A UK Registered Educational Charity

Kevin Jones' Steam Index

Locomotive Magazine 16 (1910)

Number 209 (15 January 1910)

The Overland Mail. U nion Pacific Railroad. Supplement (loose plate)
Unusually there does not appear to be an associated paragraph:: depicts locomotive working hard leaving a depot with light snow on hillside.

Railway Notes. 1

London & North Western Ry. 1
Following new engines of the 4-6-0 Experiment class: Nos. 275 Shropshire, 1455 Herefordshire, 1611 Hertfordshire, 1616 Lancashire and 1624 Leicestershire. Nos. 1625, 1630, 1711 and 1770 were latest 4-6-0 mixed traffic engines. A new series of ten 0-8-0 mineral engines with 20½-in. cylinders and large boilers would be put in hand at Crewe. Meanwhile, No. 1840, a three-cylinder compound of this type has been converted to simple with 18½-in. cylinders and a small boiler.
In view of the opening of the G.W.R. Ashenden-Aynho direct line to Birmingham, the L. & N. W.R. were arranging for a non-stop train from New Street (Birmingham) to Broad Street (London), the City terminus of the North London Ry., via Chalk Farm and Camden Town.

London, Brighton & South Coast Ry. 1. illustration
The illustration shows the L. & N. W.R. 4-4-0 engine No. 7 Titan heading the Sunny South express train in Brighton station. As was mentioned in our November issue, this engine and D.E. Marsh's 4-4-2 tank engine No. 23 had been working this train on alternate days between Rugby and Brighton via Willesden and Addison Road. Nos. 75-80 of Stroudley's D class (0-4-2 tank engines), had been placed on the duplicate list, their numbers being allotted to a series of 4-4-2 tank engines now in course of construction. The act of duplication is indicated by an "A" in yellow placed above the number plate and added to the painted number on the buffer beams.

Great Western Ry. 1
The speed of the Cunard Mail Special had been accelerated, and the time taken on the journey from Fishguard to Paddington was 4 h. 40 min. instead of 5 h. The Special passenger train times had been reduced to 4 h. 45 min. The engines working these trains were the Baden Powell and Flower classes between Fishguard and Cardiff, and the King class between Cardiff and London.

Great Northern Ry. 1-2
The past and present express engines, Nos. 1 and 1442, exhibited in the summer of 1909 at the Imperial Exhibition, Shepherd's Bush, worked through to King's Cross locomotive yard on Sunday, 12 December. The G.W.R. worked the train from Shepherd's Bush to Acton, from which place it was worked by the L. & N.W.R. to Kingsland (N.L.R.) via Hampstead Heath. A G.N. engine was attached at Kingsland to haul the train to Finsbury Park and thence to King's Cross locomotive sheds. No. 1442 is now at work again, and No. 1 stands at the end of the erecting shop at King's Cross. Nos. 31-34 were given in last month's notes as new 0-6-0 tank engines. They are 0-6-0 goods engines similar to the No. 1 class, but with wheels 6-in. smaller. No. 455 was the latest 0-8-0 mixed engine.

Great Central Ry. 2
The L.D. & E.C.R. 0-4-4 tank engine No. 13,
mentioned on p. 173, vol. 13., as transferred to Gorton, had been numbered 1169 (G.C.R.) and was working between Chesterfield and Lincoln. The 458 class of 0-6-0 goods engine with double frames are being rebuilt with Belpaire fireboxes. Standard brass number plates were also being fixed in place of the old transfer numbers. Other engines rebuilt with Belpaire fireboxes included Nos. 509 (2-4-0 double frames); 682, 687 and 703 (4-4-0, 561 class) 598, 734 and 735 (2-4-0 tanks); and 549, 555 and 558 (0-6-0 goods, double frames).
Nos. 213 and 356, new 0-8-0 mineral engines, were now at work, and Nos. 159 and 160 of the ,same class were in the paint shop.

Great Eastern Ry. 2
The new series of 4-4-0 express engines, Nos. 1820-1829, and the new small 2-4-2 tank engines, Nos. 1302-1311, had been completed and were at work. The express engines are fitted with steam-heating apparatus.

South Eastern and Chatham Ry. 2
New 0-4-4 tank engines recently built at Ashford: Nos. 239, 279, 295, and 319.

Taff Vale Ry. 2
No. 6: new tank locomotive supplied by Beyer, Peacock & Co., Ltd.

Barry Ry. 2
J. Auld, of the Caledonian Ry., and a nephew of Mr. J. Manson, of the G. & S.W.R., had been appointed locomotive superintendent in succession to Mr. H. F. Golding.

Caledonian Ry. 2. illustration
The accompanying illustration shows No. 917, J. F. M'Intosh's 5-ft. 9-in. 4-6-0 passenger engines, fitted with a new form of cab, giving greater protection to the engine-men than the shelter hitherto provided.

Avonmouth Docks. 2
Peckett & Sons, of Bristol, shipped the first locomotive from the New Docks since their opening by H.M. the King last month. The engine was bound for New Zealand.

Bombay Baroda & Central India Ry.  2
Four 0-6-2 tender engines of small dimensions had been added to this Company's stock for use on H.H. the Gaekwar's State Railway. They were built by Kitson & Co., Ltd, of Leeds, and had the following dimensions: Cylinders (outside); 11-in by 15-in. The motion was outside and is boxed in to keep out dust and sand. The six-coupled wheels were 3-ft. diam. and the trailing wheels, which are carried in a " pony " truck, 2-ft. diam. The boiler was 3-ft. 2-in. outside diam. and 9-ft. 7-in. between the tube plates ; with its centre line 5-ft. 6-in. above the rails. There were 113 tubes, the boiler pressure is 160 psi, the safety valve being placed on the dome. The total length of the frames is 20-ft. 1-in., and the wheelbase is 13-ft. 3-in. The wheels have out-side bearings. The engine, in working order, weighed 16 tons 16 cwt., the tender 11tons 9 cwt.. The gauge of the railway 5-ft. 6-in.

The locomotives of the Great Eastern Railway. 3-4.
Previous part 15, 223: describes 2-4-0T of 1871/5 designed by Johnson (Nos. 81-3) and Adams 0-4-2T (Nos. 13/14). Figs. 156-8. Notes that orginally painted canary yellow with black bands lined with red and white. Although not all alike in certain details they were usually regarded as forming one class, and their general dimensions as originally built were: cylinders 15-in. x 22-in. stroke, diameter of coupled wheels 5-ft. 3-in,. total heating surface 830 ft2. Grate area 12.75 ft2., working pressure 140 lb. psi. The boiler mountings were of Mr. Johnson’s usual pattern with two spring-balance safety valves on the dome. Nos. 81 to 83, illustrated by Fig 156, had tanks holding 500 gallons of water.. The remainder, known as class T7 (Fig. 157) had tanks with a capacity of 750 gals., their running weight being 33 tons 12 cwt. 2 qrs. The last five which were completed by Mr. Adams had in addition to the larger tanks several other differences from the preceding engines. The boilers contained 148 tubes of 1¾-in. external diameter, the heating surface being: tubes 636.69 sq. ft., firebox 74.43 sq. ft., total 711.12 sq. ft. Instead of Mr. Johnson’s standard type of chimney, Nos. 15 and 16 had Mr. Adams’ plain tapered chimney of standard height, as shown in Fig. 158, whilst Nos. 17 to 19 had similar but shorter chimneys to enable them to work on the North Woolwich branch. These five engines also had cast-iron number plates. Nos. 15 and 16 had bell-mouthed dome covers, but without the spring balance safety valves; whilst Nos. 17 to 19 had round-top dome covers and Ramsbottom safety valves over the firebox. Straight weatherboards only were originally provided, but several latterly had cabs put on, and with the exception of Nos. 13 and 82, were eventually fitted with the Westinghouse brake. Nos. 81 to 83, 13 and 14 were originally painted canary yellow, with black bands, lined with red and white. Nos. 13, 18, and 82 were scrapped in 1891, Nos. 12, 81, 83, 84 and 86 in 1892, Nos. 11, 17 and 85 in 1893, and Nos. 14, 15. 16 and 19 in 1894. See also Midland Record Number 14 page 45 et seq which Jack Braithwaite records that these articles were by A.C. Lowe and H.T. Buckle

Articulated locomotives, Atchison, Topeka and Santa Fe Ry. 4-5. 2 illustrations
Baldwin Mallet compounds with 4-4-6-2 and 2-8-8-2 configurations

Midland Ry. 5.
The directors appointed H. Fowler to be chief mechanical engineer, A.J. Owen superintendent of operation, L.C. Geach superintendent of motive power, J. Bamwell superintendent of passenger service, and E.R. Ward general passenger agent.

Passenger locomotive, Great North of Scotland Ry. 5. illustration, diagram (side elevation)
W. Pickersgill, the locomotive superintendent supplied illustration of one of two new bogie passenger engines recently built at the Inverurie works of the railway, these being the first engines constructed at those works, though the company built two express engines, Nos. 5 and 6, at their Kittybrewster Shops at Aberdeen in 1887. The .Inverurie Works were fully described in Vol. 11, 1905. As can be seen from the dimensioned diagram, they are of the standard type with a slight modification in some of the details and dimensions. The engines, which bear Nos. 27 and 29, are fitted with theWestinghouse quick-acting brake, Gresham & Craven's combined blower and steam-sanding apparatus, and the G.N. of S. design of automatic tablet-exchanging apparatus; the tenders are provided with a special pneumatic gauge to show the depth of water in the tanks.

Reviews. 6
The Locomotive Engineer's Pocket Book and Diary. Locomotive Publishing Co.

Running shed breakdown tools and tackle. 7-9. illustration, 5 diagrams
Photograph of LTSR 0-6-2T with steam breakdown crane. Tackle included chains, hydraulic  jacks and rams

Narrow gauge locomotive for the Castlederg and Victoria Bridge Ry. 9. illustration.
Hudswell, Clarke & Co. WN 698 tramway locomotive with condensing gear and enclosed motion

2-6-0 goods locomotive, G. S. & W. Ry. 10. illustration.
No. 371 illustrated

Pneumatic tools and appliances for railway workshops. 10-12. 6 illustrations/diagrams

The Burry Port &  Gwendraeth Valley Ry. 12-13. 3 illustrations (portraits)
Arthur Morgan, general manager, John Eager, locomotive superintendent and H. Court retired civil engineer: portraits and biographies

Colombian National Ry. 13
Kitson & Co. supplied three 0-6-6-0 Meyer articulated tank engines

E.L. Ahrons. Some historical points in the details of British locomotive design.14-15. diagram, plan, table.
Deeley valve gear fitted to MR 4-4-0 No. 999 in 1907

The manufacture of wheels and axles for railway rolling stock. 15-17. 2 diagrams
Patent Shaft and Axletree Co. wheel centres suibjrct to Messrs Kirkcaldy tests: forcing wheels onto their axles using powerful hydraulic press

Wagon stock, Canton Kowloon Railway. 17-18. 4 illustrations
Bogie 30-ton open wagon, bogie covered wagon, four-wheel open wagon and four wheel brake van constructed by metropolitan Amalgamated Carriage & Wagon Co. Ltd. to designs of Barry & Lewis, consulting engineers

20 tons goods brake van, G. I. P. R. 19. illustration
Built at the Jhansi workshops

Correspondence. 20

Some historical points in the details of British locomotive design. F.W. Brewer
Re Gooch box-link motion, Mr. Ahron sstates, p. 215, that he " does not remember any instance of its use on any engines in this country of the standard gauge except some designed by the inventor's brother, Mr. J. V. Gooch, for the London & South Western Railway."
Your contributor has forgotten that all Robert Sinclair's locomotives on the Great Eastern Railwav were fitted with the Gooch motion.
Four tank engines belonging to the Haydock Colliery, South Lancashire, have or had this motion, but possibly Ahrons does not regard these latter as coming within the scope of his article.

