of equipping superheaters to the older 4-4-0 locomotives was still
proceeding at Derby, and one of the latest to be so treated was No. 711,
statioried at Kentish Town. There was at Derby an old Kirtley double-framed
2-4-0 passenger engine, which has never been re-numbered, and still bore
the number 500a. It was painted black, and when last seen by our correspondent,
was in a somewhat dilapidated condition, bemg minus coupling rods and having
a tender belonging to one of the old double-framed 0-6-0 engines.
Great Central Ry. 193
The latest 2-6-4 tanks bore Nos. 336-9, and were painted the standard
black colour. Engines previously having fhese numbers were now on the duplicate
Iist, and had the letter B affixed to them. The large 2-8-0 mineral engines
were working. through to London with heavy coal trains.
Great Northern Ry. 193-4
The 0-4-4 bogie tank engines, Nos. 822, 828 and 939, have been rebuilt
with new boilers with domes. No. 1115, one of Ivatt's earlier goods engines
of 1899, had been rebuilt with a large boiler similar to I163. The four 0-6-0
express goods engines, with 5-ft. 8-in. wheels, Nos. 1 to 4, which had been
stationed at Colwick for some years, to work the express goods trains to
Manchester had been removed, Nos. 1, 2 and 3 to London, and 4 to Manchester.
Nos. 5 and 6 of this class remain at Colwick. For. the London express goods
trains three of the 1630 class (2-6-0) were stationed at Colwick, and the
great majority of' the new 0-6-0 superheater engines, Nos. 561 to 589, for
the coal trains. In 1902 ten Stirling 0-4-2 mixed traffic engines were rebuilt
by Mr. Ivatt with domed boilers, and for many years these were the only engines
of the class to be so treated, but Nos. 582a and I04 of the same class had
been similarly rebuilt. No. 1315, 4-4-0, of the 1071 class, had been rebuilt
with a large boiler Most of the 2-4-0 engines borrowed by the S.E. &
CR had been returned to the Great Northern.
North-Eastern Ry. 194
Two electric locomotive: commenced to run betweer Shildon and Newport
as from 1 July with mineral traffic for Middlesborough.
Federated Malay States Rys. 194
A.W.S. Greame Manager of the· Inverurie Shops of the Great North
ol Scotland Ry., appointed Deputy Locomotive Carriage & Wagon Supt. of
these railways, with headquarters at Kuala Lumpur.
Combined shunting & crane loco, Great Indian Peninsula Ry. 194.
illustration
For use at the new carriage works at Matunga near Bombay, the Great
Indian Peninsula Ry procured a combined shunting and crane locomotive. By
the courtesy of th: builders, the Vulcan Foundry, Ltd., of Newton le-Willows;
we are able to illustrate the engine It is of the six-coupled side tank type,
with outside cylinders, having slide valves actuated by Walschaert valve
gear. The jib of the crane was. pivotted on the bunker, giving a very good
weight distribution.
Rebuilt express engine, London & S.W. Railway. 195.
illustration
No. 421 rebuilt by Urie with a superheater, but retained its slide
valves and 16 x 26in cylinders. 175 psi boiler pressure. 1154ft2
evaporative heating surface plus 195ft2 ssuperheater. Sight feed
lubricator and tube cleaner fitted. The engine had 6ft 7in coupled wheels
and had been involved in Salisbury accident.
Stowe Hill accident, L. & N.W.R. 195.
Saturday 14 August 1915: the right hand coupling rod broke on locomotive
No. 1489 Wolfhound when hauling the 08.45 express from Birmingham
and this fouled the 08.30 express from Euston double headed by 2-4-0 No.
1189 Stewart and 4-4-0 No. 1974 Euryalus, both of which were
derailed. Ten passengers were killed and twenty were injured.
Glasgow & South Western Ry. 195.
Six new express 4-4-0 engines had left Kilmarnock Works: Nos. 137,
138, 139, 140, 151 and 152. They had 19½ x 28in cylinders and 6ft coupled
wheels.
The Ravenglass and Eskdale Ry. 196. 2 illustrations
The former 3ft 6in gauge railway had reopened on the 15 inch gauge
as far as Muncaster. The photographs show the disparity between the Bassett
Lowke Atlantics and the rails and in one photograph the former rolling stock
is still visible.
