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TIMESTAMPS
Number 521 (15 January 1936)
Diesel engines for rail traction. 1-2.
Editorial summary of paper presented to the Institute of Transportby C.E. Fairburn and comment thereat by E.J.H. Lemon on the high cost ofdiesel power. The railcar was condemned for being non-flexible. The advantagesof mechanical drive were stated to be lightness, small space required andsmall transmission losses. Electric drive was simpler to control and wasequivalent to automatic continuously variable gear, possible to drive allaxles and performed better on steep gradients. Shunting locomotives werean important application.
Two-cylinder 2-6-4 passenger tank engines, L.M. & S. Rly.. 2-4. illustration,diagram (side & front elevations)
The "Union Limited" express, South African Railways, and new Pacific typelocomotives. 4-5. illustration.
Train ran between Cape Town and Johannesberg. The 4-6-2 were designedby A.G. Watson, Chief Mechanical Engineer and built by Henschel & Son.The 16E class was fitted with rotary cam valve gear. No. 854 isillustrated.
0-8-0 shunting locomotives, Yueh-Han Railway, China. 6. illustration
Four locomotives supplied by W.G. Armstrong Whitworth under thesupervision of Sandberg. They had 16½ x 23½in cylinders, Walschaertsvalve gear and 3ft 11¼in coupled wheels. The boiler had a total heatingsurface of 1120ft2, a grate area of 32.3ft2 and operatedat 220 psi.
New German railcar. 7-8. illustration, diagram
Rhine-Sieg Railway (near Bonn): 2ft 3in gauge. Supplied by WaggonfabrikWismar.
An early mechanical lubricated axlebox.8-9.diagram.
Discovered whenAgenoriamoved within Science Museum.
P.C. Dewhurst. Locomotives of the Trinidad Government Rlys. 9-10.3 illustrations
Outside cylinders 0-6-0ST supplied by Hunslet Engine Co. WN 1168/1914and WN 1169/1915 became D and E. Three 0-6-0ST were supplied by the MontrealLocomotive Works WN 61527-9/1919. Montreal Locomotive Works also supplied4-6-0 locomitives with bogie tenders, Walschaerts valve gear, piston valvesand superheaters: 61527-9/1919 and 63088-93/1921
Czecho-Slovakian Rlys three-cylinder tank locomotive. 10
Cylinder dimensions
London & North Eastern Railway. 10
No. 2512Silver Foxfitted with stainless steel fox and otherdecorative fittings.
Withdrawn: Ivatt 4-4-0 type Nos. 4072 and 4078 and small Atlantic No. 3988.
Roding Valley Halt (Fairlop loop) to be opened on 8 February 1936..
Londonderry & Lough Swilly Rly. 10
Section from Buncrana to Cardonagh closed to all traffic from 2 December1935.
[Oldland Common]. 10
Oldland Common station opened between Bitten and Warmsley on Bathto Bristol line of LMS from 2 December 1935.
[Cwmtwrch Well Halt]. 10
Opened on GWR Swansea to Brynamman line on 14 December 1935.
William T. Hoecker. Static weight and weighing of American locomotives.11-14. diagram
Discussion by railway mechanical engineers. Cites Locomotive Mag.,1935, 41, 303 and T.H. SandersLocomotiveMag., 1922,28, 175 andLocomotiveMag., 1934, 40, 392 which was an abstract ofILocoE Paper 334. Three point suspensionhad been the norm in North America, but 60 very heavy 2-10-2 built in 1918/19were fitted with five point suspension and this became the norm for the Mallettype. Wedges were needed to accommodate wear in the spring rigging. Appropriateweighing apparatus was installed at the Eddystone Shops at the Baldwin LocomotiveWorks. The Association of American Railroad Mechanical Division brought thethree largest American locomotive builders together on this topic.
London, Midland & Scottish Railway (Western Section). 14
Additional three-cylinder 4-6-0's of the Baby Scot type recently completedand turned out at Crewe bore Nos. 5670-8 [KPJ: these were Stanier Jubileeclass!]. The first two engines of this series, Nos. 5665-6, werre fittedwith 3,500 gallon tenders, all others which have so far appeared being providedwith the latest standard 4,000 gallon type. The last of the order for 1004-6-0 2-cylinder mixed traffic engines which was placed with Armstrong, Whitworthand Co. early in 1935, had been delivered; this series numbered from 5125to 5224 inclusive. Class G 0-8-0 No. 9148 had been converted to Class G1(superheater) and provided with a standard Belpaire boiler. Engines rebuiltat Crewe with Belpaire boilers included the following: Class G1 Nos. 9059,9095, 9114, 9258, 9276, 9341, 9373; Class G2 Nos. 9399 and 9443. Two of thelarge-boilered Claughtons had been scrapped, Xos, 5906 and 6029. When rebuiltthe former retained the original Walschaerts gear, while 6029 was fittedwith Caprotti gear. Other recent withdrawals included 4-4-0 George the Fifthclass Nos. 5243Lapwing, 5375Partridge, 5312Velocipede, 5397Planet, and 5403Leamington Spa; also4-6-0 Prince of Wales class Nos. 25720 and 25740. No. 6129Cometofthe Royal Scot class renamedThe Scottish Horse.
Kent & East Sussex Rly. 14
Normal work on this line was performed by locomotives Nos. 3, 4 and8. No. 3 was an ex. L.B.S.C. Terrier, originally No. 70Poplar, builtin 1870: it had. borne the nameBodiam; but it had been rebuilt, certainparts of other Terriers (K.E.S.R.Rolvenden and Shropshire &MontgomeryshireDaphne) being incorporated. Locomotive No. 4 wasoriginally on the L.S.W.R., and was one of the Beyer, Peacock 0-6-0 saddletanks. This engine was exchanged by the Southern Railway for the K.E.S.R.0-8-0 tankHecate in 1932, which was too heavy for the Rother Valleyline. The present No. 4 was built in 1876, and spent most of its life shuntingin Nine Elms yard until it was sent to Rolvenden. No. 8 was also a saddletank of the 0-6-0 type, and was also built in 1876. It belonged to the NorthPernbroke & Fishauard Railway, on which it bore the nameRingingRock; bought from the GWR. in 1914, it was namedHesperus, Thename had now heen removed. All three engines were painted light green Thetwo original 2-4-0 tanks Nos. 1Tenterden and No. 2Northiamwere undergoing overhaul: it is possible that one may be rebuilt at the expenseof the other.
Centenary of the German Rlys. 15
As this item is of considerable historical importance it is quotedverbatim: "On Saturday and Sunday, December 7 and 8 last, the Centenary ofthe German Railways was celebrated in Nuremberg. The British delegation,which .was welcomed by Herr HItler, included SIr Josiah Stamp Brigadier-GeneralSir Osborne Mance and Mr. R. Holland-Martin, Mr. Frank Pick, Mr. C.E.R.Sherrington and Mr. Kenneth Brown. Sir Josiah Stamp placed a wreath on thememorial to railway workers, among the names on which is that of WilliamWilson, the British engineer who drove the first German railway engine. Theceremony was followed by a parade depicting railway equipment as it has developedduring the past 100 years,. from the historic Ludwig's train tu modern Dieseltrams, and special trains like the "Rheingold," and the "Strength throughJoy" tram, which carrres thousands of German workers on their annual holidayat a fractional cost of ordinary railway fares.
It was on December 7, 1835, that the first rail- way was put into operationin Germany between Nuremberg and Furth (about six miles). Two years laterthe Leipzig and Dresden line was opened and in 1838 the Berlin to Potsdamsection was made. At this time the German Railways were constructed by privateoompanies, and a good c'eal of the rollmg stock and other materials wereimported from England. The Prussian and Hessian Railways were nationalisedafter the Franco-Prussian War of 1870, being about three- fourths of thewhole at that period. In 1920 the entire system of German Railways was takenover by the Reich, and in 1924 under the recommendation of the Dawes' plana company was formed to manage the entire system; this is known as the DeutscheReichsbahn Gesellschaft".
Super high-pressure locomotives. Northern Railway of France.15
Chemins de Fer du Nord decided to order a very high pressure locomotivefor trial against existmg machines. ThIS type of locomotive is, of course,not new, and tests have been made along these lines previously, but theyhave revealed cer- tain practical difficulties. The locomotive to be builtwas a Pacinc with a boiler carrying 855 psi and usmg directevaporatIon. Each driving axle would be operated individually by two highspeed steam engmes, of 500 h.p. each, giving a total of 1,000 h.p. per drivingaxle. The engines to have three cylinders each. The two engines connectedto each axle will be arranged horizontally above the wheels, on either sideof the boiler. They will be connected to the axle by reduction gears anduniversal transrmssion to permit movements in all directions of the axlesand the engines. These universal transmissions are of similar type to thoseused trequently on electrically-driven trains on which they have been verysatis factory. In fact the whole design has been much influenced by electriclocomotive practice.
Great Western Ry. 15
The following new engines were completed at Swindon during Nov.: 0-6-0tanks Nos. 5420-3 and 6425-9; 2-6-2 tanks Nos. 6168-9. Engines convertedfrom 2-8-0 tank type to 2-8-2 tank type and re-numbered: original numbers5259, 5261 and 5262 now numbered 7224, 7226 and 7227. Engines condemned wereas follows:-0-4-0 tank No. 96; 0-6-0 tanks, Nos. 722 (Barry No. 102), 1545,1816, 1877 and 1959; 0-4-2 tank No. 115; 4-4-2 tank No. 2246; 4-4-0 tenderNos. 1122 (M.S.W.J.R. No. 4) and 3381; 0-6-0 tender goods No. 2337; 2-6-0mixed traffic Nos. 2634, 2661, and 2672.
The names of the 25 Castle" class engines which are to be built in 1936 wouldbe as follows:
Barbury Castle
Beverston Castle
Bridgewater Castle
Compton Castle
Cranbrook Castle
Clifford Castle
Denbigh Castle
Devizes Castle
Drysllwyn. Castle
Eastnor Castle
Hatherop Castle
Lamphey Castle
Lydford Castle
Ogmore Castle
Picton Castle
Penrice Castle
Powis Castle
Sarum Castle
Sudeley Castle
Tenby Castle
Thornbury Castle
Tretower Castle
Upton Castle
Wardour Castle
Wilton Castle
Locomotives of the South Hetton Coal Co. Ltd.16-18.7 illustrations
The South Hetton Coal Company was registered on 18 July 1874; itschaiman being W. Bailey Hawkins who also chaired the Colne Valley & HalsteadRailway. CVHR No. 2 was sent to the South Hetton in 1894, but was scrappedin about 1902: it had originated as a Beyer Peacock product of 1860 for theNorth London Railway (its No. 42), was sold to the Whitehaven Collieryin 1883 (see alsoLocomotive Mag.,1911,17, 220). In 1936 the stock consisted of:
No. 1 0-6-0ST built Black, Hawthorn & Co. WN 355/1875
No. 2Haverhill0-6-0T built Sharp Stewart WN 2358/1873 for CornwallMinerals Railway (see alsoLocomotiveMag., 1911,17, 198)
No. 3Glamorgan0-6-0T built by Hunslet Engine Co. WN 396/1886 forManchester Ship Canal contractor: reconditioned by P. Baker of Cardiff in1907
No. 4 Manning Wardle of 1873: builders plate lost; rebuilt 1913
No. 5 Manning Wardle of 1875; rebuilt att South Hetton in 1910
No. 6 0-6-0T Assembled at South Hetton from boiler, tanks, frames and cylindersof Metropolitan Railway 4-4-0T
No. 7 0-6-0ST G. & J. Joicey of Newcastle WN 305/1883 rebuilt at SouthHetton in 1908
No. 8 0-6-0T formerly ADR No. 2 (seeLocomotive Mag., 1927,33, 120) which originated as R.Stephenson WN 625/1848 for Southern Division of LNWR
No. 9 0-6-0STSir George formerly ADR No. 1 which originated as R.Stephenson WN 624/1848 for Southern Division of LNWR
No. 10 0-6-0STWhitefield Sharp Stewart WN 1677/1866 for West SomersetMinerals Railway: in 1898 it was moved to the Ebbw Vale Works and rebuiltthere in 1904: sold to South Hetton in 1914.
Locomotive foreman was called Coulthard; photographs by P.W. Robinson (exceptGlamorgan by A.W. Croughton)
The P.L.M. streamlined locomotive and its work. 19-21. 4 illustrations
4-cylinder compound 4-4-2 fitted with a trefoil blastpipe workinghigh speed services (four streamlined cars) between Paris and Lyons. Furtherlocomotives to be modified and rolling stock to be built
The Institution of Locomotive Engineers. Metals and alloysin locomotive construction.22.