Some historical points in the details of British locomotive design. J.S. Dines. 
Error in article on p. 235 of the December Issue wherein it is stated that the only G.W. express engines fitted with Walschaerts valve gear were the three French compounds. As a matter of fact all the four-cylinder simples have valve gear which only differs from the Walschaerts gear on the rail motors in one unimportant constructional detail. I am not aware as to the gear employed on the other outside cylinder engines (Counties, etc.), but think you will find that for the four-cylinder engines the facts are as above.

Some historical points in the details of British locomotive design. F.A. Crowe.
Re table in Ahrons' article on page 215 of November Issue. However, the L & S. W. R. four-cylinder engines with non-coupled drivers should be included in a list of British engines fitted with Joy's valve gear. The outside cylinders,which work the rear drivers, are fitted with Joy's valve gear, although the inside have Stephenson's link motion. There are six of these engines, numbered 369-73 and 720. No. 720 was built in 1897 and rebuilt in 1905 with a larger boiler. Nos. 369-73 were built in 1901.

Some historical points in the details of British locomotive design. Howard Fletcher.
Re E.L. Ahrons' article on valve motions in the issue of 15 November, in speaking of Gooch's system, he says he does not recollect its having been adopted on any of the other lines of the standard gauge beyond the case of a· few engines of the South Western line. I can however give instances of its application to a numerous class of engines that were running on some of the branch lines of the L. & N.W. Ry. during the year 1863 onwards.
The engines were of two classes, some being tender engines and the others well tanks, but all were alike in other respects. All were four-wheeled front-coupled, with small trailing wheels, and had cylinders 15-in. by 22-in., the leading and driving wheels being 5-ft. 6-in. 740 was a tender engine and used to run in 1863 from Wichnor Junction to Birmingham. Of the tanks there were several stationed at Walsall, of which I remember Nos. 986, 987 and 988. All, of these engines were fitted with Gooch's valve motion. They were, I believe, designed by McConnell and built at Wolverton just before he resigned, but as the tender engines. generally had Mr. Ramsbottom's tops to their chimneys I think they must have been finished by him at Wolverton after McConnell's resignation. The tenders of these engines were small and had four wheels only.
The engines mentioned by our correspondent were illustrated on page 54 Volume 3 (1898)X, but description contained no reference to the Gooch valve gear. Editor

Locomotives in the Crimea. Flores
Re W.E.S. Brown's letter in October Issue, the old locomotive La Portena, after peacefully reposing in a museum at Buenos Aires for many years, was brought forth and made a short journey under her own steam on 30 August 1907, at the Once Station, Buenos Aires, This was on the jubilee celebraion of the first railway constructed in the Argentine Republic. On the great national feast day of Santa Rosa, the patron saint of South America, 30 August 1857, the locomotive La Portena steamed out of the Buenos Aires Station along the ten kilometres of line to the little flower-growing villages of Flores and Floresta, now important suburbs of Buenos Aires. This was the commencement of the Buenos Aires Western Railway, which now has a mileage of about 700 miles. La Portena has again retired into private life until called forth again, it may be, by the centenary.

Number 210 (15 February 1910)

The locomotives of the Great Eastern Railway. 23-4.
Describes Johnson 417 class 0-6-0. Figs. 159-60. Supplied by Beyer Peacock (Fig 159); Robert Stephenson, Dubs, Naysmith Wilson, and Yorkshire Engine Co. (Fig. 160). To cope with the rapidly increasing goods traffic, there arose about this period a need for a locomotive with both greater hauling capacity and, at the same time, more efficient brake power than that provided by the 417 class, which Mr. Johnson had hitherto adopted as his standard, and he accordingly designed the six-coupled engines of the 477 class, of which fifty in all were constructed, the whole of them being built by outside firms as follows:-
Eng. Nos. Maker. Makers’ Nos. Date.
477-486 Beyer Peacock & Co. 1014-1023 1871
487-496 Beyer Peacock & Co. 1024-1033 1872
497-499 R. Stephenson & Co. 1998-2000 1872
500-501 R. Stephenson & Co. . 2003-2004 1872
502-506 Dubs & Co. 503-507 1872
507-511 Nasmyth Wilson & Co. 120-124 1872
512-526 Yorkshire Eng. Co. 195-209 1873
One of the Beyer Peacock engines is shown in Fig. 159, and one of those by the Yorkshire Engine Co. in Fig. 160. All were of the same general dimensions, the chief of which were as follows.

Goods locomotives, North Staffordshire Ry.  24.
John Adams 0-6-0

Ahrons, E.L. Some historical points in the details of Britsh locomotive design. 27

Running 28-9

Holcroft, H. The arrangement of locomotive cylinders. 30-1. 2 diagrs.

The "901 class", NER. 32-5. 4 diagrs.
Including Neilson-built locomotives: running numbers 924-33. See also letter J.S. MacLean: Loco. Rly Carr. Wagon Rev., 1910, 16, 64. Later part includes notes on liveries, including McDonnell frame colours.Page 90 noted error on p. 72 concerning liveries: McDonnell applied dark olive green.

Brecon and Merthyr Ry. 41.
Supplied by Robert Stephenson under the direction of James Dunbar, Locomotive Superintendent. No. 39 illustrated

Correspondence. 40
Some historical points in the details of British steam locomotive design. F.W. Brewer. 40..
Refers to Locomotives of the London Chatham & Dover Railway. 24 4-4-0 Crampton fitted with |Gooch valve gear. 10 Brassey; 4 Slaughter and 2 R.W. Hawthorn

Number 211 (15 March 1910)

Great Eastern Ry. 42.
2-4-2T called 1300 class intended for branch line work: Saffron Walden, Mildenhall, Ramsey and Stoke Fery branches listed.

Midland & South West Junction Ry. 42-3.
Beyer Peacock 0-6-0s Nos. 19-28. Sale of older locomotives. Manning Wardle Beacon for shunting.

A record engine and its driver. 43-4.
Robert Bowden of the LNWR who retired on 3 December 1909 and died of Bright's disease on 9 Jnauary 1910. In charge of Cornwall.

Ten wheeled bogie tender engines, L.B.& S.C.Ry. 44-7.
4-4-2: detailed general arrangement drawing. No. 13 illustrated. Also considered I1, I2 Nos. 11-20 and I3 No. 21 et seq which were superheated and fitted with compressed air reversing gear.

Ahrons, E.L. Some historical points in the details of Britsh locomotive design. 47-9

Paley, W.B. The first railway Act. 49-50.
9 June 1758: Leeds: Middleton Railway. Part 2 page 76.

Holcroft, H. The arrangement of locomotive cylinders. 51-2
Talk presented to Swindon Engineering Society.

The locomotives of the Great Eastern Railway. 52-4.
No. 492 of 1879 fitted with Elijah Weston (US) boiler: coned with a combustion chamber. 2 diagrs. No. 498 was fitted with Ashton patent blow back valve and water preheating in tender (Adams). No. 522 (a rebuild of 1888) was painted blue.

901 class. 55-6.

Breakdowns. 56-8.

The origin of the balanced locomotive as shown in the Diaries of John George Bodmer; ed. Herbert T. Walker. 58-60;.. Previous part ended in Volume 15 page 113. Notes tests at New Cross, involving Mr Gray on 4 February 1846 and on up Dover train on 23 May 1846. See also Pp 246-8.

Fanghanel, W.P. Firebox renewals. 60-1.

Edenham & Little Bytham Ry. 61. illus.
0-4-0 Ophir. J.W. Boulton reference: 2ft 7in coupled wheels. Originally built by England & Co. as a road locomotive. Boulton 1866.

Correspondence. 64

The "901 class", NER. J.S. MacLean.
Notes on official building dates.

Compounding and superheating. G. Hughes. 64.
Reference to IMechE paper presented on 17 March 1910.

Number 212 (15 April 1910)

Great Northern Ry (Ireland). 65.
Charles Clifford design of 0-6-4T supplied Beyer Peacock. No. 22 illustrated.

Great Western Ry. 66.
Old 0-4-2T converted for auto train working; covered in, and painted chocolate and black.

The locomotives of the Great Eastern Railway. 68-70.
Metropolitan-type 4-4-0T borrowed from MDR (District Railway) for four months. Also 0-4-4Ts: Neilson WN 1707-40 and Avonside 917-26..

The "901 class" N.E.R.. 71-2. 2 illustrations
No. 167 rebuilt under Wilson Worsdell with larger boiler. No. 933 rebuilt as a 4-4-0. The Neilson livery included vermillion coupling rods. See correction to statement (dark blue livery) on page 90.

Ahrons, E.L. Some historical points in the details of Britsh locomotive design.72-3

W.B. Paley. The first Railway Act. 76. diagram (side elevation)
Part 1 see pp. 49-50. Middleton Colliery Ry. Non-rack, but 4ft 1in gauge locomotives were 0-4-0ST supplied by Manning Wardle & Co. from 1866: therse were  Blenkinsop and Matthew Murray. Standard gauge from 1881 were also Manning Wardle & Co., but 0-6-0ST  Blenkinsop No. 2: and in 1901 Niger. W. Strickland's Reports to the Pennsylvania Society for the Promotion of Internal Improvement described the kine as seen in 1826

Couplings and continuous brakes. 76-7.

Alfred Rosling Bennett. Early locomotives of the London, Brighton & South Coast Ry. 78-9. 2 illustrations, diagram (side elevation)
Previous part in Volume 15 page 191. 0-6-0; 2-4-0T. Including Alexandra Docks & Railway 0-6-0T No. 14: former LBSCR No. 58.

Pullman cars, South Eastern & Chatham Railway. 79-81. 4 illustrations
Buffet cars  Valencia (interior illustrated), Florence and Sorrento; and parlour cars Corunna (exterior painted crimson? and interior illustrated), Savona (interior illustrated) and Clementina.  Constructed Birmingham Carriage & Wagon Co.

Carriage van, G.E.R. 82. illustration, diagram (side elevation & plan)
Six-wheel vehicle fitted witth end doors; also capable of carrying fruit or flowers

Presidential saloon coach for Argentina. 82-3. diagram (side & rear elevations & plan)
Metropolitan Amalgamated Railway Carriage & Wagon Co, Ltd. Lord Churchill, Chairman of the GWR highly impressed by vehicle and HM the King asked for a special report on the vehiclee..