The Shanghai-Nanking Ry. 197-9. 4 illustrations, diagram (side &
front elevations)
Opened 28 March 1905: ran along Yangtse River Valley. Standard
gauge. Used flat botom rail, Table lists four main classes: 4-6-2T, 4-6-0,
4-4-0 and 2-4-2T (side & front elevation diagrams for last).
Gt. Eastern Ry. 199
4-4-0 Nos. 1896 and 1898 rebuilt with Belpaire boilers with Robinson
superheaters, new cabs and with vacuum brake removed. No. 1021 had been fitted
with a boiler with dome near to the chimney off a 2-4-0 tender engine
E.L. Ahrons. The early Great Western standard gauge
engines VIII.— West Midland Ry. 200-1. 5 diagrams (side
elevations)
Twelve Matthew Kirtley 0-6-0 were supplied by William Fairbairn &
Son of Manchester of type supplied to the Midland Railway: running numbers:
60-7; 70; 97-9. GWR Nos. 282-92. They had 5ft 2in wheels, later reduced to
5ft by GWR and 16 x 24in cylinders. Fig. 100 shows one
in its original state and Fig. 111 as running on GWR. They worked at Worcester
and were broken up at Swindon between 1883 and 1887. In 1864 two Beyer
Peacock 2-4-0T WN 205 and 238 were purchased and received Numbers 68/9,
subsequently GWR 225-6. They had 15 x 20in cylinders, 5ft couplred wheels;
820ft2 total heating surface; they worked on the line from Honeybourne
to Stratford-upon-Avon and between Malvern Wells and Worcester. Beyer Peacock
supplied 2-2-2 WN 245-50 with 6ft 6in driving wheels; 16 x 20in cylinders
and 1035ft2 total heating surface; WN 245-50. They became WMR
Nos. 100-5 and GWR Nos. 209-14. They worked fast trains between Wolverhampton,
Worcester and Oxford over the West Midland route. Fig. 114 shows Beyer Peacock
supplied 2-4-0 WMR Nos. 1006-111, subsequently GWR Nos. 196-201 which worked
between Wolverhampton and Worcester, and Hereford and Newport. They had 6ft
coupled wheels and 16 x 20in cylinders. Fig. 115 shows Wolverhampton rebuilds
of Nos. 196 and 200 which were fitted swith slightly larger bouilers.
The Rhymney Ry. and its engines. 201-2. 2 illustrations
(line drawings)
Painted Brunswick green. 120 locomotives excluding duplicates. Freight
locomotives were fitted with Eames non-continuous vacuum brake. Vulcan Foundry
supplied 0-6-0 Numbers 1 to 6 in 1857. These had 16 x 24in cylinders,
14.5ft2 grate area and 1106ft2 total heating
surface. They were reboilered, fitted with Ramsbottom safety valves and cabs
in place of weatherboards.
H.T. Wright. Piston speed in relation to train speed. 203-4. 2
diagrams
Makes extesive use of Dalby's
ICE Paper 3577
Locomotive crank axles. 204; 205. diagram, table
Dimensions given for many companies.
A. Stock. Forging and smithing. 206-8. 3 diagrams
Bell cranks, cost of stamping in dies, Brett's steam stamps, heating
of steel, tempering
Highland Ry. 208
Branch line from Keith to Buckie and Portessie closed to all traffic
on 7 August 1915
The fire protection of trains. 208-11. 4 illustrations, 2 diagrams
Includes diagram of a firefighting locomotive and a magnifiscent motor
road fire engine for Southampton Docks, London & South Western Railway;
also collapsible buckets and chemical extinguishers..
Lancashire & Yorkshire Ry. ambulance train for the Continent.
212-15. 5 illustrations, plan
The plan is spread over more than one page.. Train extended to sixteen
coaches. Illustrations include exterior (painted khaki); and interiors of
pharmacy, kitchen and ward cars with cots raised and lowered
Great Northern Ry. Cuffley to Stevenage new line.
215. illustration
Article on contractors' locomotives for this
line see Volume 20 p. 240. Illustration of 0-4-2
narrow gauge locomotive working on section north of Hertford near short tunnel
just after crossing of River Bean. Ponsbourne Tunnel had been
completed.