At the meeting held on 2 January, when W.A. Stanier took the chair,a paper was read by V. Harbord on " Metals and Alloys in LocomotiveConstruction." To meet the present day demand for greater power and higherspeeds, the locomotive engineer has to meet many and varied difficultiesowing to the limitations under which he has to work. It seems to be thatin the reduction of weight that further advances must be sought; it is thataspect of the case that the author took for his paper. The weight of a modernlocomotive of British design may be regarded as approximately 90 per cent.steel and 10 per cent. non-ferrous metals. Of the non-ferrous weight thecopper firebox is the principal item, and here we meet with our first insuperabledifficulty. It is one of the immutable laws of Nature that pure metals, whilepossessing a minimum of strength, possess the maximum conductivity, bothelectrical and thermal, and any attempt to increase the strength of the metalby alloying it is accompanied by a reduction in conductivity out of allproportion to the increase in strength. Of the pure metals only one possessesa better conductivity than copper, namely, silver, but even in the constructionof a Silver Jubilee locomotive this must be ruled out, not only on economicgrounds but also on technical grounds, for silver has a melting point noless than 223°F. lower than copper. The remaining non-ferrous metalsin a locomotive form so small a proportion of the total weight that theyoffer little scope for any reduction. We are therefore forced to turn ourattention to the ferrous alloys, and here the locomotive engineer may lookfor, and expect, some help from the metallurgist in view of all that hasbeen done recently in the way of special alloy steels. A word of warningis however necessary at the outset. The special steels are the thoroughbredsof the metallurgical stable and cannot be treated with the casual disrespectwhich the com- mon steels have always received. It is perhaps a pity thatthey were ever described as alloy steels as the name has given rise to anerroneous impres- sion that their properties are due entirely to their specialcomposition and have been brought about by the mysterious addition of smallamounts of other metals such as chromium, molybdenum and vanadium. It mustbe pointed out that the properties of the special steels are not due entirelyto their composition, but to the fact that the addition of small quantitiesof other elements enables them to receive special heat treatment which confersupon them their exceptional properties. The correct heat treatment for anyparticular steel has been determined after long experience and is an operationrequiring care and skill. It follows, therefore, that any subsequent heatingof the steel in the shops will not only destroy its useful properties, butis likely to result in cracking and ultimate fracture. There is anothercharacteristic of the special steels which is sometimes apt to be overlooked.In the early days of steel it was generally accepted that the yield pointwas approximately half that of the breaking stress. With improved techniquein steel manufacture the ratio was gradually increased to 60, and in somecases 70 per cent. In many of the special steels, however, the gap betweenyield and ultimate fracture is so small that engineers should take stepsto ensure that the yield point of the steel is never approached as closelyas when using the more common steels.
The special steels must be treated with every care and respect, and thisapplies not only to their treatment in the shops but must begin with thedesigner and the drawing office. The designer must be on the alert to seethat wherever there is a change of section it shall be gradual and not abrupt,and anything in the nature of a sharp angle must be avoided like a plague.Where hitherto he has been content with, say, a1/16 in. radiushe must contrive to make it not only more, but as much more as he possiblycan. At such places local skin stresses of a very high order may be reached,and a small hair crack once started will spread rapidly through the metal.Similarly, no part of the surface should be left in a rough machined condition.All operations should be finished with a very fine cut and important placesshould be finished by grinding.
One of the most frequent causes of fractures in service is the failure torealise sufficiently how important it is that all machined parts be wellfinished. Sharp angles, insufficient radii left on machined parts, and anyform of sharp break on the surface, especially those subjected to alternatingstresses are liable to be the starting point of failure, more especiallywhen the highest class of material is used.
Improvements and advances are only made at the expense of new difficultieswhich have to be met and the materials necessary to obtain higher duty forthe same weight can only be used with safety when proper care and correcttreatment is given to them.
In opening the discussion following the paper Mr. Stanier stated that whenthey started using these alloys they thought they had got out of theirdifficultes but found they were not so in many unlocked for directions. Otherstaking part in the discussion were Messrs. J. Clayton, M. Lewis, B. R. Byrne,S. King, J. G. B. Sams, H. Chambers, T. H. Turner, and W. F. McDermid.
A pleasant interlude in the proceedings was the presentation of the GoldMedal of the Institution to Dr. R. P. Wagner of the German National Rys.for his paper on "High Speed and the Steam Locomotive " read lastsession.
L. Derens. The Holland Railway Company and its locomotives. 23-4.illustration, diagram (side elevation)
0-6-0 type built at Werkspoor with superheaters and lower boilerpressures. Fitted with Knorr feedwater heaters
Great Western Railway. 24
Appointments at Assistant Divisional Locomotive Superintendent level:H.S. Kerry, formerly of Cardiff moved to Old Oak Common; H. Rendell, formerlyof Old Oak Common moved to Neath; W.H. Bodman, formerly at Neath moved toCardiff.
Recent Continental developments of the Lentz poppet valvegear. 24-6. 4 diagrams
Pacific locomotives German National Railways and Austrainlocomotives
L.M.S.R. 26
P. McCallum district locomotive superintendent Crewe to be AssistantSuperintendent Motive Power Euston; W.E. Blakesley district locomotivesuperintendent at Bescot moved to similar position at Crewer; H. Hughes districtlocomotive superintendent at Carnforth moved to Bescot and J. Briggs assistantdistrict locomotive superintendent at Edge Hill moved to district locomotivesuperintendent at Carnforth; R.J. Spencer assistant office of Motive PowerEuston to be assistant district locomotive superintendent at Edge Hill. G.Phillips running shed foreman at Corkerhill to be district locomotive foremanAyr
Monsieur Nasse.27
Retired from the possition of L'Ingenieur en Chef du Material et dela Traction of the French State Railways on 30 November 1935. Born in 1875,and after a brilliant academical career as student at the Ecole Nationaldes Ponts, et Chaussées he entercd the service of the State Railwaysin 1901. After passing through successive grades was finally appointed headof the Department of Material and Traction in 1920, and his directorshiphad been conspiculously identified with the many advances which had takenplace on the railway with which he has for so long been connected, Nassewas the author of several important technical papers and contributions tothe engineering press.
Southern Railway. 27
Another Brighton Baltic tank converted to 4-6-0 had been put intoservice: No. 2332Stroudley. Construction has been started at Easrlcighon a series of 4-6-0 goods engines of the H15 class.
J.E. Elliott, district locomotive superintendent, Bournemouth, retired atthe end of December [1935], and was succeeded by Hoare, former district loco.supt. at Fratton.
Canadian Pacific Railway. 27
We are informed by Mr. H. B Bowen, chief of motive power and rollingstock of the C.P.R., that a new design of light weight 4-4-4 type expresslocomotive has been prepared, and it is expected that the first of thesewill be put into service in May next. We understand five of these enginesare to be built for an accele- rated service between Montreal and Ouebecwith trains of new light-weight rolling stock. The engines will have rollerbearings, boilers of nickel steel carrying a working pressure of 300 lb.per square inch, and will be provided with mechanical stokers.
The Institution of Locomotive Engineers. 27
At the general meeting held on 2 January, the following candidateswere elected: Associate members: John Percy Archibald Drewry, C.M.E. Dept.,Southern Railway, Stewart's Lane, Battersea; David Patrick, Diesel TractionDept., Sir W. G. Armstrong-Whitworth & Co. {Engineers} Ltd., ScotswoodWorks, Newcastle on Tyne; Derrick Gower Ritson, C.M.E. Dept., L.M. &S.Rly., Derby; Frederick William Sinclair, The Crown Agents for the Colonies,4, Millbank, S.W.1; Associates: Robert Alfred Dearden, Technical Representativeto Messrs. A.B,M.T.M., Ltd., Temple Chambers, 6, Old Post Office Street,Calcutta; William Erie Frost, Works Manager and Director, John Spencer andSons {1928} Ltd., Newburn, Northumberland , Graduates: Alfred Bernard Lake,Junior Draughtsman, L.N. E.R. Works, Doncaster ; David Gladstone BalfourReekie, L.M. & S.Rly., St. Rollox Works, Glasgow. Transfer from Graduateto Associate Member: John Cleveland Graeme, District Loco. Superintendent,F.C.A.B., Uyuni, Bolivia.
The Council of the Institution have awarded the "Alfred Rosling Bennett"prize to Mr. T. H. Sanders for his paper entitled "The Evolution of RailwaySuspension," which he read before the members on 29th November, 1934.
Some locomotive inventions of Joseph Beattie. Feed waterheating and condensing.28-9. 5 diagrams
GB 259/1854. 1 February 1854.
Death of Mrs M. Jones. 29
Lived in Caversham; died at 83. Her husband, Edward Jones, died in1926 aged 78 and is buried in Malmesbury. He was a GWR engineman who drovethe branch train to Dauntsey: his tombstone featured an 0-4-2T
Notes. 30
How the London, Brighton and South Coast Railway kept the Eastbourne traffic.30
R.B. Fellows Railway Club presentation given at the Royal ScottishCorporation Hall on 6 December 1935
Jubilee performance. 30
A Manchester to Glasgow express parcels train hauled by a Jubileeclass locomotive ran the 31½ miles from Cranforth to Shap Summit in30 minutes at an average speed of 63 mile/h thereby reducing the latenessof the train from 20 minutes to 7 minutes. Patricroft driver T.N. Banks andfireman J.J.H. Blakemoor.
GWR steam rail motor. 30
Last service performed by this type was from Neath (Canal Side) toCourt Sart on 11 September 1935.
Number 522 (15 February 1936)
His Late Majesty King George V. 31
Punctuality. 31-2.
Only one of the Four Main Line companies encouraged staff to regaintime lost. Mechanical signalling was prone to delays in fog and frost.
New 4-6-2+2-6-4 Beyer-Garratt locomotives for the NigerianRailway. 32-5. 2 illustrations, diagram (side elevation)
Built to the requirements of M.P. Sells, Chief Mechanical Enngineer;built by Beyer Peacock & Co. Ltd under the inspection of the Crown Agentsfor the Colonies.
Diesel railcars, Buenos Ayres Western Railway. 35-6. illustration
Two streamlined vehicles built by Birmingham Railway Carriage &Wagon Co. Ltd. with Gardner 6L3 140 b.h.p. engines, asbestos insulation,Spencer Moulton rubbeer auxikiary springs. Inspected by Livesey &Henderson.
0-6-2 metre gauge locomotives, Bengal North Western and Rohilkund-KumaonRailways.36. illustration
25 YF class locomotives: order placed by India Office with A.E.G.Company of Berlin to ins-pection of Rebndel, Palmer & Tritton
The Railway Club. 36
Kenneth Brown;s Presidential Address on British railways in 1845 tobe given at Royal Scottish Corporation Hall on 20 February.
Centenary of the first railway in London.37-8.illustration, diagram (side elevation).
The London & Greenwhich Railway opened as far as Deptford on 8February 1836. No. 1Royal William built by Tayleur & Co. at theVulcan Foundry. The other locomotives are listed and reference is made toA. Rosling Bennett'shistory
L. Derens. The Holland Railway Company and its locomotives. 38-40.3 illustrations, 2 diagrams (side elevations)
Werkspoor 4-4-4T built in 1914-15. They had 500 x 600 mm cylinders,2016 mm coupled wheels and operated at 10.5 kg boiler pressure.
London & North Eastern Railway. 40
The directors decided to put in hand the work on a further 22 locomotives,to be constructed under the Government Assisted Loan, together with 225 coachingvehicles. In addition 593 carriages were to be converted from gas to electnclighting. These orders represented a total value in excess of £800,000and additional to the order for ten K3 class mixed traffic locomotives placedwith Armstrong, Whitworth & Co. Ltd. The locomotives to be constructedunder the present orders included 17 Paoific engines generally Similar tothe Silver Link class used for the Silver Jubilee train. It is understoodthat it is the intention to streamline these locomotives as the result ofthe success which has attended the working of the existing streamlinedlocomotives. Besides saving a great deal of power streamlining solved theproblem of lifting smoke and. steam so that it did not obstruct the driver'sview. For high speed running at rates in excess of 60 m.p.h. it has alsobeen found that the reduction of wind resistance effected by streamliningan engine had been advantageous as regards fuel consumption.
In addition to the above, four sister engines of the famousCock o' theNorth were under construction for servlce between Edinburgh and Aberdeen.The:se engines tol be partially streamlined, as it was felt that this wouldhave a beneficlal effect on their working, as they are so frequently subjectto strong easterly and north-easterly winds on this section of the L.N.E.R.We understand that one of these engines will be provided with independentvalve gear to each of the three cylinders. The coaching vehicles to be contructedunder the present orders include a number of first class restaurant and sleepingcars, together with 214 first and third class vestibuled coaches. The majorityof these vehicles to be built by contractors.
Great Southern Railways. 40
Intended to build at Inchicore Works during year 12 suburban coachesof similar design to those used on the Dublin-Cork Mall train, and theseto run between Amiens Street and Harcourlt Street and Bray. The 1936 programmealso included five new 4-4-0 tender locos. on the lines of the 333 class,but with lengthened frame:, superheaters and piston valves. Single drivertank engine No. 483 Waterford and Tramore Ry. No. 1) to be scrapped and replacedby another engine.