New rolling stock for Argentina. 83-7. 7 illustrations

Correspondence. 87.
C.F. Taylor.
Beyer Peacock 1873 series
F.W. Brewer.
See pp. 31-5: LB&SCR 4-4-2T I4 type had 20in cylinders; 160 psi boiler pressure and superheaters.

Number 213 (14 May 1910)

IT is with feelings of the most profound sorrow that we have to chronicle the death of His Majesty King Edward VII, which occurred shortly before midnight of the 6th inst., after a comparatively brief illness. His lamented death affects not England only, or the British Empire, but Europe and the whole World, for during the nine years of his illustrious reign he had impressed the magnetism of his personality and the wisdom of his ripe judgment on the councils of the nations. To his own subjects he has been especially endeared by his unfailing tact and his ready thought for the needs of others less highly situated, by his essential humanity allied to a true kingly dignity.

Railway notes. 89

Gt. Northern Ry.  89. illustration
In the accompanying illustration, for the opportunity of obtaining which we are indebted to Mr. H. A. Ivatt, the locomotive, carriage and wagon superintendent, is shown one of the latest type of six-coupled goods locomotives, the J22 class, which are almost identical in every respect with the preceding J21 class, illustrated in our issue of October 15th, 1908, except that they have wheels only 5-ft. 2-in , in diameter; with these smaller wheels the running plate has not to be raised to clear the coupling rods, as in the No. 1 class, but is straight from end to end as in the previous standard type. There are ten of these engines in service, Nos. 31-40 inclusive.
Five new 0-6-2 tank engines are at work on the London suburban service, bearing Nos. 1565-1569. They are fitted with the Hulburd boiler cleaner.
No. 1381, 4-4-0 passenger engine has been fitted with the Vauclain superheater, which has necessitated the provision of an extended smokebox.

London & North Western Ry. 89-90
Nos. 2658- 2662 completed a series of 0-8-0 simple mineral engines, and Nos. 1354 and 1386 were the first two of a new series. Nos. 2545 and 1190, respectively three and four-cylinder compound mineral engines, had been converted to simples. Nos. 1913 Canopus and 1935 Collingwood, Webb compounds of the Jubilee class, had both been converted into simple engines with 18½-in. by 24-in. cylinders and larger (Alfred the Great) boilers.
Mr. C. J. Bowen Cooke, the chief mechanical engineer, will shortly be bringing out an entirely new design of tank engine, with a 2-6-4 wheel arrangement.
Nos. 1442, 4-ft. 6-in. 2-4-2 tank, has been adapted for rail motor services.
The special train which accompanied M. Louis Paulhan in his now historic flight from London to Manchester on 27 and 28 April was hauled by the 2-4-0 (Precedent Jumbo) engine No. 619 Mabel which, by the way, was the engine which represented the L. & N.W. R. at the Stephenson Centenary in 1881; it was named after George Stephenson's mother. When M. Paulhan descended on the Wednesday evening, the engine was stabled at Lichfield, and resumed its journey when he started again early on Thursday morning. The speed of the aeroplane was sometimes so great that driver Morris had difficulty in keeping level with it, while at other times he more than held his own. Whenever the aviator showed any disposition to deviate far from the railway he was recalled by a use of the whistle on the engine. It is interesting to note that the net time of M. Paulhan's flight, 242 min. for the 103 miles, compares favourably with the railway timing, since until the last few years 255 min. was considered good time for the journey from Euston to Manchester.
The L. & N. W. R. now denotes iits duplicate carriage stock by means of an "A" placed after the number.
Mr. E. P. W. W. H. Warneford, formerly chief assistant to Mr. A.R. Trevithick, has now succeeded that gentleman as works manager at Crewe; and T.E. Goodeve succeeded Warneford.

Football Cup-Tie Specials. 90
The match at the Crystal Palace on Saturday, 23 April, between the Newcastle and Barnsley teams, the number of excursions to London was below previous records, Euston contributing 31, King's Cross 28, St. Pancras 24, Paddington 22 and Marylebone 12.

Metropolitan Ry. 90
The Oxford & Aylesbury Tramroad (Quainton Road to Brill) has been relaid throughout with bull-headed rails and chairs, and the trains worked by one of the 2-4-0 side-tank engines built in 1895 by Sharp, Stewart & Co., Ltd. A description of fhe line appeared in our issue for November, 1898. Two Pullman cars Galatea and Mayflower, built by the Birmingham Railway Carriage & Wagon Co., Ltd., were running on the Metropolitan surburban service.

South Eastern & Chatham Ry. 90
In description of the new Pullman cars built for the above railway, on pp. 79-81 of last issue, we omitted to mention that Messrs.W.S. Laycock, Ltd., of Sheffield, took the whole of this contract from the Pullman Co., and the Birmingham Carriage & Wagon Co., Ltd., built the train of cars to the contractors' designs. W. S. Laycock, Ltd., carried out all the decoration and furnishings of the interiors to their own designs. and the direct steam heat apparatus is one of their specialities.

North Eastern Ry. 90
In our article on the 901 class, recently completed, it was stated in error, on p. 72, that McDonnell adopted dark blue with black bands and fine red and white lines in painting those engines. The correct wording should have been dark olive green.

Port Talbot Ry. 90
The 0-8-2 locomotives built for this line some years ago by the Cooke Locomotive & Machine Co., of Paterson, N.J., Nos. 20 and 21, had been rebuilt at the Swindon Works with domeless coned boilers and the latest G.W. chimneys with copper caps.

The "Model Engineer" Laboratory and School of Mechanics. 90
Our esteemed contemporary The Model Engineer had opened the above auxiliary branches at 26-29, Poppin's Court, Fleet Street, E.C., which are at the service of the public for the testing and certifying of engines, boilers, tools, dynamos, motors, electrical and other scientific apparatus, and new inventions; and for the giving of practical instruction in turning, fitting, pattern making and other workshop practice, and in the use of electrical and scientific apparatus.

The Junior Institution of Engineers. 90
Excursion to Southampton to visit the new 16-acre dock works in course of construction by Topham, Jones & Railton for the L. & S.W. Ry. Subsequently, members went through Harland & W olff's shipbuilding works, where the White Star twin-screw mail steamer Teutonic was berthed for refit.

The Hansen Tarleton Syndicate, Ltd. 90
Transferred their interest in the Regina Ticket Printing and Registering Machine to The Regina Machine Co., Ltd., Exchange Buildings, New Street, Birmingham.

Amalgamation. 90
Amalgamation of interests of the firms of Arthur Koppel and Orenstein & Koppel in all parts of the world having been completed, the style of the firm will now be Orenstein & Koppel-Arthur Koppel (Amalgamated)," with the head office still at 27, Clements Lane, Lombard Street, London, E.C.

The Locomotive Magazine Souvenir No. 8.  90
Deals with rolling stock built at the Doncaster Works of the Great Northern Ry., represented by 12 collotype reproductions of modern locomotives, motor coaches and carriage stock, with full particulars. The cover bears a coloured illustration of No. 1007, one of the few surviving 8-ft. singles. This series of Souvenirs has proved extremely popular, and several of the earlier issues. are almost out of print. It is the aim of the publishers to present in the series a thoroughly representative collection of examples of modern locomotive practice in this country and abroad, which in its aggregate form will prove a valuable and permanent record.

The locomotives of the Great Eastern Railway. 91-2.
On 6 May 1882 Queen Victoria visited Epping Forest and No. 189 became the first GER locomotive to be painted blue for this event. Also includes details of 0-4-0ST 200 named The Chairman and No. A for use in Stratford Works.

Mogul locomotives, Swiss Federal Rys. 92. illustration
Swiss Locomotive Co. 2-6-0 simple

Goods locomotives with superheater, L. & Y. R. 93. illustration, diagram (side elevation)
Hughes 0-6-0 with enlarged cylinders (20 inch diameter) and piston valves and mechanical lubricators

Bar frames for American locomotives. 93-5. 7 diagrams

Recent new railways. 95-6. diagram, 2 maps
GNR Cuffley Extension (Hertford Loop); GWR Ashendon to Aynho (each line has a map, but gradient profile only for GWR line

2-6-4 tank locomotive, Ceylon Government Ry. 97. illustration
Robert Stephenson & Co. for 5ft 6in gauge with 5ft coupled wheels and 19 x 26in cylinders

Ahrons, E.L. Some historical points in the details of Britsh locomotive design. 97-9. 5 illustrations
Fireboxes: Kirtley used raised fireboxes on passenger engines from 1847 to 1869, but flush type on goods engines. Sacré used both types on the MSLR. The GWR revived the raised firebox on the 3001 class, but the concept spread to other classes. Mrkham introduced the brick arch to assist coal combustion and this was applied to goods engines in 1858. A complex steel firebox designed by Webb is extensively described and illustrated,

Perkins, T.R. and Perkins, G.M. The Earl of Dudley's Ry. 100-3. illustration, map
Includes description of Agenoria and Shutt End Railway

Crane locomotive, S.E. & C.R. 103. illustration, diagram (side elevation)
0-4-0CT No. 49 supplied Neilson in 1895.

Electric railway shunting capstan. 103-4. diagram.
Designed by James A. Liddle of Edinburgh and manufactured by him

Some locomotive calculations. 104-5. 3 diagrams
Hand brake gear design

The Coale muffled safety valve. 105-6. diagram.
Pop type.

New Continental sleeping cars. 106-7. 3 illustrations
International Sleeping Car Co for trains de luxe. Gas lighting. Paris to Bordeaux and Spain overnight train

Metal ceiling decoration of carriages. 107-8. 2 illustrations
Embossed zinc as used in New South Wales Government Railways first class compartments and Mann sleeping cars

Saloon carriages, Great Central Ry. 108-9. 2 illustrations
Straight sides devoid of panelling; large windows; seats for 64 passengers with fold down tables. Electric lighting.

New rolling stock for Argentina. 109. 2 illustrations
Bogie horsebox for Buenos Ayres Pacific Ry. built by Birmingham Railway Carriage & Wagon Co.

Reviews. 110.

The valve setter's guide. James Kennedy. New York: Arthur Sinclair.
"lucidly written and excellently illustrated". Covers all main types used on USA

Number 214 (15 June 1910)

Railway notes. 111

Metropolitan Ry. 111. illustration
The two Pullman cars, Galatea and Mayflower, built by the Birmingham Carriage & Wagon Co., Ltd., at Smethwick, to the designs of W.S. Laycock, Ltd., of Sheffield, were in regular service on the northern extension line between Aylesbury and Chesham and the City (Aldgate). Externally, these cars are finished in the standard Pullman style, with umber bodies, white upper panels and gold lining. Internally they are decorated, one in oak and holly, the other in mahogany and satinwood. The seating capacity is for 19 passengers, in compartments holding respectively 8, 7, and 4. Breakfast is served in the morning up trains, and teas and suppers in the evening down trains. The cars are each 59-ft. 6-in. long over buffers, and are attached to trains making three journeys each way per day.
A number of the Metropolitan cars were being converted from the American type to the compartment type with side doors. The delays caused at some of the stations on the Underground during the morning and evening "rush" in loading and unloading through the end doors, are no doubt responsible for this reversion to the older method of accommodation.
A new station intended primarily for golfers had been opened at Sandy Lodge, between Northwood and Rickmansworth.

