THE BRITISH OVERSEAS RAILWAYS HISTORICAL TRUST   A UK Registered Educational Charity

Kevin Jones' Steam Index

Locomotive Magazine

Volume 10 (1904)

No. 137 (15 January 1904)

Railway notes.

Midland Ry. 1.
No. 830, the first of a new series of ten four-coupled bogie (4-4-0) passenger locomotives with Belpaire fireboxes, had left the Works; the series would run from 830 to 839. Nos. 1139A-1143A, four-wheels coupled shunting tank engines, were all at work.

London, Brighton & South Coast Ry.1.
Two new radial tank locomotives were in service, numbered and named respectively 585 Crowborough and 586 Maplehurst. The former took the name formerly belonging to Terrier tank engine No. 84 Crowborough, sold to the Isle of Wight Central Ry., on which line it was running as No. 12. No. 3 Battersea, a Stroudley D class tank engine, and Nos. 413 and 414, Kitson C class goods engines, had been withdrawn from service.

South Eastern & Chatham Ry..1.
Nos. 529 and 569 had been rebuilt with Mr. Wainwright's standard pattern of boiler. No. 238, one of Stirling's goods engines, (Westinghouse brake) has been rebuilt with a new domed boiler and square cab, similar to No. 106. No. 343, a powerful bogie tank, has been rebuilt with a new raised domeless boiler, similar to Nos. 356, 360, etc.

Great Western Ry.1.
No. 102 La France had completed its trial trips and had paerformed very satisfactory work, the steam supply being sufficient for all conditions. It subsequently was in the shops for three weeks for painting ana minor alterations, which included the provision of the GWR standard injectors and water gauges. No. 101, the oil-burning outside cylinder tank locomotive, had done little work 'rcently. No. 99, the six-coupled double ender illustrated on page 370 of last volume, on the ther hand, has been working the 11.20 a.m. roods train from Swindon to Avonmouth by the Badminton Iine. The Consolidation engine (2-8-0), No. 97, was also working over that route with the 5.25 p.m. goods tram. No. 3297 Earl Cawdor had been running for some time between Swindon and Weymouth. The later series of the Camel type had been doing well, hauling loads of over 300 tons at high speeds between Swindon and Paddington, and the Atbaras have sometimes been loaded up to 14 bogie coaches, equal to about 350 tons, on the same section.
Nos. 3624-3630, double-enders of the No. 11 class, were in service, completing the series of ten. Nos. 3307 Shrewsbury and 3404 Lyttelton provided with a new type of tender with side sheets to the coal space. No. 3259 Lizard of the Duke of Cornwall class was running with a new name-plate over the driving splashers, as in the City class.
The following engines had been rebuilt with new boilers and Belpaire fireboxes: 7ft. singles, Nos. 417 and 11l29; 6ft. coupled passenger, Nos. 3212, 3214 and 3221; and the 5ft. six-coupled goods, Nos. 603, 793, 879, and 1209·
No. 3446 Liverpool, one of the Camel class, had been renamed Swindon.
The new erecting shop at Swindon was provided with an arrangement on which all tank locomotives, except the large ones of the Nos. 3601 and similar types, were tried after being put together, and are then painted and sent away to work where required without trial trips in the running department.

Midland & South Western Junction Ry. 1.
No. 12, one of the 5ft. 6in. four-coupled tender locomotives, has recently been repainted at the Company's works at Cirencester and provided with a new cast iron chimney similar to those on the goods engines Nos. 19-28.

Dublin, Wicklow & Wexford Ry..1.
No. 52, a ten-wheeled tank locomotive built in 1893, had been named Duke of Connaught, and No. 41 was named Delgany. The latter engine had been rebuilt with a new boiler and side tanks similar to those supplied to Nos.: 42-44, in place of the short side tanks and well tank originally supplied.

The locomotives of the Great Eastern Railway. 2.
Continued from 9 p. 369. Norfolk Railway locomotives: Nos. 1 and 2 had been withdrawn before passing into ECR stock. Nos. 3, 4 and 5 were 5ft 6in singles with 14 x 22in outside cylinders constructed by R. Stephenson in May 1844. Nos. 3 and 5 were sold in September 1849 to the Liverpool, Crsby & Southport Ry and did not enter ECR stock. Norfolk Railway Nos. 6 to 11 were simiilar R. Stephenson 2-2-2 as follows (Nos. 6 to 8 were ordered by the Norwich & Yarmouth Railway):

No. 46 illustrated (Fig. 62)
Flangeless driving wheels 6ft diameter. 15 x 22in outside cylinders. On 24 December 1845 No.8 was derailed between Harling Road and Thetford and the driver, T.Pickering, and fireman R. Hedger were killed.

London Tilbury Southend Ry. 2.
Held a smoking concert at the Great Eastern Hotel on 2 January 1904 with Robert H. Whitelegg, assistant locomotive superintendent, B. Bullock, assistant manager and Cecil Newton, Secretary present.

Six-coupled double ender tank locomotive, L. & Y. Ry. 3. illus.
Hoy 2-6-2T with 19 x 26in inside cylinders, 5ft 8in couplede wheels, two radial trucks, a total heating surface of 2038.64ft2 and a grate area of 26.05ft2.

The Royal visit to Chatsworth. 3.
On 4 January 1904 King Edward VII and Queen Alexandra left Wolferton at 13.40 and travelled via Wisbech, the March West Curve, Peterborough where the Great Eastern locomotive No. 1020 came off and Midland Railway  motive power was substituted for the onward journey to Rowsley reached at 17.00.

Steam passenger car, Taff Vale Railway. 4-5. illus.

Some locomotive experiments. 5-6. diagr.
Continued from 9 p. 341. Table shows absolute pressure of dry saturated steam from 100 to 250 psi, the corresponding temperature in °F and the latent heat in BTU. Established by calorimeter (Fig. 99)

Feed water heater for locomotives, L.&S.W.R. 6. diagr., plan.
Drummond No. 720: exhaust steam from pumps fed to tender to heat feed water.

Ten-wheeled passenger locomotive, Canadian Northern Ry. 7. illus.
Canadian Locomotive Co. 4-6-0 with 4ft 8in coupled wheels, Belpaire fireebox, taper boiler, Crosby & Richardson safety valves, 180 psi boiler pressure; 1691ft² total heating surface, 30ft² grate area.

London & North Western Ry. 7.
Three new 1400 class into service: Nos. 170, 695 and 1352 (Crewe WN 4377-9). Nos. 1400 and 2033 stationed at Liverpool. No. 1958 Royal Oak was running with new arrangement of valve gear as per No. 1952 Benbow had been stationed at Camden and was working 14.00 corridor express, returning with 19.32 from Crewe. Although train loads rarely exceeded 19½ train was usually pilotted. At that time locomotive had been temporarily working 09.25 from Crewe to Holyhead returning with boat train due Crewe at 17.32. The remainder of the series of ten eight-coupled four-cylinder goods locomotives (see 5 December p. 326) were ex-works (Crewe WN 4370-5) and running numbers: 2272, 1299, 1401, 1448, 2038 and 2208.
Old Crewe side tank goods engines withdrawn: had been built as Alexander Allan tender engines Nos. 298 Don and 303 Achilles, but renumbered 1922 and 1968; then 3030 and 3091. Only two remained, namely 3022 and 3054. Also withdrawn Webb coal engine No. 695 and special DX goods Nos. 1352, 1567 and 1466; plus from the duplicate list Nos. 3301, 3309, 3387, 3434, 3439, 3478, 3486, 3505, 3557 and 3563: formerly Nos. 656, 356, 400, 1088, 121, 1400, 26, 213, 1281 and 1287.

From Palermo to Messina on the locomotive. 8-9. 4 illus.
Footplate journey from Palermo at what should have been 12.08, but was subjected to delay by connecting service. Train was powered by Breda 4-4-0 No. 61 of the Sicilian Railways hauling seven mainly four-wheeled vehicles (only exception being Pullman car on two four-wheel bogies). The train was controlled by flagmen and there were few signals; the German telegraph system was operated. The line ran along the coast and was fairly level to Rometta. The usual carping comments were msde sbout the roughness of the track. At Rometta motive power was changed to a 2-8-0 No. 314 for the 1 in 40 climb to a 5.5km tunnel followed by a descent to Messina. The Le Chatelier counter-pressure brake was used on the descent.

An old single-wheeler. 9. illus.
Allan-type outside-cylinder 2-2-2 Scottish Central railway No. 1 with 15 x 20in cylinders, 6ft driving wheels, 90 psi boiler and four-wheel tender.

The Egyptian Government Railways and locomotives. 10-11. 2 illus., 2 diagrs.
Continued from 9 p. 324: Kitson had built four 2-4-0 type in 1866 for the Aziziah-Mussrieh line in Turkey, but these were diverted to Egypt. Fig. 28 shows the resemblence to to the Sturrock 2-4-0 type on the GNR. As built they were intended for wood burning. They had RN 154-7, WN 1369-72, 17 x 22in cylinders, 6ft coupled wheels, 960ft² total heating surface and 18.88ft² grate area. Fig. 29 shows type as rebuilt by Trevithick. Fig. 30 shows 0-6-0 type built by Cockerill of Seraing numbered 212-23. Theyre had 16 x 24in cylinders and 5ft 1in coupled wheels. Eight had been broken up between 1894 and 1898. Nos. 212, 217, 218 and 220 were rebuilt by Boulac in 1889-91 and were still in service. Fig. 31 is photograph of 2-2-2 No. 13 at the Paris Exhibition of 1867. It had been built by Robert Stephenson WN 2012 and had 6ft 6in driving wheels and a total heating surface of 1038ft². It was rebuilt by Trevithick in Alexandria in 1893.

Soudan Ry. 11
No. 53 Tamai had been illustrated in the 26 December 1903 issue. Nos. 51 Trinkitat and 52 Erkowit were similar.

Locomotive for Central South African Rys. 12. illus.
4-6-2 running number 600 built by Vulcan Foundry for 3ft 6in gauge with 4ft 9in coupled wheels, bar frames, 18 x 26in cylinders, 200 psi boiler, 1481ft² total heating surface and 21.75ft² grate area. Fitted withg double bogie tender.

Locomotive engine driving. 13-14.
Had to be vigilent and keep a constant look out for signals: fog was a serious hazard.

Great Eastern Ry. 14.
Dormitory at Stratford: 222,000 men had slept there since opened in 1890: occupants served Christmas dinner. See also Volume 11 page 141

Reviews. 14
Forty years of an engineer's life. Albert [sic] E. Garwood. Newport (Mon): A.W. Dawson Ltd.
Autobiography of Alfred Edward Garwood who worked in Russia (with Ross Winans on the Nicolai Railway — according to later sources Winans declined to work on this railway and sent his sons) and for the Egyptian Government Railways as Locomotive Superintendent from 1877 to 1882.

The carriage and wagon department. 15-18.

Removal of a large fly wheel from Stockton-on-Tees to West Hartlepool. 15. illus. plan.
Movement of South Durham Steel & Iron Co. 35 ton, 20ft diameter flywheel over 11½ miles of North Eastern Railway by carrying it horizontally and using both tracks.

Construction of carriage and wagon bogies. 16-17.
Continued from Volume 9 pp. 333-4: refers to Fig. 30 therein. Considers bolster springs including bogie centre and side bearings.

Vestibuled connection, L.&N.W.R. 17. illus.
Flexible rubber prologation with X links.

Door protectors. 17.
Brass plates fitted to inward opening doors into guards compartments to protect paintwork from damage from feet.

No. 138 (12 February 1904)

Railway notes. 19.

Great Western Ry.19. illus.
With a view to running the large ten-wheeled engines regularly in and out of Paddington, No. 98 (illustrated) was recently sent on a special trial trip from Swindon to Paddington and then through to Exeter, the timetable for the two runs allowing time for thorough tests of the bridge over the Uxbridge Road at Hanwell, going and coming, and at Bridgewater of the bridge over the River Parrett. The train consisted of five bogie coaches, and the timing apart from the specified stoppages was fairly fast. No. 98 differs from No. 100 in having a taper boiler, in addition to other minor alterations.
Following the successful trip of the above mentioned engine, No. 102 La France  (Belfort WN 5409) made its first regular run eastward of Swindon on Tuesday, 2 January 1904 and its arrival and departure were welcomed at Paddington by an interested crowd of spectators. The locomotive was decorated for the occasion with a large bunch of violets and the red, white and blue colors of its native and adopted countries. It is definitely allotted to the London- Exeter service, with driver Burden in charge.
A new six-wheels coupled bogie locomotive (4-6-0) very similar to No. 98, but with a larger boiler and the same steam pressure as La France, was out on trial runs bearing No. 171 (Swindon works' No. 2024).
The latest engine of the Camel class, No. 3453 (Swindon WN 2036) was now ex-works, but was not yet painted. No. 3315 Comet and 3318 Jupiter, of the Cotswold class, were running rebuilt with Belpaire fireboxes and nameplates over the driving splashers as in the City class. No. 3326 St. Austell had been fitted with nameplates over the splashers. Three up and three down goods trains between Swindon and London have recently had their loading increased to 60 wagons and a van each, and are being hauled by locomotives Nos. 97, 98 and 99, and 2619, 2620 and 2626, Nos. 97 and 2626 being stationed at Paddington, No. 99 at Southall, and No. 98, 2619 and 2620 at Swindon. All the sidings between London and Swindon had been lengthened where necessary to accommodate these long trains.

London and North Western Ry. 19-20.
A further five new engines of the 1400 class are now being turned out from the Crewe works numbered 545, 1429, 1466, 1567and 1729 (Crewe WN. 4380 to 4384). With those given last month, they complete the order of eight, making with the former two engines of the class (Nos. 1400 and 2033), a total of ten engines. A further ten new eight-coupled four-cylinder compound goods engines were under construction, but so far had not reached the stage of numbering. An entirely new type of four cylinder compound passenger engine is now under contemplation at Crewe.
No. 1429 Alfred Paget, another of Ramsbottom's 7ft. 6in. singles, had been withdrawn. This engine, which bore the Crewe works No. 831, was built in July, I865, and rebuilt in December 1897. Another of Webb's standard coal engines, No. 1300, and three special (rebuilt) DX goods engines, numbered 1586, 1729 and 3287, have also been consigned to the scrap heap. The last of these, which was in the duplicate list, was originally numbered 654. Three of Webb's 6ft. compounds of the Dreadnought class, Nos. 545 Tamerlane, 640 City of Dublin, and 1376 City of Glasgow, had also been withdrawn from service.
All the last batch of four-cylinder compound passenger engines Nos. 1971 - 1980, Alfred the Great class, were being detained in the paint shop till Easter.
Of the 50 4ft. 6in. four-coupled six-wheeled side tanks-originally built from time to time, 40 "wer.e converted to double-enders, whilst the ten that are running in their original form are numbered 2234, 2238,2240,2243,2241,22+7,2248, 2252, 2278 and 2280. February r zth, 19°4-. It is intended to utilise steam motor carriages, somewhat similar to those now running on the Fratton and Southsea. branch, on the Basingstoke and Alton light railway, and some of these will shortly be put on order at the Company's works.

London and South Western Ry. 20.
A series of four four-wheels coupled bogie locomotives (4-4-0), Nos. 401-404, had been completed, and were at work between Salisbury and Exeter. These were included in the group of ten, Nos. 395-404, of which eight had been built in the previous half-year. As stated in a recent issue, five mixed traffic engines with 5ft. 7in. wheels, Nos. 159, 161, 163, 164 and 165, had also been built within the same period, as also were 13 double-bogie tenders. No engines were withdrawn from stock or broken up during the six months in question. Some new express locomotives, with boilers similar to those of the No. 395 class, but with 6ft. 7in. coupled wheels, were shortly to be put in hand at Nine Elms.

Great Eastern Ry.. 20.
A notice had recently been issued referring to the formation in connection with this company's technical institute of practical classes in the works at Stratford on (1) tensile and other tests, (2) taking indicator diagrams, (3) experiments with model link motion, and (4) setting locomotive valves, which will be available to employees during working hours without loss of pay.

Suez Canal Railway. 20. illus.
The Metre Gauge Railway belonging to the Suez Canal Co., and running alongside the Canal between Port Said and Ismailia, a distance of 45 miles (described and illustrated in vol. iv., p. 94), is in process of conversion to standard gauge, owing to increasing traffic requirements and the necessity for through communication with the Egyptian State Rys.' system. The work of changing the gauge is nearly completed, and standard gauge construction trains, hauled by Egyptian Government Ry. engines, are now running to a point close to Port Said. The new 4ft. 8½in. track has been laid parallel with the older narrow one, and it is the intention to ultimately double the line. Illus. metre gauge 2-6-0.

Great Central Ry. 20
A second locomotive of the Atlantic type, similar to No. 192, illustrated and described in our issue for December 12th last, is now out and at work with the running No. 194. Two new six-coupled goods locomotives of the 9J class, Nos. 897 and 202, have been turned out at Gorton works. No. 1013, four-wheels coupled express locomotive, has been fitted with the water pick-up tender. No. 42, originally a six-coupled goods engine, has been rebuilt as a saddle-tank shunting locomotive, and is supplied with the steam and vacuum brakes. No. 345. four-wheels coupled passenger engine, has been rebuilt with a flush topped boiler.