[Periscope to assist signalmen]. 215
Rose Street Junction signal cabin, Inverness, was fitted with a periscope
to enable the signals to the north to be seen.
London & South Western Ry. 215
New concourse opened. In a prominent position one of the original
Bodmin & Wadebridge Railway was displayed on its original stone block
permanent way
Number 278 (15 October 1915)
Great Northern Ry four-cylinder engine No. 279.
217-18. illustration, diagram (side elevation)
Gresley rebuild of Ivatt 2-cylinder locomotive with 15 x 26 in cylinders;
the inside cylinders being actuated by rocking shafts from the outside
Walschaerts gear
Tank locomotive (2-ft gauge) for the Metropolitan Water Board. 218-19.
illustration, diagram (side & front elevations)
Kerr Stuart 0-4-2T to work system at Hampton-on-Thames which had steep
gradients and sharp curves. Locomotives were named Sunbury (illustrated),
Hampton (shown in diagram) and Kempton
Pechot locomotives for France. 220. illustration
100 being supplied by Baldwin Locomotive Works. Design introduced
in 1888
Obituary. 220,
Malcolm G.S. Blane killed in action in France on 25/6 September 1915.
Educated at Eton College and Christ Church, Oxford. where he graduated in
engineering science. He served in the Cameron Highlanders and died aged 22.
His knowledge of the Highland Railway found expression in the serial articles
published in the Locomotive Mag.
The Highland Ry. and its locomotives. 229-32. 4 illustrations, diagram (side elevation)
Number 279 (15 November 1915)
Closing of the Redruth & Chacewater Railway. 243. illustration
Illustration of 0-6-0T Miner. Smelter and Spitfire
are also mentioned: all were supplied by Neilson & Co.
London & North Western Ry. 243-4
The following additional 0-8-2 shuntring tank engines had been turned
out from the Crewe Works: Nos. 58, 482, 563, 736, 1090, 1124, 1414, 1514,
1515 and 2277. Except for not being lined out, these engines were finished
in the usual style with the letters "L.N.W.R." on the tank sides. A new feature
was that the number plates were of cast iron instead of brass. No. 2510 was
the latest 4-ft. 6-in. 2-4-2 tank to be adapted for motor work. Several of
those previously converted have recently had the condensing apparatus removed.
Of the twenty 4-6-0 passenger engines then building by the North British
Loco. Co., the first five should bear the Nos. 136 Minerva,
173 Livingstone, 257 Plynlimmon, 446 Pegasus, and 1749
Precedent. Besides those under construction at Glasgow, a new series
of 4-6-0 Prince of Wales passenger engines will shortly be put in hand at
Crewe. See also page 268. Recent withdrawals include
Nos. 482 Pegasus 6-ft. 6-in. Jumbo) and 736 Menmon (6-ft. Jumbo).
Amongst others of this class to be withdrawn were Nos. 90 Luck of
Edenhall and 1515 Milton. Curved splash-guards were being fitted
to the front of all large passenger engines, the latest to be so treated
being Nos. 1452 Bonaventure (4-6-0), 2495 Bassethound (4-4-0),
and 1509 America (4-4-0). Latest Webb four-cylinder compounds to be
converted to simples were Nos. 1945 Magnificent and 1948
Camperdown," with cylinders 18½-in. by 24-in.
Lancashire & Yorkshire Ry. 244
The first railway in Iceland. 244. illustration
About 6 km long, 90 cm gauge designed to convey materials to harbour
works in Reykjavik. Two 0-4-0Ts named Minor and Pioneer built
in Germany by Arnold Jung & Co. in 1892. Railway opened on 17 April
1913.
Some past and present Russian locomotives. 245-8
Continued from Page 180.
Number 280 (15 December 1915)
New locomotives, Metropolitan Ry. 265. illustration
Built by Yorkshire Engine Co., 0-6-4T designed by C. Jones . No. 94
Lord Aberconway illustrated.
New tank locomotives, Great North of Scotland Ry. 266. illustration
Manning Wardle 0-4-2T for work in Aberdeen harbour.