Great Western Ry. 111
No. 1361 was the first of six new small 6-coupled, outside-cylinder saddle tank shunting engines with covered-in cabs. These will be similar to Nos. 1393-1400, built by Sharp, Stewart & Co.
All tank engines, passenger and goods, as they go through the shops, are having brackets fitted for canvas sheets to be stretched between cab and bunker to protect the engine men from bad weather; these are known as "storm sheets."
The King class [Star class] were doing good work with the Cunard special trains from Fishguard, running trains of 12 vehicles from Cardiff to Paddington, and averaging 75 minutes for the distance from passing Swindon to Paddington. Special passenger trains will in future be run from the Royal Edward Dock, Avonmouth, to Paddington, in two hours, in connection with the new service of ocean liners.
Two new complete trains for the Cunard Fishguard service were being built, painted the new chocolate colour.

London & North Western Ry. 111
The following 0-8-0 simple engines had been completed at Crewe works :-Nos. 1411, 1456, 1497,1556, 1582 and 1591. No. 508, four-cylinder compound mineral engine, had been converted into a simple with 20½' ;-in. cylinders and larger boiler.
Two new engines of a modified Precursor (4-4-0) type were in course of coustruction at Crewe. One is to have 20-in. cylinders and a superheater, the other 19-in. cylinders without a superheater; both will have piston valves actuated by Joy's gear. In consequence of differences in detail, these engines will probably be slightly heavier than their prototypes. No. 1358, a 4-ft. 6-in. double-ended passenger tank, had been adapted for working rail motor trains (push & pull). No. 20 John Hick was one of latest withdrawals from service.

Great Northern Ry. 112
No. 1570 was latest 0-6-2 tank engine for London suburban services.

Great Eastern Ry. 112
No. 1818, the ninth of the new series of 4-4-0 express engines, was out of the shops. Nos. 1813 and 1229 had been painted grey and picked out in black and white.
F.J. Chatfield, who succeeded Naylor as district locomotive superintendent of the G.E.R. at Norwich in 1856, died at Norwich on 8 May at the age of 86.

Lancashire & Yorkshire Ry. 112
Referring back to page 93 of May issue, following are the numbers of the 21 six-coupled goods locomotive which Hughes had fitted the Schmidt superheater: Nos. 61, 85, 89, 93, 94, 190, 625, 633, 634, 636, 642, 665, 815, 818, 826, 828, 830, 898, 900, 991 and 903.

North Eastern Ry. 112.
Death, at the age of 89, of Henry Tennant, deputy chairman of this company, which took place at York on 25 May 1910. Rising from the position of office boy, he was for twenty years the general manager of the railway, and during that period was mainly instrumental in the amalgamation of forty separate under- takings into one of the principal railways of the United Kingdom. It was during his general managership that Tennant, on Mr. McDonnell's retirement in 1884, was instrumental in the construction of the famous Tennant express engines of the 1463 class, to designs approved by a locomotive committee of which he was chairman. In 1892 the shareholders presented him with £10,000, and in 1907 H.M. the King offered him a knighthood, which he declined owing to his advancing years.
After 27 years' association with this railway, during 20 of which he has been chief mechanical engineer, Wilson W orsdell was the subject of a pleasant ceremony, when his retirement from that honourable position was marked by a presentation from the staff who have served under him. Vincent L. Raven, his successor, made the presentation, an antique secretaire, in a speech conveying a touching tribute to the esteem in which Worsdell is held by all who had been associated with him,

London, Brighton & South Coast Ry. 112.
Six Atlantic locomotives were in course of construction at Brighton, four of which tol be fitted with superheaters, while all. the details of the other two are not yet definitely settled. One will, we believe, be a four-cylinder simple. Nos. 77-81 were new 4-4-2 tank engines now in course of completion. They were similar to No. 22, illustrated and described in March issue having cylinders 21-in by 26-in, 6-ft. 7½-in. coupled wheels and superheaters.

London & South Western Ry. 112
It is reported that a new series of four-cylinder 4-6~0 passenger locomotives will shortly be put in hand at the new locomotive works at Eastleigh. They would be larger than their predecessors of that type, and have 6-ft. 7-in. coupled wheels. It is proposed to employ these new engines on the Bournemouth services.

North British Ry. 112
For administrative purposes the locomotive department of this railway has been divided into four districts, and new appointments have in consequence been made as follows: . G.B. Maclaren, St. Margaret's Works, Edinburgh, to be district locomotive superintendent of the Southern and Eastern section; C. Cumming, Burntisland, to be district locomotive superintendent of the Fife and Northern section; J.P. Grassick to be district locomotive superintendent of the Western section, with office at Eastfield Sheds, Glasgow; the appointment to the Monkland district is not yet officially notified.

Highland Ry. 112
Some interesting comparative trials had been conducted on the section of line between Blair Atholl and Dalwhinnie, having for their object a test of the respective hauling powers and speeds of Highland Ry. and North British Ry. locomotives. The engines selected for the trials were the H.R. No. 146 Skibo Castle and No. 867 of the N.B. Ry. The test trains were made up of eight dual-fitted bogie carriages, a saloon and a brake van, and the distance covered was 23 miles, part of which is a gradient of 8 continuous miles 1 in 70 with a summit of 1,484-ft. above sea-level. Representatives of both companies attended the trials, and though no official details have been published, it is understood that the N. B. Ry. engine showed a slight advantage. In another test on more level track, between Perth and Kinross, the N. B. Ry. engine also made better time. The new engine, No. 30 Dunvegan Castle, referred to in our April issue, was through a printer's error described as of the 4-4-0 type; it is, of course, ot the 4-6-0 type.

Brussels Exhlbition. 112
There was a fine col- lection of various types of Belgian, French, German and Italian locomotives and rolling stock shown at the International Exhibition held at Brussels, but British enterprise is represented only by a locomotive crane and some models. We hope to give a more detailed account of the exhibits in a subsequent issue.

The locomotives of the Great Eastern Railway. 113-15.
Portrait of Johnson who was a Nottingham JP: C8 class 4-4-0s of 1874 Nos. 301/2. Livery stated to be a darker green than that employed by Sinclair. Black bands with white lines. Buffer beams were green.

James Frame. An investigation of tests of the locomotive steam engine at work. 115-19. 5 diagrams, table
Originally presented to Glasgow Technical College Scientific Society on 5 March 1910.

4-6-0 express locomotive No. 4021 "King Edward", Great Western Railway. plate facing page 121.
As used to haul Royal Funeral train from Paddington to Windsor on 20 May 1910.

The last journey of King Edward VII. 121-2. illustration (portrait)
Portrair of W. Butcher, driver of the train which conveyed the body of the King and the chief mourners from Paddington to Windsor. Other King class (Star class) used on the day were Nos. 4022 King William, 4024 King James, 4025 King Charles, and 4029 King Stephen.

Locomotives built at Haine-St-Pierre. 122. illustration
Belgian four-cylinder 2-10-0

Ahrons, E.L. Some historical points in the details of British locomotive design. 123-5. 6 illustrations, diagram
Belpaire fireboxes. See also letter from F.W. Brewer on page 210. Also steel fireboxes as developd by Webb on the LNWR, and by Fletcher on the North Eastern Railway.

Port Talbot Ry. 125.
0-8-2T No. 21 fitted with standard GWR boiler

T.R. Perkins and G.M. Perkins. The Earl of Dudley's Ry. 126-8. 5 illustrations
Illustrations include: old pump used to fill boiler of Agenoria; Ashwood Basin on the Staffordshire & Worcestershire Canal; old girder bridge near Wall Heath; Shutt End Railway 0-6-0T Queen (Manning Wardle 1865)

4-4-0 tank locomotives, Madras and Southern Mahratta Ry, 129. illustration, diagram (side & front elevations)
Two supplied by W.G. Bagnall, Ltd to specification of Rendel & Robertson. Metre gauge intended for high speed

To withdraw a cross-head from a piston-rod. 129. diagram

Railway inspection cars. 129-30. 4 illustrations

Presidential saloon coach for Argentina. 131. 3 illustrations
Metropolitan Amalgamated Railway Carriage & Wagon Co. vehicle of extreme luxury with marble fireplace and bathroom wth magnificant shower

New parcel van, Great Western Ry. 132. diagram (side & end elevations and plan)
70ft long, but no outside panelling to reduce weight,

The Dreadnought patent rail planer. 132. illustration

The Leeds Forge Co. Ltd. 132
Catalogue of all-steel railway rolling stock

Number 215 (15 July 1910)

Railway notes.

Steam turbine electric locomotive. 133. illustration
Reid-Ramsay 4-4-4-4: By the courtesy of Hugh Reid, of the North British Locomotive Co., Ltd , we are able to show here an illustration of the experimental locomotive built on the "Reid-Ramsay" system, of which mention was made in these columns some months ago. It is of special interest as embodying new combinations for generating tractive power, and though we are not at present at liberty to give full particulars of its construction, a brief extract from Reid's description in his Presidential Address to the Glasgow University Engineering Society, may explain its chief features. Briefly, steam is generated in a boiler of the locomotive type, provided with a superheater, and the steam is led to a turbine of the impulse type, running at about 3,000 revolutions per minute. This is directly coupled to a continuous current variable voltage dynamo which supplies current and pressures varying from 200 to 600 volts to four series-wound traction motors, the armatures of which are built on the four main driving axles of the locomotive. The exhaust steam from the turbine passes into an ejector condenser, and with the circulating condensing water is thence delivered to a hot well, from which it is pumped back into the boiler, this being possible owing to the fact that as the steam turbine requires no internal lubrication, the water of condensation is free from oil. Thus the boiler water is practically a constant, being used again and again, and the water carried in the tanks is actually circulating water for condensing purposes, and is cooled by passing through a cooler at the front end of the engine, which is on the left side in the illustration. As there is no exhaust, the boiler is provided with forced draught by means of a small turbine-driven fan. The engine is mounted on two compound eight- wheeled bogies,· each having a leading four- wheeled bogie truck and four driving wheels. This novel locomotive has already been subjected to yard tests and a preliminary trial on the Caledonian and North British main liens, and doubtless full particulars will be available for publication in due course.

London & North Western Ry. 133.
No. 2663 George the Fifth wass the first new enlarged 4-4-0 (Precursor) tender engines. It was fitted with a superheater and a mechanical lubricator, and presents several differences in appearance from its forerunners, notably in being provided with an extended smokebox, and in having splashers to the coupled wheels of the same type as in the 4-6-0 Experiment class. No. 1427, 4-4-2 tank engine, is fitted with a feed-water heater, and is running trips between Crewe and Manchester against No. 606, a similar type of engine but without the feed-water heater.
The following 0-8-0 simple engines had been built: Nos. 1322, 1464, 1511, 1570, 1578, 1619 and 1629. Nos. 1806 and 1844, three-cylinder compounds, had been converted to simple. The new rail motor coach [steam railcar] already referred to was now out. It differed from the six preceding it in being supplied with a trailer car. with a total seating accommodation for 138 passengers.