[Norfolk Railway locomotives]. 21
via Dow The first railway in Norfolk: 4-2-0 supplied by Tayleur WN 234-6: RN 13-15

Four-column safety valve. 24. diagram
As employed on Robinson Great Central Railway classes

Firebox carrying arrangement. 24. diagram
Taff Vale Railway firebox bearers illustratrated

The locomotive history of the London, Chatham & Dover Ry. 25

The Centenary of the railway locomotive. 26-9. 5 illus.
Richard Trevithick locomotive trial on 12 February 1804 on the Pen-y-Darran Tramway. Notes by John Williams, late of the Midland Railway and now with United Asbestos. Photographs (of tramway remains) by Harris, Son & Co. of Merthyr. Illus.: old bridge at Navigation, mouth of old tunnel at Merthyr, bridge at Pen-y-Darran, pillar of old crane at Navigation.

The heaviest locomotive in the world. 29. illus.
Seventy freight locomotives (2-10-2) then under construction by Baldwin for Atchison, Topeka & Santa Fé Railroad. four cylinder tandem compound (19in x 32in high pressure and 32in x 32in low pressure). $ft 9in coupled wheels. 225 psi boiler pressure, 4796ft² total heating surface and 58.5ft² grate area.

The difference in the loading gauge. 30. illus.
Comparison of Caledonian Railway 4-6-0 No. 50 with Canadian Pacific Railway 4-6-0 No. 300: photograph based on cardboard models supplied by James C. Tod of Glasgow.

Six-coupled tank locomotive, Central South African Rys. 31. illus.
Vulcan Foundry 4-6-4T for 3ft 6in gauge with bar frames; 4ft 6in coupled wheels; 18in x 26in cylinders; 1481ft².total heating surface; 21.75ft² grate area and 200psi boiler pressure.

A roller shutter door for running sheds. 31. illus.
Kinnair steel roller shutter, Natal Government Railways.

Eight-coupled radial tank locomotive, G.N.R. 32. diagr. (s. el.)
Refers back to Issue for 8 August pp. 83-4 and illus. of No. 116. Modified design with lower weight achieved through smaller boiler: total heating surface reduced from 1438.84ft² to 1043.7ft² and samller tanks: 2000 gallons reduced to 1500.

Bartlow Hills, G.E.R. 32. illus.
Haverhill branch opened 1 June 1865. Roman burial mounds which the GER sought to cut into to enlarge Bartlow station.

No. 139 (12 March 1904)

Railway notes. 37

Midland Ry. 37.
New four-coupled bogie passenger locomotives (4-4-0), Nos. 830 to 835, were at work. The old Kirtley goods engines previously bearing these numbers, stationed at Bedford, renumbered 281, 283, 295, 313, 460 and 663, thus replacing other six-coupled engines broken up.

Great Eastern Ry. 37.
Five new four-coupled bogie express locomotives (4-4-0), Nos. 1850 to 1854, were out. They had Belpaire fireboxes and 180 psi. steam pressure, and they were fitted with a new form of sand gear by which the rails were sanded automatically when the regulator was opened. Nos. 346 and 379, six-wheels coupled tank engines, had been rebuilt with enlarged tank capacity.

South Eastern & Chatham Ry.. 37.
Two new standard goods locomotives (0-6-0), Nos. 267 and 271, had been turned out at Ashford, replacing two Watkin four-coupled express engines of the Ironclad type. No. 184, Stirling condensing tank locomotive rebuilt with a new boiler, with dome, etc., and with the sandboxes placed below the footplate.

Great Northern Ry. 37.
The latest engines built at Doncaster were a series of ten of Ivatt's standard ten-wheel side tank locomotives (0-8-2T), numbered 1531 to 1540 (Doncaster Nos. 1017 to 1026, all dated 1903).

Great Central Ry. 37
No. 204 of the 9J class of large six-coupled goods engines (0-6-0), had been built at Gorton. The two new six-coupled bogie engines (4-6-0) Nos. 195 and 196, with 6ft. 9in. wheels, were running and would shortly be working regular traffic. Nos. 180 and 181, six-coupled bogie passenger locomotives with 6ft. coupled wheels, had been delivered by the builders, Beyer, Peacock & Co., and were at work. No. 1014 Sir Alexander, had been supplied with a water pick-up for the tender, at Gorton.

Taff Vale Ry. 37
The Avonside Engine Co. were building and supplying the locomotive portion and the Bristol Wagon & Carriage Works Co. were making the carriage portion of six new motor carriages for passenger traffic on this railway, to the same pattern as the original car designed by T. Hurry Riches, the locomotive superintendent, illustrated and described in our January issue. The latter car had been working very successfully for some months, at about one-third of the cost of the train service previously in use. By the consent of the Board of Trade, the Taff Vale Ry. has power to take up and set down passengers, at points other than the ordinary stations, and this should lead to a marked development ot steam car running. The new cars intended to be delivered in time for the summer traffic.

Great Western Ry. 37.
New Camel type locomotive referred to in last issue, No. 3453, named Dominion of Canada. Two others were also out, Nos. 3455 Australia and 3457 Tasmania. No. 3424 of this class has recently been named Sir N. Kingscote. The new six-wheels coupled bogie locomotive 4-6-0 No. 171, referred to in last issue, now named Albion, no doubt in anticipation of its rivalry with La France. No. 3278 Eddystone had the name plate over the splashers, Nos. 3313 Cotswold and 3316 Guernsey have been supplied with Belpaire fireboxes and name plates above the splashers, No. 3316 now named Isle of Guernsey. Three engines, Nos. 671, 2547 and 3512, wererunning with the steam domes painted. Nos. 3222 and 3531 had recently been supplied with new boilers having Belpaire fireboxes.

North Eastern Railway. 37-8.
Nos. 649 and 784 form, with No. 532, the first order tor three of the Class V Atlantic type. Two new locomotives of the Atlantic type, Class V, were to be built as four-cylinder compounds on Smith's patent system. Three engines of the fifth order for Class T eight-coupled goods locomotives were out, bearing Nos. 1669, 411 and 443. Nos. 25 and 869, Class C compound goods locomotives, rebuilt with two h.p. cylinders, 18in. by 24in., with slide valves on top. No. l088, Class E shunting engine, built at Darlington in October, 1875, had the 16in. by 22in. cylinders replaced by ones of 18in. diameter; this engine was working on a coal lead near Gateshead, on which there was a stiff gradient. No. 1631, Class M1 coupled bogie locomotive, had been rebuilt with a new boiler and 19½in. by 26in. cylinders with piston valves. The extended smokebox abolished. Nos. 44, 49, 94, 9S, 136 and 140, six-coupled saddle tanks, rebuilt as six-coupled side tanks. Nos. 2019 and 2023, two ot the 6ft. 10in. coupled 4-4-0 Class R, had Hulburd's patent air sanding gear. No. 1539, a four-coupled compound, built in December, 1890, Class F, is being rebuilt with 18½in. by 26in. cylinders, fitted with piston valves. No. 107 compound goods had a new boiler put in, fitted with Hulburd's patent sludge cocks and scum cleansing gear. No. 962 had the compound cylinders taken out and replaced by a new pair 18in. by 24in., with the slide valves on the top.

The North British Locomotive Co., Ltd. 38.
Twenty eight-wheels coupled bogie locomotives with bogie tenders, similar to other engines recently supplied, with 17in. by 24in. cylinders and 4ft. coupled wheels, have been delivered to the Rhodesian Rys. They are numbered 31 to 50 (WN 16161 to 16180).
An order for 36 heavy locomotives for the Natal Government Rys. is. also now in progress, and nine passenger and ten mixed traffic locomotives are about to be built for the Burma Rys. Eight standard locomotives of the ten-wheels type (4-6-0) have recently been delivered to the Eastern Bengal Ry., (WN 16014-16018 and 16024-16026). Eight six-wheels coupled goods engines have been despatched from the Polmadie works of this company to the Bombay, Baroda & Central India Ry. An order for 15 compound mixed traffic locomotives had been received from a Chilian Ry.
A new and neat design of four-wheels coupled saddle tank, with leading and trailing pony trucks and cylinders 14in. by 20in., had been supplied for use at Woolwich Arsenal on the narrow gauge railway, which had very severe curves: WN 16032.

Mauritius Ry. 38.
A.J. Dykes, formerly a pupil of Messrs. Tannett & Walker, Leeds, and late assistant to C.H. Liverick, district Iocomotive superintendent, G.N.R., Colwick, appointed locomotive superintendent of the Mauritius Railway. During the time Dykes was at the Colwick depot he was much esteemed by the officials and men, and has been the recipient of hearty congratulations on the appointment he has received. Mr. Dykes left Colwick on December 31st, 1903, and England on January 22nd, 1904.

A record-making engine and its driver. 38. illus.
Pfungst photograph  of locomotive No. 2.180 of the Nord Ry. of France, and its driver, E. Lutens, of Lille, which made a record run from Boulogne to Paris. The train left Boulogne at 6.25 and arrived at the Paris terminus at 9.15, covering the distance of 157¾ miles in 170 minutes.

Boulac Works, Cairo, Egyptian Government Rys. 38.
The Royal ladies of the Khedive's household recently made an inspection of the railway workshop at Boulac, The visitors included the Khedive's mother, the Khedivah and many princesses of the palace. They were conducted by English ladies, the respective wives of Major Johnstone, the chairman of the Board, Mr. Trevithick, the locomotive superintendent, Mr. Cotterill, the engineer, and Mr. Blakeney, the traffic manager. The Royal ladies displayed much interest in all they saw, the electric cranes and other appliances receiving particular attention. Needless to say, everything was in the best of order, and all the machines and tools beautifully clean.

Chimneys and blast pipes. 48-9
Concluded pages 66-7:  notes that blast pipe must be concentric with chimney; the chimney may be extented down into the firebox; that a petticoat pipe may be fitted and in America very low and multiple petticoat pipes were being fitted.

No. 140 (15 April 1904)

Railway Notes. 55.

London & North Western Ry. 55
The first non-compound four-wheels coupled bogie express locomotive (4-4-0) was out and is intended for use principally on the express trains between London, Liverpool and Manchester. For some time it had been hauling the heavy boat train from Holyhead to Crewe, keeping time and dispensing with a "pilot" even for the start at Holyhead. On Sunday, the 27 February, a test was made by running from Crewe to Rugby with a load of 370 tons behind the tender, the booked time for the 75½ miles being 87 minutes. It is numbered 513, and bears the well-known name Precursor. The cylinders are inside, and are 19in. diameter, with a stroke of 26in., and fitted with Joy's valve gear. The coupled wheels were 6ft. 9in. diameter, and the bogie wheels 3ft. 9in. The boiler pressure was 175 psi and the total heating surface 2,009.7ft². with a grate area of 22.4 ft^2.. A modern design or tender with steel frame was attached to this engine.

South Eastern & Chatham Ry. 55
Steam motor cars were to be built by this railway for working on branch line passenger traffic. The latest locomotives built at Ashford were three standard goods engines, Nos. 268, 272 and 277, which replaced three of Watkin's build. Two of Stirling's six-coupled goods engines, Nos. 296 and 386, were running with raised domeless boilers and steam reversing gear outside the cab.
The Royal train which conveyed H.M. the King and Queen from Charing Cross to Port Victoria on the 28 February was hauled by No. 456, one of Stirling's 440 class: The Royal and other saloons were used. The old station at Folkestone Harbour had been entirely demolished, and a new one to take its place, on the Harbour Extension Works, was well in hand.

Lancashire & Yorkshire Ry. 55. illus.
G. Hughes, manager of the Horwich locomotive works of this railway, had been appointed chief mechanical engineer, in succession to H.A. Hoy, who had resigned that post in order to take up the position of managing di rector to Beyer, Peacock & Co., Ltd., of Manchester. O. Winder, assistant carriage and wagon superintendent, took Hughes' place as manager at Horwich, and H. Gresley, formerly manager of the carriage and wagon works at Newton Heath, succeeded Winder at Horwich. Illus. of 4-4-2.

Great Western Ry. 55.
The following new engines of the Camel class, completing with those given in issues for February and March, a series of ten: Nos. 3454 New Zealand, 3456 Albany, 3458 Natal. Colony, 3459 Toronto, 3460 Montreal, 3461 Ottawa, and 3462 Winnipeg. The Swindon works' numbers of the ten locomotives run from 2036 to 2045 respectively. No. 2602, six-wheels coupled with a leading pony truck, had been altered as was the case with the ten-wheeler, No. 2601, the saddle-shaped sandbox having been removed from the top of the boiler (as illustrated in our issue of March, 1901) and standard sand gear being now fitted to the footplates.
On May and, as several of the new rail motor- cars now building at Swindon are nearly com- pleted, services for these cars will be established at many points on the system. There will be a half-hourly service on the branch from Southall to Brentford, a similar service between West- bourne Park and Southall, via Park Royal and Greenford loop line, and others between Millbay, Saltash and Plympton, and on the Yealmpton branch.
The following locomotives have recently been rebuilt with new boilers having Belpaire fireboxes: four-coupled passenger, Nos.' 3208,3217, 3219, 3222, and 3224; and six-coupled goods, Nos. 2309, 2364, and 2622.

London, Brighton & South Coast Ry. 56.
No. 49 Queensland, one of the large four-wheels coupled bogie locomotives (4-4-0), had been re-named Duchess of Norfolk. Four new radial tank locomotives, Nos. 587 Brighton, 588 Hawkenbury, 589 Ambersham and 590 Lodsworth, were out of the shops. A new turntable, large enough to accommodate the longest bogie express engines, had been constructed outside the London Bridge terminus.

London & South Western Ry. 56.
The following new four-wheels coupled trailing bogie tank locomotives (0-4-4T) were at work, Nos. 21, 27, 28, 29, 30, 108, 109,110, 111, and 379.

Caledonian Ry. 56.
Pending certain alterations which are being effected on the large six-coupled bogie engines, Nos. 49 and 50, the West Coast trains are now being- run by the Dunalastair II class, No. 769, the subject of one of our series of colored plates, being one of this type, piloted by the Dunalastair type. No. 123, the single driver bogie locomotive illustrated in issue of 31 October was stationed at St. Rollox running shed.

Midland & South Western Junction Ry. 56.
Company was engaged on various permanent way works, including a new goods depot at Swindon, a doubling of the line south ot Cirencester, and replacing Vignoles rails by new 87lb. bull-headed rails in 46¾lb. chairs.

Electric traction on railways. 56.
It was proposed to work the sections of the Metropolitan Ry. from Baker Street to Harrow and the new branch from Harrow to Uxbridge by electric trraction, prior to the introduction of the same system of working on the Inner Circle, and a trial of the new cars built for the purpose was recently made on a portion of the line near Harrow, the current being obtained from the District Ry. Co.'s temporary generating station at Alperton. The generating station at Neasden for the Metropolitan Ry. was nearing completion,
On 23 February the electrification of the Liverpool and Southport section of the Lancashire & Yorkshire Ry., was inaugurated by a formal trial trip. The work of conversion has been effected by Messrs. Dick, Kerr & Co., and occupied about 18 months .. When the service is in full working order there will be 65 trains per day in each direction between Liverpool and Southport, and an additional 51 per day between Liverpool and Hall Road, as against 36 steam hauled trains which formerly constituted the service between Liverpool and Southport, and about the same number between the former place and Hall Road. The electric trains will cover the full distance of 18½ miles in 25 minutes, at the same average runnmg speed as was maintained by the old steam driven expresses.
On the North Eastern Ry. a regular service of electric trains is now running between Newcastle Central station and Benton, a distance of 4 miles, the trains consisting of three cars each, running every quarter of an hour. At present this railway has 37 miles of double or quadruple track electrified, but the introduction of the new running will be made gradually. When the electric working comes into practice, the time occupied between Newcastle and Tynemouth will be reduced from 35 to 23 minutes for stopping trains, and to 15 minutes for express trains, and a quarter-hourly service will be inaugurated.

Mersey Ry. . 56.
Reported that up to date four of the steam locomotives and 6 of the old passenger coaches had been sold.

Extension of works at Forth Banks.. 56.
R. and W. Hawthorn, Leslie & Co., Ltd., of Newcastle-on-Tyne, had completed some important extensions of their Forth Banks locomotive works. The works were originally established as far back as 1817.

London County Council.. 56.
Andrew Barclay, Sons & Co., Ltd., of Kilmarnock, received an order for two locomotives from the Works Department of the LC.C.., quickness of delivery, as well as good features of design and workmanship, being an important consideration. One engine was to be delivered in ten days and the other in fourteen days from date of order.

The locomotives of the Great Eastern Railway. 57
Stephenson long boiler No. 226 Fig. 66.

Four-cylinder compound locomotive, Prussian State Rys. 59. illus.
Hannovershe Maschinenbau AG 4-4-2 with hp cylinders approx 14 x 23½in and lp cylinders 22 x 23½in, 6ft coupled wheels, 1916ft² total heating surface, 29ft² grate area and 205 psi boiler pressure.

Early locomotives of the Stockton and Darlington Ry. 60-1. 2 drawings
John Kitching of Branksome Hall, Darlington provided two drawings of locomotives built by Wilfred and Alfred Kitching at the Hope Town Foundry in Darlington. Fig. 1 shows Queen an inside cylinder 0-4-0 built in 1838  which was mentioned by Joseph Tomlinson in his IMechE Presidentail Address and a 2-2-2 built in 1839 Raby Castle with 12½in x 18in inside cylinders, 5ft driving wheels and 55, later 90 psi boiler pressure. It was capable of running at 5--55 mile/h. Both had been scrapped by June 1858.  