An unusual colliery locomotive. 41-2. illustration,diagram (side elevatiion)
4-4-0T at the colliery of the Micklefield Coal and Lime Co. near Leeds:No. 2Emlyn: built by R. Stephenson & Co. WN 1959/1870 for theSnibson Colliery in Leicestershire. Other locomotoves at Micklefield Colliery:No. 1MicklefieldKitson 0-4-0ST WN 2251/1879 rebuilt by HudswellClarke in 1921; No. 3Preston Yorkshire Engine Co. WN 581/1899reconditioned at the Colliery. No. 4Ledston had been a Manning Wardle0-4-0ST (WN 243) acquired from South Wales but scrapped in 1935.See also letter from W.E.C. on page 132
LNER appointments.42
C. Carslake moved from being Assistant Signal & Telegraph EngineerSouthern Area to being Signal & Telegraph Engineer North Eastern Area.A.E. Tattersall Signal & Telegraph Engineer North Eastern Area to Signal& Telegraph Engineer Southern Area
Workings of Royal Special Trains in connection with the Funeralof the late King. 42-3. 2 illutrations
On Thursday 23 January the 12.05 Special left Wolferton for King'sLynn worked by B12 No. 8520 driven by W. Thurston and fired by A. Tobell.From King's Lynn to London (King's Crossother information) B17 No.2847Helmingham Hallwas used crewed by Driven F. Collis and FiremanE. Foiser. On Tuesday 28 January No. 4082Windsor Castleleft Paddingtonat about mid-day for W indor with Drivetr W.H. Sparrow and Fireman Miles.This train was preceded by six special trains at ten minuteintervals, all hauled by Castle class locomotives, to convey officialmourners.
Bogie tipping wagons with continuous brakes, German Railways. 43-4. 2illutrations
Great WesternRailway. 44
In December new 4-6·0 passenger engines completed at Swindonwere Nos. 5951Clyffe Hall, 5952Cogan Hall, 5953DunleyHall, 5954Faendre Hall,5955Garth Hall, 5956HorsleyHall, 5957Hutton. Hall; also 0-6-0 tank No. 5424. Three 2-8-0tank engines converted to the 2-8-2 type were Nos. 7228, 7230, and 7231 formerlyNos. 5263, 5265 and 5266 respectively. Engines condemned were 0-4-2 tankNo. 831; 0-6-0 tanks Nos. 1142, 1181, 1234, 1546, 1844, 1983, 2359; 0-8-2tank No. 1359 (Port Talbot Railway No. 18); 2-6-0 tender engines 2614, 2629and 2645.
The 0-4-4 tanks of the Great Eastern Railway. 45-8.3 illutrations
S.W. Johnson introduced No. 186 in 1872 and thirty had been builtby the end of 1873. They had 5ft 3in coupled wheels and 17 x 24 in cylinders.They may be regarded as the prototypes for the Johnson Midland Railway class.They worked the Enfield and Walthamstow branches and were capable of haulingthe Newmarket Race specials. No, 189 was painted royal blue for working QueenVictoria's train to Chingford in 188 when she opened Epping Forest to thepublic. A 30 mile/h speed limit was imposed on the class when they were workingforward and this nuisance in the Norwich district when they had to be turnedbetween jiourneys. Fifty of the Adams type were built between 1875 and 1878.These shared uties with the Johnson locomotives. They had different dimensions:4ft 10in coupled wheels and 17½ x 24 in cylinders. In 1883 during alocomotive shortage they were used to work coal trains to and from Peterborough,but had to stop frequently for water and were not popoular with the Peterboroughenginemen. The Bromley type, built 1878-1883 shared the 4ft 10in coupledwheels , but had smaller (16 x 22 in) cylinders and carried less water. Holdenreturned to the type in 1898 and forty wetre built by 1901. They had 17 x24 in cylinders and 160 psi boilers, but were slow starting.
Costing of carriage and wagon construction.48-9. diagram
Der Neuzeitliche Waggonbau by Franz Lehner FranzLehner, of the H.ungarian Wagon and Engine Works,. and publIshed by Laubschand Everth, of Berlin, From the various diagrams dealing with the routmg,etc., of the constructional side, we have thought the one here given worthyof reproduction, with the a.uthor's explanation, rendered into reasonableEnglIsh. This is a rough illustration of the fundamentals of the costingapparatus for a passenger vehicle, in which the individual costs are eachshown as becoming cumulative into a contmually increasing stream line. (Editor:It would appear as if the diagram included the repair of stock in additionto the construction of new stock, the cumulative cost of dismantling an existingvehicle into its component parts of metal, wood, upholstery, and specialstores equipment, being shown by the four small end views, with the totaldismantling cost passing the main circle at No. 1 point). One can see therefromthe aggregate costs of the "raw" material, in the four groups indicated,as they arrive for the construction of the vehicle, and they can then betraced until the finished vehicle is completely assembled. The iron and steel,.for instance (A) passes through shears, cupolas (iron and steel castings),machine shops, erectlon, etc., until the body is mounted on the frame (15).Painting the whole is shown at (16), varnishing the body at (17), and thefinal control and delIvery at (18). The drawing shows the entire progressof the vehicle from the arrival of the matenal until the delivery of thecar, in such a form that the separate workshops are indicated in the orderof the progress, and appear round the costmg disc, which is of course, notcomparative, but only diagrammatic [KPG: book is currently on sale onlineat great expense: it is hoped that thisd not may be helpful]..
The Knighton Railway. 49-50. illustration
Act for a rrailway from Craven Arms to Knighton was passed on 21 May1851. This formed the first part of what was to become the Central WalesRailway and part of the LNWR route to Swansea and was worked by the LNWRfrom 1 July 1862. It appears that at no time was the Knighton Railway workedentirely independently, but in order to be prepared for such working on thetermination of Brassey 's contract, the directors ordered from Beyer, Peacock& Co. a locomotive which was namedKnighton and delivered in 1861(WN 203). It was a 0-4-2 saddle tank of a type of which a number were suppliedby the builders to various railways and collieries both in this oountry andabroad. Engines of this type had coupled wheels 4 ft. diameter, trailingwheels 3 ft., and cylinders 14 in. by 20 in. The wheelbase was 13 ft., ofwhich 7 ft. 4 in. was between the coupled wheels. The boiler had a pressureof 120 psi, the tank a water capacity of 600 gals., and the working weightwas about 22t tons.
When the L. & N.W.R. began to work the line, theKnightonwa:sused for this purpose, its ownership remaining with the local company asthe arrangement was only provisional.· On 22 June 1863, however, theamalgamation of the Knighton Railway with the Central Wales was authorisedand approved by the shareholders of both companies on 4 July 1864. Althoughthe actual amalgamation was not to take place until the completion of therailway to Llandovery, the L. & N.W.R. thereupon purchased theKnighton and included it in their stock as No. 1328. In 1865 it wastransferred to the duplicate list as 1115. Under this number it was soldto Partridge and Jones of Pontypool for colliery work. By a further Act of25 June 1868, the three companies, Knighton, Central Wales, and Central WalesExtension, were authorised to be absorbed by the L. & N.W.R., and from1 July that year formed an integral part of the latter company'ssystem.
Watt Bicentenary Exhibition.50
A special Memorial Exhibition was held at the Science Museum, SouthKensington, to commemorate the bicentenary of the birth at Greenock on 19January 1736, of James Watt, the engineer and inventor. Many objects ofparticular interest are shown, including three original beam engines, twoof which were erected in Soho Manufactory in 1777 and 1788 respectively,and the third in London in 1797, and various original experimental models,including the separate condensers of 1765 which led to his most importantcontribution to the development of the steam engine. The garret workshop,where Watt frequently worked from 1790 till his death in 1819 and which wasremoved with its contents from Heathfield Hall near Birmingham to the ScienceMuseum in 1924 for permanent preservation, is on view. A large number ofdrawings, some by Watt himself, have been lent by the Birmingham Public LibrariesCommittee and form a detailed survey of the progress in steam engine designfrom 1775 to 1800, the period of Watt's partnership with Boulton.
The Institution of Locomotive Engineers, The railways ofSouth Africa.50-2
E.C. Poultney, O.B.E., at the meeting held on 30 J nuary at theInstitution of Mechanical Engineers, read an interesting paper on the "Railwaysof the Union of South Africa," with special reference to recent locomotivepractice. Lieut.-Col. F. R. Collins, D.S.O., formerly C.M.E. of the SouthAfrican Railways, occupied the chair.
As a preface to his review the author gave the leading particulars of theUnion railway system. At the end of March 1934 the mileage worked amountedto 13,810; the total number of locomo- tives was 2,039, representing an aggregatetractive force of 58,661,053 lb., equal to an average of 28,770 lb. each.Passenger stock totalled 3,862 vehicles, including electric motor coachesand trailers, and the number of freight cars in service amounted to 35,301.The system is one of the largest in the world under one general manager,and is the world's most extensive narrow gauge line (3 ft. 6 in.).
When it is realised that the" Union Limited Express" operating between CapeTown and Johannesburg, replete with dining cars and the usual amenities foundin modern travel, over a road practically all single line for a distanceof 956 miles, maintains a mean running speed of 35 miles per hour, and atthe same time negotiates grades of 1 in 50, it will be appreciated that thestandard of organisation and technical skill is at a high level. The newest"Pacific" type locomo- tives can and have attained a speed of 70 miles perhour, believed to be the highest ever made on a less than standard gaugerailway.
Dividing his lecture into sections, the author, in making reference todevelopment in the permanent way, said that up to about 1929 the standardrail section was 80 lb., first put down in 1903-4. Since then the increasein traffic, and the demand for more powerful and heavier locomotives, hasnecessitated the introduction of a new rail of 96 lb. section of steel, witha standard length of 40 ft. Steel sleepers are largely used except in districtswithin 20 miles of the coast. The new rails are designed for 22 tons axleloads. Modern rolling stock was next considered. In running clearances theS.A. Railways are very fortunate, so that although limited by a 3 ft. 6 in.rail gauge it is possible to provide adequate passenger accommodation forthe coaching stock, freight cars of considerable capacity and power-fullooomotives, thanks to the liberal overhang per- mitting the use of largecylinders. The maximum width is 10 ft., and at a height of 3 ft. 4 in., 8ft. 4 in. The allowable height is 13 ft. Bogie vheicles are standard forpassenger trains,and to a large extent also for freight; further, for thelatter, all steel construction is the rule, whilst for passenger equipmentsteel underframing in combination with wood bodies is employed. All vehicleshave a central coupler, the latest be- ing automatic; the automatic vacuumbrake is standard for all stock. Passenger cars have open platforms at eachend, with means to pass from one car to the next, and the compartment typeside corridors predominate. Carriages are steam heated and electrically lighted.Some new cars for the more important trains have closed-in end platforms,with vestibuled connections. Some of the freight cars are of exceptionalsize, as an instance of which may be cited twelve-wheeled hopper wagons havinga carrying capacity of 60 tons. There are numerous eight-wheeled cars ofthe hopper type of 66,000 and 112,000 lb. capacities. Cars for handling grainin bulk carry 80,000 lb.
Remarking on train speeds, these are not high. The main trains make 30 to35 m.p.h. an average, and the maximum about 45 or 50 m.p.h. The distancesbetween Johannesburg and Cape Town, Durban and East London are 956, 494,and 665 miles respectively, and the journey time speeds are 33.5, 27.3 and23.6 m.p.h., comparing with 26.8,22.1 and 19.75 m.p.h. in 1910. Considerableattention is being given to electri- fication, especially in the vicinityof Johannesburg and in Natal, where the first section of the line betweenPietermaritzburg and Glencoe, 170 miles, was electrically operated in 1925.This was followed by the electrification of the line between Cape Town andSimonstown, 22'~ miles in 1928. The overhead system is used, and trains ofeight bogie cars of the multiple-unit type. Similar trains are used on themain line which has been electrified from Cape Town to Belleville, a distanceof 12 miles. The voltage is 1,500 D.C. The more important sections electrifiedare in Natal where 305 route miles are so worked with a line voltage of 3,000D.e. The locomotives are equipped with four 300 h.p. motors, and have a tractiveeffort of 21,200 lb. The maximum work- ing speed is 45 m.p.h. These locomotivesweigh 66.7 tons and run on two 4-wheeled trucks having 4 ft. wheels; twoand sometimes three are required on a train. The electrification of the Randlines in the vicinity of Johannesburg will involve the conversion of 74 routemiles of track, and a total of 223 track miles; this will be ready aboutthe end of 1936.