Metropolitan Ry. 134. 2 illustrations
Herewith are given further views of the two new Pullman cars intro- duced by the above railway on the services be- tween the City (Aldgate) and Aylesbury and Chesharn. These cars are available for use by first-class passengers, whether single or return or season ticket-holders, on payment of an extra fee of six pence between London and Rickmansworth, and one shilling to stations beyond Rickmansworth. The trains to which they are attached are (up) : the 8.30 a.m. from Aylesbury to Aldgate (non-stop Amersham to Harrow); 8.55 a.m. from Chesham to Liverpool Street; 1.35 p.m. and 4.15 p.m. from Aylesbury to Baker Street and Aldgate respectively; and 9.15 p.m. from Verney Junction to Baker Street, except on Saturdays, when there is. instead of these afternoon trains, a 6 p.m. from Verney Junction to Baker Street. The down trains are: 10.7 a.m. from Aldgate, 12.5 p.m. from Baker Street and 5.22 p.m. from Aldgate. to Aylesbury; and 6.8 p.m. from Aldgate to Verney Junction, except on Saturdays, when these services are superseded by the 1.30 p.m. and 1.56 p.m. from Aldgate to Aylesbury and Verney Junction respectively. There is a Pullman theatre train every night from Baker Street to Aylesbury, starting at 11.35 p.m.  Illustartions: electric locomotive hauling train with Pullman car and 0-4-4T doing likewise (and wo9rking hard).

Lancashire & Yorkshire Ry. 134
The following 0-6-0 mineral tender engines hadrecently been completed at Horwich:- Nos. 863, 8]2, 874, 875, 884, 886, 887 and 895. In the list of superheater goods engines given in our June issue, No. 190 should have been 109, and 991 should have been 901.

Great Central Ry. 134
No. 878, one of Pollitt's 4-2-2 express engines, had been fitted with an extended smoke box. and an apparatus for ejecting ashes from the smokebox similar to that used on the G.E.R. This engine, with others of the same class, was working on the Manchester-Liverpool service of the Cheshire Lines Committee.

Great Eastern Ry. 134
New 4-4-0 express engines up to No. 1819 were in service, and No. 1800 of the next ten completed. Nos. 1828 and 1829 had been painted specially for service on Royal special trains, the lining consisting of a narrow white line separated by an interval from a broader vermilion one.

Dublin & South Eastern Ry. 134
No. 45, formerly a 2-4-0, had been rebuilt as a 2-4-2 tank engine similar to No. 28 St. Lawrence, and  named St. Kieran. No. 7 was out again after heavy repairs, but l retained the 2-4-0 wheel arrangement.

Buenos Ayres & Pacific Ry. 135
Guy Calthrop, general manager of the Caledonian Ry., tendered his resignation on appointment to a similar position on the above South American railway, to which he was engaged for a period of five years.

North Staffordshire Ry. 135. diagram (side elevation)
No. 170 intended for working through trains to Llandudno: side elevation: indebted to John H. Adams, the locomotive superintendent of the above railway, for the particulars embodied in the accompanying diagram showing the outline of one of four new 4-4-0 express passenger engines recently built at the Stoke Works. They were an innovation on the N.S.R., which had hitherto been worked by 2-4-0 express engines, and these new engines were designed to deal with the heavier passenger traffic of this season over the Company's own line and the through expresses to and from North Wales, which ran between Crewe and L1andudno Junction without stopping to take water. Photograph page 211

Great Northern Ry. 135
Nos. 11-25 of the new 0-6-0 tender type illustrated in the May issue were now at work, the first four being stationed at Colwick and No. 25 at Peterborough. Ten new engines of the large Atlantic type  were to be built, and fitted with superheaters; and ten of those already built wouldl be so fitted. The 990 class were being employed frequently on express work. As a reply to recent competition by the Midland Ry., which now has two up trains between Bradford and St. Pancras timed at 3 hours ,35 min. and 3 hours 45 min. respectively in place of one only at 3 hours 40 min., started on the 11 July. two new restaurant car trains from and to King's Cross, one in each direction, covering the 156 miles between London and Doncaster without a stop in 2 hours 45 min. down (56.7 m.p.h.) and 2 hours 47 min. up respectively. The 2.15 p.m. down train after leaving Doncaster stops at Wakefield (Westgate) at 5.28p.m., and reaches Bradford at 5.56 (3 h. 41 mins. from London). The 6.0 p.m. up train from Bradford, »ia Stanningley, and Leeds at 6.25 now stops at Holbeck and Wake field en route to Doncaster. These trains consists of four vehicles, a 3rd carriage brake, composite dining car and composite brake for Bradford, and a composite brake for Leeds. The 2 p.m. from Leeds is now also timed 1 min. quicker to Wakefield, and 2 min. quicker for the non-stop run of 175¾ miles from Wakefield to London, which is now made in 3 hours 7 min., a speed of 57 m.p.h.

Great Western Ry.  135.
Note refers to 1711 and 1850 as "square-sided saddle tanks": presumably 0-6-0PT is easier than 0-6-0SSSTX
No. 3041 The Queen, 7-ft. 8-in. single, had been re-named James Mason.
Twenty-two special trains were run on 1  July to various destinations, conveying the 23,500 men, women and children who took part in the annual trip of the Swindon Mechanics' Institution.
An electric traverser· had been installed at Moor Street Station, Birmingham. Its operation was interlocked with the signals controlled by the station box.
No. 2130, 0-6-0 goods engine, had been provided with a Swindon superheater, and was the first goods engine so fitted.
The new route to Birmingham, via Ashendon and Aynho, was successfully inaugurated on 1 July, The first express train, hauled by No. 2916, Saint Benedict, left Paddington at 9.10 a.m. and reached Snow HilI, Birmingham, at 11.12, the loss of two minutes over booked time being- due to a slack necessitated near Souldon Viaduct. There was one stop en route at High Wycombe, and coaches were slipped at Princes Risborough and Leamington. Four succeeding trains completed the journey of 110 miles 37 chains in the schedule time of 2 hours, The corresponding up trains are differently timed, one doing the journey in 2 hours, four others stop at Leamington and were booked for 2 hours 5 min., and two were allowed 2 hours 10 min. The 5.45 p.m. up train travels via Greenford and Hanwell, stopping at Ealing. The timings of the trains are arranged so as not to clash with the L. & N.W. Ry. service. The first up train, by the way, was a special conveying officials and guests of the G.W. Ry., hauled by No. 2910 Lady of Shalott, and despite unforeseen checks the run was accomplished within ½ min. of the schedule time of 2 hours.

Pacific Express Locomotive, Belgian State Rys. 136. illustration, diagram (side elevation)
J. B. Flarnrne, chief of the mechanical department,designed Pacific type with four high pressure cylinders and Schmidt superheater fot working the express service on the line from Brussels North to Verviers and Herbesthal.

2-6-0 locomotive, Paraguay Central Ry. 137. illustration
North British Locomotive Co.Ltd.: standard gauge; 18 x 24in cylinders; 4ft 6½in coupled wheels; 180m psi boiler pressure; 1228.5ft2 total heating surface; 24ft2 grate area.

Locomotive running shed management. 137-9. 2 illustrations
Boiler examinations: intervals;  leaking tubes; washing out; hot water refilling. Photographs of interior of Old Oak Common and primitive coaling on Eastern Railway in France

E.L. Ahrons. Some historical points in the details of British locomotive design. 139-41. illustration, 3 diagrams
Drummond firebox with cross water tubes. Modern Cornish type boiler as employed on Wilson Worsdell North Eastern Railway Nos. 559-563 of 1899 and by Hoy in asssociation with corrugated tubes and described by Hughes in IMechE paper.

James Frame. A investigation of tests of the locomotive steam engine at work. 142-5.. 3 diagrams, table
Paper presented at Glasgow Technical College on 5 March 1910. Clearly locomotive working over Beattock.

T.R. Perkins and G.M. Perkins. Earl of Dudley's Railway. 146-8. 3 illustrations
Shutt End Railway:Table of Manning Wardle locomotives: Himley (name removed) WN 7/1859; Countess built 1859; Wellington (WN 176/1865); Ednam built in 1872; Frederick built in 1872; Brandon (WN 4/1859. Another table lists locomotives rebuilt: Round Oak, Victory (rebuilt in 1896 based on Manning Wardle WN 84/1863; Edward VII rebuilt in 1902; Alexandra rebuilt in 1904, Dudley rebuilt in 1906 and Alma rebuilt in 1908 with a trailing axle. Illustrations; Round Oak running shed and repair shop;  0-4-0 Countess; 0-4-0ST Dudley with 0-6-0T No. 14

A model for instruction purposes. 148-9. 2 illustrations
Slide valves and valve gear built under direction of J.A. Robinson of the GWR Woverhampton Division

The locomotives of the Beyrout-Damascus Ry. 149-50. 3 illustrations
Beirout was reached by a 7 per cent gradient which required rack (Abt) working and rack and adhesion locomotives supplied by the Swiss Locomotive Co.: 0-6-2T and 0-8-2T

Coal and water consumption on goods and mineral trains. 150-1. table
Anonymous railway, but motive power was typical 0-6-0

0-8-0 goods locomotive, Prussian State Rys. 152-3. illustration, diagram
Built at the Vulcan Locomotive Works, Stettin with Stumpf through flow cylinders

Donegal Ry. 153
Henry Forbes, formerly of the Great Northern Ry. (Ireland), appointed secretary of the above railway.

Beyer, Peacock & Co., Ltd, 153
A.F. Halstead, the secretary of this Company, appointed general manager in succession to the late H. A. Hoy.

Benguella Ry. 153
Two 4-8-0 tender locomotives had been built by Kitson & Co., Ltd., for the above railway, which was 3-ft. 6-in. gauge. They have the following leading dimensions: cylinders (outside) 20-in. diameter by 24-in. stroke; diameter of   coupled wheels 4-ft.; boiler: diameter of barrel 5-ft. 1¼-in., working pressure 180 psi; total heating surface 1,507 ft2.

Furness Ry. 153
Attractively illustrated booklet had been issued, written in French for the benefit of foreign visitors, giving a series of itineraries, with full particulars and maps, of la different trips on the Furness Ry. system through Lakeland.

Andrew Barclay. Sons & Co., Ltd. 153
Caledonia Works. Kilmarnock, N.B., have forwarded Booklet BQ, an illustrated pamphlet of their specialities in light locomotives suitable for ali kinds of industrial work, particular attention having been paid to require- ments in out-of-the-way places where skilled labour is scarce and roads are badly laid or of a temporary nature. As is usual with this firm's publications, ample particulars are given for the benefit of possible clients.