Firebox bearing arrangements. 61. 2 diagrams.
Austrian and American practice.

Four cylinder compound locomotive, Eastern Railway of France. 62. illustration.
De Glehn type 4-6-0 with 13¼ x 25¼in high pressure and 21¾ x 25¼in low pressure cylinders, 5ft 8¾in coupled wheels, 2267.03ft² total heating surface, 33.36ft² grate area and 213psi boiler pressure.

Steam turbines for locomotives. 62-3.
Theoretical: considers both the Parsons and De Laval designs; the need for gearing, their possible application like electric motors, and the problems of optimum performance at fixed speed and lack of reverse mechanism unlike reciprocating engines.

Six-wheels coupled bogie express locomotive, Great India Peninsular Ry. 64. 2 illustrations.
North British Locomotive Company 4-6-0 design with outside cylinders with 21 x 26in cylinders, 6ft 2in coupled wheels, 1770.2ft² total heating surface, 30.75ft² grate area and 180psi boiler pressure. Eight in service numbered 209-216. Dark red brown livery. Used on Bombay to Poona expresses. To the design of S.J. Sarjant, locomotive superintendent and Sir George Bruce, consultant.

Chimneys and blast pipes. 66-7
Continued from page 49: variable blast pipes; the Macallan type used on the Great Eastern Railway and the Botry type used on Belgian State Railways was similar to devised by William Adams

More early reminiscences. 67
Notes on engine driving by contract on the Eastern Counties Railway and on the Tilbury line. Drivers made efforts to reduce station dwell times on the London to Norwich run as they sought to limit coke consumption. On goods trains they required assistance up the banks from Chesterford towards Elsenham. On the Tilbury run they took sheep on their tenders down to the marshes for fattening. More reminiscences p. 156.

No. 141 (14 May 1904)

Railway Notes. 73

Great Western Ry. 73. illus.
No. 3473 County of Middlesex, was the first of a new class of four-wheels coupled bogie express locomotives (4-4-0) under construction at Swindon. They were generally similar in dimensions to the City class, but the cylinders were outside the frames. This new type would be known as the County class. The following locomotives of the Camel type, forming part of a series of ten, were out: Nos. 3403 Vancouver, 3464 Jamaica, 3465 Trinidad and 3466 Barbados (WN 2046 to 2049). Having been found that the system of trying locomotives in the shops on a machine similar to that described and illustrated on another page of the current issue, in article on Some Locomotive Experiments, which had been in force for some time at Swindon, was not particularly satisfactory when applied to tank locomotives, that class of engine would in future be handed over to the running department for trial on the road, as was formerly the practice. No. 1123 Salisbury, one of the 7ft. single engines, had been rebuilt with a new boiler having a Belpaire firebox, and the following other locomotives also had recently been supplied with the latest form of taper boiler with Belpaire firebox, viz: Nos. 3505, 3514, 3522 and 3548, four-coupled passenger; Nos. 2392 and 2515, six-coupled goods; and No. 2635, mineral locomotives. In issue of 12 March mention was made of three engines running with painted steam domes, but omitted to say that the dome casings in question are of steel, and not brass painted over. The Camel type locomotive No. 3346 Tavy was running fitted with a mechanical stoker, which necessitates the use of coal broken smaller than is customary. In the accompanying illustration is shown a photographic reproduction of one of the new rail motor cars which started running on the new loop line between Paddington and Southall, via Park Royal and Greenford, on the 2 May. There was a similar service between Southall and Brentford, and the introduction of an improved connection by means of these cars seems to be attended with the approval of the travelling public.

Midland Ry. 73
Many Johnson standard goods engines with 5ft.- 2½in. wheels and 18in. by 26in. cylinders were being rebuilt with the large new boilers like No. 2736, and having 180 psi. The following had been thus rebuilt: Nos. 1877, 1898, 1901, 1917, 1927, 1941, 1958, 1960, 1963, 2047, 2067, 2158, 2167, 2175. 2304 and 2311, also No. 1791, with 4ft. 10in. wheels (1700 class). Nos. 836 to 839, new four-coupled bogie passenger locomotives, are now at work, completing the order for ten. The old Kirtley goods engines bearing these numbers are now Nos. 667, 1007,336 and 682. Five new standard goods locomotives with large boilers had recently been completed, and bore Nos. 255 to 259, the older engines in the Leicester district which formerly bore those numbers now being Nos. 316, 338, 415, 560 and 407 respectively.

Indian State Rys. 73.
Beyer, Peacock & Co., Ltd., had secured a contract for 31 engines and tenders of exceptionally large dimensions.

London & North Western Ry. 74
Two more 7ft. four-cylinder compound locomotives, Nos. 1951 Bacchante and 1956 Illustrious, had had their valve-gear modified, as in the case of Benbow referred to in our issue of 22 August 1903. Following are the names of the locomotives used for the Royal visit to Ireland. between Euston and Holyhead, on the 25 April: pilot engine No. 291 Prince of Wales, first and second train engines No. 1946 Diadem and No. 1970 Good Hope respectively. On the 2 April, the new accelerated service between Euston and Manchester and Liverpool was successfully started. There are now two trains. one each way, between London and Manchester, with one intermediate stop at Stockport, which covered the distance in 3½ hours, and two others, which only occupied ¼ hour longer. On the opening day of the new running a special train was also put on which left Euston at 10.32 a.m., and arrived at Stockport and Manchester at 13.48 and 13.59 respectively, the total journey thus being made in 3 min. less than the revised schedule. The load behind the tender was about 220 tons, and the engines employed were Nos. 789 Breadalbane and 837 Faerie Queen. The special was hauled on the return journey by No. 1924 Powerful. The L. & N.W.R. had decided to proceed at once with the widening of the main line between Rugby and Nuneaton, and the contract was now in force.

Great Central Ry. 74
Beyer, Peacock & Co., Ltd., had delivered Nos. 180 to 187, six-wheels coupled bogie "fish" engines with 6ft. 1in. wheels, of the 1067 class (Beyer, Peacock & Co's. WN. 4531 to 4538).
The same firm had also delivered a large number of the six-coupled inside cylinder goods engines, No. 973 class, of which they had 25 on order. Nos. 198, 201, 203, 205, 206, 209, 210, 211, 214. 215 were all of this class.
Six new six-coupled goods engines of this same 9J class built at Gorton are now running, bearing Nos. 207, 208, 217, 220, 232 and 233. Three of the same class, Nos. 253, 254 and 255, had been delivered by the Yorkshire Engine Co. The original double-framed engines bearing; these numbers had been scrapped or placed on the duplicate list. Kitson & Co. had delivered eight new eight-coupled goods locomotives. Nos. 140 to 147.
Nos. 43 and 154, saddle tank shunting engines, had been rebuilt, and were fitted with vacuum and steam brakes.
Nos. 104 to 113, ten four-wheels coupled express engines of the 1013 class were being delivered by the Vulcan Foundry Ltd. (WN 1917-1926). These differed from Nos. 1013 to 1042 in having four safety valves in place of the two hitherto fitted. They took the numbers formerly used for Sacre single wheel express engines which were working on the Southport branch of the Cheshire lines.
Pollitt's six bogie single express engines Nos. 967 to 972, which were removed last year from London to Leicester to work between Oxford, Leicester and York, have now been again removed to the Cheshire lines, to work the fast Manchester and Liverpool expresses.

South Eastern & Chatham Ry. 74
Two Wainwright standard type (0-6-0) goods engines, Nos. 480 and 481, had been built at Longhedge works. No. 362, a Stirling's four-coupled trailing bogie tank (0-4-4T) locomotive had been rebuilt with a raised boiler provided with a brass dome. It also had the sandboxes removed from the front of the splashers and new ones placed below the footplate.

North Eastern Ry. 74
A new mineral locomotive, Class P1, with 4ft. 7¼in. wheels and 18¼in. cylinders, was out, bearing 132 (Darlington WN 466). It had a boiler 5ft. 6in. in diameter, having its centre 8ft.1in. above the rails, with 1,664ft² of heating surface and carrying a pressure of 200 psi. Engine and tender measured 52ft. in length over all, and weighed in working order a total of 78 tons.
Nos. 89, 1148, 1317 and 1774, of Class U, mineral tank locomotives, were running. No. 676, Class Gl, built at Darlington in 1887, was being rebuilt with a leading bogie, and new cylinders 18¼in. by 26in. with piston valves. No. 211, six-coupled well-tank, built at Darlington in 1882, had been supplied with a saddle tank, thereby considerably enlarging the water capacity.
Several six-coupled shunting locomotives of the E Class had been supplied with the Westinghouse brake. the donkey pump being fixed on the front end of the side tank. In our issue of 12 March page 37, we referred to No. 25 as being an engine of Class C which had been converted to high pressure. The engine in question is of Class P1, and was given in error for No. 31, which is a Class C that has been converted to Class Cl.

Ebbw Vale. 74-5.
Peckett & Sons, of Bristol, had recently completed and delivered to the Ebbw Vale Steel, Iron & Coal Co., Ltd., two powerful tank locomotives having six-coupled wheels and 18in. cylinders. The boilers carried a working pressure ot 160 psi and the engines each weigh 48 tons in working order; they are fitted with hand, steam and vacuum brakes. These two engines complete a series of 15 supplied to the company by Peckett during the last 12 months in accordance with the policy then in progress of discarding old locomotives in favour of new and more powerful engines specially constructed to meet the heavier requirements of the present day.

Mersey Ry. 75.
Two of the six-wheels coupled double framed bogie tank engines (0-6-4T) built by Beyer, Peacock & Co., 1885, had been sold to the Shipley Collieries, near Ilkeston, Derby. These were Nos. 5 and 8 on the Mersey Ry.

East & West Yorkshire Union Ry. 75
The 12in. outside cylinder four-coupled saddle tank locomotive built by Messrs. Black, Hawthorn & Co. in 1878 (No. 424), which was referred to on page 22 of February issue, was not purchased from the N.E.R., but from a local firm.
One of the eight-wheeled radial side tank locomotives had been fitted with Marshall's valve gear by Manning, Wardle & Co.
The Midland Railway had lent a four-coupled trailing bogie tank locomotive, No. 6, and several coaches for the working of passenger traffic between Robin Hood and Wellington Street, Leeds, the service. consisting of four trains per day in each direction.

American Mail Specials. 75
The transformation of Plymouth into the first port of arrival of transatlantic mail steamers of the American and North German Lloyd services has led to brisk rivalry between the Great Western and London and South Western Railways.
On the 9 April the L. & S.W.R. conveyed the passengers of the American line s.s St. Louis from Devonport to Waterloo in 4h. 23 min., while the G.W.R. conveyed the mails in 4 h. 18 min. On the 18 April the latter company improved on that record by running a special, which met the N.D.L. s.s. Kaiser Wilhelm II., over the 246 miles between Millbay and Paddington in 4 h. 13 min. On Saturday, the 23 April, this was again beaten by a run of 4 h. 12 min., with the mail ex the American liner St. Paul, the load consisting of five 8-wheeled parcel vans hauled by No. 3442 City of Exeter, from Plymouth to Bristol, and three vans drawn by No. 3056 Wilkinson formerly Timour) between Bristol and Paddington. The passengers from the same liner were carried by the L. & S.W.R. in the record time of 4 h. 3 min. 11 sec., with intermediate stops at Exeter and Templecombe. The train consisted of four eight-wheeled central corridor coaches, one of which was a dining car, and it was hauled from Devonport to Templecombe by the 6ft. bogie engine No. 399, and thence to Waterloo by the standard 6ft. 6in. bogie engine No. 336. These engines were used on the previous Saturdays on the same Ocean Special service.
On the 24 April the G.W.R. did not beat their previous record, the time occupied being 4 h. 47 min., a falling off which was partly due to an extra stop at Exeter, where engines were changed. The locomotives employed on that occasion were No. 3315 Comet, from Plymouth to Exeter, No. 3025 St. George, from Exeter to Bristol, and No. 3044 Hurricane, from Bristol to Paddington. The load was three coaches throughout the journey.
However, on the 30 April this comparative failure was redeemed by a new record, despite a stop at Exeter and a change of engines there, the time from Plymouth to London being 3 hours 54 minutes. The load was four vans to Bristol and two to London. No. 3442 City of Exeter hauled the special from Plymouth to Exeter (527/8 miles) in 59 min. From Exeter to Pylle Hill (75¼ miles), with No. 3054 Sir Richard Grenville, occupied 70 min., and from Pylle Hill to Paddington (118¾ miles) was accomplished in 100 min. by No. 3065 Duke of Connaught. From clearing Swindon station to arriving at Paddington (77¼ miles) the time was 62 min.

By rail to India. 75
The very short distance now separating the British Indian and Russian railway systems is not fully appreciated by many. The North Western Ry. of India had a 5ft. 6in. track, giving through communication to Bombay and the south, in operation as far north as Chawal in Beluchistan. This point is only 360 miles from the Russian railway terminus at Kushk, near Herat, from whence direct trains are running via Merv to Krasnowodsk on the Caspian Sea, although it should be mentioned that no foreigner is allowed to travel over the Kushk-Merv section, (190 miles long) except by special permit. Crossing the sea by steamer to Baku, the passenger for London can take a through train to Moscow; thence the journey through Europe is simple and well-known. Unfortunately difference of gauge will practically prevent through trains, even if the breaks at present existing are linked up, for from London to Warsaw the standard ·4ft. 8½in. prevails, from Warsaw to Baku and from Krasnowodsk to Kushk, the Russian gauge is 5ft., and from Chawal to Calcutta, Bombay and Madras 5ft. 6in. is the distance between" the rails. As compared with this, the alternative Bagdad Ry. should eventually bring the 4ft. 8½in. gauge to the Indian Frontier in the neighbourhood of Kurrachee.

Express locomotive, L.&N.W.R. 78. 3 illus.
No. 513 Precursor 4-4-0: photographs of side, front and cab (tender detached).

Consolidation goods engine, Bengal Nagpur Ry. 79. illus.
Seventeen Robert Stephenson 2-8-0 supplied under supervision of Sir John Wolfe Barry with 4ft 8in coupled wheels, 21 x 26in cylinders for 5ft 6in gauge. They incorporated Stephenson link motion, a Belpaire firebox, 2235ft² total heating surface, 32ft² gratee area annd 180psi boiler pressure.

New moulding machinery. 80-1. 3 illus.
Taite & Carlton

The history of the London & South Western locomotives. 81-2. illus., table

Continued page 154

Some locomotive experiments. 83-4. diagr.
Continued from page 46: stationary testing plants at Purdue University on the Chicago & Northwestern Railroad. Simpler plants at the North British Locomotive Company's Hyde Park Works, the Vulcan Foundry and at Swindon. The systems consisted of rollers and some form of traction system.  

London to Rome via Mont Cenis. 84-5. 11 illus.
Victoria depart 10.00 for Newhaven; boat to Dieppe; train to Paris St. Lazre arrive 18.55: depart Gare de Lyon 22.25; arrive Modane 11.12 (Italian time); then route was Turin, Genoa, Rome (no time given).

Lagging for locomotive boilers. 86.
Tests on stationary boilers had shown a 12% saving in heat through lagging. Wood suffered from shrinkage and metal bands were need to keep it in place. Continued p. 146..

Post Office sorting van, Furness Ry. 87. illus.
32ft long six-wheel vehicle with electric lighting and a lavatory.

New carriage stock, Midland Railway. 87-8.
Close-coupled bogie sets for Manchester Central to Stockport and Chaedle Heath service consisting of Brake third; third; four first class with seven compartments, third and brake third. The thirds had eight compartments and the brake thirds six. They were gas lit. Also note of 60ft long sleeping cars running on six-wheel bogies. These werer 9ft wide at centre to accommodate 6ft 2in sleeping berths. They had clerestory roofs.

The new Continental train, Great Eastern Ry. 88-9. illus., plan
Holden clerestory corridor train with restaurant and kitchen cars with rich interiors for first and second class passengers for the Hook of Holland boat trains running between Liverpool Street and Parkeston Quay.

No. 142 (15 June 1904)

Railway Notes. 91

Fast travel in India. 91. illus.
On the occasion of His Excellency Lord Curzon of Kedleston's journey from Simla to Bombay, en route for England, the special train of five long bogie cars made the run from Kalka, the commencement of the broad (5ft. 6in.) gauge to Bombay, 1,139 miles, in 39 hours 58 minutes. The train arrived at the Victoria terminus of the Great Indian Peninsula Ry. at Bombay at 09.24 on the morning of 30 April, six minutes ahead of time, and made the last stretch, Kalyan to Bombay, 32 miles, in 40 mins.: at one part two miles were covered in 1 minute 50 seconds'. Photographic reproduction shows the train headed by G.I.P.R. engine No. 63 entering the Victoria Station, Bombay. The train was painted white and had no sunshades, a departure from regular Indian practice. The cars have steel underframes, electric light (Stone's), electric fans, etc. The apartments for the Viceroy were very elaborate, and the bath rooms, etc., beautifully finished. The train was constructed at the new carriage shops of the E.I.R. at Lilloah.