Tank locomotive for the Indian Public Works Department. 266. illustration
Narrow gauge (2-foot) 0-6-0T tank locomotive, one of three constructed
by the Yorkshire Engine Co., Ltd., Sheffield for the Public Works Department
of the Indian Government. The cylinders were outside 8½-in. diameter
by 12-in. stroke and driving on to the trailing pair of wheels. The six coupled
wheels were 24-in. diameter, with a total wheelbase of 4-ft. 6-in. Walschaerts
valve gearused. The heating surface of the tubes was 272.3
ft2., and of the firebox 25.1
ft2., so that the total heating surface 297.4
ft2. The grate area is 4.2
ft2. The working pressure is 160 psi.
4-4-0 express locomotive, Eastern Bengal State Ry. 267. illustration, diagram
(side elevation)
Rendel, Palmer and Tritton, Consulting Engineers for the Indian State
Rys., for the standard 4-4-0 superheater express engines of the Eastern Bengal
State Ry. (No. 404 illustrated). This particular engine formed part of an
order for six built in 1914 by Vulcan Foundry, Ltd., four of which were fitted
with the Schmidt and two with the Robinson " superheater. The boiler was
Belpaire type, and carried a working pressure of 160 psi. Coupled wheels
6-ft. 2-in. diameter, while the cylinders are 20-in. diameter by 26-in. stroke,
inclined I in 17. The heating surface is as under: 130 steel tubes of
1¼-in. external diameter, 675 ft2.; 18 steel
tubes of 5¼-in. external diameter, 8 W.G., 276
ft2..; firebox, 126.5
ft2.; total, 1,077.5
ft2.; superheater, 223
ft2..; total, 1,300.5
ft2. The grate area is 25.3
ft2.t. Stephenson's valve gear, with rocking shafts,
is used. Wakefield's mechanical lubricator is fitted while other special
equipment include the automatic vacuum brake, steam sanding
South Eastern & Chatham Ry. 267
Several six coupled goods tender engines (0-6-0) belonging to the
Hull & Barnsley Ry. had been working on the S. E. & C. R. Their numbers
were: 71, 73, 74, 75, 77, 79, 82, §3, 85, 86, 87, 92, 93, 94, and 95.
2-6-0 superheater express goods locomotive, Glasgow & South Western
Ry. 268. illustration
Superheating necessitated addition of a front pair of carrying wheels
in order to get a good adjustment of weight, in Peter Drummond's design of
goods engine for the Glasgow & South Western Ry. The provision of the
leading (two-wheel) bogie was also conducive to smooth and easy running at
high speeds. Twelve of these engines were being built by the North British
Locomotive Co., Ltd., and several were already in service. They were numbered
from 403 upwards. The leading dimensions, in general followed the 360
0-6-0 class introduced in 1913.
London & North Western Ry. 268
The new series of 4-6-0 Prince of Wales passenger engines, referred
to in the November Issue names of persons connected
prominently with WW1. As yet, however, only four had been completed,
these being Nos. 27 General Joffre, 88 Czar of Russia, 122
King, of the Belgians, and 160 King of Serbia. No. 2583 (Precursor
class), which had its name changed from Teutonic to The Tzar,
was to be further re-named, and with the name Moonstone. No. 1959
Revenge ( Alfred the Great class) converted to simple, with two inside
cylinders 18½ in. by 24-in. diameter.
Combined rack and rail compound locomotive for the Furka Railway (Switzerland). 269. illustration 2-6-0T built Société Suisse at Wintherthur using Abt system for rack sections ;
4-4-4 express locomotive, Philadelphia and Reading
RR. 270-1. illustration, diagram (sectionalised elevation)
Designed S.G. Thomson, Superintendent of Motive Power and Rolling
Stock Equipment. This design had the advantage of'giving a short wheel-base
with great flexibility and also permitted a very large firebox without imposing
a load too heavy to be borne by one axle. The four-wheel rear bogie seems
specially suited to the shallow Wootten firebox so much favoured on American
railways. In this engine the main frames terminated at the firebox, a substantial
steel casting securely uniting them. Fastened to the centre of this casting
is the back frame, which was made of rolled plates 1-in thick and 30-in.
high. These plates had horizontal flanges at the bottom, the upper ends sloping
together at the top, and were electrically welded. There are also a number
of l10-in. channel spacers tieing together, the sides of the centrally placed
back frame. The rear frame terminated in a heavy steel casting.