Sharp, Roberts & Co.passenger locomotive built in 1840 for the Vienna-Glognitz Ry. 153. illustration
2-2-2 with four-wheel tender: cyinders 356 mm. by 457 mm; diameter of driving wheels 1,676 mm.

Railway inspection cars. 154-

Number 216 (15 August 1910)

Railway notes. 157

North Eastern Ry. 157. illustration
The accompanying illustration, for which we are indebted to Mr. Vincent L. Raven, the chief mechanical engineer, shows one of the new V1 class of Atlantic passenger locomotives built at Gateshead. These engines were practically almost identical with those of the same class introduced in 1903 and illustrated in these pages at the time, the chief points ot difference being a reduction in the diameter of the cylinders to 19½-in., and an increase of weight, the engine here illustrated weighing in working order 76 tons 4 cwt., ot which 40 tons 4 cwt. rest on the coupled wheels. The increase of weight is chiefly due to a modification in the main and auxiliary frames, which are of a heavier character than in the first N.E.R. Atlantic No. 532.

London & North Western Ry. 157.
A second engine of the new enlarged 4-4-0 (Precursor) type was out, No. 2664 Queen Mary, which differs from the preceding one in not having a superheater; also in having cylinders of 19-in. diam. as against 20-in. in the superheater engine. A further eighteen engines of this type are to be built, of which nine will be fitted with superheaters.
No. 2663 George the Fifth, the first of the class, has been doing good work, its most noteworthy performance to date being to convey a load of 20½ on a special train from Euston to Crewe on Sunday, 24 July in 158 min. Stafford was reached in 126 min. from the start. This engine has recently been provided with a new type of tender, in which the tool boxes are built into the tank.
The following new 0-8-0 simple engines had been built at Crewe: Nos. 1503, 1600, 1647, 1664, 1687, and 1699. Nos. 2535 and 1122, respectively three and four- cylinder compounds, had been converted to simple engines.
As a sequel to the experiments made during last year with "foreign" engines, at least one, and possibly two, 4-6-0 engines will be "borrowed" from the Great Western Ry. for trial over the L. & N.W.R. road.

Lancashire  & Yorkshire Ry. 157
A new series of 2-4-2 passenger tank engines with extended smokeboxes had been completed at Horwich, bearing Nos. 1531-1540.
The following additional 0-6-0 mineral tender engines had also been completed: Nos. 864, 873, 882, 885. 888, 889. 891 and 892.

London, Tilbury & Southend Ry. 158. 2 illustrations (portraits)
We have to chronicle the retirement of Mr. Thomas Whitelegg from the position of chief of the locomotive department. Mr. Whitelegg was appointed to that position in September, 1879, after having had a very varied and extensive experience in the engineering profession. He started life as an engineering pupil at the works of the well-known locomotive builders, Messrs. Sharp, Stewart & Co., of Manchester, and afterwards became leading erector in that firm. Before coming to Plaistow he filled many other important positions in the works of Messrs. Neilson & Co., locomotive builders, of Glasgow; the Hamilton Windsor Ironworks Co., of Garston, Liverpool; and Messrs. Ruston, Proctor & Co., of Lincoln. While with the latter firm he worked on the designs of the locomotives which were being built for the Great Eastern Ry., and afterwards obtained a postion in the .: ra wing office of the Great Eastern Ry. Locomotive Works at Stratford,from which position he was appointed to the one he held until quite recently. It will thus be seen that he had .. considerable experience in locomotive building, and while with the Hamilton Windsor Ironworks his engineering knowledge was extended by assisting in the design and construction of shallow draught steamers, pontoons and piers. While with Messrs. Sharp, Stewart & Co. he erected a locomotive which was exhibited at Manchester Exhibition in 1862.
Mr. Thos. Whitelegg has been succeeded by his eldest son, Mr. Robert Harben Whitelegg, who was born at Garston, Lancs., in October, 1872, and received his education at Stratford House School, Brewers' Company School, Tower Hill, and the City of London College, afterwards entering the works of the London, Tilbury & Southend Ry. as an engineer's apprentice. After passing through all the various departments in the works he was drafted into the drawing office, and in 1891 was appointed inspector of new rolling stock and materials, and was located principally in the Birmingham district. In 1892 he was transferred to the works of Messrs. N asmyth, Wilson & Co., Bridgewater Foundry, Patricroft, Manchester. to supervise the construction of new locomotives for the company. During that year he tem- porarily severed his connection with the railway company. and was engaged by Messrs. Nasmyth, Wilson & Co. to go to Spain to supervise the erection of new locomotives supplied to railways in that country. Upon his return to England at the end of 1892, he resumed service with the company in the capacity of rolling stock inspector. In 1905 he was promoted to be assistant to his father in the management of the works, and was more particularly associated with the re-organisation of the locomotive running department. In these capacities he continued until receiving the new appointment as chief of the locomotive department.

Passenger locomotive with superheater. 159. illustration
Caledonian Railway McIntosh 4-4-0 No. 139

4-2-2 locomotive, Shanghai-Nanking Ry. 159-60. illustration
Four 4-2-2 locomotives supplied by Ker Stuart & Co. to the order of Sir John Wolfe-Barry and A.J. Barry, consulting Engineers with 7ft driving wheels, 18 x 26in cylinders, total heating surfacre of 1650ft2 and 28ft2 grate area.

The locomotives of the Great Eastern Railway. 161.
0-4-0ST Nos. 209 and 210 supplied by Neilson, Nos. 228-9 supplied under Johnson.

E.L.Ahrons. Some historical points in the details of British locomotive design. 162-4.
Smokebox; spark arresters. See also letter from R.R. Surtees on page 210.

T.R. Perkins and G.M. Perkins, The Earl of Dudley's Ry.  170-1.
Fox Walker (of 1877) 0-6-0ST No. 13 Shutt End; Peckett 0-4-0ST Lady Edith (illus.)

Alfred Rosling Bennett. Early locomotives of the London, Brighton & South Coast Ry. 172-4.
2-2-2 No. 51 Venus became South Eastern Railway No. 133 and worked Greenwich Railway.

Number 217 (15 September 1910)

Midland Great Western Railway of Ireland. Supplement (plate).
Cusack 4-4-0 express locomotive: "Faugh a Ballagh": see also letter from W.H. Morton (page 232)

Railway notes. 181

Locomotive tests on the L. & N. W. and G.W. Rys. 181; 183. 2 illustrations
Following the interesting series of comparative trials made by arrangement between the L. & N. W. and G. N. and Caledonian Rys., which were recorded in our issues of June and July, 1909, a further series was carried out from 15 to 27 August between engines of the L. & N. W. and G.W. Rys. For this purpose, the L. & N.W.R. borrowed from the G.W.R. the 4-6-0 locomotive No. 4005 Polar Star, which was run train and train with the 4-6-0 engine No. 1455 Herefordshire, and in exchange the similar engine No. 1471 Worcestershire was lent to the G.W.R. and worked on that line with No. 4003 Lode Star as its "stable companion."
On the L. & N.W.R. the scheme of working was as follows: The G.W.R. engine No. 4005 worked the 12.10 train from Euston to Crewe, and the 17.02 train back from Crewe to Euston, on Monday, Tuesday and Wednesday; Thursday was shed day; and on Friday and Saturday the same engine worked the 10.00 train from Euston to Crewe, returning on the 16.07 train. The L. & N.W.R. engine worked the 10.00 train on Monday and Tuesday, had a shed day on Wednesday, and was on the 12.10 train on the Thursday, Friday and Saturday. Thus each engine had the 12.10 to haul, with an average of 17½ coaches, three times in the week, and the 10.00 train, with a slightly lighter load, twice in the same period This procedure was reversed in the second week, the 10.0 train being hauled three times and the 12.10 twice. Prior to settling down to this routine, Polar Star worked the 10.45 out of Euston.
On the Great Western Ry. the L. & N. W: R. engine No. 1471 on the first Monday worked the 09.00 from Paddington to Bristol, via Badminton, returning with the 17.05 on Tuesday it hauled the 11.00, via Bath, returning with the 17.54. On the Wednesday it ran the 10.30 to Plymouth, North Road, thence running light to Millbay, and returned on the 08.30 on Thursday, and on Friday it took the 11.50, also to Plymouth, and returned on Saturday on the 09.16 train. No. 4003 performed the same services alternately, and this programme was repeated the following week, with the two engines in reverse order. On this page No. 4005 Polar Star was on Bushey troughs with a down express and page 183 No. 1471 Worcestershire is seen leaving Paddington.

London & North Western Ry. 182
The following 0-8-0 simple engines had been completed at Crewe:-Nos. 1540, 1609, 1634, 1637, 1639, 1660 and 1789. No. 1849, a three-cylinder compound mineral engine, had been converted to simple with 18½in. cylinders and small boiler.
At least two of the new 2-6-4 sicpassenger tanks, with 5ft. 6in. wheels and 18½-in. cylinders, will be running at an early date. The two enlarged 4-4-0 (Precursor) tender engines, which have been in service painted slate colour, had returned to the shops for a final coat of paint.
Nos.: 1073 and 1441, 2-4-2 tanks, had been· adapted for working motor trains.

Great Eastern Ry. 182
The two remaining single-driver bogie engines of J. Holden's design, Nos. 12 and 13, had been withdrawn from service. They latterly worked the York express trains from March and Cambridge, but the great increase in the weights of these trains had necessitated the use of more powerful engines.
On 16 August the Empress Marie of Russia concluded her visit to Queen Alexandra at Sandringham and travelled from Wolferton to Dover by special train vza Lynn and Liverpool Street, and thence by means of the Thames tunnel on to the S. E. & C. R. system. The S. E. & C. R. Royal train was used, and was worked by the G. E. R. engine No. 1829 to Liverpool Street, and thence to Dover by the S. E. & C. engine No. 19.
F. G. Randall, district superintendent for the London district, has been appointed to succeed Mr. R. P. Ellis, who is retiring at the close of the year, as superintendent of the line.

Great Northern Ry. 182. diagram (side elevation)
The accompanying diagram of No. 1452 (251 class fitted with superheater) shows the leading dimensions of the new series of large 4-4-2 passenger engines now in process of construction at Doncaster. We are indebted to Mr. Ivatt for the illustration. It will be noted that while the leading dimensions are practically the same as in the No, 251 Class, the cylinders are increased to 20-in. dia., the boiler pressure is reduced to 150 psi, and the heating surface of the tubes is considerably less, this being accounted for by the introduction of the superheater element. Wakefield's mechanical lubricator is provided .to meet the difficulties of efficiently lubricating cylinders which receive superheated steam. The new type of tender is provided. There are ten similar engines on order.which will have Nos. 1452 to 1461 inclusive, the first two being now in service. It will be remembered that No. 988, of the smaller 4-4-2 type, had previously been fitted with the Schmidt superheater, as well as a number of 0-8-0 mineral engines.
No 1556, one of the 0-6-2 suburban tank engines, had been fitted with a new arrangement of condensing pipes, consisting of a series of tubes of small diameter. Nos. 21-30 of the new J22 class were all at work.