London & North Western Ry. 91.
No. 1419 Tamerlane was latest new Precursor type, (illustrated and described in last issue). No. 1395 Harbinger, the second of Whale's new express engines, was now working between Crewe and Euston. On several occasions it had hauled the 23.50 Scotch express out of Euston with a load equal to 23½ coaches. No. 1967 Cressy had recently had its valve motion altered in accordance with the experimental modification of No. 1952 Benbow, reterred to in our issue of 22 August. No. 1929 Polyphemus and 1930 Ramillies were now running with Belpaire fireboxes.

Midland Ry.. 91.
Another series of  Johnson 5ft. 2¾in. standard goods engines had been turned out from Derby with the large new boilers of the 2736 class. The numbers were 1805, 1904,1918, 1923, 1930, 2060, 2081, 2096,2172, 2284 and 2304. A steam motor car [railcar] was under construction at Derby for passenger service on the Heysham and Morecambe line. It was also stated that a service or similar cars will be run over the Bedford and Hitchin branch.

London, Tilbury & Southend Ry.  91.
Several engines were being fitted with condensing apparatus for working over the Underground line.

Great Northern Ry. 91-2.
No. 864, one the Stirling four-wheels coupled (6ft. 7½in.) passenger engines had been rebuilt with a new boiler, but, like No. 991, retained the old form of cab. Twenty new Atlantic type locomotives with large boilers, similar to No. 251, were under construction at Doncaster, Nos. 272 to 283 of the series being already out. The eight-coupled mineral engines were being turned out from Doncaster up to No. 440. No. 773, 8ft. single, and No. 113, mixed traffic, were among engines withdrawn from service.

Great Western Ry. 92
Nos. 536 and 1478, four-coupled in-front side tanks, (0-4-2T) had been rebuilt at Wolverhampton with outside bearings to the trailing wheels. No. 536 had its dome cover painted green in place of the former brass one. The express engines stationed at Paddington had the letters PN outside the cab on the right hand side and just under the roof. The last lot of tank engines with taper boilers were working in the Birmingham district. The following new engines of the Camel type were running: No. 3467 Empire of India, and No. 3468 Calcutta. The Swindon WN 2050-1. No. 3288 Tresco, of the Duke of Cornwall class, has been renamed Isle of Tresco. The mineral engines Nos. 2651 and 2655 have been supplied with new taper boilers. Nos. 602 and 2315, six-coupled goods engines,. were running with Belpaire fireboxes.

Great Central Ry. 92.
Vulcan Foundry Limited, were delivering the first lot of 15 six-coupled goods engines, 973 class. These were Nos. ,235 to 239 (WN 1927 to 1931). The Yorkshire Engine Co. have also delivered Nos. 256 and 257 of the same class. Nos. 137, 138 and 139, eight-wheels coupled mineral engines, had been delivered by  Kitson & Co., Ltd. The duplicate engines on this line had the letter "B" added to their former number.
Two steam motor-cars, supplied with locomotive type boilers, were under construction at Gorton works, and were destined for suburban service.
We understand that Beyer, Peacock & Co., Ltd., are to build five Atlantic type express locomotives similar to Nos. 192 and 194.

North Eastern Ry. 92.
The latest" Atlantic" type locomotive, No. 295, was ex-Gateshead shops.

Lancashire, Derbyshire & East Coast Ry. 92.
Kitson & Co., Ltd., had delivered five very heavy six wheels coupled trailing bogie side tank engines (0-6-4T) with 4ft. 9in. wheels and 19in. by 26in. cylinders for mineral traffic.

Great Eastern Ry. 92.
Ten new tank engines Nos. 51 to 60, were under construction at Stratford works, similar to the enlarged tanks of the 327 class (six-coupled), but with cabs and bunkers of the same width as the tanks. The first of these, No. 51 was in service.

London & South Western Ry. 92.
The first series of new 6ft. 7in. four-coupled bogie express locomotives with large boilers was rapidly nearing completion at Nine Elms. They will bear the Nos. 415 to 419.  Ten new passenger trailing bogie tank locomotives (0-4-4T) completed and at work with the following Nos., 21, 27, 28, 29, 30, 108, 109, 110, 111 and 379. Ten mixed traffic four-coupled bogie locomotives of the No. 155 class were approaching completion, and would be numbered as follows: 134, 148, 166, 167, 168, 169, 170, 171, 172 and 174.

Midland and Great Northern Joint Ry. 92.
A large ten-wheeled tank locomotive was under construction at the Melton Constable shops for working the traffic over the then new Yarmouth and Lowestoft Ry. It would have four-coupled driving wheels and outside cylinders: 4-4-2T. The locomotives of the Joint Railway were being painted a much brighter yellow.

East & West Yorkshire Union Ry. 92.
The engine fitted with Marshall's patent valve gear, referred to in our last issue, was No. 1, and was a six (not eight) wheeled saddle tank. Only Nos. 4, 5 and 6 were fitted with radial trailing wheels. No. 1 had been specially overhauled for the service of passenger trains which had previously been worked not only by Midland tank engine No. 6 but also by No. 1265.

East & West Junction Ry. 92.
This railway had added two new locomotives to its stock, both built by Beyer, Peacock & Co., Ltd. Of these, No. 13 is a four-wheels (d. and t.) coupled passenger engine with 6ft. 1in. wheels and 17in. by 24in. cylinders, the frames being inside throughout. No. 14 was a six-wheels coupled goods engine with double frames, but differed from the previous engines of the type in having the platform straight instead of bent to clear the outside cranks. The valve motion was Stephenson's, with valve spindle guides. In the former engines Allan's straight link motion was provided. The wheels were 4ft. 9in, and cylinders 17in. by 24in. Both Nos. 13 and 14 had Belpaire fireboxes, and the boiler centres were raised considerably higher than had previously been the case on this line. Both were delivered at the end of 1903. Beyer, Peacock & Co., Ltd., had another goods engine on order similar to No. 14. One of the old goods engines of the DX class purchased some years ago from the L. &N.W.R. had recently been broken up. This was No. 9 on the E. & W. J. R.

Six-coupled locomotive, G.C.R. 93. illus.
No. 196 illustrated. Refers back to Issue for 12 December 1903 when new Atlantic type locomotives Nos. 192 and 194 were introduced. Nos. 195 and 196 were 4-6-0 type and shared most dimensions in common with each other and with the two Atlantics: 6ft 9in coupled wheeels, 1842ft² total heating surface and 26ft² grate area. The cylinder dimensions of the two 4-6-0s were slightly different from each other: No. 195 had a diameter of 19½in whereas No. 196 had one of 19in, but with a common stroke of 26in.

Our special supplement. 93.
The actual Supplement was missing from copy inspected. North British Locomotice Co. six-coupled locomotives for South African Railways. Order for fifteen 3ft 6in gauge locomotives with 18½in x 28in cylinders; 5ft 2in coupled wheels; 200 psi boiler pressure; 1842ft² total heating surface and 33ft² grate area. Directors seated in front of locomotive..

New erecting shops, Vulcan Foundry. 94. illus.
Two 35 ton cranes. Pits ran full length of shop and could accommodate several gauges.

Outside cylinder 4-coupled bogie locomotive, G.W.R. 94-5. illus.
Illustrated No. 3473 County of Middlesex which had 18in x 30in cylinders; 6 ft 8½in coupled wheels; 200 psi boiler pressure; 1818.12ft²; grate area 20.56ft². I-section connecting rods, brake blocks on all wheels.

Mineral locomotive, N.E.R.. 95. illus.
No. 132 illustrated. Wilson Worsdell 0-6-0 with ½in x 26in cylinders; 4ft 7¼in coupled wheels; 1531ft² total heating surface, 20ft² grate area, 200 psi boiler pressure.

Washing out boilers. 96-7. illus.
Illustration: GCR 4-6-0 No. 1072 showing fitted for hot water washing out. SWtated preference for hot water, and if it was not used emphasised need for sufficient pressure for cold water washing out. Suggested kerosene should be added to feed water a day or two before.

A locomotive axle fracture. 97. illus.

An Austrian gauge conversion. 98-9. 3 illus.
Lambach Grumden Railway was built to 3ft 6in gauge, but converted to standard guage. On the narrow gauge there were ten tank engines built by W. Gü of Wiener- Neustadt. Nos. 1-10 were 4-4-0T Nos. 1-10 for passenger services and Nos. 11-14 were 2-6-2T for freight. Rollbücke (literally rolling trestles), small-wheel bogies for carrying standard gauge wagons over the line.These were unwieldy. Conversion was accomplished by replacing the sleepers over an extended period then making the gauge change during a three day closure.

L. & N.W.R. exhibits at St. Louis. 100. 2 illus.
Queen Adelaides's Royal Saloon and quarter size model of Royal Saloon built for King Edward VII which ran on six-wheel bogies. Other models exhibited included a WCJS sleeping car nand a working model of 4-cylinder compound King Edward VII.

The locomotives of the Great Eastern Railway. 101. 3 diagrs.
Continued from page 53. Figs. 69-71. The last ten engines of the Norfolk Ry. were built by Messrs. R. Stephenson & Co. as follows :-

As originally constructed (Fig. 69) they had cast iron wheels, the leading being 3ft. 8in. in diameter, and the driving and trailing 5ft. 7in. The cylinders were 15in. in diameter with a stroke of 22in., and were placed 6ft. 1in. apart centre to centre.
The wheelbase was equally divided, 5ft. 9.in. being the distance separating each pair of centres, and the overhang was 5ft. 9in. at the leading end, and 6ft. 7.in. at the trailing. The barrel was 13ft. 7in. long, with a diameter of 3ft. 8in., and the firebox casing was 4ft. 2.in. long by 3ft. 8.in. wide. The inside firebox had a length of 3ft. 6in., and width of 3ft. The plate frames were 1in. thick. In working trim the engines weighed 23 tons 12 cwt. 1 qr., of which the leading wheels supported 6 tons 7 cwt. 1 qr., the driving 8 tons 2 cwt., and the trailing 9 tons 3 cwt. Five of these engines were rebuilt by Sinclair as shown in Fig. 70, and were subsequently modified by Johnson as in Fig. 71. The new boilers were constructed of four wrought iron plates lap jointed, the external diameters being 3ft. 6.in. and 3ft. 5.in.; the length of the barrel was 14ft. 0.in., the smokebox tube-plate being recessed 6in. within it. There were 125 tubes of 1in. diameter, and 13ft. 9.7/16in. long. The outer firebox was 4ft. 2in. long by. 3ft. 6.in. wide, whilst the inner box was 3ft. 7.in. long and 3ft. 0.in. wide, its depth being 4ft. 4.in. The grate was level, and had an area of 10 ft². The firebox heating surface was 61 sq. ft., making a total of 906 ft². The working pressure was 110 lbs. per sq. in. As rebuilt, these engines weighed 24 tons 13 cwt., of which the leading wheels carried 6 tons 17 cwt. 3 qrs., the driving 8 tons 10 cwt. 2 qrs., and the trailing 9 tons 4 cwt. 3 qrs. The engines so treated were No.138 rebuilt in April 1860, No.135 in January 1861, No. 131 in February 1861, No. 132 in June 1861, and No. 133 in December 1861. In 1872 Nos. 135 and 138 were renumbered 1350 and 1380 respectively. These engines were broken up as follows: Nos. 137 and 139 December 1866, Nos. 130 and 136 November 1868, No.134 November 1870, No. 133 August 1877, No. 1350 August 1878, No. 1380 August 1879, No. 132 September 1880, and No. 131 January 1882.
The description of the ten engines last illustrated the history of the Norfolk Railway locomotives has been completed, and from July, 1850, they were all renumbered with and treated as part of the ECR. stock. It should be mentioned, however, that during its separate existence the N.Ry. locomotives were under the superintendence of  W.P. Marshall, with headquarters at Norwich, where the locomotive workshops, still used by the G.E.R. as district repairing shops, were situated.

Reviews. 102.
The real Siberia. J. Foster Fraser. Cassell.
Journey on Trans Siberian Railway from Moscow to Steitinsk; thence by steamer on River Amur to Khabarovsk and train to Vladivostok; also journey over incomplete Manchurian Railway.
Railway reminiscences. George P. Neele. McCorquodale.
Friction and lubrication: a hanbook for engineers, mechanics, superintendents and managers. William W. Davis. Pittsburg: Lubrication Publishing Co.

No. 143 (15 July 1904)

Railway notes. 107.

London & South Western Ry. 107. illus.
Two new steam motor carriages, the frames, boilers and engines of which were constructed at Nine Elms, and were then transferred to Eastleigh to receive the carriage bodies, were put to work on the Alton and Basingstoke Light Railway on the 1 June. One of these carriages was illustrated, from which it will be seen that they are somewhat different in design from No. I, which was illustrated on page 345 of Vol. 8. and page 326 of Vol. 9., the boiler being arranged with the firebox at the leading end, with the side and top enclosed. The accommodation provided in these later cars was for eight first and 32 third class passengers, and one ton of luggage, and sufficient water was carried for a  service of 60 miles without replenishing, and coal to last a whole day. A new 7tons steam travelling crane had been supplied by Cowans, Sheldon & Co., of Carlisle, for the Stores Dept., Redbridge Wharf. The new engine shed at Andover Junction, for locomotives of the L. & S. W. and M. & S. W. J. Rys., was making good progress. The site of the old shed was allocated to the traffic department.

Great Western Ry. 107.
A second engine of the new outside cylinder four-coupled bogie class  was out, No. 3474 County of Berks. (Swindon WN 2057). The following locomotives of the Camel type completed a series of ten, known as the Dominion class; Nos. 3469 Madras, 3470 Bombay, 3471 Queensland and 3472 Columbia (Swindon WN 2052-5). Amongst the latest engines to be rebuilt with taper boilers were Nos. 3393 Auckland, 3337 Kenilworth and 3418 Earl of Cork, passenger locomotives, and Nos. 2636 and 2649, mineral engines. The old goods engines, Nos. 388, 2366 and 2374 had been rebuilt with Belpaire fireboxes. All tenders going through the paint shops had the letters G.W.R. painted on, one letter to each panel, instead of the monogram in the centre of the tank side sheets; also the number of gallons of water that the tender will hold was cut in figures at the bottom part of the tender register plate on the back of the tank.

North London Ry. 107.
Some six coupled tank locomotives (0-6-0T) were to be fitted with continuous brakes.

Barry Ry.. 107.
Two steam motor carriages had been ordered from the North British Locomotive Co., Ltd.

Midland Ry.. 107.
Several more of the 5ft. 2½in. six-coupled goods engines had been rebuilt with large boilers, their numbers being: 1767, 1804. 1874, 1880, 1896, 1910, 1919, 1971, 2032, 2079, 2380, 2101, 2104, 2112, 2156, 2166, 2306, 2338 and 2355. No. 85, one of the 6ft. 6in. four-coupled bogie class, had been rebuilt with a large boiler similar to that of the No. 2736 goods class. The latest additions to the No. 2736 six-coupled goods class were No. 260-266. Old Nos. 260-264 have been re-numbered 412, 442, 455, 665 and 670 respectively. Several old Kirtley goods engines had been withdrawn from service.

London & North Western Ry. 108.
The latest additions to the Precursor class were Nos. 2164 Oberon, 2 Simoom and — Titan. Nos. 1976-79 of the Alfred the Great class were now in regular work.

Great Central Ry. 108.
Following complete list of the eight-coupled goods locomotives on this line, which were illustrated and described in our issue of 3 January 1903: Nos. 1052-4 built by Neilson, Reid & Co., Ltd., of Glasgow; Nos. 56-59, 64-65, 67-68, 70-71, 85-87, 91-92, 135-140, 142-153. built by Kitson & Co., Ltd., of Leeds; a total of 36 in all.

Great Eastern Ry. 108.
There were then 21 engines rebuilt with Belpaire fireboxes, which were located as follows: Stratford, Nos. 760, 762, 763, 769, 781, 782, 1014, and lO22; Cambridge, Nos. 785, 787, and 789; Ipswich, Nos. 743, 750 and 1034; Yarmouth (South Town), Nos. 724, 725, 727, 10l0, 1011 and 1017; York, No. 702. A trial trip of the 2½ hours' run to Yarmouth was made on Saturday, the 4 June. The train was timed to leave Liverpool Street at 10.15 and to reach Yarmouth (South Town) at 12.45. It was hauled by No. 1871, and occupied 2 hrs. 28 min. on the down journey and 2 hours 29 mins. in returning.

North British Ry. 108.
Six four-coupled bogie express locomotives built by Drummond, Nos. 488-493, were being rebuilt after the general style of the latest type (No. 317 class) designed by the late Matthew Holmes. The boilers were of the same diameter as the latter, but rather shorter, and the new style of cab was fitted. The cylinders, however, were only 18in in diameter, with a stroke of 26in, Six new side tank shunting engines were under construction; they had six-coupled wheels and outside cylinders measuring 16in. by 22in. At a then recent meeting of the Directors, held in London, Mr. William P. Reid's appointment as locomotive superintendent in succession to the late Mr. M. Holmes was confirmed.