The boiler was the largest in service on the Philadelphia & Reading Railway,
the Wootten firebox being so wide that the cab sides were flush with it at
bottom and no room left for running boards along its sides. The fire was
fed through two l0-in. by 18-in. doors, and a combustion chamber was provided.
To prevent the formation of clinkers when burning low grade anthracite coal
a jet of steam from the exhaust and air pump
could be directed into the ashpan. The boiler barrel had a diameter of 6-ft.
l0-in. at the rear tapering to 6-ft. at the smokebox end, and contained 225
2-in. tubes and 32 superheater flues 53/8-in. diameter by
13-ft. 6-in. in length. The total heating surface was 2491
ft2., to which the firebox contributed 292
ft2. There was 679
ft2 of superheating surface. The grate area 108
ft2. The boiler carried a pressure of 240 psi,
a figure unprecedented, we believe, for a simple expansion locomotive. The
steam supply pipes are partly external, thereby simplifying the interior
of the smokebox and cylinder casting, besides giving a more direct passage
for the steam. Every effort had been made to reduce weight.
See also letter from William Hoecker in Volume
22 page 82.
The Highland Ry. and its locomotives. 272-5.. 5 illustrations, diagram (side elevation)
The Knott End Railway. 275-7. 5 illustrations
Mainly the assorted locomotives
Replacing a locomotive side-rod bush. 278-9,
E.L. Ahrons. The early Great Western standard gauge engines..Section
X. Great Western Ry. 1863-1866.
Continued from Page 258.
The work and organization of the locomotive, carriage and wagon department of a small railway. 281-3,
Personal. 283
W. H. Morton had been appointed Locomotive, Carnage & Wagon
Superintendent of the Midland Great Western Railway of Ireland.
[Indian railways: staff changes]. 283
H.H. Spalding, Deputy Locomotive Superintendent, Eastern Bengal State Ry.,
had been appointed to officiate as locomotive superintendent during the
employment of W.F. Harnett, Locomotive Superintendent, on special duty, and
K.M. Kirkhope, District Locomotive Superintendent, to act as a Deputy Locomotive
Superintendent.
During the absence on leave of G.B. Cresswell, General Manager and
Engineer-in-Chief of the Darjeeling-Himalayan Ry., C.C. Royston, Resident
Engineer, will have charge of the locomotive department.
CALEDONIAN RY. The six new 4-6-0 express engines built for the Highland Ry. and sold to the Caledonian Ry., have been numbered from 918 to 923. They have outside cylinders 21-in. dia. with a stroke of 28-in. and 6-ft. coupled wheels. They are fitted with Robinson superheaters and have Belpaire fireboxes.
CORRECTION. On page 254 of our November issue
the illustrations of crank axles, Figs 5 and 6, are not
correctly described. Fig. 5 should be Fig. 6 and is
the Bosnian Rys. axle. Fig. 6 should be Fig. 5, and
should be described as " Western Ry. of France crank
axle," as " Baldwin " was only the originator of the type.
(Continued from Page 261.)
THE POWELLTOWN AND YARRA JUNCTION
LIGHT RAILWAY. 284-5
OBITUARY.
It is with great regret that we have to record the death of Lieut. T. Vade-
Walpole, of the loth Gordon Highlanders, in the trenches, on September 2Oth
last. He was keenly interested in engines and railways, and had subscribed
to this Magazine for many years.
NORTH STAFFORDSHIRE RAILWAY.
We regret to learn of the death of Mr. J.
H. Adams, Locomotive, Carriage & Wagon Superintendent of the North
Staffordshire Ry. He was the third son of Mr. William Adams, at one time
Loco. Supt. of the North London Ry., and subsequently of the Great Eastern
and London & South AYestern Rys. Born in 1860, the late Mr. Adams commenced
his apprenticeship at the Stratford Works of the G. E. Ry. in 1877, and
transferred to Nine Elms, when Mr. Wm. Adams succeeded Mr. W. G. Beattie
as Locomotive Superintendent of the L. & S. W. R. He spent one year with
Messrs. Tannett, Walker & Co., of Leeds, and in 1887 was appointed Locomotive
Superintendent of the Donna Thereza Christina Ry., of Brazil. From January,
1899 to March, 1902, Mr. Adams was Assistant Manager of the Ashford Works
of the S. E. & C. R., and he was then appointed Locomotive, Carriage
&Wagon Superintendent of the North Staffordshire Ry. in succession to
the late Mr. Luke Longbottom, taking up his duties in April, 1902. Mr. J.