The third section of the paper was devoted to a review of the remarkableincrease both in size and capacity of the locomotives since 1911, the averagegain in tractive effort being practically 40 per cent. The author went backa little farther to refer to a Pacific type engine built by the North BritishLocomotive Co. Ltd. in 1904 to the designs of P.A. Hyde, then loco- motivesuperintendent of the Central South African Railways. It was then statedthat it "almost appeared impossible that much further "progress could bemade in increased size and "power, hampered as the locomotive superintendentshave been by the narrow standard gauge." To show what has actually takenplace a tabulated summary of the dimensions of representative 4-6-2 engineswas shown, from which it appears that the latest Class 16E of 1935 have 1,724sq. ft. more heating surface and 27 sq. ft. more grate area, representinggains of 95 and 72 per cent. respectively, while with a tractive effort of35,572, the new engines show an increase of 12,392 lb. or 53 per cent. Theweight is more by 28 tons, or 41 per cent.
Examples of recent passenger engines selected for description included the"Pacific" Class 16C placed in traffic in 1919 and 1922, which still do alot of work on the main lines. They have cylinders 22 in. by 26 in.; coupledwheels 5 ft. which with a working pressure of 190 lb. give them a tractiveeffort of 29,890 lb. The boiler has a diameter of 64~ in. and provides 1,998sq. ft. of heating surface, including the superheater. Piston valves andWalschaert motion with steam reversing gear are fitted. The engine standson a wheel base of 29 ft. 9·~ in. of which 10 ft. 9 in. is rigid andthe main drivers are flangeless. In common with all engines on the Unionsystem, a powerful electric headlight is provided. The next examples noticed,introduced in 1925, were built by Baldwins. They have many features commonin American practice, such as bar frames with cylinders cast with half saddlesfor the smokebox support and a larger boiler with steel firebox, and a largegrate. The boiler is 70t in. diameter inside at the front end with its centre8 ft. 6 in. above rails. The tender is very capacious, holding 6,000 gallonsof water and 12 tons of coal.
In 1928 a further lot of similar design were placed on the line. They areknown as Class 16 D.A. and some had their cylinders increased to 23 in. diameter,raising the tractive effort to 33,530 lb. During 1930 the design was repeatedbut the cylinders were all of the enlarged size, 23 in. by 26 in., and tomeet this the grate was enlarged, also the firebox-a-the grate area being60 sq. ft. and the firebox heating surface increased from 164 to 172 sq.ft. Generally speaking all these Pacifics are very much alike and can safelybe said to have established the type and principles of design upon whichrecent locomotives are constructed. The six coupled wheels have a diameterof 5 ft. and the diameters of the leading and trailing truck wheels are 2ft. 6 in. and 2 ft. 9 in. (2 ft. 10 in. for the 16 D.A. of 1930). The coupledwheelbase is 11 ft. and the main drivers are without flanges. In each casethe working pressure is 195 lb. per sq. in. Coincident with the introductionof the 1925 "Pacifics." a new class of 4-8-2 was also built by the BaldwinWorks representing as great an advance for this type as was the case forthe 4-6-2 engines, compared with those previously employed. These engines,Class 15 C.B., had cyl- inders 23 in. by 28 in., and with 4 ft. 9 in. wheelsand steam at 200 lb. per sq. in., the tractive effort is 39,980 lb. The coupledwheel- base is 15 ft. 9 in. and the tyres for the leading wheels are withoutflanges. The total engine wheelbase is 35 ft. 8 in. Before discussing themost recent locomotives, mention was made of certain experimental and articulatedlocomotives on the S.A.R. Before the introduction of superheated steam,compounding received attention. In 1903 two tandem com- pounds were builtby the American Loco. Co. for the Cape Govt. Rys. A "Pacific" three-cyl.com- pound also was built by Neilson, Reid and Co. Ltd. It had one insideH.P. cylinder and two L.P. outside. The tandem compounds were converted totwo-cylinder simples and the three-cylinder has long ceased its labours.In more recent times three- and four-cylinder simple engines have been tried.
As might be expected, with such heavy grades, and in the past light tracksand a considerable amount of curvature, many designs of articulated locomotiveshave been used. These comprise Mallet compounds, Garratt and modified Fairlieengines of different wheel arrangements. The largest Beyer-Garratt locomotivesused in South Africa are working over the heavy grades in Natal, where theyhandle loads of 1,000 tons on 1 in 66 grades. These engines (Class G. L.) weigh 211 tons, 1451 tons or 69 per cent. of which is available for adhesion.The tractive effort is 78,650 lb. obtained by four cylinders, 22 in. by 26in. and steam at a pressure of 200 lb. in conjunction with 4 ft. drivingwheels. Firing is by means of a mechanical stoker. They conform to an axleloading of 18.5 tons for operation origin- ally on an 80 lb. rail.
Mr. Poultney concluded his outline of modern practice by referring to threedesigns by the present chief mechanical engineer, Mr. A. G. Watson. The firstis a light type of 4-8-2 engine for branch line working on a 60 lb. rail.The author dealt with this design rather fully. They have bar frames, eachside being continuous from the front to the rear under the footplate. Thefirebox is supported at the two front corners on a cross stay, and at thehind end by a vertical plate. Steam to the cylinders is taken through aninternal copper pipe of special design, fitted with a number of short smalldiameter pipes : through which the steam is collected. The super- heaterheader is equipped with the Superheater Co.'s multiple throttle regulator,but is placed on the saturated steam side, instead of between the superheaterand the cylinders, as is usual. Steam distribution is by means of the "R.C."poppet valve gear, each cam box having an independent drive obtained throughgears mounted on returr cranks, carried by the main crank pins. Of the 50engines built, 25 were fitted with copper anc 25 with sleel fireboxes. Themain particular: are:-cylinders, 21 in. by 26 in.; coupled wheels, 4 ft.6 in. dia.; leading bogie wheels, 281 in. diameter; trailing truck, 2 ft.10 in. diameter coupled wheelbase, 14 ft. 5 in.; total engine wheel- base32 ft. 3 in. ; total wheelbase 61 ft. 8 in. work- ing pressure, 200 lb. persq. in.; boiler diameter, first ring, inside 5 ft.; heating surface tubesand flues, 1,700 sq. ft.; firebox, 130 sq. ft.; superheater, 390 sq. ft.;combined total, 2,220 sq. ft.; grate area, 36 sq. ft. Weight on drivers,51.70 tons; total engine, 79.25 tons; tender, 67 tons; water capacity, 6,000gallons; coal, 12 tons. Rated tractive force, 31,849 lb. For main line servicesMr. Watson has designed a new "Pacific" and a "Mountain" type of veryconsiderable proportions, and while one hesitates to assert that these representthe limit of possibilities for the 3 ft. 6 in. gauge it certainly seems thatany further considerable increase in size and power will be no easy attainment,that is, of course, while maintaining a non-articulated design.
In the general principles these two locomotives are very similar; for instance,the cylinder castings are interchangeable and in many respects the boilersare alike. Six of the "Pacifics" have been built by Henschel and Sohn andwere illustrated and described in our January issue. The 16 D.A. class of1930 has formed the basis of the "Pacific" . design with a larger firebox,but the driving wheels are 6 ft. diameter as against 5 ft. or 5 ft. 2 in.,the largest used previously. To obtain the required increment in tractiveeffort with the larger wheels, the cylinder capacity has been considerablyaugmented, and at the same time also the working pressure. So far as thecylinders are concerned the size adopted for the later 4-8-2 engines, Class15 C.A., is used, viz., 24 in. by 28 in.; these with steam at 210 lb. persq. in. gives a tractive effort at 75 per cent. of 35,572 lb. The new 4-8-2engines follow very closely in their main characteristics the 4-6-2 design.The boilers are very similar, but, due to the different wheel arrangement,the barrel is longer, the length between tube sheets being 22 ft. 6 in. Thefirebox is similar, and the grate area is 62.5 sq. ft. The total combinedheating sur- face amounts to the high figure of 4,075.5 sq. ft. The coupledwheel diameter has been increased to 5 ft. as against 4 ft. 9 in. for theother large " Mountain" type locomotives. An interesting point concerningthe cylinders is the provision of a semi-circular liner between the smokebox and saddle to preserve interchangeable cylinder castings, on accountof the distance between the cylinder centres and the boiler centre beinggreater than in the case of the"Pacifics.". See ILocoE Paper No,349a
P.C. Dewhurst. Locomotives of the Trinidad Government Rlys. 53-5.2 illustrations, diagram (side elevation)
Two 4-4-0 tender-tank engines were built in the Port-of-Spain workshopsfrom spare parts assosiated with 4-4-0 supplied by Kitson. No. 20 is illustrated.The side tanks carried oil fuel. Subsequently one of the Kitson 4-4-0s (No.18) was modified to the tank-tender configuration. Armstrong, Whitworth &Co. supplied two 4-6-0 WN 1003-4/1928 in 1929. These had Belpaire boilersand Walschaerts valve gear. In about 1908-12 two steam railcars were acquiredsecondhand from the LBSCR in England. It did very little work and one ofthe coach parts was converted into the Govenor's saloon and the other intoa second class carriage. A Sentinel-Cammell railcar was acquired in 1931and put into service on the Gangre Grande line.
[Mersey Railway]. 55
On 31 January 1936 the railway completed 50 years of service. Theopening ceremony took place on 20 January 1886 when the Prince of Wales traveeledfrom Chester to James Street.
Portable sub-station Swedish State Railways. 55-6. 3 illustrations
Transformer for converting 3-phase 6300V 162/3 p/sto 3000V single phase.
Aerodynamical train experiments, P.L.M. Railway. 57-9. illustration,4 diagrams
A. Parmentier published inRevue Generale Chemins fe Fer forDecember 1935: experiments with a streamlined 4-6-0
Russian fourteen-coupledlocomotives. 60
Correction: in converting the total weight from pounds to tons, aninadvertent error of almost exactly 100,000 lb. had been made in our article,since 249 tons 6 cwt. equals 558,432 lb., whereas the actual total weightis 458,435 lb. Our correspondent is inclined to think this engine will remainthe solitary example of its type. Nowhere but in Russia would such a formof construction ,be considered. The amount of power absorbed by internalfriction in a fourteen-coupled locomotive must be tremendous. While the UnionPacific has 88 three-cylinder 4-12-2 type locomotives with 5 ft. 7 in. wheels,built between 1926 and 1930, there is no disposition to introduce the typeon other lines. General opinion seems to prefer the four-cylinder simplearticulated locomotive with Mallet running gear; this type is more flexible,has no cranked axle, and can be built with larger wheels for higher speeds,and a deeper firebox for better combustion.
L.N.E.R. 60.
At the locomotive depot at Colwick, Nottingham, a coahng plant of500 tons capacity waa to be installed. A power operated turn table of 70ft. diameter was to take the place of one of the existing turn tables. Newwater columns,. a new wet ash pit, 260 ft. in length, together with tentravelling cages and a three-ton steam operated grab crane for clearing thepit as well as a modern oil store with seven issuing pumps would also beprovided; and a new mess room and foreman's office.
Electrification of the Wirral Section, L.M.S. Railway. 60
As part of the works covered by the Railways (Agreement) Act, 1935,the L.M.S. and Mersey Railway Companies announced that arrangements had beenmade to put in hand forthwith the necessary work for establishing a serviceof through electric trains between the Wirral Peninsula and Liverpool (Centralstation). The L.M.S. lines from West Kirby and New Brighton to BirkenheadPark-where the Mersey Railway is joined-will be electrified on the thirdrail system at 650 volts. Some alterations will be required on the MerseyRailway to permit of the running of through electric trains between the WirralSection of the L.M.S. Rly. and Liverpool (Central). It is proposed to speedup the arrangements for dealing with passengers at the Mersey Rly. JamesStreet Station by replacing two of the present hydraulic lifts by four highspeed electric lifts. There will be a ten minutes service for both the WestKirby and New Brighton sections at the morning and evening business periodsand for a short period at mid-day; during other parts of the day a 15 minutesservice will be run for each section and this will be increased as necessaryat holiday times. The improved service at mid-day will enable Liverpool businessmen to get home to lunch.
Arrangements have been made by the two railway companies to utilise the existingMersey Railway stock for certain of the through services, the other trainsbeing worked by new stock of the vestibule type to be provided by the L.M.S.R.;this will consist of three-car articulated units, with accommodation forfirst and third class passengers, and during the morning and evening busyperiods and also at holiday times, six-car trains will be run. The schemealso provides for many improvements in the Mersey Company's existing stockincluding the provision of heating and upholstered seats throughout.
At the present time through passengers for Liverpool from the West Kirbyand New Brighton sections have to change trains at Birkenhead Park; thisgreat inconvenience of changing trains will be avoided under the new arrangementsand the electric services will enable the journey from West Kirby and NewBrighton to Liverpool to be made more quickly. The average time saved onthe throughout journeys will be several minutes; the time occupied from WestKirby to Liverpool Central will be 29 minutes and from New Brighton 20 minutes.Other stations on the two sections will also benefit by a shorter journeytime.