Great Northern Ry. 108.
An installation of pneumatic buffer stops was now in position on the arrival lines at King's Cross station. They consisted of wrought iron cylinders with a piston travel of 7ft., and were solidly built upon a bed of concrete with foundations extending 6ft. below the station platform level. A test was made of these new buffer stops on Sunday morning 10 June. The trial consisted in running a six-coupled goods locomotive, with two close-coupled suburban trains attached, weighing altogether a total of 369 ton, into each of the five sets of hydraulic buffers at speeds varying from 6 to 9.4 miles per hour and the result appears to have given satisfaction to Mr Ivatt and the other G.N. officials present.

London, Brighton & South Coast Ry. 108.
The following 5ft. 6in. six-coupled radial tank locomotives (0-6-2T) recently built at Brighton: Nos. 591 Tillington, 592 Eastergate, 593 Hollington and 594 Shortbridge. The following engines had been withdrawn from service: No. 645 Merton, (six-coupled tank), Nos. 415 and 418 (six-coupled goods), No. 304 Nice (front-coupled mixed traffic), and No. 9 Anerley (front-coupled D class tank).

South Eastern & Chatham Ry. 108.
Another James Stirling four-coupled bogie express locomotives (4-4-0), No. 79, had been rebuilt with the new standard boiler with a brass steam dome and the new pattern of cab. It also bore upon the splashers of the main driving wheels the same coat of arms as adopted on the new express engines. The bogie tank locomotive, No. 354, of Stirling's design had been rebuilt with a domeless boiler and short blast pipe with patent spark arrestor, while a similar engine, No. 319, had been provided with a new boiler with a brass steam dome. Three new standard six-coupled goods locomotives had been turned out from Ashford, bearing running Nos. 270, 495 and 498. As they went into the shops for repairs, the tenders of Stirling locomotives were having tool boxes fitted at the footplate end, where they were more readily accessible. A large number of 'these engines were now fitted with the short blast pipe and spark arrestor. The widened lines between Elmstead (the new station between Grove Park and Chislehurst) and Orpington were opened on the 6 June, together with the new-loop lines at Chiselhurst connecting the South Eastern & Chatham sections.

Lancashire, Derbyshire & East Coast Ry. 108.
The new ten-wheeled six-coupled side tanks mentioned in last issue were Nos. 29 to 33 (Kitson & Co. WN 4246 to 4250). In addition to the large size of the tanks, the chief points of interest were in the smokebox, and the brakes on the bogie wheels. The smokebox was of the extended type, but the extension was of smaller diameter than the smokebox proper. This was a revival of an experiment introduced several years ago on the Glasgow & South-Western Ry. The steam brake cylinders on the bogie were horizontal, the steam being introduced between two pistons, which were forced outwards, the rod acting directly on the brake blocks without the intervention of levers. The blocks are released by coiled springs. The valve motion was of the rocking shaft pattern, and the valves were on the top of the cy1inders.

New express locomotive, L.&S.W.R. 111. illus.
No. 415 illustrated: Drummond 4-4-0 later known as L12 class.

The Egyptian Government Railways and locomotives. 112-13. 3 illus. including 1 drawing
In 18i70 six locomotives were returned to Black Hawthorn namely a Sharp Stewart double frame engine of 1857 which on return became No. 197; a Koechlin large domed "Frenchman" illustrated in Volume 9 page 267, and four Robert Stephenson outside cylinder locomotives illustrated in Volume 9 p. 101. In 1879 two Robert Stephenson long boiler singles received new boilers. In 1883 six tank locomotives were added to stock. Four Manning Wardle products of 1882 were handed over from the War Department. Two were outside-cylinder 0-4-0ST and received RN 241 and 242 with 2ft 9in and 3ft coupled wheels respectively and 8in x 14in and 12in x 18in cylinders (respectively. They were renumbered several times and were Nos. 505 and 506 then. Two inside-cylinder Manning Wardle 0-6-0STs with 3ft coupled wheels and 12 x 17in cylinders entered service, but were then sent to the Soudan. Fig. 37 shows an 0-4-2ST which was one of two used in Mex Harbour. These were Beyer Peacock products with 4ft coupled wheels, 14 x 20in cylinders and 681ft² heating surface. They were similar to locomotives constructed for the Knighton Railway. One was sent to Soudan, but the other became No. 407 and became the carriage works shunter at Boulac. Similar locomotives were used on the Cairo-Holouan Railway.

Compound passenger engine, Portuguese State Rys. 115.
In the colored illustration reproduced on the opposite page (in Volume being handled fp. 107) we show an exact representation of a type of six wheels coupled bogie four-cylinder compound express locomotive (4-6-0) designed and built by A. Borsig, of Berlin, for the heavy passenger traffic of the SuI e Sueste section of the Portuguese State Rys., which has long gradients of 1 in 55. The reproduction is shown in the colours [red/brown] which are standard on that system.
The design of the locomotive and the arrangement of the cylinders is that commonly associated with the names of de Glehn-du Bousquet, the high pressure cylinders being outside the frames between the rear bogie axle and the leading coupled axle, while the low pressure cylinders are between the frames, below the smokebox. The high pressure motion is of the Walschaert type, actuating piston valves, while Joy's valve gear is employed for the low pressure cylinders, as it requires no eccentrics, and therefore allows a more favourable arrangement of the crank axle. Screw reversing gear is provided, so arranged that the cut-off in each pair of cylinders may be varied independently as desired. Starting gear is also provided, by means of which the high pressure cylinders exhaust directly into the blast pipe, while the low pressure cylinders receive live steam at a reduced pressure from the boiler.
The chief dimensions of this locomotive are as follows: the high pressure cylinders are 14¾in. in diameter, and the low pressure are 21½in. in diameter, with a stroke of 25½in. for each pair. The diameter of the coupled wheels was 5ft. 1in. The boiler was of large dimensions, its barrel measuring 14ft. 1in. between tubeplates, with a mean diameter of 4ft. 11in ; its centre line 8ft. 10in, above the rails. There were 233 tubes of nearly 2in. diameter. The firebox was unusually large. extending over the middle coupled axle, and it provided a grate area of 31ft²; the total heating surface was 1,840 ft², and the boiler pressure 200 psi. Engines of this type weighed 58½ tons in working order, and they were provided with tenders carried on eight wheels, as shown. Both were fitted with the automatic vacuum brake, and the engine was provided with combination injectors, "pop" safety valves, a registering speed indicator, and a mechanically driven oil pump for lubricating the cylinders and slide valves.

The Plymouth to London record run. 115, 114. 2 illus.
[exact reproduction] Owing to pressure on our space, we were unable to give in our last issue' continued records of the running of the American Mail Special from Plymouth to London on the Great Western Ry.
On May 2nd, No. 3440 "City of Truro " ran from Plymouth Docks (Millbay Crossing) to Bristol, 1281/8 miles in 128 minutes; and No. 3065 "Duke of Connaught," brought the mails from Bristol to Paddington, 118½ miles, in 106 minutes; the whole journey occupying 3 hours 56 minutes. On May 7th. the same two engines performed the journey in 128 mirriutes and 109½ minutes respectively. the whole distance occupying 4 hours 1 minute.
All previous records were ,however, completely eclipsed by these two locomotives on May 9th, when the total distance of 2465/8 miles was covered in 226¾ minutes from start to finish, with an intermediate stop of 3¾ minutes at Pylle Hill for the purpose of detaching one of the five eight-wheeled mail vans composing the train during the first portion of the journey. Incidentally, another record was created, since the American, New Zealand and Australian Mails ex s.s. Kronprin« vVzlhelm travelled from New York to London in the hitherto unbeaten time of 5 days 22 hours. The 1281/8 miles from Millbay to Pylle Hill occupied 123¼ minutes, intermediate timings being, Plymouth North Road to Exeter (pass), 52 miles in 56 minutes, and Exeter (pass) to Pylle Hill, 75¼ miles in 64¼ minutes. From Pylle Hill to Paddington, start to stop, 118½ miles, occupied 99¾ minutes; of this, the 41¼ miles from Pylle Hill to passing Swindon accounted for 39½ minutes. and the remaining 77¼ miles from Swindon to Paddington, in which occurred a service slack to "dead slow" at Cricklade Bridge, occupied only 60 min. 9 secs. From Cricklade Bridge to Paddington platform end, 76½ miles, was run in 58 minutes 47 seconds. From Bath to Paddington, 106¾ miles, occupied 85 minutes 40 seconds, while the intermediate distance of 81¾ miles. between Wootton Bassett and Westbourne Park was covered in 62 minutes 55 seconds The two illustrations are of City of Truro and the Duke of Connaught.

The Leek & Manifold Light Railway. 120-2. 6 illius.
Includes portraits of E.R. Calthrop, J.B. Earle and E. Godfrey Brewer and scenic views of trains plus one of transporter wagon.

The carriage and wagon department. 123-

Train de luxe, Central South African Rys. 123-5 + 2 colour folding plates. 5 illus., plans, diagrs. (side elevations)
Two luxurious trains supplied by Metropolitan Amalgamted Railway Carriage & Wagon Co. Ltd. of Birmingham with sleeping cars, dining cars, kitchen cars and observation cars and a car with a private suite of compartments. Showers, baths and hot and cold water, electric lighting, Pullman gangways and Janney couplers

Bogie passenger coach, Highland Railway. 126. illus.
R.Y. Pickering & Co. of Wishaw 46ft 8in long first third composite with Pintsch gas lighting and probably lavatory accommodation (but not mentioned in text).

Mersey Ry. 126.
Rolling stock displaced by electrification purchased by Brecon & Merthyr Railway and by Looe & Liskeard Ry.

Painting by compressed air. 126-7. illus., 2 diagrs.
Wells Lightning Painter system of spray painting shown being applied to a wagon.

North British Ry. 127.
Thirty new third class corridor coaches nearing completion and 12 new luugage and brake vans completed in time for summer services.
W.R. Renshaw & Co. had supplied 28 gunpowder vans to meet Railway Clearing House requiremnts.

Wagons for Engineer's Department, L.B.&S.C.R. 128. 2 illus.
All-steel wagons constructed by Hurst, Nelson & Co. Ltd. of Motherwell to design of R.J. Billinton and under supervision of L.B. Billinton: four-wheel 20 ton ballast wagon with drop sides and bogie wagon for rails and sleepers.

Wrought steel axleboxes and wagon fittings. 129-31. 7 illus., diagr.
Manufactured by Steel Railway Journal Box Co. of Pendleton, Manchester [actually in Salford, KPJ]; spring buffer guides and weldless drawbar cradles patented by Walter Gatwood, the Company's general manager. Also Oxters or corner knees.

Number 144 (15 August 1904)

A Royal Train. 133. illus.
To convey King Edward VII to a sod cutting ceremony at a new dock in Swansea being named after his Majesty an unusual royal train was formed from an outside-cylinder Peckett 0-4-0ST WN 974/1904 No, 10 hauling an Swansea & Mumbles Railway bogie battery electric tramcar.
On 21 July 1904 the Royal Train was hauled over the Cambrian Railways from Three Cocks Junction to Welshpool,  for Rhayader and the Birmingham City Waterworks, behind 6ft Sharp Stewart 4-4-0 No. 83.

Great Western Ry. 133-4.
4-4-0 No. 3373 Atbara had been rebuilt with a taper boiler and painted in a slate colour. No. 3379 Kinberley had also been rebuilt witha taper boiler. No. 3475 County of Wilts was the latest of that series. Nos. 2311 and 2359 (0-6-0) and 5ft No. 3509 had been rebuilt with Belpaire fireboxes.

Great Eastern Ry. 134
Nos. 781-90 renumbered 770-9. Remaining singles given a cipher prefix. Tollesbury branch due to open from Kelvedon in early September and to be worked by small Holden 0-6-0T with a train of carriages formed without compartments with accommodation restricted to 3rd class.

North Eastern Ry. 134.
Ten P2 mineral engines in service. No. 132 illustrated on page 95. Four-coupled bogie compound No. 42 rebuilt as simple with new boiler, 18½ x 26in cylinders and Stephenson motion (replacing Joy's); No. 337 rebuilt with leading bogie, new 18½ x 26in cylinders with piston valves and new motion; Nos. 1611 and 56, former compound 0-6-0s rebuilt with 18 x 26in cylinders with slide valves on top.

London and South Western Ry. 134.
Large Drummond express 4-4-0s (L12 class: No. 415 illustrated page 111): Nos. 415, 416 and 417 in service: seventeen under construction. 6ft 7in coupled wheels, 19in x 26in cylinders, total heating surface 1550ft² total heating surface and 24ft² grate area. Water tubes in firebox and feedwater heater in tender. Steam motor carriage (railcar) No. 2 for Fratton & East Southsea branch fitted with small locomotive boiler similar to that fitted to No. 1 (see 9, p. 326). Special uniforms to be supplied to drivers and fireman employed on Royal engine.

London, Brighton & South Coast Ry. 134.
Three new radial tank engines: Nos. 399 Middleton, 400 Winchelsea and 401 Woldingham.

London, Tilbury & Southend Ry. 134.
Locomotives of No. 1 class fitted with condensing apparatus for working over District Railway: Nos. 3 Tilbury, 7 Barking, 21 Laindon and 29 Stepney. Three worked regularly over District Railway and one kept at Plaistow for running special trains off District to Southend.

Cambrian Rys. 134
Nre 6ft 4-4-0 built at Oswestry similar to No. 19 with 18in x 24in cylinders and 150 psi boiler pressure. Five 4-4-0 supplied Robert Stephenson & Co. WN 3131-5, RN 94-8 with Belpaire boilers.

Hull and Bransley Ry. 134.
Several passenger locomotives had been rebuilt with 4ft 9in domeless boilers and Stirling cabs.

Dublin, Wicklow and Wexford Ry, 134.
0-6-0 No. 13 Waterford built at Grand Canal Street works. Cab had side windows and a larger boiler. The extension to Wexford had been opened.

Pneumatic rivetting van, Great Western Ry. 135. illus.
Fitted with a Cochran boiler and Frankling compressor which supplied compressed air to hammers, drills, etc. Intended for Gloucester Division where there were eleven casr iron bridges, including one over the River Severn at Worcester, and the need for repairs on the Crumlin Viaduct.

The first locomotive built in Ireland. 135-6. illus. (drawing)
2-2-2 Victoria built for Dublin & Drogheda Railway by Grendon & Mackay in 1845. It had 9in x 12in cylinders, 4ft driving wheels and 351ft² total heating surface.

A mechanical lubricator for locomotives. 136. diagr.
R. Klinger Patented automatic device: see also 8, p. 214.

The locomotives of the Great Eastern Railway. 137-8. 3 diagrs. (Figs. 72-4).
A small engine constructed in 1849 for the use of the engineer by Messrs. Headly Bros. (afterwards Messrs. Headly & Edwards), of the Eagle Foundry, Cambridge. It was a small single tank engine with 4ft. 6in. driving wheels, but as far as we have been able to ascertain no other details or dimensions of it have been preserved. Mr. A.R. Edwards, managing director of Messrs. Headly & Edwards, Ltd., has, however, kindly lent us an original drawing of this little engine, from which the accompanying illustration, Fig. 72, has been prepared. This engine was named Eagle and its driving wheels were subsequently used for a cycle to be propelled along the rails by manual power. In his Railway Reminiscences, G.P. Neele refered to this engine as having run over and killed, in April, 1850, Mr. Newall, at that time district superintendent at Norwich, when running between Haddiscoe and Reedham, where he had gone in company with the resident engineer to inspect the telegraph instruments which had just been introduced. Subsequently it was altered, a new firebox being provided and the frame extended to carry a saloon at the trailing end, under which an additional pair of wheels were added, as shown in Fig. 73. The Eagle was painted bright green and located in a shed near Angel Lane, Stratford.
In August, 1850, John Viret Gooch, who had previously been locomotive superintendent of the London and South Western Railway, succeeded Mr. Hunter in the superintendence of the E.C.R. Co.'s locomotives, and one of the earliest events after he took charge was the taking over, in November, 1850, of the working and rolling stock of the unfortunate little Newmarket Railway. This line extended from Great Chesterford to Newmarket, but the traffic was small, and on the opening of the branch to Cambridge was almost entirely diverted to that route. Since the absorption of the line by the E.C.R. that portion between Great Chesterford and the junction between Fulbourn and Six Mile Bottom had remained derelict, but the earthworks are still in evidence, although trains ceased to use them for fifty years. Six engines were possessed by the Newmarket Co., which were all of one type and are illustrated by Fig. 74. They were built by Gilkes, Wilson & Co., of Middlesbrough in 1848, and were very similar to some engines built by this firm about the same period for the Stockton and Darlington Railway. They were four-coupled, long-boiler, tender engines, having driving wheels 5ft. 6in. in diameter and leading wheels 3ft. 8in. The cylinders were outside and were 15in. diameter, with a stroke of 22in., being placed 6ft. 1in. between centres. The wheelbase was 11ft. 8in., from leading to driving centres being 5ft. 10in., and from driving to trailing 5ft. 10in. The boilers, which were butt-jointed with the dome on the front ring, had barrels 14ft. 6in. long, with an internal diameter of 3ft. 6in. The outside firebox was 4ft. 2in. long by 4ft. 2in. wide, the inner box being 3ft. 6in. long and 3ft. 8.in. wide and having a grate area of 11.6 ft². The barrel contained 127 tubes 2in. diameter and 14ft. 6in. length, the heating surface being: tubes 941.6ft², firebox 74.4ft², total 1,016ft². In working order these engines weighed 25 tons 1 cwt., 7 tons being on the leading wheels, 8 tons 11 cwt. on the driving and 9 tons 10 cwt. on the trailing. They were numbered 1 to 6 and were named after famous race-horses as follows: Beeswing, Queen of Trumps, Van Tromp, Flying Dutchman, Eleanor, and Alice Hawthorn, the names being on brass nameplates on the front ring of the boiler barrel. After being taken over by the E.C.R. they were numbered 31 to 36 and were for some time used on coal trains between Peterborough and Stratford. They were never rebuilt, but were broken up as follows: Nos. 32 and 35 in December 1866, Nos. 33 and 34 in July 1868, No.31 in February 1869 and No. 36 in April 1870. See also Volume 45 page 56 [clearly something wrong with rhis reference]], but C.F. Dendy Marshall cites this article for appointment of J.V. Gooch!!].