Midland & Great Northern Joint Ry. 182
Two of the 4-4-0 passenger engines, Nos. 45 and 53, had been rebuilt with larger boilers having Belpaire fireboxes, and extended smokeboxes. Their appearance  was generally very similar to that of recent Midland Ry. rebuilds. except that they had a continuous brass strip outlining both splashers, and ordinary smokebox door fastenings. The engine numbers were painted on the buffer beams, and shown in brass figures on the trailing wheel splashers.
The new 4-4-2 tank engines, Nos. 9 and 20, were at work on local services, as well as on the G.N. and Midland express trains between Melton Constable and the branch terminals. They were similar to No. 41 but had extended smokeboxes, plain Ramsbottom safety valves with brass pillars and no casing, and brass numbers on the bunker. They had roomy cabs, with padded seats.

The locomotives of the Great Northern Ry. 182
A new and revised edition of this standard work, which comprises a history of G.N.R. locomotives from 1847 to the present day, will be ready for issue in October. It will be so far up-to- date as to include mention of the new superheater Atlantic engines illustrated on this page.

Locomotives at the Brussels Exhibition. 183-4
There wer at least fourteen German exhibits; nine French, two Italian and a large nuber of Belgian, but only one British: an R. & W. Hawthorn four coupled crane tank WN 2783.

Stratford & Midland Junction Ry. 184
"We understand": that the Northampton & Banbury Junction Ry is to be worked with rolling stock provided by the SMJR in place of rolling stock supplied by LNWR.

North Eastern Ry. 184
Erratum: concerning p. 157: ten V1 class 4-4-2 being constructed at Darlington

The locomotives of the Great Eastern Railway. 185. 2 diagrams (side elevations)
The fifty Adams 0-4-4T. Neilson suppied WN 2013-2037/1875; Robert Stephenson & Co. WN 2211-2220/1876-7 and Kitson WN 2201-2215/1878. Running Nos. 211-220 had flat top dome covers and short chimneys for working North Woolwich trains.

Visit to the Brussels Exhibition. 185
120 wages staff (foremen, charge hannds, drivers and firemen at Stratford and country depots were given free access to the Brussels Exhibition: this included free travel, meals on the trains, hotel accommodation and lunches at the exhibition.

Rail shooting car for India. 186-7. 2 illustrations
Built for the Rao of Cutch by McEwan, Pratt & Co. of Wickford to the specification of E.R. Calthrop & Parners. 2ft 6in gauge; petrol engine.

Classes for enginemen. 187.
Willesden & Hendon Technical Education Committee

Connecting rods. 187-8. 3 diagrams
Fluted and I section types mentioned; stresses in rods, big ends, brasses and mandrels.

Central Argentine Ry. 188.
Ten two-cylinder simple and twelve two-cylinder compound 3ft 6in gauge 4-6-2 locomotives had been added to stock. Both types had 5ft 8in coupled wheels and Belpaire boilers operating at 200 psi. The cylinders of both types had 26 inch stroke and were activated by Stephenson link motion. The simples had 19 inch diameter cylinders and the compounds had one of similar diameter and a low pressure cylinder of 27½ inch diamter. 

Alfred Rosling Bennett. Notes on South American railways. 189-95. 17 illustrations, 2 diagrams (side elevations)
Personal visits to Brazil and Uruguay: included Sao Paulo Railway which linked the port of Santos to Sao Paulo which featured cable haulage, In Uruguay cattle transport was highly important. A travelling pneumatic compressor is illustrated: this had been converted from a Manning Wardle 0-6-0ST built in 1867. Photograph of Montevideo terminus of the Central Uruguay Railway

South American railway development. 195.
In October the Brazilian President was scheduled to formally open the railway linking Rio Janeiro to Rio Grande do Sol which would link Brazil with Uruguay, Argentina and Chile.

Locomotives for South America. 195-200. 14 illustrations, table
Supplied North British Locomotive Company

Mallet compounds for South America. 201. 2 illustrations
American Locomotive Company 0-6-6-0T for the Colombin National Railway and 0-6-6-0 tender locomotive for the Central Railway of Brazil.

Instiitution of Mechanical Engineers. 201
Recent papers of railway interest: Cecil W. Paget's English running-shed practice; F.W. Carter's Electrification of suburban railways and .H.M. Hobart's The cost of electrically-propelled suburban trains.

Locomotives for South American railways. 202-3. 2 illustrations
Robert Stephenson & Co. locomotives: 5ft 6in gauge 2-8-0 freight locomotive No. 173 for Argentine Great Western Railway and 2-6-4T No. 16 Roberto for Arauco Raiway

The Stephenson Locomotive Society visit to France. 203. 2 illustrations
2-2-2T No. 0132 of Rouen-Paris Railway and 2-8-0 2-cylinder compound of Western Railway

Locomotive running shed management. 204-5
Examination of locomotives for shopping

The Westinghouse petrol-electric traction system. 205-6. 2 illustrations
Zodel flexible coupling

Machine tools. 206-8. 3 illustrations

The "Hotchkiss" circulator. 209-10. illustration, diagram.
As fitted to LBSCR 4-4-0 No. 53 Richmond.

Railway inspection cars. 208-9. 3 illustrations

New rolling stock for Argentina. 209. illustration
40 ton bogie wagon supplied by Blake Boiler, Wagon & Engineering Co. of Darlington for Buenos Ayres Western Railway with Livesey Gould underframe

Correspondence. 210
Some historical points in the details of British locomotive design. R.R. Surtees.
Refers back to the part which was published in August (page 162). Includes a meticulous "rough sketch" of Kirtley's variable blast pipe fitted in 1877 to six goods engines and six bogie express engines designed by William Kirtley for the London, Chatham & Dover Railway. After being in use for a short time these nozzles were discarded as they were not satisfactory and ordinary blast pipes were substituted.
Some historical points in the details of British locomotive design. F.W. Brewer.
See Ahrons feature on pp. 123-5: claims that Ahrons implied that only one Webb locomotive, an 0-8-0, was fitted with a Belpaire firebox. Two of Jubilee class compounds, Nos. 1929 Polyphemus and 1930 Ramilles were rebuilt with Belpaire fireboxes with Alfred the Great boilers in 1904.

Number 218 (15 October 1910)

Railway notes. 211

North Staffordshire Ry. 211. illustration
Courtesy of John H. Adams, locomotive superintendent of the NSR, we are able to show herewith a photo-reproduction of No. 87, one of the 4-4-0 express engines recently put into service on that railway. A dimensioned diagram, giving the leading particulars of these handsome locomotives, appeared in  issue of 15 July page 135.

Great Western Ry. 211
It is only quite a few years ago since 3rd class passengers were not permitted to travel by the best trains on this line, but with the abolition of the broad gauge and other departures from the traditions of an earlier age, a more modern spirit animated the authorities at Paddington, and still more recently this has been shown in a new development. From the 1 October all trains have been 1st and 3rd class only, except on the Joint L. & N.W. and G.W. line.

London & North Western Ry. 211
The latest 0-8-0 simple engines, with 20½-in. cylinders and large boilers, built at Crewe are Nos. 1385. 1492, 1507, 1539, 1577, 2030 and 2032. No. 1829,. of the three-cylinder compound type, had been converted to simple with 18½-in. cylinders and a small boiler, whilst No. 1070, of the four-cylinder type, had been similarly converted, but with 20½-in. cylinders and the larger boiler. The two enlarged Precursor tender engines were at work again in their running colours, after a visit to the paint shop. They are illustrated and described on page 213 of this issue. A further two 4-ft. 6-in. 2-4-2 tank engines, Nos. 768 and 1056, had been adapted for rail motor service. Only two John Hick class remained at work, No. 1535 Henry Maudslay having recently been withdrawn from service.
On 30 September a sale was held of the surplus tools at the Bow Locomotive Works of the North London Ry

North Eastern Ry. 211
The offices of Vincent L. Raven, the chief mechanical engineer, had transferred to the North Road Works, Darlington.
A new device had been introduced for the  purpose of indicating to signalmen when the services of the fogging staff are required. A special lamp is fixed at a certain distance from the signalbox, on a post near ground level, and according to the signalman's ability, or otherwise, to see this distinctly, he gauges the necessity for summoning the fogmen to their duties.

Scottish railway changes. 211
In addition to recently acquiring the Lanarkshire and Dumbartonshire line, the Caledonian Ry. will on 1 November take over the Dumbarton and Balloch line, now held jointly with the N.B.R. On the same date the North British will in turn take over the control of the Dundee and Arbroath line, at present owned jointly with the Caledonian Ry. The Barrhead and Kilmarnock joint line will also be taken over by the G. & S.W.R.,. but in this instance full negotiations are not yet completed.

London, Brighton & South Coast Ry. 212
We understand. that a 4-6-2 passenger tank locomotive, with outside cylinders, is in course of construction at the Brighton works.

London and South Western Ry. 212. illustration
Illustrated No. 101, small motor tank engine, which was the first locomotive built at the new Eastleigh locomotive works. It differed from the earlier engines of the class, such as No. 736, illustrated in our issue of 15 November 1906, in respect to having slightly larger wheels, four-coupled, with the cylinders placed at either side below the smoke box instead of between the two pairs of wheels, the trailing pair of. which only were drivers.
In addition to the two engines of the above-mentioned type (Nos. 101 and 147) and the five new 4-6-0-four-cylinder engines, Nos. 448-452, now in course of construction at Eastleigh, an order had been given for five suburban tank engines.
The chief office staff of the mechanical engineer was transferred to Eastleigh on 1 Septedmbert. Mr. Chas. G. Watt, who held the office of chief clerk for upwards of 44 years, had been succeeded by Mr. John Hazeldine.

Great Indian Peninsula Ry. 212
Nine 0-6-0 tender goods engines had been built for this railway by Kitson & Co., Ltd. of Leeds, having the following dimensions: Cylinders, 18-in. diameter by 26-in. stroke, actuated by Stephenson link motion; diameter of coupled wheels, 5-ft 1½-in.;  total heating surface 1315 ft2.; grate area 25.5 ft2. The engines were fitted with the automatic brake.

Dublin & South Eastern Ry. 212
A new 0-6-0 goods engine, No. 18 Enniscorthy, had been built at the Grand Canal Street Works; similar to the No. 13 class, but somewhat larger. No. 18 replaced one of a useful class of 0-4-2 engines, built by Sharp, Stewart & Co. nearly fifty years before, Nos. 15-23. No. 17 was replaced in, 1899, but the others had been rebuilt at various times and were still running, Nos. 16 Killiney, and 21 Kilcoolt having been converted into 0-4-2 tanks. No. 56 Rathmines, a 4-4-0 passenger engine, built by the Vu1can Foundry in 1895, was being rebuilt.

Shropshire & Montgomeryshire Light Ry. 212
After being abandoned for over thirty years, work has been started on the reconstruction of the Potteries, Shrewsbury and North Wales Ry. A large garyg of navvies began clearing the track at the Llanymynech end of the line at the end of last month, and the old stations are' being repaired. A contractors' locomotive is also at work. At present it is intended to re-open the main line from Shrewsbury to Llanymynech (a distance of 18 miles) as a light railway, and the line will then be known by the above title.