A. Hookham, Manager of the Stoke Works, has been appointed to the position
of Locomotive, Carriage & Wagon Superintendent of the North Staffordshire
Ry. in succession to the late Mr. Adams.
KALKA-SIMLA RAILWAY. 286
The framing of the bodies is of teak and the SINCE this railway, which serves
Simla, the pannelling of aluminium sheets, this latter headquarters, during
the hot...
The Progress of a Locomotive Requiring
Reviews. 288
Railroad field manual for civil engineers.William
G. Raymond, Chapman & Hall, Ltd.
No doubt the name of Professor Raymond will be familiar to many of
our readers as that of the author of several excellent works on railway civil
engineering, and this book of tables equals the high standard of his previous
writings.
This book contains a large number of tables, many of them not found elsewhere,
and other data, of the highest utility to the railway engineer; and are prefaced
where necessary with explanations and examples of their use. The text and
tables of spiral functions are particularly commendable, and are based on
the American Railway Engineering Association's ten-chord spiral. There is
also a useful chapter on the adjustment of instruments.
The most noteworthy feature perhaps is that the tables are computed on the
decimal instead of the sexagesimal division of the degree. To some this may
appear to be an unnecessary innovation, but it cannot be denied that the
decimal division is a more convenient arrangement for the solution of many
curve problems and calculations involving trigonometric logarithms. In his
preface the author tells us that he consulted many authorities, both practical
and scientific, as to the advisability of this change from minutes and seconds
to decimal division ; and the consensus of opinion was almost unanimously
in its favour. Although the " Field Manual," as its title indicates, is intended
primarily for field practice ; we think it will be found no less acceptable
in the office, on account of its comprehensiveness. Of this we can hardly
give a better idea, in the space at our disposal, than by quoting the chapter
headings : I. Simple, Compound, and Vertical Curves. II. The Spiral. III.
Logarithms and Trigonometric Functions. IV. Location Theories and Tables.
V. Estimating and Construction Tables. VJ. Turn-outs and Crossovers. VII.
Azimuth, Latitude and Time. VIII. Tables for Metric Curves. IX. Miscellaneous
Tables. X. Adjustment of Instruments. XL Sexagesimal Trigonometric Functions.
This book is well arranged, being very compact and easy to handle, and appears
to be singularly free from errors.
Magnet of Commerce. 288
Second edition issued by the Publicity Department of the Great Central
Ry. In the new edition the'latest obtainable statistics are given, concerning
the coalfields and industrial centres of Lancashire, Yorkshire, Nottinghamshire,
Derbyshire and elsewhere. Developments are constantly taking place in these
districts, and this publication gives interesting and useful information
for business firms and traders.
Institution of Locomotive Engineers. 288
Announcement for 18 December when a
Paper by E.J.H. South, would be read
on The Cleansing of Locomotive Boilers. The Chair will be taken at 2.30 p.m.
.
The innovation of holding meetings on Saturday afternoons during the winter
months proved highly satisfactory, as evinced by the meeting held on 27 November
when Elliott Cumberland gave a Paper on The
Prevention of Scale and Corrosion of Boilers. The Chair was taken by
Mr. Charles A. Suffield at 2.30 p.m. . Cumberland's Paper proved highly
interesting, and the value was further enhanced by a practical demonstration
of his own process. The discussion was opened by the Chairman, and maintained
for a considerable period by Messrs. Lelean, W. J. Bennett, Nethercott, and
Howard, Correspondence on the Paper was read from Messrs. Smith, Ahrons,
Mannering, and A. R. Bennett.
RE.L. Maunsell, chief mechanical engineer of the S. E. & C. Ry., has
accepted the Presidency of the Institution of Locomotive Engineers for 1916,
the retiring President, Alfred J. Hill, M.Inst.C.E., chief mechanical engineer
of the G. E. Ry., vacating the office at the end of this year. Hill has been
President for two years, accepting the office for a second year to co-operate
with the Council in framing the Memorandum and Articles of Association on
the incorporation of the Institution.
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