In connection with the general improvement in the services the L.M.S. ismaking arrangements to modernise several of the stations on the WirralSection.
Correspondence.
Superheaters on locomotives.Cyclops. 60
Referring to' the photogravure supplement of the Silver Jubilee ofthe Superheater Company, included with your issue of January 15, the titleattached to the photograph of the L.B. & S.C.R. tank engine No. 22, gavethis as "the first passenger locomotive fitted with a superheater in GreatBritain. " Although it was the first fitted with the Superheater Company'sapparatus, and came out in March, 1908, the Great Western Railway fittedtheir express engineLady Superior in May, 1906, with the Schmidtsuperheater and apparently it was so successful that Mr. Churchward designedhis own superheater. TheLady Superior was therefore originally fittedwith the same apparatus as L.B.S.C. 22 and was not only the first enginein this country with a superheater, but also the first with the Schmidtapparatus. I believe the first engine fitted with the" Swindon" superheaterwas theGreat Bear, and several of the Knight class were fitted alsobefore the Brighton engine. Therefore the Great Western must have the creditof introducing superheating into this country, the Lancashire and Yorkshirewere second, and the L.B. & S.C.R. only third.
A roller-skate locomotive. 61. illustration
Photograph reproduced was sent by Ira N. Morrill of Minneapolis,Minnesota, who gave the following brief history from memory, of thisextraordinary freak locomotive. The idea was to have the driving wheels multiplythe speed of the small wheels on the track. The bogies were known as Holmantrucks and it is said the inventor sold quite a lot of stock in the companyformed to exploit the device. The engine shown was No. 6 of the Minneapolis,St. Paul and Sault St. Marie R.R. —the Soo line, and it was on exhibitionat the Shoreham shops at Minneapolis during one summer in the early 1890's.The railway company would not allow it to run on the main line, and it wasdemonstrated on about half a mile of straight track in the yard just to showprospective stock buyers that it would run. Later on it was said to havebeen tried on the Northern Pacific and attained a speed of 60 miles per hourwith three or four cars. Later it was dismantled and the trucks despatchedto the East, where they were tried under an engine on the South Jersey R.R.It was stabled at Hammonton, N.J., and ran to Cape May, but of course didno useful work. One trouble was the engine not clearing the overbridges onaccount of being too high.
R. Vallantin. 61
Chief mechanical engineer of the Paris, Lyons and Mediterranean Ry.,retired on 1 January and was succeded by Japiot, Assistant C.M.E.
L.N.E.R. 61.
Applied a modified form of streamlining to the quintiple restaurantcar set (i.e., five coaches on six bogies) which is included in the expresstrain leaving King's Cross for Leeds at 10.10 every morning. The space betweenthe coaches is now covered in with rubber sheeting similar to that used ontheSilver Jubilee train.
British Industries Fair Castle Bromwich. 61
One of the most interesting exhibits in the electrical section isthat staged by the General Electric Co. Ltd. The display of engineering apparatusincludes the new air-cooled steel clad rectifier, a.c. and d.c. arc weldingsets, an electro-magnetic fatigue tester, lightning trips, high voltage multi-gaplightning arresters, and typical industrial motor starters. The a.c. arcwelding set is specially designed for stability and easy current control.The d.c. set consists of a motor generator, with a common shaft carryingthe rotor and arma- ture, the whole being balanced to minimise vibration.There are many cases in which it is found that electric welding saves timeand expense and improves the quality of the product.
I.C.I. (Metals) Ltd. show a number of products in sheet, strip, rods, tubes,plates, and wire. A copper-manganese- silicon alloy, known as "Everdur,"is shown for the first time. It is non-corrosive and almost as strong assteel. Massive copper firebox plates as supplied for the Silver Link andRoyal Scat locomotives form another exhibit and a display of "Kunial" copperand brass alloys in various forms include interesting tools in "Kunial" brass,possessing non- sparking qualities and harder than those usually made innon-ferrous alloys.
The exhibit of Tecalemit Ltd. in the Industrial section is chiefly concernedwith the mechanical lubrication systems for use wi th grease and oil.
The stand of Messrs. Greenwood and Batley Limited of Leeds is double thesize of their stand at the last British Industries Fair. They have an interestingwork- ing exhibit showing three of their "Greenbat" machines in operationproducing components. Also a gas fired heat treatment furnace and a gas firedsteel forging furnace both by Lucas Furnaces, Ltd., and shown inoperation.
[Southern Railway multiple unit].61
One of the standard multiple unit electric trains used on the SouthernRailway express service between London and Eastbourne has been painted brightgreen.
L. & N.E.R. 62
On the 12 mile single track branch between Knaresborough and PilmoorJunc. a new system of signalling is being put into operation. In place ofordinary semaphore signals, with their mechanical equipment, "signal boards"will serve to give the indications to the driver of the train. In place ofthe usual distant signal, there will be a "loca- tion board" rectangularin shape, and painted black and yellow in diagonal stripes; after dark thiswill be illumina- ted by a zigzag row of lenses which will be picked up bythe engine head lamp. The home signal is replaced by an even larger board,painted red and white in diagonal stripes, with white reflex lenses and threered clusters down the centre, which will also be illuminated by the enginelamp. At the stations, of which there are three, with passing places at each,a board 4 ft. square has been set up on the plat- form. If it is permissiblefor the train to enter the station. the person in charge lifts a flap onthis board exhibiting a green centre, or, after dark, a green light willbe shown. The present "staff and ticket" method of working the line is retained,as well as telephonic connections. The powerful headlamps to be fitted tothe locomotives similar to those used on American rail roads, represent amarked change for a British railway.
Reviews. 62
James Watt, craftsman and engineer.H.W.Dickinson. London: Cambridge University Press.
Although James Watt was not the inventor of the steam engine, it washe who made it a commercial success, and the story of his life is one ofthe romances of engineering. He was born in Greenock on January 19, 1736,and the bi-centenary of that event has been chosen for this new review ofthe life and work of the great inventor and engineer written by one of hisadmirers, who has made a study of his subject for the past twenty-five years,and who collaborated with Rhys Jenkins in "James Watt and the Steam Engine"eight years ago.
Watt's interest in the steam engine is the usual aspect from which his workis considered, but there were many other sides to his active nature. As avery clever crafts- man his practical knowledge of tools and materials helpedhim in his work, and when he retired it was to his workshop to find in itthe solace of his old age. Dickinson's work is a study of the practical craftsmanwritten mainly for technical readers.
Watt did not take up the idea of the separate condenser for the steam engineuntil 1765, and even then lack of funds prevented him putting it into use.At that time there was more money in canal-making and for some years he turnedto civil engineering and did a lot of survey work on the Forth and Clyde,Crinan and Caledonian Canals. and also on port developments at Glasgow, Greenockand Ayr. As the author remarks he was an indefatigable worker but very lackingin enterprise and had he not met John Roebuck, founder of the Carron Ironworks,and Mathew Boulton, of Birmingham, he might never have mastered the problemof the steam engine.
The book is an intensely interesting record of the famous engineer, who,Dickinson affirms. made a greater indi- vidual contribution to the changesin the world's history with his steam engine than anyone.
Railway modeli.ing in miniature. E. Beal.Percival Marshalland Co. Ltd. .
This book has been prepared with the object of assisting the smallrailway enthusiast in the planning, building, and operation of small·tracks. The subject matter covers the layout designs, buildings andequipment as well as roIling stock and motive power, and finally gives adviceon the subject of suitable scenery as a finish to the model railway. Thehundreds of drawings and sketches from the author's own pen, as well as thenumerous half tone photographs of his own realistic railway, should provean incentive to the beginners in this fascinating hobby, and to owners ofexisting systems. The book is specially intended to apply to railways ofthe "five-eighths-inch" track gauge, known as H.O. and O.O gauges (4 mm.to 1 ft. and 3½ mm. to 1ft. respectively).
One hundred years of German Railwavy—Eighty-threeyears Schwartzkopff.Berlin: Louis Schwartzkopff.62
This interesting and well produced booklet of 68 pages is dedicatedby the Berliner Maschinenbau A.G., to the German State Railway Company onthe occasion of the Centenary of the German railways. The firm was foundedin 1852 by Louis Schwartzkopff who was formerly rolling stock manager ofthe Magdeburg-Wittenberg Railway. They built their first locomotive in 1867,a 2-4-0 goods engine for the Niederschlesisch-Markische Railway. The normalcapacity of their works is now 600 locomotives per annum. Their latest productionis the standard 4-6-2 express locomotive of the Deutsche Reichsbahn, Type03, which has a maximum working speed of 130 km. per hour. Its design isdealt with in this profusely illustrated booklet, along with other steamlocomotives built during recent years for use in Germany and other countries.Besides recording the part taken by the firm in development to date, designsare shown for super-pressure locomotives, one to develop 3,400 H.P. and anotherequipped with a special form of boiler known as the Velox, developed by Brown,Bover i and Co. The main dimensions of the engines illustrated are givenin a 4-page folder, in a pocket at the end of the book. The whole is printedin English.
L.M.S. Magazine reprints. edited W.W. Sharp. 62
A number of papers on locomotive practice suitable for Mutual ImprovementClasses appeared monthly during the past year in theL.M.S. Magazine.These have now been collected and published in handy form in a 16 p.p. booklet,price 4d. post free, by W.W. Sharp, L.M.S. Magazine, Labour and EstablishmentOffice, Euston Station, London, N.W.l. It should be mentioned there is alsoan article on "Diesel Engines," by D.C. Urie, which should convey to thosewho are likely to be associated with the operation and maintenance of theseunits, the principles under which they work.
Obituary. 63
A. Morton Bell. 63. illustration(portrait)
It is with sincere regret that we have to record the death of A. MortonBell, which took place on 10th February, age 72. Bell commenced hisrailway career at the G.E.R. Stratford Works, under Bromley, in 1881. Hetook a leading part in the installation and working of J. Holden's apparatusfor burning oil-fuel on locomotives, and in 1897 was appointed manager ofthe then new wagon shops at Temple Mills. He was granted leave by the directorsof the railway to carry out trials of oil-burning locomotives on the Koursk,Kharkoff and Sebastopol Rly., Austrian State Railways (on the Arlberg TunnelSection), and on the Railways of Sicily. He also carried out trials in theUnited States on the Pennsylvania R.R. and on the Southern California R.R.and Los Angeles Terminal Line. In 1900 he left the Great Eastern serviceto join the Shell Transport Company, under Sir Marcus Samuel, for whom hemade visits to Russia, Turkey, Egypt and Italy in connection with oil fuelstorage and burning. Due to his keen interest in railway work he resignedfrom the Shell Company at the end of 1903, to accept the appointment of thenewly created office of Carriage and Wagon Superintendent of the Great IndianPeninsula Railway. During his tenure of office he was responsible for theerection and equipment of the Carriage and Wagon Works at Matunga, near Bombay,and designed the modern carriage stock for both steam and electric tractionfor that system. During the War period the Matunga Works were employed solelyon the manufacture of munitions, and in recognition of his services in connectiontherewith, Bell was awarded the O.B.E. On his retirement in 1924 he was electeda Member of the Council of the Institution of Locomotive Engineers. He hadbeen a Member of the Institution of Mechanical Engineers since the nineties.He was a frequent contributor to the pages of this Journal from its inceptionin 1896, and was always keenly interested in locomotive development.
W.G. Hooley. 63. illustration (portrait)
Record the death of W.G. Hooley, chief draughtsman in the Chief MechanicalEngineer's Department of the Southern Railway at Waterloo. Hooley was bornin Manchester in 1887, and obtained his early experience in the Works andDrawing Office of Beyer, Peacock & Co. Ltd., and Nasmyth, Wilson andCo. Ltd. In 1913 he joined the S.E. & C.R. Loco. Drawing Office staffat Ashford, and in 1924 was transferred to Waterloo where he became seniordraughtsman in the C.M.E. 's office until his untimely death.
London, Midland & Scottish Railway (Western Section). 63
No. 5683 was latest 4-6-0 Jubilee class passenger engine to be turnedout at Crewe. The withdrawals during 1935 included 26 Claughtons (this typenow becoming obsolete}, two rebuilt Claughtons (Nos. 5962 and 6029), 61 Princes,9 Experiments (all that remained of the class), and 24 George the Fifths.The total Western Section withdrawals was 208, which included engineEngineer Lancaster. Class G1 0-8-0 mineral engines Nos. 9246 and 9367had been rebuilt with standard Belpaire boilers. Amongst recent withdrawalsof interest were the following: four-cylinder rebuilt Claughton No. 5970;4-6-2 superheater tank No. 6951 (the first of its type to be scrapped) ;N.S. 159 class 0-6-0 No. 8675; and N.S. M class 0-4-4T No. 1431. The DerbyWorks had completed the series of eight 2-6-4 two-cylinder passenger tankengines described in the January issue, Nos. 2537-44. These will be followedby a series of seventy of the same type. Nearly all of the 71 engines ofthe Royal Scot class carried names associated with the British Army. Lastmonth we mentioned the re-naming of No. 6129Comet, asThe ScottishHorse, and now No. 6126 Sanspareil, is namedRoyal Army ServiceCorps, and No. 6145The Duke of Wellington's Regiment (West Riding).