A correctlon.
In Mr. A. R. Bennett's article on "Railways in Brazil" in our last issue, the 0-6-0 tank engine shown in Fig. 7, page 191, was inadvertently described as belonging to the San Paulo, instead of to the Santos Ry. .

London and South Western Ry. 212.
0-4-0T for motor train working: No. 101 illustrated.

Dublin & South Eastern Ry. 212.
0-6-0 No. 18 Enniscorthy built at Canal Street Works, Dublin.

New express locomotives, L&NWR. 213-14. illus.
No. .2663 George the Fifth (superheated) and No. 2664 Queen Mary (non-superheated):

The locomotives of the Great Eastern Railway. 215-16.
0-4-4T Nos. 76, 71, 184, 66 and 80 illustrated in Figs. 180-4.

Six-coupled tank locomotive for the Earl of Ellesmere. 219-20.
Nasmyth Wilson 0-6-0ST Brackley

Ahrons, E.L. Some historical points in the details of Britsh locomotive design. . 221-3.

Correspondence. 232
Tender toolboxes. W.H. Morton
Refers to September Supplement: location on tender

Number 219 (15 November 1910)

Dublin & South Eastern Ry. 235. illustration
0-6-0 No. 18 Enniscorthy

The locomotives of the Great Eastern Railway. 239-40.
Ironclads Nos. 265-74 supplied by Dubs (WN 893-902) (Fig. 239) and R&WH Nos. 255-64 (WN 1705-14) (Fig. 186).

The "Swindon" superheater,  240-1. diagram.
General arrangement shown: C.C. Champeney and G.H. Burrows credited.

The origin of the balanced locomotive as shown in the Diaries of John George Bodmer; ed. Herbert T. Walker. 246-8.
4-2-2/4-2-4 combined engine and tender. See also Loco. Rly Carr. Wagon Rev., 1931, 37, 42.

Ahrons, E.L. Some historical points in the details of Britsh locomotive design. 249-50.

Rebuilt bogie express locomotive, Midland & Great Northern Ry. 252. illustration
Nos. 45 and 53 rebuilt withb Belpaire boilers at Melton Constable Works.

Early passenger locomotive, Caledonian Ry. 254.
2-2-2 Nos. 10-19 supplied by Vulcan Foundry. Notes influence of Alexander Allan.

Kent & East Sussex Ry. 254-5.
Addional locomotives: Ilfracombe Goods ex-LSWR.

Oil stores van, North Eastern Ry. 256. illustration
Built almost entirely of steel: bogie vehicle capable of running at speed

Third class carriage, North British Raailway, 1864. 257. diagram (side elevation and plan)
Built at St Margaret's Works in 1864.

North London Ry. 257,
Two new trains, each consisting of ten vehicles, built for Broad Street to Richmond service,

Selsey Tramway. 257
Three of the four-wheeled carriages running on the Lambourn Valley Railway had been purchased.

Central Argentine Ry. 257
1000 freight wagons ordered from British suppliers: Metropolitan Amalgamated Railway Carriage & Wagon Co. and Hurst Nelson

 Number 220 (15 December 1910)

Railway notes. 259

Kowloon-Canton Ry. 259. illustration
Illustration provided by Sir John Wolfe-Barry, the consulting engineer to the line, shows a powerful locomotive constructed by Kitson & Co., Ltd., of Leeds, for the British section of the above railway. The engine  was an inside cylinder (19 x 26in) 2-6-4 with a Belpaire boiler. Grate area 32 ft2. Water capacity 2500 gallons; the bunker held 3½ tons of coal. In working order the engine weighed of 89 tons 15 cwt.

London & North Western Ry. 259
The following new engines of the enlarged 4-4-0 Precursor type, without superheaters, had been completed : Nos. 1550 Westminster, 1559 Drake, 2151 Newcomen, and 2507 Miles MacInnes. Work had begun on a series of nine engines of the same type to be fitted with superheaters. A new series of 0-8-0 simple engines, the sixth lot, had been put in hand at Crewe, the first five being numbered 1403, 1424, 1462, 1700 and 1727. Nos. 818 and 1228, four-cylinder compound mineral engines, had been converted to simple with 20½-in. cylinders and large boilers. Nos. 383 and 768, 4-ft. 6-in. 2-4-2 tank engines, had been adapted for rail motor service.
The N.B.R. Atlantic, which was tried recently for coal consumption against a L. & N.W. Experiment between Carlisle and Preston was No. 881 Borderer.

Great Western Ry. 260
The latest engines ot the new Queen class (4-6-0) were Nos. 4033 Queen Victoria, 4034 Queen Adelaide and 4035 Queen Charlotte. No. 111 The Great Bear had gone into the shops for its first general repairs. The Liskeard & Looe Ry. engines had been numbered in the G.W.R. stock as follows: 1308 Lady Margaret, 1311 Cheesewring and. 1312 Kilmar.

Great Eastern Ry. 260
Nos. 1800-1809, the latest series of 4-4-0 Belpaire express engines, are now all completed, and another order for ten of the class is to be put in hand at Stratford; they will bear Nos. 1790-1799. Some previously- built engines of the type have recently been hauling heavy loads in connection with the fishworker specials from Yarmouth. On 23 November, No. 1881 took a train consisting of 18 W.C.J.S. 8-wheeled coaches from Yarmouth to Peterborough, and on the 25 November No. 1826 worked a train of 19 vehicles (14 W.C.J.S., and 5 E.C.J.S.) from Yarmouth to March, one of the E.C.J.S. being a 12-wheeler. Nos. 1230, 1231 and 1232 were new six-coupled engines with Belpaire fireboxes, built specially for the Derbyshire coal traffic. They were fitted with eight sand boxes, one for each wheel going chimney first, and one behind each trailing wheel for running tender first, these extra sanding arrangements being necessary for working through the Bolsover Tunnel on the old L.D. & E.C. line, which is always damp and on a severe grade.

Great Northern Ry. 260
New Atlantic type engines Nos. 1452-1461, fitted with superheaters, were in service. These were illustrated by a line diagram in September issue, p. 182, which gave the leading dimensions. The new South Yorkshire joint line, from Potteric Carr Junction to Dinnington Junction, opened for passenger traffic on the 1 Nlovember. The first G.N. train from Doncaster to Shireoaks via the new line started at 09.07, and was hauled by No. 244, one of the Stirling 0-4-4 tank engines. The line was single, with crossing places at Tickhill, Maltby and Dinnington, and the service was worked by alternate trains of the G.N. and G.C. railways, four in each direction between Doncaster and Shireoaks, on weekdays only.

London, Brighton & South Coast Ry. 260
Nos. 77-81 were the latest 4-4-2 tank engines completed at Brighton. No. 79A, formerly No. 20, one of Stroudley's D class 0-4-2 tank engines, was being rebuilt with a 4-ft. 6-in. boiler having an extended smokebox carried on a saddle, and one of the E class, goods side tank, was to be similarly rebuilt.
No. 586, Billinton's last design of 0-6-2 side tank, with 4-ft. 6-in. coupled wheels, was to be rebuilt with a boiler 5-ft. in diameter, fitted similarly to that of No. 478 illustrated in our last volume, p. 146 [KPJ not found]
Only two of the Stroudley single wheelers. Nos. 329 Stephenson and 345 Plumpton, remained in service. Stephenson was sent to the Stephenson Centenary at Newcastle in 1881, and took part in the historic procession of engines at Wylam.
During busy periods of the day ordinary bogie third class coaches were run with the electric cars on the electrified Victoria-London Bridge service. The 4-6-2 express tank engine designed by D. Earle Marsh was nearly ready for service. It had cylinders 18½-in. in dia. by 26-in stroke, and 6-ft. 7½-in. six-coupled wheels, and will be numbered and named 325 Abergavenny." This wa the first of Mr. Marsh's engines to bear a name.

Londox & South Western Ry. 260
Since the introduction of through working with the Great Western Ry., L. & S. W. engines had made journeys over the G.W. line to Newbury, Worcester, Bridport, Weston-super-Mare, Bath, Henley, Bristol and other places, in charge of pilot drivers supplied by the G.W.R. Nos. 448 and 449, the first of the five new 4-6-0 four-cylinder engines, had been completed at the Eastleigh Works.

Great Indian Peninsula Ry. 260
Twenty-one 4-4-0 passenger engines had been built by Kitson & Co., Ltd., of Leeds, which had the following leading dimensions:-cylinders, 18½-in. dia. by 26-in. stroke, with valve gear actuated by Stephenson link motion; , 6-ft. 6-in. coupled wheels; total hessting surface 1235.5 ft2.; grate area 21.25 ft2; working pressure 180 psi. The boiler provided with an extended smokebox. The engines weigh 47½ tons in working order.

Central Cordoba Ry. 260
An order for 35 locomotives for this railway has been secured by Kitson & Co., Ltd., of Leeds.

The locomotives of the Great Eastern Railway. 261-2.
Adams K9 0-4-2T No. 8 and Nos. 20-5.(Figs. 189 and 190) using parts from Bromley locomotives. Kitson tram locomotive No. 230 for Millwall Extension Railway (Fig. 191) (drawing).

Ahrons, E.L. Some historical points in the details of Britsh locomotive design. 263-5. 6 diagrams
Regulator valves including double beat type; Hulburd's Servo type; Hulburd's mechanical boiler cleaner

Old mineral locomotive, Taff Vale Ry. 268-9. 2 illustrations
0-6-0 built in Company's Cardiff workshop to design of Joseph Tomlinson in 1867. Running No. 75. Illustrated No. 50 Gelly Gaer built by Slaughter, Gruning & Co. of Bristol. Others were supplied by R. & W. Hawthorn (two in 1856); nine from Kitson & Co. 1857-9 and five from Slaughter between 1857 and 1860. Four were rebuilt as 0-4-4Ts between 1878 and 1883 at the Cardiff Works: No. 59 illustrated

Passenger engines — Oxford, Worcester and Wolverhampton Ry. 271-2. 2 illustrations
E.B. Wilson 2-4-0 locomotives Nos. 330-5 of 1853: became GWR Nos. 182-7. Illustrated; also No. 184 as rebuilt.

Passenger tank locomotive, North Staffordshire Ry. 274. diagram.
General arrangement drawings: 0-4-4T courtesy John H. Adams

Locomotive "Croydon" for the London & Croydon Ry, 1838. 276. diagram
0-4-2 built G.&P. Rennie for services from New Cross.

Steel hopper ballast wagon, North Western Ry., India, 279. illustration
Built by Stableford & Co. of Coalville with self-discharging doors

Reviews. 279

Irish railways and their nationalisation. Edwin A. Pratt. London. P.S. King, 1910
Criticism of the Vice Regal Commission on Irish Railways

All about railways. F.S. Hartnell. London: Cassell & Son. 280

RETURN TO    Home Page    Top of this Page


Registered Charity No 290944 Company Limited by Guarantee No 1862659