Mr. Wm Adams. 138.
Announcement of death, aged 80.

Samana & Santiago Ry. 138.
Ordered locomotive from Andrew Barclay.

New locomotive orders. 138
Orders place with Robert Stephenson & Co. for 4-6-0 for Bengal-Nagpur Railway for the Bombay to Calcutta Mail via Nagpur. Also order from Great Noerthern Railway (Ireland).

Metropolitan District Ry. 138.
Orders placed for forty trains (280 cars) with Continental firms and for twenty trains (240 cars) with British firms.

Six-coupled radial tank locomotive, Furness Ry. 139. illus.
Pettigrew0-6-2T class Nos. 98-107: design standard with 0-6-0 except for higher boiler pressure (160 psi) and arrangement of tanks to ensure that the linkage between the side tanks and bunker tanks could be turned off to ensable locomotives to work over lines with weight restrictions. 5ft 1in coupled wheels, 18 x 26in cylinders, 1134ft² total heating surface and 20.5ft² grate area

The locomotive history of the London, Chatham & Dover Ry. 140. illus.
Previous part see page 25. Two of the Europa class were constructed at Longhead after the death of Martley: modifications included cabs and the removal of the safety valves from the dome (no photographic was available of the locomotives in this condition). Nos. 57 and 58 had 17 x 24in cylinders, 1121ft² total heating surface and 16.28ft² grate area. The whole calss was rebuilt with new boilers:

The names were removed on rebuilding: see Volume 8 p. 192 for locomotives as originally built.
Kirtley rebuilt the Tay class 0-4-2WT in form illustrated in Fig. 89 when they received 17 x 22in cylinders and boilers with 852.85ft² total heating surface and 14.62ft² grate area. They had the nickname of Little Scotchmen. They were rebuilt as follows (they lost their names on rebuilding)

The Constatine class (see Volume 7 page 153) received new 17 x 24in cylinders and boilers with 1060ft² total heating surface and 16.25ft² grate area in the years as follow

Whistle arrangements. 142-3. 3 diagrs.
Show arrangements used on North London Railway, Caledonian Railway (siren) and Great Eastern Railway.

Locomotives for the new Birmingham Waterworks. 141. 2 illus.
For railway constructed from Rhayader station on Cambrian Railways to sites fior construction of reservoirs at Elan and Claerwen which King Edward VII instigated on 10 July. Three types of locomotive were supplied by Manning Wardle: an 0-4-0ST Coel (not illustrated which had 10in cylinders) and two types of six-coupled tank engines: two with inside cylinders and two with outside. Rhiwnant (illustrated) was WN 1317/1895 and had 15 x 22in cylinders and 3ft 6in coupled wheels. A similar locomotives named Calettwr hauled the Royal train on the outward journey to Craig Goch and Rhiwnant hauled it on return. The outside cylinder (15 x 20in) locomotives had 3ft 1in coupled wheels: Claerwen (WN 1287/1894) illustrated

Locomotive exhibits at St. Louis. 144-5. 4 illus., diagr. (s. el.)
Louisiana Purchase Exposition: 4-4-0 for 3ft gauge Prince Edward Island Railway supplied by Canadian Locomotive Company with 15 x 20in cylinders, 4ft 6in coupled wheels and 850ft² total heating surface; Roger Locomotive Works 4-4-2 for Illinois Central RR with 20 x 28in cylinders, 6ft 7in coupled wheels, 3231ft² total heating surface and 50.7ft² grate area; a Baldwin 4-6-2 for the Union Pacific RR with 22 x 28in cylinders, 6ft 5in coupled wheels, 3053ft² total heating surface and 49.5ft² grate area; a Lima Locomotive & Machine Co. Shay type with three four-wheel bogies each powered by a 12 x 15in cylinder and coupled via a flexible driving shaft on the right-hand side of the locomotive through universal joints and couplings. The bogie wheels were 3ft diameter and the boiler operated at 200 psi. They could operate on 1 in 12.5 gradients. The diagram showed an American Locomotive Co. 2-8-0 with 22 x 32in cylinders, 5ft 2in coupled wheels, 3230ft² total heating surface and 54.4ft² grate area;

Lagging for locomotive boilers. 146. illus.
Previous part see p. 86 Lagging with mica as on GER 2-4-0 shown in photograph: insulant held in place by netting. Also notes use of magnesia asbestos in America/

The carriage and wagon department. 147-

Grain wagon, Wrexham, Mold and Connah's Quay Ry. 147. illus.
12-ton, 3-plank open wagon with two doors on each side: designed for carrying grain in sacks: designed by F. Willnas, lcomotice, carriage & wagon superintendent.

Great Western Ry. 147.
"G W" in large white letters painted on body.

New dining cars, Great Western Railway. 148; 149.2  illus.
Churchward 68ft long vehicle with eliptical roof, kitchen in centre and accommodation for sixteen first class and 32 second/third class passengers on either side: interior view pag 149 showing electroliers using Stone's system.

Number 145 (15 September 1904)

London & North Western Ry. 151. illustration.
The following were the latest of Precursor class to receive names and numbers : 7 Titan, 659 Dreadnought, and 510 Albatross.In the photograph here reproduced is illustrated the new through service recently inaugurated by this railway and the L.B. & S.C.R., establishing direct communication between the former system and South Coast watering places. The The following are the three latest of the " Precursor " class to receive names and numbers : 7 "Titan," 659 "Dreadnought," and 510 "Albatross." In the photograph here reproduced is illustrated the new through service recently inaugurated by this railway and the L.B. & S.C.R., establishing direct communication between the former system and South Coast watering places. Illustration showsz LBSCR 4-4-0 hauling train out of Brighton.

Great Northern Ry. 151.
The twenty Atlantic express engines, Nos. 272 to 291, were in service. No. 284 bears Doncaster No. 1044. A number of ten-wheeled eight-coupled side tanks, No. 116 class, are to be built for coal trains working in the Colwick district. No. 993, one of Stirling's four-coupled passenger engines, had been rebuilt, but retained the old cab.

Midland Ry. 151.
Nos. 85-87, 1812-14, 1822 and 2205, 6-ft. 6-in. coupled engines, have been rebuilt with large boilers of the same type as the 2736 class of goods engines, with round topped domes, and Ramsbottom safety valves. New splashers, and cabs had been provided, and in general appearance these engines were very similar to the S. & D.J. R. engines Nos. 69 to 71, which were illustrated on page 39 of this volume.
The following six-coupled goods locomotives had also been rebuilt with large boilers : Nos. 1782, 1801, 1806, 1911, 1924, 1940, 1968, 2056, 2078, 2126, 2127 and 2180. In our July issue, engine No. 2080 of this class was given erroneously as No. 2380. The new goods engines, 2736 class, then being built, were to be numbered up to 274. Xos. 267-271 were already out.
A new series of Belpaire express engines, 2781 class, were being turned out at Derby, but with six-wheeled tenders in place of the large bogie tenders. Nos. 840 to 843 were already at work.

Great Central Ry. 152.
Beyer, Peacock & Co., Ltd., had delivered five new locomotives of the Atlantic type referred to in a recent issue. They bore Nos. 263-267 (WN 4597-4601). Nos. 340-341, new six-coupled goods locomotives of the 973 class, had been turned out at the company's Gorton works. Two of a new series of ten-wheeled passenger side-tank locomotives are now running, Nos. 2 and 9. They are fitted with water pick-up apparatus to work in either direction. The steam motor-carriages mentioned in a previous issue will shortly be ready for service. Following up our note on page 74. we now give the remaining numbers of the series of 25 six-coupled goods engines of the 973 or 9J class, built by Beyer, Peacock & Co., Ltd., Nos. 216, 218. 219, 221-231 and 234- (WN. 4543-4557). The Vulcan Foundry, Ltd., have also delivered the final ten of their order, Nos. 242-250 and 252 (WN. 1932-1941).

London & South Western Ry. 152.
Two new 6ft. 7in. bogie locomotives with large boilers, Nos. 418 and 419, are now in regular work, making a total of five completed out of a total order of twenty. They took the numbers formerly allotted to bogie side tank engines with radial trailing wheels which are now transferred to the duplicate list. One of the steam motor carriages built for the Basingstoke and Alton Light Ry. has been sent to the Plymouth district to work the Friary and Turnchapel branch.

London, Brighton & South Coast Ry. 152
New radial tank locomotive. No. 402 Wanborough.was in service.

South Easteern & Chatham Ry. 152.
Two steam motor carriages, with horizontal locomotive-type boilers, were construction for this railway by Kitson & Co., Ltd. of Leeds.

North Eastern Ry. 152.
Company was building both the eight-coupled T class and the six-coupled P2 class for mineral traffic. Of the former, Nos. 1111, 1128 and 1149 had recently been turned out from Gateshead works, and Nos. 442 and 453 of the P2 class from Darlington.

North British Ry.152.
Two Drummond express bogie engines (4-4-0), with 6ft. 6in. coupled wheels, had been rebuilt at Cowlairs works and were running express services on the West Highland Railway. The new locomotive running sheds which the NBR has built to accommodate the Southern and Western section engines were complete, and known as the Eastfield Running Sheds. They could take 100 locomotives on 14 roads as compared with 30 engines in the old sheds, which were to be incorporated with the locomotive works. There was a coaling stage to serve six engines at once, and 16 water-columns. The offices and other accommodation were on a correspondingly fine scale. Of course the signalling arrangements at Cowlairs have been considerably modified to safeguard the connections between this shed and the main lines.

Great Southern & Western Ry. 152.
A steam motor carriage would shortly be put to work between Maryboro and Mountmellick. This car has already had some trial runs on the main line, and worked satisfactorily.

Great Northern Ry., Ireland. 152.
In addition to the order mentioned in our last issue, as given to Messrs. R. Stephenson & Co., Ltd., this railway had placed orders for the supply of two four-wheels coupled bogie locomotives and two six-wheels coupled goods engines with the North British Locomotive Co., Ltd.

A fast long-distance train. 152.
The new express train which is being put on by the P.L.M. between Paris and Nice will be the fastest long-distance express in the world. It will leave Paris at 2.00 a.m. and reach Nice at 10.50 p.m., thus covering the distance of 675 miles in 830 minutes, an average journey-speed of 481 miles per hour.

Belgian State Rys. 152.
The first of a series of twentv six-coupled bogie express locomotives, similar in general design to Nos. 40 and 50, built by J.F. McIntosh for the Caledonian Railway, had recently been put into service.

Natal Government Rys. 152
The North British Locomotive Co., Ltd.. had received an order for fifty locomotives of the 4-8-0 type, and the first five of the series were now en route for Natal and are numbered 275-279 (WN 16370-16374). These were the largest tender-locomotives so far built for the N.G. Rys and had 20in. by 26in, cylinders. eight-coupled wheels 3ft. 9½in. in diameter and weighed 68 tons in working order, exclusive of the tender. The style of cab and chimney was somewhat similar to that of the Caledonian Railway.

New Indian Ry. 152.
The line from Agra to Delhi, via Muttra, about 120 miles in length, was completed on 2 August: 5ft.6in. gauge and would be worked by the G.I.P. Railway, thus giving that road a direct route from Bombay to Delhi, and thence to Kalka for Simla. Fifty-three miles of the track were laid by the military, the services of the 48th Pioneer Regiment being employed. It was expected that traffic would commence in two or three months.

Double-ender tank locomotive, New South Wales Government Railways. 153. illustration
Courtesy of the builders. Beyer, Peacock & Co., Ltd., of Gorton Foundry, Manchester, we are able to show in the accompanying illustration one of a series of thirty-five powerful six-wheels coupled double-ender tank locomotives which have recently been supplied to the New South Wales Government Railways, of standard 4-ft. 8½-in. gauge. It will be seen that these engines have an unusual combination of wheels, 4-6-4, and they are of liberal size The cylinders were outside the frames and 18½in diameter, with a stroke of 24-in., the distance between their centres being 6-ft. 7½-in. The bogie and driving wheels have diameters of 3-ft. 4-in. and 4-ft. 7-in. respectively, and occupy a total wheelbase of 32-ft. 3-in., divided as follows: centres of leading bogie wheels 6-ft. 2-in., centre of leading bogie to centre of leading coupled wheels 7-ft. 8-in., centre of leading to centre of middle coupled wheels 4-ft. g-in., centre of middle to centre of trailing coupled wheels 6-ft., centres of trailingcoupled wheels to centre of trailing bogie 8-ft., and centres of trailing bogie wheels 5-ft. 6-in. The firebox was of the Belpaire type There was a total heating surface of 1,452.7 ft²., of which the firebox contributed 118.6 ft². and the tubes 1,334.1 ft². the grate area is 24ft².. and the working pressure 160 psi. Tank capacity for 1,580 gallons of water and bunker accommodation for 2½ tons of coal.

The history of the London & South Western locomotives. 154-5
Continued from page 82. During the previous year, 1871, there had also been put in hand at Nine Elms works, by Mr. Joseph Beattie. six passenger and three goods engines, which were brought out in 1872-3 under the superintendence of W.G. Beattie, his successor. Overleaf is a list of their names, dates, etc, but it may be noted that several of them did not receive their name plates till \vell on into the eighties, owing to the older engines bearing the same names being still at work. Works' Xo. Class. 100 Good:- 101 102 97 Passenger 98 99 103 104 105 Xos. 271 and 272 never received names, due to the fact that, with a few exceptions, names were only perpetuated on engines numbered from i to 176. 1 he goods engines were of the same class and dimensions as the "Transit," etc, whilst th^ passenger were identical with those of the " Snake." In finishing these six engines Mr. W. G. Beattie departed from the practice

Xos. 271 and 272 never received names, due to with, a few exceptions, names were only perpetuated on engines numbered from 1 to 176. The goods engines were of the same class and dimensions as the Transit, etc, whilst the passenger were identical with those of the Snake. In finishing these six engines W.G. Beattie departed from the practice of his predecessor by giving them closed-in splashers.
The Minerva was scrapped in June, 1889, the Etna and Reindeer in 1892, the Gazelle in July 1894, the Leeds in 1897, the Stonehenge in April, 1899, and Xo. 272 in December, 1891. The Ganymede and No. 271 were sold in April, 1897. The Etna was last at work on the Cosham and Havant branch, being stationed at Portsmouth.
In March, 1873, three light six-wheel coupled goods engines were purchased from Beyer, Peacock & Co. These engines were known as the Ilfracombe Goods and were specially kept for working the goods traffic on and around the Ilfracombe lines. They were numbered 282-284 (makers' Nos. 1208-1210; and are illustrated by Fig. 42, which shows a reproduction of one of them before leaving the makers. They were somewhat altered during Adams' regime.
The following were the principal dimensions : cylinders 16-in. by 20-in., wheels 4-ft. 7½~in - in diameter; grate area 14 ft². ; working pressure of boiler 130 psi. ; weight of engine in working order 25 tons 16 cwt., distributed thus: on leading wheels 8 tons 13 cwt., on driving 8 tons 11 cwt., on trailing 8 tons 12 cwt.; tender (4-wheeled) [3 tons n cwt. 3 qrs.; total weight of engine and tender 39 tons 7 cwt. 3 qrs. It will be seen that these engines had the old type of padded leather buffers. They received new boilers with 160 psi and were practically rebuilt at the following times : No. 282 in June 1889 and Nos. 283 and 284 in June 1888. All were then still at work, but were placed on the duplicate list in 1899. At a subsequent date No. 282 was renumbered 349 and was again placed on the duplicate list in June, 1900.

Sorthern Pacific Ry. 154
Out of a total of 1,350 locomotives running on this railroad, 780 were now fired with oil fuel.

The Millwall Extension Railway. 155-6. illus.
Shows Ariel's Girdle with an extra axle: i.e. as a 2-4-0. Continued page 171.

More early railway reminiscences. 156
Previous part. Accident at Brentwood on 16 December 1863 when up mail from Ipswich was switched to down line and derailed on catch points. Prize fights were held near Mildrenhall Road station on the Norwich line as it was near the boundaries of Cambridgeshire, Suffolk and Norfolk and the ring could be moved if the police arrived. The driver's watch and chain were stolen by one of the spectators and the driver refused to move his train after the fight until it was returned. The same driver stopped at Ely and unhooked to take water and forgot to reconnect and arrived at Cambridge without the mail train.

"Taper" boilers. 157-8. 2 diagrs.
Also known as coned boiler: American is origin, adopted by GWR. Advantages: increased staem space (dry steam for cylinders); anlarged water level area; abolition of steam dome and source of weakness.