It has been decided to give Empire names to all the Jubilee class. The earlierengines to bear names as under:
5552Silver Jubilee
5553Canada
5554Ontario
5555Quebec
5556Nova Scotia
5557New Brunswick
5558Manitoba
5559British Columbia
5560Prince Edward Island
5561Saskatchewan
5562Alberta
5563 Australia
5564New South Wales
5565 Victoria
5566Queensland
5567South Australia
5568Western Australia
5569Tasmania
5570New Zealand
5571South Africa
5572Irish Free State
5573Newfoundland
5574India
5575Madras
5576Bombay
5577Bengal
5578United Provinces
5579Punjaub
5580Burma
5581Bihar and Orissa
5582Central Provinces
5583Assam
5584North West Frontier
5585Hyderabad
5586Mysore
5587Baroda
5588Kashmir
5589Gwalior
5590Travancore
5591Udaipur
5592Indore
5593 Kolhapur
Purple crepe was draped during the days of mourning for 'Our late King' onthe engineSilver Jubilee.
Institution of Locomotive Engineers. 63
The Council awarded the Trevithick prize to P. Sedgefield for hispaper entitled Machine Tooling Methods and Machine Shop Re-organisation.At the general meeting held on 30 Jan. the following candidates were elected:Members: F. B. Illston, Asst. to Chief Mechanical Engineer, Southern Ry.jWaterloo Station; Colin Silvester, Works Manager, Eastern Bengal Railway,Kanchrapara; H. Sparrow, Asst. Works Manager, North Western Railway, Moghulpura,India. Associate Members: W. W. R. Berry, Inspecting Engineer, Glasgow ;W. A. Gates, Loco. Running Dept., F.C. Central Argentine, Rosario ; A. G.Minty, Locomotive Running Dept., L.N.E.R., Hartlepool. Associates: J. H.A. Spaink, Diesel Traction Dept., W. G. Armstrong, Whitworth and Co., Newcastleon Tyne; M. W. Tutt, Managing Director, Hulburd Patents, Ltd., Acton, Graduates:R. H. Frankland, Improver, L.M.S. Ry., Newton Heath; A. Rintoul, T. A. Spalding,R. C. Tyrrell, apprentices, F.C. Central Argentine, Perez. The annual dinnerof the Institution will be held at the Trocadero Restaurant, London, on Friday,28 February.
John Fowler and Co. (Leeds) Ltd. 63
Booked order for a 0-4-0 Diesel locomotive of 42 b.h.p. for serviceon the Mumbles Railway, Swansea, which is now operated by the South WalesTransport Co. Ltd.
Welding in the construction and repair of locomotivesand rolling stock. 64
In the proceedings of the Symposium on the Welding of Iron and Steelrecently published by the Iron and Steel Institute, there are interestingpapers dealing with the welding practice in locomotive, carriage and wagonworkshops. The paper presented by W.A. Stanier, C.M.E. of the L.M.S.R., isof considerable importance as it outlines the present position of weldingdevelopments in British railways. The paper deals mainly in the applicationof fusion welding processes in the locomotive carriage and wagon workshops.The other discusses the importance of training draughtsmen, when weldingis being adopted, to think and design in terms of fabrication of welding.It is necessary to include on plans of structures intended to be welded allessential welding details. It is undesirable to leave such important factorsentirely to the workshop personnel. The all-welded boiler, as far as Britishpractice is concerned, has not yet arrived. The author attributes this partlyto the fact that the British railways adhere to the copper firebox, but asan instance of the development which has taken place in the welding oflocomotives, he mentions a pair of fabricated cylinders which have been inservice for over twelve months with satisfactory results. In the constructionof carriages and wagons welding has been mainly confined to the underframesand running gear, since the majority of carriages and wagon bodies are ofwood. At the end of the paper there appears an appendix setting out in detailparticulars of the various parts and components of locomotives, carriagesand wagons to which welding processes have been successfully applied. M.Moe deals with the development of welding both for repair work and for thenew construction of rolling stock for the Norwegian State Railways. He statesthat the welding of copper fire boxes for locomotives was first undertakeneight years ago and no defects have since occurred. Norwegian State Railwaysare using butt-welded joints when replacing defective boiler plates. In Norwayduring the last two years numerous wagons have been fab- ricated by weldingand a small number of passenger coaches have been constructed by the samemeans. It is claimed that in building coaches by welding, the weight maybe reduced from 50 tons to about 35 or 40 tons, using ordinary mild steel.
A further paper describes the application of arc welding to the constructionand maintenance of rolling stock on the Victorian Railways. The substanceof this paper undoubted- ly shows that considerable progress has been madein welding construction in that country.
In addition to the papers relating to railway work there are other papersdealing with both the practical and theoretical side of each of the weldingprocesses. These two volumes comprise a unique work on welding and shouldbe of practioal assistance to engineers interested in new methods ofconstruction.
Trade Notes and Publications.64
Egyptian State Railways
Placed an order with Hurst, Nelson and Co. Ltd. for 12 bogie passengercoach underframes, to be fitted with Skefko roller bearing axle-boxes.
Beyer, Peacock & Co. Ltd.
Received an order from the Crown Agents for the Colonies for four six-coupledBeyer-Garratt locomotives of a special design for the Sudan Govt. Railways,3 It, £; in. gauge, as well as one from the San Paulo Railway for ametre-gauge Beyer-Garratt locomotive for service on the Bragantina sectionof that system.
The Drewry Car Co. Ltd. have Jn hand repeat orders for Diesel shuntinglocomotives for the Eagle Oil and Shipping Co. Ltd. Two of these are of the0-4-0 type with 4-L-2 Gardner engines and two of the 0-6-0 type with 6-L-2Gardner engines with the Drewry arrangement of rigid traction type hydrauliccoupling in conjunction with the Wilson-Drewry 4-speed epicyclic gear box,while the final drive and reverse unit is of the enveloping worm type, thedrive been taken through the jack shaft and side rods to the coupled wheels.Six similar locomotives of the 0-4-0 type are on order from the New ZealandGovernment; these however will be fitted with Parsons' petrol engines ofthe 4-cylinder type, develop- ing 75 h.p. at 1,600 r.p.m. The Drewry Co.have also in hand a light Diesel locomotive for service in Assam and arejust completing a Diesel passenger rail coach for service at the War Department'sRailway Training Centre at Long- moor Camp.
Messrs. Peckett and Sons Ltd. have received a repeat order from Messrs. FordMotor Co. Ltd., Dagenham, for one of their standard 0-6-0 saddle tanklocomotives, whilst they have just despatched a 4-wheel locomotive to Messrs.Vaux- hall Motors Ltd., Luton.
Walker Bro. (Wigan) Ltd. have an order for one Diesel rail-car to seat 61passengers, from the Peruvian Corpora- tion. It will be fitted with a Gardner6 LW engine of 102 b.h.p. at ],700 r.p.m. The car will be 50 ft. overalland weigh about 15~ tons.
To their series of attractive pamphlets dealing with auto- matic regulatorscontrolling electric, gas and oil-fired furn- aces, the Cambridge InstrumentCo. Ltd. of 45 Grosvenor Place, S. W.l, have added a further puhlication-c-FolderNo. 51-which draws attention in an interesting way to a number of installationsb~leading furnace builders. Photographic reproductions show the arrangementsof the regulators in the various works.
"Brasses and other Copper Alloy Wire and Wire Products." Issued by the CopperDevelopment Association, Thames House, Millbank, S.W.1. The latest publicationof the C.D.A. deals with products that are familiar to engineers, but whichpossibly they may fail to realise are made from brass 'or copper alloy wire.Used on account of their duc- tility and strength, with freedom from rusting,these materials for many applications have many advantages. The notes giveninclude technical information relating to the composition and physical andmechanical properties of copper alloy wires. Useful as the data given isto all who require faots to deal with their production problems, the sectionon the history of wire making will also claim the reader's atten- tion.
L.M.S. " TURBOMOTlVR " FILM.-By courtesy of the British Timken Co. we recentlyattended an exhibition of a film taken at the Crewe Works of the L.M.S. showingthe assem- bly of the axleboxes and the wheeling of engine No. 6202. Mr.Spear in his opening address •. eferred to the numerous applicationsof roller bearings and especially to their exten- sive use in the UnitedStates where there are some forty locomotives fitted.
Three 4-6-0 metre-gauge tender locomotives have been ordered for the J unagadState Ry. from Nasmyth, Wilson and Co. Ltd. to the inspection of Messrs.Rober t 'White and Partners.
Orders have been placed by the L.N.E.R. with Robert Stephenson & Co.Ltd. for eleven Class B17, 4-6-0 express passenger locomotives, and withBeyer, Peacock & Co. Ltd. for 28 Class J39, 0-6-0 tender locomotives,of which 19 are to have 3,500 gallon tenders and nine will have 4,200 gallontenders.
Armstrong, Whitworth & Co. Ltd. are building six light railcars for theWestern Australia Govt. Rys., 3 ft. 6 in. gauge. They will be similar tothose supplied to the Madras and Southern Mahratta Ry. with 160 B.H.P..Armstrong- Saurer oil engines.
Number 523 (14 March 1936)
Possible effects of electrification on steam traction. 65
Displacement of locomotives and rolling stock to provincial services.Need for colour light signalling for increased traffic. Retraining offiremen
Our supplement. 65 + plate
Caption: B12 4-6-0 leaving Audley End Tunnel with up express fromCambridge. Sepia plate: photograph by E.R. Wethersett
2-6-0 locomotives, Egyptian State Railways.66-7, 2 illustrations, diagram (side elevation)
North British Locomotive Co. supplied fifty locomotives to the designopf C.E. Spurgeon, chief mechanical engineer. Twenty were with Caprotti poppetvalves, the remainder with piston valves and Walschaerts valve gear. Fivefitted with Kylchap blstpipes, ten with Clyde soot blowers and ten with Ajaxgrease lubrication.
Great Western Rly. 67
Engines completed at Swindon were Nos, 2281-90, 0-6-0 type and Nos.5958, Knolton. Hall, 5959,Mawley Hall,and 5960,St. Edmund.Hall, 4-6-0 type. Three tank engines of the 2-8-0 type, Nos. 5270 to5272 had been converted to the 2-8-2 type and re-numbered 7235 to 7237. Enginescondemned included Nos. 830, 1465, 1486 of the 0-4-2 tank type; 1464, 2-4-0tank; 1256, 1511, 1982, 0-6-0 tanks; 2654, 2664, 2-6-0 tender engines. 3300,3336Titan, 3345Smeaton, and 3356Sir Stafford, ofthe 4-4-0 type.
London, Midland & Scottish Railway. 67
New 4-6-0 passenger engines of the Silver Jubilee class ex Crewe werein traffic up to No. 5688. Of this series Nos. 5666-79 were thent un-narncd; the others came out with names as follows: No. 5665Lord Rutherfordof Nelson, No. 5680Camperdown, No. 5681Aboukir, No. 5682Trafalgar, No. 5683Hogue, No. 5684Jutland , No. 5685Barfleur, No. 5686St. Vincent, No. 5687Neptune, andNo. 5688 Polvphemus, The following earlier engines of the same type havealso been named as shown: No. 5552Silver Jubilee, No. 5562Alberta, No. 5563Australia,No. 5564New South Wales,No. 5565Victoria, No. 5570New Zealand, No. 5589Gwalior, No. 5592Indore, No. 5595Southern Rhodesia,No. 5603Solomon Islands, No. 5610Gold Coast, No. 5622Nyasaland, No. 5624St. Helena, No. 5631Tanganyika,No. 5632Tonga, No. 5651Shovell,No. 5657Tyrwhitt,No. 5658Keyes, No. 5659Drake,No. 5661Vernon, andNo. 5662Kempenfelt:
Two further class G 0-8-0 mineral engines had been converted to class G1(superheater), Nos. 9090 and 9147, both of which were provided with standardBelpaire boilers.
Engines rebuilt recently with Belpaire boilers included 4-6-0 Prince of Walesclass Nos. 25752, 25756 and 25833; 0-8-0 G1 class Nos. 9021 and 9228; and0-8-0 G2 class No. 9429.
The Royal Scots were being fitted with 4,000 gallon tenders as they passedthrough the shops in exchange with the recent series of 4-6-0's built bythe North British Loco. Co. Those already so fitted included Nos. 6111, 6137and 6143. Three additional superheater 4-6-2 tanks had been withdrawn fromservice, Nos. 6967, 6991 and 6994; also the first Bowen Cooke superheated4-4-0s, viz., No, 5320 George the Fifth.
A new station was opened on 17 February at Old Roan, between Aintree andMaghull.
Streamlined locomotive, Netherlands Railways. 68-9.2 illustrations, table
3700 class 4-6-0 was streamlined and tested between Tilburg and Flushingwhich showed that the streamlined locomotive used 120 hp than the unstreamlinedone: a greater reduction than the wind tunnel tests indicated. Under thedirection of P. Labrijn, Locomotive Superintendene.
The Institution of Locomotive Engineers. Impact of railway vehiclesin relation to buffer resistance. 69-70.
The increase of the general scope of buffing arrangements of the presentday and the apparent discrepancy between buffers in general use and the dutyto be performed formed the basis ofILocoEPaper 350 read by R.T. Glascodine at the general meeting on 27 February,when O. Bulleid took the chair. The author compared the British wagon offorty years ago, with a capacity of 8 to 10 tons, with that of 1936 whichhas a capacity of 12 tons; a large number of 20-ton wagons were in use, alsoa few bogie wagons having a capacity of 30 to 40 tons. The speed of shuntingwith the earlier vehicles which then met requirements was slower than itis now, and the buffer in general use was fitted with a laminated steel spring,placed in position with 3 tons initial load, after which a 7-inch strokeraised the resisting pressure to 7 tons. This gave a mean pressure of 5 tonsor 2½ tons per buffer, so that the total capacity of the two bufferswas 35 inch-tons. To- day the weights alone have greatly increased the conditionsof buffing, but in addition the velocity at which shunting takes place,owingto the general speed-up of railway working, and especially where rail-brakesare used, has increased very greatly the blow that occurs on impact. Thecapacity of buffers has been increased, the working stroke being 4½in., whilst the mean pressure may be as high as 5 tons with some steel springs,giving a total capacity of, say, 45 inch-tons on the head- stock. This increaseis, however, negligible in comparison with the in- creased duty. In consideringthe methods of measuring the force of impact the author gave a detailed accountof a test plant in the U.S.A. on which wagons are run and the action at impactrecorded. By the side of the track, on the level, a long paper-covered drumis arranged to rotate at a known speed, while pencils, actuated by tappetson the car bogies, record the actual movement of the cars. The result isthat each car marks on the drum its own actual movement, which, recordedagainst the time element of the constant movement of the paper gives thevarying speed of each car. Some very accurate records have been obtainedby this apparatus.
Inasmuch as no body can take up impact without yielding, the author emphasizedthe neces- sity of ascertaining the best means of moderating the effect ofthe blow. Apart from yielding it is also desirable there should be some meansof moderating the effect of the intense force producing rapid acceleration.Dealing with this problem he mentioned four methods: (1) Steel springs, (2)Friction buffers, (3) Hydraulic or oil dash pots, and (4) Rubber.
With steel springs after the final pressure is reached, there is metal-to-metalcontact between the buffer head and casing, which causes rapid accelerationwith the heavy stresses it is desired to avoid. Friction buffers of manytypes have been used in the U.S.A. to improve on the behaviour of steel Springs.Friction draught gear used on passenger stock is often productive of severeand uncomfortable shocks to the passengers when starting and stopping. Itis generally ad- mitted that the gear is not satisfactory, and much troubleis being taken to improve the situation. Hydraulic or oil dashpot systemsare used as station end stops where it is possible to arrange buffers witha stroke, not of four or five mches, but of many feet in length.
Rubber buffers of modern type are not subject to the same objections as steelsprings. In the so-called "collision buffer" in general use on British coachingstock, the final blow does not come home solid metal-to-metal, but is takenby rubber springs which are specially arranged to cushion the blows abovesuch pressures as usually dnve the ordinary running prings home. After manypassenger train collisions that have occurred during recent years the Governmentmspecto.rs m their reports have made remarks on the efficiency of this typeof buffer in minimising damage to the vehicles and in preventing telescoping.
In view of these records as to the effectiveness of this type of buffer inpreventing damage to the vehicles, the reason for this was next carefullyconsidered. They have not an abnormally high capacity-35 to 40 inch-tonsup to 50 tons pressure is all that can be reasonably claimed. The chief advantagem the use of rubber lies in the moderation of the intensity of the stressproducing acceleration and in the effect of the blow. It is suggested thatthe efficiency of rubber is due to its non-rigid, non-metallic, semi-fluidnature. When rubber springs are oom- pressed they expand radially, so thatthere is a dispersal of lateral effort, or cross-component, which in a rigidtrain of metal work would produce vibration. It has been noticed that rubber-fitted wagons are much quieter than others during shunting operations. ThIScan only be by elimination of vibration which in the long run spells economy.The slow recoil and low restitution make rubber preferable to steel for dutiesof ab- sorbing shock, such as for buffing and draw gear. The life of therubber springs also came under discussion. Locomotive draw springs are expectedto give a life of about ten years. Locomotive auxiliary bearing springs shouldlast fifteen to twenty years, and carriage auxiliary bearing springs shouldgive a similar life.
The life of a rubber spring, in service, depends on the amount of work ithas to do. When properly applied, it has been noted that both in Britainand abroad, the general life was 15 to 17 years.
Preservation of historic locomotives, L.M.S. Railway. 70-1. 2illustrations
Caledonian Railway 4-2-2 No. 123 repainted in blue and Jones Goods4-6-0 of Highland Railway repainted in "respective" Highland livery (clearlynot yellow in photograph. Stanier credited with this act.
Southern Railway. 71
A . Cobb appointed Locomotive Running Superintendent in successionto A.D. Jones who had retired. A.B. MacLeod appointed Assistant LocomotiveRunning Superintendent.
Pacific type locomotives, Kiangnan Railway, China.71-2. illustration,diagram (side elevation)
Built by H. Cegielski Locomotive Works at Poznan in Poland undersupervision of C.P. Sandberg
Austrian Federal Railways. 72
Order from Florisdorf Locomotive Works for six series 314 2-8-4 expresslocomotives and six series 729 4-6-4T with all-welded bogie frames.
Southern Railway. 72
E1 0-6-0T No/ 2143 (former LBSCR No. 143Nuremberg) sold toCowper Coal Co. in Northumberland.
Sentinel railcar which had been working Dyke branch to be sent to work DuntonGreem to Westerham branch.
[Great Western Railway]. 72
New halts at Ingra Tor (Princton branch) and Ketley Town near Wellingtonopened 8 March 1936; All Stretton (on joint line with LMS) on 20February.
2-4-2 tank locomotivee for the German National Rlys. 73-4. diagram(side elevation)
Berliner Maschinenbau AG series 71. Light weight achieved by welding.High boiler pressure. 1500 mm coupled wheels, but further engines would befitted with 1600 mm wheels to achieve higher speeds
Some locomotive inventions of Joseph Beattie. Feed waterheating and condensing.74-5. 2 diagrams
GB 259/1854. 1 February 1854.
The Railway Club. 75
Kenneth Brown spoke on British railways in 1845: a year in which Norwichwas connected to Bishops Stortford and thence to London; the clash betweenthe broad gauge and the standard gauge deepened; Stephenson introduced thelong boiler type; the atmospheric railway failed on the South Devon Railway;George Hudson pushed the Railway Mania and W.E. Gladstone brought order.Ottley 428 .
Recent Continental developments of the Lentz poppet valve gear.76-7.2 diagrams (including side elevation)
The side elevation is of a 2-2-2T fitted with Lentz valve gear belongingto the Jugoslavian [Yugoslavian] State Railways
Arthur Phillips. Moscow Metropolitan Railway.77-9.2 illustrations, diagram
Assistance provided by London Transport engineers E.T. Brook, EvanEvans and J.C. Marrtin. First section of 7½ miles opened. Notes spaciousstations, lavish use of marble and shortage of steel.
London and North Eastern Railway. 79
Darlington-built B17 class 4-6-0 No. 2848 was namedArsenal.It was fitted with a standard straight-sided tender and brass replica footballson the central splashers flanked by panels in the club's colours.The Earlof Lonsdale, the chairman of the club unveiled the nameplate at King's Crossstation on Thursday 5 March.
H1 4-4-4 T rebuilds to A8 4-6-2T were No. 2161 (Leeds) and No. 1503v(Darlington). New V1 2-6 -2T built at Doncaster for North Eastern Area Nos.416, 418 and 419. Hull & Barnsley 0-6-0 withdrawn Nos. 2453 and2472.
Belfast & County Down Railway. 79
For service on Ardglass branch Harland & Wolff had supplied a500 H.P. 2-stroke diesel electric locomotive
C.F. Dendy Marsdhall. Notes on some London and Greenwich Railway relics.79-81. 3 illustrations
A zincograph showing viaduct wher it crossed Corbett's Lane is shownand there are photographs of ditrectors' passes amde of silver and a policeman'struncheon and an inspector's tipstaff. Described, but not shown, were colouredetchings and lithographs. Wording of invitatiions for opening reproduced.
L.N.E.R. 81
Improvements for Doncaster station, especially the track layout withextra lines, a subway at the statiion and colour light signalling
Sydney Smith's cut-off control gauge, 82. diagram
Sydney Smith and Son (Nottingham) of Basford Works
"Mogul" locomotive, Turkish State Railways. 83. illustration
Supplied by Henschel & Sohn of Cassel with 500 x 660mjm cylinders,1400mm coupled wheels and 101m2 total evapourative heatingsurface
Great Northern Railway of Ireland.83
Three-cylinder compound express locomotives No. 84Kestreland87Falcon had been painted in bright blue enamel with red framing:used on Belfast to Dublin expresses.
Crown Agents for the Colonies.83
Order for two locomotive boilers from Nasmyth Wilson & Co. forCeylonn Government Railways; also two boilers for metre gauge Morvi Railwayin India.
Locomotive cleaning apparatus. 84-5. 2 diagrams
Manufactured by Davies & Metcalfe of Romiley: portable deviceexploiting the steam supply available in most locomotive depots to poweran injector to spray water at high pressure to clean locomotives. This efficientand economical apparatus is now bemg supplied to different railways, andgiving most satisfactory results, it being possible for one man to effectivelyclean a 2-6-2 tank locomotive in 45 minutes.
Great Western Railway.85
The 1936 constructional programme included 124 third class corridorcarriages of a new design. Each of the new coaches was 61 ft. long, 9 ft.wide, had eight compartments and seated 64 passengers; in the case of thosefitted with a guard's van the seating was reduced to l2 passengers. Entrancewas by doors at each end. They were built with a steel underframe to whichwas attached the body entircly encased with steel on a timber framework andfitted vith a steel roof. Large windows stretched practically across :hewhole side of each compartment. The corridor partition had been altered and,by means of enlarged side windows and a wider sliding glass-panelled compartmentdoor, an uninterrupted "window seat" view either side was given to everypassenger in the compartment. The new windows are so broad that suitcasescan be passed through them in a manner familiar to travellers on theContinent.
The interior scheme of decoration was in pleasing shades of cream and brown.The light polished birch wood panels and white enamelled ceiling contrastedpleasantly with the dark walnut of the other woodwork and the brown figuredmoquette with which the seats were upholstered. An unusual effect is introducedby the seat backs which were fluted and fashioned to fit the back. This,with the loose spring-filled cushions, provided an extremely comfortableand restful seat.
Even the communication cord has a new setting and is now recessed into thewoodwork above the large windows instead of being carried in tubing.
The top part of the observation windows was fitted with a glass slidingventilator to which were fitted hinged vanes which automatically deflectedwind and smoke from the opening thus giving fresh air without draughts andmaking for a more equable temperature in the compartments. Each of thecompartments was centrally heated by two steam radiators placed beneath eachseat. The coaches were electrically lighted and fitted with spacious lavatories.The general impression of the coaches was one of lightness, bnghtness,spaciousness and homeliness which was accentuated by the gold and brown rayoncurtains, held in position by silk cords, with which the outside compartmentwindows are furnished .
The South African Railways and Harbours Board. 85
Placed orders in Germany for 24 heavy passenger and freight locomotivesof the Class 15E, 4-8-2 type, generally similar to those recently deliveredto the South African Railways by Robert Stephenson & Co. Ltd. of Darlington.These engines, 16 of which to be built by Henschel & Sohn of Cassel,and the remaining eight by the Berliner Maschinenbau A.G. of Berlin, weigheach, complete with tender, in working order, approximately 174 tons, anddevelop a maximum tractive effort at 75 per cent. of the boiler pressure(210 psi) of 42,336 lbf.
[Imperial Chemical Industries Ltd.]. 85
Order for 84 bogie hopper wagons of 40 tons capacity placed by withChas. Roberts & Co. Ltd., Horbury, near Wakefield.
L. Derens.The Holland Railway Company and itslocomotives. 86-9. illustration. 4 diagrams, table
Includes general arrangement drawings of 4-4-0 No. 501 and photographof No. 516. The Chief Mechanical Engineer was W. Hupkes. The locomotiveswere built by Werspoor and by Schwartzkopff. Statistics of their haulagecapacity.