LNWR picture postcards. 168. illustration.
2-2-2T Dwarf of 1862 used for engineer's inspection coach.

The Egyptian Government Railways and locomotives. 159-60. 3 illustrations
Twelve four-wheels coupled passenger tender engines [2-4-0], Nos. 35 to 46, were also delivered in 1889 by Neilson & Co., of Glasgow (makers' Nos. 3918 to 3929). These engines had already been fully illustrated on page 153, Vol. 8. To the particulars there given we need only add that the boilers are exactly the same as those of the single engines. The cylinders  were 17½-in. diameter by 24-in. stroke, and the coupled wheels had a diameter of 6-ft. 3-in.
It should also be noted that not only the boilers, but the cylinders, motion, cranks, etc., of Trevithick's engines of 1889 to 1898, were interchangeable. The outside cranks were turned and polished bright; giving the engines a very neat appearance.
The standard motion is horizontal, with Stephenson's links, and valve spindle guides In addition to the twelve Neilson's four-coupled engines, 52 more engines of the same class were constructed by the Societe Franco- Beige, Nos. 47 to 58 in 1890, Nos. 59 to 82 in 1891, and 83 to 98 in 1894. Most of the engines were constructed at the La Croyere (Belgium) works of this company, but Nos. 47 to 58 and 77 to 82 came from Raismes, on the French side of the frontier. The Raismes engines had polished brass in place of copper chimney tops.
In the year 1890 five four-wheels coupled passenger saddle tank engines were constructed at Boulac works for the service of local trains on the branch line from Cairo (Pont Limoun to Matarieh and Marg. The boilers, frames and motion of these engines came from England, but the wheels and some other parts were taken from the old Sinclair type of Great Eastern engines and also from the Stephenson's four-coupled engines of 1852-3, old No. 1 class. Strictly speaking, therefore, these engines were not entirely new, and this in some measure accounts for their curious proportions. For although the cylinders were only 14-in. in diameter by 20-in. stroke, the coupled wheels were 6-ft. 0-in. in diameter. Fig. 39 illustrates one of these engines. The safety valves were of Ramsbottom type in polished brass casings, placed upon the top of the dome, after Drummond early practice on the North British and Caledonian Railways. When originally built, these engines were Nos. 301 to 305, in 1895 they became 400 to 404, and more recently still 500 to 504. In 1894 they were replaced on the Matarieh branch line by six-coupled tank engines, to be described later, and may now be seen working the Suez Docks and the Alexandria-Mex local passenger trains. In 1892 appeared the first six-wheels coupled goods engines of Mr. Trevithick's design, which are illustrated in Fig. 40. There were 87 engines of this class, numbered from 252 to 338, all of which were constructed by the Franco-Beige Company during the period from 1892 to 1898.
They were extremely handsome engines, and may in general design be likened to a Midland Kirtley engine with a Great Western boiler. The cylinders were 17½-|-in. by 24-in., and the coupled wheels have a diameter of 5-ft. 0-in. The boiler contained 217 15/8 tubes, and together with the cylinders and motion was absolutely interchangeable with the same parts of the express and four-coupled passenger engines already described. The boiler pressure was 140 psi, and the weight of engine in working order about 36 tons.
In 1894 the first four of a new class of shunting saddle tank engines were delivered by the Franco-Beige Co., having 4-ft. 0-in. wheels and 15-in. by 24-in. cylinders. Although designed for shunting purposes, they were fitted with the vacuum brake and put to work on the Matarieh passenger service in place of the four-coupled tank engines mentioned previously. Fig. 41 illustrates one of these engines. Unlike Trevithick's tender engines, all of which had double frames these and the other tank engines had single inside frames throughout. These four engines, originally Nos. 411 to 414, were then Nos. 511 to 514, and twenty more of a similar class, Nos. 515 to 534, had since been added to the stock. These were built by the Franco-Beige Co. in 1900, and had cylinders 16-in. in diameter by 24-in. stroke and 160psi boiler pressure. The year 1894 saw the first continuous brakes applied to passenger trains in Egypt- All the express trains running between Cairo and Alexandria were so fitted, and to work these the ten single wheel express engines, Nos. 16 to 25, were supplied with the automatic vacuum brake, as also were the local trains on the Matarieh branch worked by the four six-wheels coupled tank engines mentioned above.

Coupled bogie passenger locomotive, Cambrian Rys. 160-1.  2 illustrations
Robert Stephenson & Co., Ltd., of Darlington, new four-wheels coupled bogie passenger locomotive [4-4-0: No. 94 illustrated] supplied to the Cambrian Railways, to the designs of the locomotive superintendent, Herbert E. Jones, the first two of which were in service. The earlier Sharp, Stewart & Co. 2-4-0 No. 28 Mazppa is also illustrated and the names & numbers of other members of the class are listed. Leading dimensions of both classes listed.

Locomotive Testing Plant, Pennsylvania RR. 162-3. diagram
The above shown diagram illustrates the new locomotive-testing plant installed by the Pennsylvania RR. at the Louisiana Purchase Exposition as part of their exhibit, and it is intended to use the plant at St. Louis for the purpose of making elaborate tests of various locomotives on view at the Exposition. The dynamometer is capable of measuring a tractive power up to 80,000 Ibs, and to render the structure stable under the huge strains involved, it is provided with a solidly-constructed foundation weighing a total over 220 tons. A most completely equipped laboratory forms part of the outfit, and the tests that will be applied to the various locomotives submitted for trial will be at once practical and exhaustive.

Locomotive exhibits at St Louis. 164. illustration
(Continued from page 145.)

Thr Pennsylvania R.R. has a large and most comprehensive show of exhibits, strangely enough with practically no example of the locomotive equipment of its own immense system. It makes a conspicuous display, however, with the locomotive- testing plant of which we give a diagram and brief description on the opposite page, and which is probably the most completely equipped installation for the purpose that at present exists.

Twenty-tons goods brake van, L. & N.W.R. 166; 167. diagram (side & front elevations & plan)
Six wheel, but short wheelbase

Marks for carriage & wagon examiners. 166. diagram
Itended for use on a foreign railway where linguistic difficulties required the introduction of a graphic code.

No. 146 (15 October 1904)

Railway notes. 169
Great Southern & Western Ry. 169. illus.
In the accompanying illustration is shown the four-wheels coupled bogie passenger locomotive No. 308, rebuilt with a taper boiler of larger dimensions. The difference in appearance can be seen by comparing this reproduction with the illustration of No. 309 of the same class, shown in issue of 24 October 1903. It will be noted that the increased height of the boiler has necessitated a somewhat flat-topped steam-dome casing, and a modification in the shape of the cab windows. Three others of the same type, but similarly rebuilt, are also running.
Somersault signals of the GNR pattern are being adopted on this line.

Midland Ry. 169
The two three-cylinder compound express locomotives, Nos. 2632 and 2635, which originally had Serve ribbed tubes, had been re-tubed at Derby with ordinary tubes, this change necessitating new tube plates. They are now on a par with the other three engines of this class.
No. 1336, one of Johnson's 7ft. coupled bogie (4-4-0) express engines, built by Dübs & Co. in 1877, had been withdrawn from service, and No. 1346 of the same series now bore No. 1336. No. 131, a 7ft. 9in. single wheeler, had received a new boiler, but was otherwise unaltered.

East & West Yorkshire Union Ry. 169
Company ceased running passenger trains into Wellington Station, Leeds, at end of September 1904.

Great Eastern Ry. 169
Ten six-coupled tank locomotives, Nos. 80-89, had recently been completed at Stratford Works. The passenger trains of the Midland and GreatNorthern Joint Ry. ceased using the GER station at Peterborough after the end of September 1904

Great Western Ry. 169-70
Two new engines of the County class had recently been built at Swindon, Nos. 3476 County of Dorset, and 3477 County of Somerset. Two new types of locomotive may shortly be expected, viz., an Atlantic type passenger tender engine, and a ten-wheeled double-ender (2-6-2T) tank locomotive of the same general design as No. 99, but of lighter build. The following large mineral engines had recently been rebuilt with new taper boilers: Nos. 2624, 2637, 2641, 2642, 2646 and 2661; also the four-wheels coupled express locomotive No. 3206. Goods engines Nos. 80, 604, 666, 700, 874, 1103, 1110, 1191, 2391, 2401, 2529, 2540 and 3541 had been rebuilt with Belpaire fireboxes. The two locomotives of the Lambourn Valley Light Railway, named respectively Aelfred and Eahlswith, were brought to Swindon in the early part of June 1904, at the time when steam motors were placed on that service by the GWR., and were shortly afterwards sent dead with goods trains to Oswestry, where they were handed over to the Cambrian Rys The two locomotives in the lamentable derailment accident which occurred near Llanelly on the 3 October 1904 were No. 3460 Montreal, one of the latest engines of the Camel type, and No. 1674, a standard six-wheels coupled saddle tank (0-6-0ST), with outside bearings, the latter being employed as a pilot engine.

Austrian State Rys. 170. illus.
Illustration of new class Golsdorf six-wheels coupled "double-ender" (2-6-2T) compound passenger tank locomotive for suburban service. These engines, of which there were twelve in service, and six more under construction, were a development of the series illustrated and described in our issue of July 1902, the chief dimensions being the same as those already given.

London & North Western Ry. 170
The first ten locomotives of the new Precursor type were at work. The names and numbers have been given in previous issues of all except No. 412 Alfred Paget. A further series of twenty would be built.

North Stafford[shire] Ry. 170
The 6ft. 6in. coupled engine No. 19, the only one of its class seemed likely to be broken up. A new engine to replace it was under consideration, and will probably be a ten-wheeled side tank with leading bogie. Nos. 45 and 46, 6ft. coupled engines had been rebuilt with new boilers, No. 45 in 1903, and No. 46 in 1904..

Midland Great Western Ry. (Ireland). 170
Four new six-coupled goods locomotives had been delivered from the Hyde Park Works of the North British Locomotive Co., Ltd., Nos. 143 Canada, 144 Australia, 145 India, and 146 Africa.

North British Ry. 170
Twenty-four of Drummond's six-wheels coupled (0-6-0) goods engines had been rebuilt, the cylinders, however, still remained 17in. in diameter by 24in. stroke. The cab also remained in the well-known pattern.

South Eastern & Chatham Ry. 170
The following are the latest new standard six-wheels coupled  (0-6-0) goods locomotives built at Ashford works: Nos. 260, 262, 270, 499 and 510. No. 9, one of Mr. Stirling's four-coupled bogie express engines (No. 240 class), had been rebuilt with a new boiler of Wainwright's standard design, having a dome.

The Millwall Extension Ry. 171-2. 2 illus.
Continued from p. 155. In 1877 the Great Eastern Railway became responsible for the motive power and rolling stock and No. 17A was replaced by a Jones & Potts 2-2-2WT from the Blackwall Railway named Thames: it received GER No. 97. From 1880 a return was made to using its own locomotives and three Manning Wardle side tanks, probably of the 2-4-0T arrangement: WN 749; 750 and 776 and RN 3, 4 and 6. These had 3ft 6in coupled wheels and 9 x 18in cylinders. The Westinghouse brake was fitted in 1892. For a time a dark yellow livery was applied and advertisements were carried on the side tanks. Later a brick red livery was adopted. Football supporters were conveyed to the Millwall Athletic ground. Millwall Dock Co. locomotives were also used: No. 1, an outside cylinder 0-4-0ST; No. 2 Bee, an inside cylinder 0-6-0ST (Hunslet WN 235/1880) and No. 5 Swift, an outside cylinder 0-6-0ST (John Fowler WN 3807/1880). See also letter by G. Macallan in Volume 11 page 72.

New light railways. 172.
Mid-Suffolk Light Ry. 172
The Kelvedon, Tiptree & Tollesbury Light Ry.

Locomotive exhibits at St. Louis. 173. illus.

An old French locomotive. 174-5. illus., diagr.

Motor carriages for railways, 178-80. 6 illus., diagr.
Great Souhern & Western Raikway steam railcar No. 1 built at Inchicore Works to design of R. Coey. Bogie wheels 2ft 9in. Vertical boiler with working pressure of 130psi. 8½in x 12in cylinders, Walschaerts valve gear. Six first class and 40 third class passengers accommodated. Steps to enable passengers to board at level crossings. Coach painted in standard colours: lower panels crimson lake; waist and top panels cream; engine black. Illustration shows vehicle in photographic livery.
Glasgow & South Western Railway steam railcar designed J. Manson built at Kilmarnock. Length over the buffers 60ft 8in. Bogies of suspension link type. 3ft 6in wheels. Power unit had conventional locomotive boiler and outide cylinders drove onto bogie which had coupled wheels. Total heating surface 440ft²; grate area 8ft². Cylinders 9in x 15in with valves above actuated by rocking shafts from ordinary link motion. Seating for 50 (unclassified). Car ran on Mauchline to Catrine branch.
Further information and illustrations of Midland Railway steam railcars intended for Morecambe to Heysham Harbour services. Description of run from Derby on 31 July 1904: departure 08.30. Stops at Chesterfield and Cudworth for water and fuel. Longer halt at Leeds engine sheds to clean fire, then stops for water at Skipton, Hellifield (this stop illustrated) and Bentham. Morecambe was eventually reached in a running time of about 5 hours. The maximum speed attained was 50 mile/h.
The Great Central Railway was constructing steam railcars (drawing (side elevation)) intended to seat 12 first class and 44 third class passengers. The boiler was vertical multi-tubular and the power bogie employed Walschaerts valve gear. Electric lighting was featured and provided leading and back lights as well as illumination for the passengers. Bogies employed cushioned wheels. "Special arrangement" employed to ensure that vibration from engine unit not transmitted to passengers.
Great Northern Railway four-wheel petrol railcar (railbus) (illustrated at Hatfield) and employed on Hertford services. Seating for 32 passengers. Driven by two 4-cylinder petrol engines.

Locomotives of the Wrexham, Mold & Connah's Quay Ry. 181-2. 3 illus.
Railway had junctions with the Cambrian Railways, the Great Central Railway (through the North Wales & Liverpool Joint Railway) and the Wirral Railway. At time of article it possessed 18 locomotives. The first (No. 3) Chancellor was a secondhand Cambrian Railways 0-6-0 with 14½in diameter cylinders. It was scrapped in 1874: Fig. 1 shows tender from it. Two locomotives originated on the Buckley & Connah's Quay when it was leased. These were the first two locomotives built by Hudswell, Clarke & Rogers in 1861/2 named Wheatley and Kenyon: inside cylinder (18½in x 24in) 0-6-0ST with 4ft 3in coupled wheels, a total heating surface of 860ft² and a grate area of 14.32ft², Kenyon received a full cab in 1879. Fig. 2 shows the type as built and Fig. 3 as in 1899.

Reviews. 182.
The indicator handbook: a practical handbook for engineers. Charles H. Pickworth. Emmott & Co.
The Great Central Railway: an enterprising company. F.A. Holmes. Leeds: Goodall & Suddick.
Eleven page pamphlet: "well illustrated": Ottley 5770
Tales of the rail. Dublin: F.W. Crossley.
Compiler and publisher: "stories of railway life". Ottley 4062: under Railway Benevolent Institution. Irish Branch

No. 147 (15 November 1904)

Railway notes. 187

Great Northern Ry. 187
An order placed with the Vulcan Foundry, Ltd., for a de Glehn four-cylinder compound locomotive.

Great Eastern Ry. 187.
The numbers of the ten new six-coupled tank locomotives given in our last issue should have been 81-90 inclusive, and not as stated in error.

North Stafford Ry [sic] 187.
Beyer, Peacock & Co, Ltd., had secured the contract from the North Staffordshire Ry for the construction of two steam motor carriages. They were intended for service between Silverdale and Trentham, and would each seat 40 passengers, with accommodation for baggage. The length over all would be 50ft., and the cost £2,000 each.

London, Brighton & South Coast Ry. 187.
Two new radial tank locomotives had recently been built at Brighton, numbered and named respectively 403 Fordcombe and 404 Hardham. They are the first of their class to be fitted with the automatic vacuum brake. The following engines of Stroudley design had been withdrawn from service: Nos. 10 Banstead, four· coupled "D·' class tank, 610 Belgravia, four-coupled express locomotive, and 420, six-wheels coupled goods. .

Midland Great Western Ry. (Ireland). 187. illus.
North British Locomotive Co., Ltd. works photograph of 0-6-0 No. 143 Canada,  one of a series of five six-coupled goods locomotives built at Hyde Park works, Glasgow. for the Midland Great Western Ry. (Ireland). This engine had 18½in. by 26in, cylinders. and 5ft. 3in. wheels distributed over a wheelbase of 16ft. 3in.; the boiler carried a working pressure of 175 psi, and had a total heating surface of 1353ft² and a grate area of 20ft². The weight of the engine, in working order was 47 tons 10 cwt. The tender had a capacity for 3,000 gallons of water and 240 ft³. of coal, weighed 35 tons 15 cwt. in working order; the total wheelbase of engine and tender was 38ft. 6in

Great Central Ry. 187.
Nos. 18, 20 and 27, ten-wheeled bogie side tank locomotives ot the 9K class, had been fitted with water pick-up apparatus. One of the American" Moguls," No. 952, had come out of the shops after general repairs, painted black. These engines were originally painted the standard green.

Great Western Ry. 188.
Two new express locomotives, four-cylinder compounds on the de Glehn-du Bousquet system, were under construction by Societe Alsacienne de Constructions Mecaniques, for the GWR. Though of similar type to La France, they would be considerably larger and more powerful, as the following dimensions indicate: h.p. cylinders 143/16in. by 253/16in.., l.p. 235/8in. by 253/16in; four-coupled wheels 6ft. 8½in., total heating surface, 2616.8ft².; grate area 33.9ft².: total weight in working order, 73 tons 6 cwt.These new engines, which wouldl, it was hoped, be ready for the next year's summer traffic, differ in external details from La France. The following new locomotives of the County class: Nos. 3478 County of Devon, 3479 County of Warwick, 3480 County of Stafford, and 3481 County of Glamorgan. No. 3302 Mortimer, one of the Badminton class, had been rebuilt with a new domeless boiler, and its name is changed to Charles Mortimer. No. 3417 C.G.Mott, has been re-named Charles Grey Mott. The mechanical stoker which was for some time on trial on No. 3346 Tavy, had been removed and applied to No. 3380 Ladysrnith, of the Atbara class. Mineral engine No. 2656 had been supplied with a new taper boiler, and the six-coupled goods engines Nos. 491, 2443 and 2489 were running with new boilers having Belpaire fireboxes.

Argentine Great Western Ry. 188.
Robert Stephenson & Co., Ltd., had received an order for the construction of a powerful experimental freight engine for the Argentine Great Western Ry. Co., to the designs of J.D. Smelt, M.LC.E., London. This engine was for the 5ft. 6in. gauge, and would be of the Decapod type having 10 wheels coupled with a two-wheel bogie in front (2-10-0). The tender would be carried on two four-wheel bogies, with a water capacity of 4,000 gallons, and 4 tons of coal and 560ft³ of wood. The locomotive and tender complete in working order will weigh approximately 123 tons, so that it will be probably the largest engine ever constructed in Britain.

Barry Ry. 188
The North British Locomotive Co., Ltd., and Hudswell, Clarke & Co., Ltd., of Leeds, had each received an order for six locomotives.

London & South Western Ry. 188
Nos.418-421, 6ft. 7in. four-wheels coupled bogie passenger locomotives with large boilers (4-4-0), were and Nos. 422-424 were rapidly approaching completion.

South Eastern & Chatham Ry. 188
The first of a new series of passenger tank locomotives was out. No. 24, one of Stirling's 240 class of express locomotive, had been rebuilt with a new boiler provided with a steam dome. No. 179, one of the older 6ft. bogie passenger engines, had been rebuilt with a new domeless boiler, raised higher than before, similar to No. 175. No. 459 had recently had the oil-burning apparatus removed. This company purchased one of the B. & S. C. Ry. Terriers, No. 654 Waddon, which was painted in the standard S. E. & C. colours, and numbered 751. Petrol motor cars of a similar type to ordinary road cars but supplied with flanged steel wheels, were being tried for passenger traffic on the Sheppey Light Ry. with a view to instituting similar services on other parts of the line. They had tonneau bodies, and will seat four passengers in addition to the driver.

Motor car for India. 188
A  steam car had been delivered to the Maharajah of Gwalior for his private service on the State Rys. 2ft. ga:uge lines. The car was unusually commodious for such a small railway, as may be evidenced by the difficulty experienced in its transportation up country from Bombay. It was sent out by the makers, Kerr, Stuart & Co., in a huge packing case some 38ft. long by 9ft. by 8ft., with all connections made and in perfect working order. This when mounted on an ordinary bogie wagon of the 5ft. 6in. gauge would not pass the bridges and tunnels, and modifications had to be made to get the case from the Docks through Bombay City to Dadar, where it was handed over to the B. B. & C. 1. R. Co. for conveyance round by the coast line via Baroda to Ujjain and thence to Gwalior, thus avoiding the Ghats section of the G.I P. R. with its numerous tunnels, etc.

Messrs. Kerr, Stuart & Co., Ltd.. 188
Building three motor coaches for the Buenos Ayres Great Southern Railway (5ft. 6in. gauge) had received an order from the Taff Vale Railway Company for six motor coaches to be built on the well-known Taff Vale system, as illustrated in our issue of 15 January

The locomotives of the Great Eastern Railway. 189.

Summer train services of 1904. 190-1. illus.
Continued from p. 177. Table 3 showed the 57 services which ran at 55 mile/h or faster: the fastest being Darlington to York at 61.7 mile/h; Paddington to Bristol 59.2 mile/h and Forfar to Perth 59.1 mile/h. Table 4 showed the fastest start to stop service on each railway: e.g. the Highland Railway's fastest was 47 mile/h between Kingussie and Aviemore. Table 5 showed the equivalent Irish services with Belfast to Portadown at the top at 50.5 mile/h.

L. T. & S. Ry engines working over the District system. 191. illus.
No. 7 Barking illustrated fitted with condensing apparatus and Westinghouse pump to supply boiler when condenser in operation.

The history of the London & South Western locomotives. 191. 2 illus.

Death of Mr. R.J. Billinton. 191.

Double ender tank locomotive for Spain. 193. illus.
Borsig 2-6-2T with outside cylinders.

The Egyptian Government Railways and locomotives. 194-5. 2 illus.

Bombay suburban services. 195-6. 2 illus.

Simple details. 196.
Note on simplicity of design to ease maintenance of locomotives and rolling stock.

Messrs. Andrew Barclay. 196
Purchase of a 24 inch key seating machine from Pollock, Whyte & Waddel of Johnstone.

Consolidation locomotive, Canadian Pacific Railway. 197. illus.
Canadian Locomotive Co. of Kingston, Ontario, 2-8-0 with wide firebox, Schmidt superheater, 21 x 28in cylinders, 200 psi boiler pressure.

Tractive power of locomotives. 197. diagr.
Graph and table showing drawbar-pull developed between 10 and 90 mile/h for an express sinle locomotive and an eight-coupled mineral engine.

Four-cylinder compound locomotive, Southern Railway of France. 198. illus.
De Glehn Du Bousquet four-cylinder compound 4-6-0 supplied by Scheider & Co. of Creusot with Serve tubes in the boiler.

The Korting automatic vacuum brake. 198-9. 2 diagrams.

Narrow gauge tank locomotive for India. 199. illus.
North British Locomotive Co. 0-4-2T for 2ft 6in gauge Darjeeling Himalayan Railway names Edward VII with 8 x 14in cylinders: see also p. 38 in Volume 11 for further information on Darjeeling Himalayan Railway

A petrol shunting locomotive. 200. illus.
Supplied by Wolseley Motor Co.: four coupled, two-speed, 2ft 9½ gauge,

Reviews. 200
The romance of modern locomotion. Archibald Williams. C. Arthur Pearson
for boys
Railway mechanic's manual. William Crawson.
North West Railway of India. 2nd edition. Includes materail on vacuum brake, duties and rates of pay.

The carriage and wagon department. 201

"Ocean Mail" van, Great Western Railway. 201. illus.
68ft long; 9ft 6in wide for mails being transported from Plymouth to London. Notes that of type used in record breaking performances during summer of 1904!

Old goods engines on the Nord Belge. Mernok. 204.
See page 174.

No. 148 (15 December 1904)

Railway notes. 205

Great Northern Ry. 205. illus.
The accompanying illustration shows Patrick Stirling four-wheels coupled (2-4-0) passenger locomotive No. 708 equipped by H.A. Ivatt about a year before with the thermal storage apparatus invented by Druitt Halpin. The system consists primarily of a storage tank in which the feed-water is maintained at approximately the same temperature as the water in the boiler; this is obtained by injecting steam whenever practicable, as for instance when the engine was standing or carrying sufficient pressure to cause extensive blowing-off of the valves. The hot feed water is supplied by ordinary injectors to the cylindrical vessel placed over the boiler, whence it is fed to the boiler as required by means of a special valve operated from the cab. A water gauge is provided, within sight of the enginemen, which shows the amount of water in the storage tank. In addition to being fitted with this apparatus, No. 708 has had its leading springs placed above the frames, and is provided with Ivatt's pattern of safety valve, and sandboxes below the running-board.

Midland Ry. 205
Five new express engines of the 2781 class, with Belpaire fireboxes, were out, Nos. 814 to 848. No. 849, then approaching completion, would form the tenth of the series.The new goods engines of 2736 class now working in the London district were the latest of the series, Nos. 272-274.
More than 100 goods engines have now been rebuilt with large boilers, the latest so fitted being Nos. 364, 1786, 1886, 1897, 1920, 1942, 1957, 1959, 2043, 2049, 2061, 2097, 2115, 2125 and 2298. The following bogie passenger engines had also been rebuilt recently with large boilers, Nos. 14, 197, 232, 235, and 1817. The goods engines Nos. 840-844 had been re- numbered 483, 284, 223 and 305 respectively, and old Nos. 265-6, 268-270, 272 and 274 were now Nos. 1052, 539, 393, 386, 430, 472 and 556 respectively. All the Kirtley single-wheelers had been broken up.

London & North Western Ry.  205-6
The following three-cylinder compound locomotives had been withdrawn from service: 6ft. class— Nos. 639 City of London, 648 Swiftsure. 643 Raven and 685 Himalaya ; 6ft. 6in class, Nos. 301 Economist, 305 Trentham, 1102 Cyclops and 1117 Penguin.
The following were new locomotives of the Precursor type: Nos. 639 Ajax, 648 Archimedes, 1102 Thunderbolt, 1117 Vandal, 60 Dragon and 685 Cossack. New six-coupled bogie mixed-traffic engines of the 1400 class were running, Nos. 173, 504, 511 and 637.
Several engines of the Alfred the Great class had recently been provided with the large, new steel-framed tenders, as for example Nos. 1951 Bacchante and 1968 Cumberland.
No. 2541, Webb's three-cylinder compound eight-coupled mineral engines, had been converted into a non-compound with two inside cylinders 19½in. diameter. Some of the four-cylinder compound eight-coupled mineral engines had been converted to the Consolidation type by the addition of a leading pony-truck. A new six-wheels coupled radial locomotive with saddle and side tanks, adapted for shunting service, was now out.

Great Central Ry. 206
Three new ten-wheeled bogie tank locomotives of the 9K class had been turned out at Gorton, bearing Nos. 28, 29 and 47; they were fitted with the water pick-up apparatus. Four more Sacre single wheelers, Nos. 105B to 108B, had been withdrawn from service, leaving only four in work.

Great Eastern Ry. 206
Ten new four-wheels coupled double-ender tank locomotives (2-4-2T) had been built at Stratford. Of these, Nos. 781-786 were now running and were stationed at Lowestoft.

Great Western Ry. 206
The last of the series of ten County class passenger locomotives was now running, No. 3482 County of Pembroke. The 7ft. 8in. singles, Nos. 3002 Atalanta, 3011 Greyhound, 3028 Wellington, 3037 Corsair and 3055 Trafalgar, had been rebuilt with new boilers, purchased from outside [the Company], having painted steam domes. No. 3011 Greyhound and No. 3353 Blasius, were running with tenders bearing the words Great Western painted in yellow letters along the side tank sheets. No. 33. the first of the Mogul class, had been rebuilt with a new taper boiler, as also had No. 2648 of the same type. The following old goods engines had recently been rebuilt with new boilers having Belpaire fireboxes: Nos. 117, 708, 927, 1115, 1199, and 1201.

London & South Western Ry. 206
From January 1st, 1905, the whole of the mechanical power used on this railway, with the exception of power signalling, etc., but including electric lighting, cranes, steam, oil and gas engines, turntables, etc., will be transferred to the locomotive department, and this will necessitate the transfer of some of the staff from the engineers' departrnent. At the same time, the title of Locomotive Superintendent will be altered to that of Chief Mechanical Engineer. Two new locomotives of the 415 class have recently been completed at Nine Elms, and bear Nos. 422-3. The radial bogie tank engines formerly running under those numbers are now placed on the duplicate Iist. All Mr. Drumrnond's express locomotives are now supplied with double-bogie tenders, except Nos. 113, 116, 120, 284, 290, 293, 295, 703, 707, 722, 773.

North Eastern Ry. 206
New locomotives of the V class, Atlantic type, were under construetion, the total built or building being ten, of which Nos. 532, 649, 784, 295,1620  [see V. 11 p. 19] and 1753 were already running. In all except the pioneer engine the cab roof is raised, to allow of larger windows in the front plate, and the whistles are placed in front, there being no room for them on the roof of the cab. The two 7ft. 7¼in. coupled locomotives, Nos. 1869 and 1870, Q1 class, had recently been working Scotch express trains with success, taking heavy loads unaided. No. 1043 is the latest of the P2 class, mineral engines with large boilers, built at Darlington. Ten engines of this type were under construction at Gateshead. Nos. 676, 274, 337 and 328, G class, had been rebuilt with leading bogies and cylinders 18½in. by 26in., fitted with piston valves; the four- coupled bogie engines Nos. 115. 42, 154, and 1534-1537 had been supplied with cylinders 18½in. by 26in., with piston valves, Worsdell's private saloon, No. 1661, had been rebuilt to run on two four-wheeled bogies, and was provided with electric lighting.
York works are to be closed as a locomotive repairing shop on account of the high rating of machinery, etc. As a consequence, the Company was making arrangements for increased output of new and repaired locomotives at Gateshead, and is putting in electric motors for driving the machinery at the works; the sling chains of the overhead travelling cranes were being replaced by steel wire ropes.

London, Brighton & South Coast Ry. 206
Two radial tank locomotives, Nos. 405 Fernhurst and 406 Colworth, had been built at the Brighton works, completing the series. The front-coupled mixed traffic engines Nos. 305 Genoa, 307 Naples and 308 Como had been withdrawn from service.

South Eastern & Chatham Ry. 206
Of the new type of bogie tank engines introduced on this line, and illustrated on page 210 of the current issue, Nos. 540, 541, 542, 544 and 546 were running, and five others would shortly be completed. No. 195. belonging to Stirling's 240 class, had recently been rebuilt with a new domed boiler similar to others previously described.

Locomotives of the Wrexham, Mold & Connah's Quay Ry.  207
Continued Volume 11 page 41.

Trailing-bogie tank locomotive, S.E.&C.R. 210. illus.
0-4-4T of H class (although this is not stated) designed Harry S. Wainwright for suburban services. Similar to existing types except for larger cylinders (18in diameter) and higher boiler pressure. Fitted with steam reversing gear, J. Stone's fuel economiser and spark arrester. Cab was a new design with roof conforming to roofs of passenger stock.

A short coupling-rod throw on an outside-cylinder engine. 210. diagr.
Crank pin of Ivatt Atlantic on GNR.

A memorable test of water troughs. 211-12, illus.
Continued in Volume 11 page 5

Four-cylinder compound locomotive, Bavarian State Railways. 213. illus.

The Paris-Riviera record express service. 214. 2 illus.

40-tons mineral wagons, Great Central Railway. 219. illus.
Bogie wagons with Livesey-Gould underframes designed  by J.G. Robinson and H. Worsdell (Robinson's assistant) to transport locomotive coal.

Correspondence. 220
Millwall Extension Ry.
A correspondent sent the following interesting notes regarding articles on the Millwall Extension Ry. in September and October issues:-
You give an illustration of one of the old Blackwall engines, and the letterpress would make it appear that this picture represents the engine when at work on the Millwall to North Greenwich line. This, however, is not the case, as Mr. Adams, of the Great Eastern Ry., altered the engines considerably before that date. He put a much larger dome over the firebox, made the chimney much shorter and tapered, and removed the bell mouth. Judging from the removal of the nameplate and the existence of a number plate, as well as the possession of spring buffers and screw couplings, and the copper bell-mouth being painted over, your picture represents the engine after its transfer to the Great Eastern Ry., but before Mr. Adams' alterations, and while still employed on the Blackwall line. When in the possession of the B1ackwall Company the engines had nameplates on the boiler and no number plates; they had the old leather buffers, and there were no screw couplings either between the engines and the carriages, or between the carriages themselves, so that, on starting, the engine put the first carriage in motion and then the others successively. As some of the third-class passengers were carried in stand-up carriages at the rear of the train the jerk which the last carriage received sometimes resulted in passengers losing their foothold in an amusing manner, In the Blackwall days the engines were painted royal blue with all brass work and copper work bright. They were kept in very excellent order, and were as smart locking as any. After acquisition by the Great Eastern they were daubed all over with the usual light green of that Company without any lining, and their appearance very greatly detracted from. Later on the painting was improved. The usual train consisted of eight small coaches which the engines dealt with with ease, keeping very good time in all weathers unless interfered with by other traffic running over the same rails between Fenchurch Street and Stepney. After running for several years as altered by Mr. Adams on the Blackwall service. in company with several old Sharp single express engines which were also put on that service, they were replaced bv Mr. Sinclair's four-coupled tank engines with radial axles fore and aft. The old Blackwall engines were then engaged on various odd jobs for several years more. In addition to one of them working on the Millwall line, as you observe, they did the service between Stratford Market and the North London Junction at Hackney. There were about eight of the engines you illustrate and two others of similar design, but having only one safety valve column on the boiler and an ornamental dome over the firebox, built by England & Co., of Hatcham Ironworks. One of these was named Samson. The Blackwall Company also possessed several four rear-coupled goods tank engines with outside cylinders and much larger boilers than the passenger ones.