Locomotives of the Merstam Lime Co. Ltd. 89-90. 3illustrations
One illustration shows a length of edge rail from the Croydon, Merstham& Godstone Railway preserved in the garden of Joseph F. Peters. Twolocomotives are described and illustrated: No. 1 Gervase which originatedas a Manning Wardle 0-4-0ST (WN 1472/1900), but was rebuilt with a Sentinelengine. No. 2 Dom originated as a narrow gauge Sentinel railcar suppliedto the Jersey Eastern Railway and the engine unit was bought from GeorgeCohen & Sons. The involvement of E. Taylerson is mentioned.Continued page 125'
New trains for Bombay – Pooona service, G.I.P. Rly.90-1.
Electric traction had reduced the journey time to 2 hours 45 minutes.Calorex glass was employed to reduce Solar input.
Institution of Locomotive Engineers. Annual Dinner. 92-3. illustration
Held at the Trocadero Restaurant on 28 February 1936. It was chairedby W.A. Agnew. The Toast for the Guests was proposed by H.P.M. beames andH.N. Gresley responded. There is a list of those present and the awardpresentations.
Retired Railway Officers' Society. 93
At a meeting held on Feb. 18 at the Great Eastern Hotel, LiverpoolSt., London, George G. Senior, O.B.E., J.P., and Ex-Mayor of Eccles, Manchester,was elected President for the current year. The half-yearly luncheon washeld on Tuesday, 3 March at the Great Eastern Hotel, when Senior took thechair, and the chief guest was Col. Sir Joseph Nall, D.S.O., T.D., D.L.,M.P. After proposing the toast "Our Guests" by the chairman, to which SirJoseph Nall replied, Sir George Etherton, O.B.E., D.L., proposed "Successto the Society." He referred to an interview many years ago at Portsmouthwith the late Sir Wm. Forbes in regard to developing Langston Harbour, andmentioned his foresight in the policy of electrification. Mr. Gilbert Szlumperin seconding the toast said that Langston Harbour was to be the new baseof Imperial Airways, whilst the electrification of the Southern Rly. toPortsmouth is. a continuation of Sir Wm. Forbes' initiative.
Great Western Railway.93
As a compliment to LIoyd's Underwriters, the G.W.R. have re-namedone of their rebuilt "Castle" class enginesLloyds and numbered it"100 A.1" The naming ceremony took place at Paddington on Monday, 17 Feb.and was performed by Sir Robert Horne, chairman of the G.W.R., in the presenceof Mr. Neville Dixey, chairman of LIoyd's, the Committee of LIoyd's, SirJames Milne, general manager of the G.W.R., and chief officers. The nameplateof the engine is surmounted by LIoyd's Coat of Arms, and flew the officialHouse Flag. An unusual feature of the ceremony was the display of a stringof flags of the International Code between the chimney and the cab of theengine, reading "A.1 at Lloyd's." The engine was formerly No. 4009ShootingStar.
The Schleizer Railway, Germany. 94-5. 4 illustrations, map
Electrified at 1200V: used mercury arc rectifiers
A miniature railway in India. 96-7. 2 illustrations
Owned by R. Horsefield at Jhansi
Correspondence. 98
Railway museums.R.S. Guinness.
On my return from Vienna I am greatly interested to find two photographsof theAjax(Vol. XV. p. 117:KPJ exactly as in printed version!)and, in case you are unaware of the fact, write to tell you that this engineis preserved in the Technical Museum. Other locomotives in this Museumare;-
(1) 4-4-0 with tender built by John Haswell at Vienna in 1848 and used onthe Austrian Southern Railway.
(2) 4-4-0 Tank (narrow gauge) used on the Lambach- Gmunden Railway and builtin Vienna in 1854.
(3) 4-4-0 Austrian express locomotive 1883.
(4) 0-10-0 Goldsdorf of circa 1900.
Items (1) and (2) are great curiosities with their small driving wheels,very low build and wide chimneys, but unfortunately no photographs wereobtainable.
An original coach of the Linz-Budweis (horse) Railway is also preserved (1832).
Other exhibits include several model locomotives, among them an Engerth of1853, numerous railway prints and a magnificent collection of railway medals.
I was informed by the Director that other fine railway collections are tobe found at Nuremberg and Budapest, besides of course Munich, and thatcommencements have been made both at Milan and Prague.
All this goes to show the growing interest in railways on the Continent andmakes one sad to read on p. 40 of your current issue that yet another ancientIrish locomotive is to be scrapped.
(It has been decided to preserve the Waterford and Tramore Rly. engine No'1 for the present.-Ed.)
Trinidad Government Railways.W.G. Tilling.
In the February issue (page 54) Dewhurst is a little uncertain asto the dates when the L.B. & S.C.R. sold their two railcars. The factsare that they were withdrawn from service before the War, and remained instore for some years, being finally sold and despatched from Brighton toTrinidad on 14 October, 1919.
Reviews. 98
The British Railways.. Alex. Newlands,London;Longmans, Green and Co.
First the inception, growth and development of inland transportationis reviewed. Next it proceeds to analyse the cost of working the railwaysfor one year and to correlate such cost with the amount of work done andthe revenue earned. As a basis the Ministry of Transport Railway Returnsfor 1933 are taken. Consequently the book is full of figures to enablecomparisons to be made, but the author is critical of the methods employedby accountants in allocating the figures for various services, and contendsthey fail to make a fair distribution of costs. To doubt his conclusionson engineering considerations are sound, but probably accountants would hardlybe in agreement on some points, although they will find much of interestin this book. His comments on the position of the railways to-day, and thechanges since 1913, as well as on their future are entertaining. As formerchief engineer of the L.M. & S.R. his summary of recent developmentson railways in this country and his suggestions for further improvement areto the point. The high ratio of dead weight to paying load on rolling stockis one of the disturbing features. He contends standardisation is the negationof progress; it is a form of standing still! Of the railway wagon he isparticularly critical. Having regard also to the vast amount of transportationentrusted to the railway and the safety assured in ,its movement, it isunthinkable that the Government should persistently conninue to develop acompetitive, free and dangerous traffic on the roads, and at the same timerestrain and curb the railway through its exercise of the parliamentary authorityit has over it.
Boiler feed water treatment. F.J. Matthews, London: Hutchinson'sScientific and Technical Publications.
The subject of boiler feed water treatment has received much attentionin the last ten years, and the extensive research work carried out has beenrendered imperative by the need for efficient steam generation and the changesin boiler design. Many new methods of treatment have also altered the designof the plants. These apply more particularly and have proved beneficial tooperators of large boiler houses with high working pressures attached toestablishments which are able to have their own chemists or experts to solvetheir problems. But in the case of a small plant the engineer is likely tobe confused with the wide variety of treatments available and it is in suchapplications where advice is often needed. The aim of this book is to correctthis situation by collating all available information and deal- ing withthe whole subject in a form for easy reference. By dividing the book intosections the principal operating problems are dealt with separately. Eachparticular treatment or procedure can thus be conveniently studied. Theunsuitability of various natural waters for boiler feed are described, andthe final section on analysis includes the usual routine methods of testingrequired for the operation of softeners, etc. These should be of value tostudents and chemists and will assist in the interpretation of analyticalreports.
Holiday Haunts, 1936.
This wonderful G.W.R. publication, is beautifully illustrated as usual,is now a book of 1,032 pages. Its collection of pictures is the finest yetproduced, and they are so arranged as to effectively show the variety ofscenery to be found in the distriots served by the Great Western Railway.River scenery, views on our Western Coast, the mountains of Wales, and thehistoric cities as well as quiet retreats are depicteJ and described. A newfeature is a list of monthly return ticket fare. Over eight thousand addressesof hotels and other accommodation are included in this comprehensive guideto the Holiday Line. Published at the nominal price of sixpence, it is obtainableat all G.\V.R. offices or at Paddington Station.
Trade Notes and Publications
Bridge and Constructional Engineering, and Railway Wagon Building. FairfieldShipbuilding and Engineering Co. Ltd. Chepstow,
This 44 page catalogue illustrates the activities of this well knownClyde firm of shipbuilders and engineers at the Chepstow branch works andcovers the whole field of constructional engineering as well as the buildingof all-metal railway wagons, dock gates, caissons, gas-holders, etc. Amongthe large jobs illustrated mention may be made of the River Roding Crossingtowers for main electric power cables, Fladbury bridge across the river Avon,Wolvercote bridge over the G.W.R. at Oxford, and the L.M.S. Rly. bridge betweenBath and Mangotsfield.
Hadfields Ltd.
For their latest folder of "Hecla" and "Era" steels for use in Dieselengine construction Hadfields Ltd. of Sheffield have enumerated a representativerange of the steels best adapted for this purpose. The information givenis intended to be of a general character, but additional technical data isavailable on request. In many instances the best steel can only be determinedwhen full details of the conditions of service are known, when expert knowledgeis placed at a customer's disposal in solving the problem.
Number 524 (15 April 1936)
Railway personalities. 99-100.
An archaic examination of humanity
L.N.E.R. 100
Opened new halt at Garrowhill between Easterhouse and Shettlestonon 16 March 1936
G.H. Soole. Locomotives of the Mountain Section, CanadianPacific Ry.100-3 + plate. 3 illustrations
An Englishman's view of a journey from Quebec westward, concentratingon the section through the Kicking Horse Pass.See sternletter from H.B. Bowenin response to comments on No. 8000
A Spanish veteran locomotive. 103. illustration
Photograph taken at Barcelona station of a Madrid, Zaragoza &Alicante Railway 0-6-0 built by Kitson, Thompson & Hewitson in Leedsin 1857-8.
Developments in boiler feeding. 104-5. illustration
Anderson compression condensing: Steam Heat Conservation Company.Southern Railway not mentioned in this item.
Rebuilt six-coupled goods locomotive, L.N.E.R. (G.E. Section).105-6. illustration.
GER Class F48 (LNER class J19) rebuilt with round-top boilers. TheBelpaire type was originally fitted.
Diesel-electric shunting locomotives, L.M.S,R. 106. illustration.
English Electric Preston Works: 350 hp diesel engine 230 kw generator.Frames and superstructure supplied by Hawthorn Leslie & Co. Ltd. ofNewcastle. Also supplied to Sudan Government Railways and New ConsolidatedGoldfields
[First British Atlantic type withdrawn]. 106
No. 3990Henry Oakley had been withdrawn from service, latterlyat Mexborough. It was hoped it would be preserved at the Railway Museum
2-8-2 locomotives for the Huinan Railway, China. 107-8. illustration,diagram (side elevation)
Supplied by Skoda Works, Plzen in Czechoslovakia and inspected byC.P. Sandberg.
Railcar operating on producer gas, French State Rlys. 108. diagram
V-type 12-cylinder engine: worked Paris to Le Mans.
New Beyer Garratt locomotive, Algeria Railways.109-12.
Société Franco Belge de Matérial de Chemins defer at Raismes under licence from Beyer Peacock. 4-6-2+2-6-4 partiallystreamlined with Cossart valve gear for working between Algiers andOran.
2-8-2 narrow gauge locomotives, Newfoundland Railway.112-13. illustration, diagram (side elevation)
North British Locomotive Co. to requirements of J.E. Pike, Superintendentof Motive Power under inspection of Crown Agents.
North East Coast Institution of Engineers and Shipbuilders.The modern locomotive. 113-14.
Benjamin Irving, Member of the Council gave a talk on 20 March atNewcastle where he contrasted the locomotive with the marine steam enginebeginning with a historical inttroduction to the locomotive.Rocketand the enginesNorthumbriaandPlanet which followed, thelecturer said that these engines were the prototypes of the modern locomotive,which still embodies their essential mechanical characteristics. Showingthe cross-section of a British locomotive of 2,000 h.p. framed by the clearancegauge, to illustrate the want of room left over, he pointed out that thedemand for increased power continues and the problem is to compress thisinto the available space, while observing such other limitations as weightper axle, etc., imposed by permanent way and bridge engineers. Is the marineengineer troubled with annoyances like these?
Examples were shown of locomotives and boilers with wide fireboxes and grateareas of 40 sq. ft. and upwards. It isgrate areathat matters andit is rare for a locomotive to have too big a grate area, although thousandshave too little.
Dealing with boilers the firebox stay arrangements and details of solid andflexible stays were given. High-pressure and large boilers with heavy watercontent have combined to make the boiler very heavy and some study has beengiven to the use of nickel steel for boiler plates. One of the boilers shownhad plates 2 per cent. nickel 34/38 tons tensile, 50 per cent. yield, andthe weight of the shell was thus reduced by about 1 ton compared with mildsteel plates.
To illustrate good cylinder design, examples with very direct steam and exhaustpassages were given and forms of piston valves illustrated. The Walschaertsvalve gear which has displaced the once universal Stephenson gear, was nextdealt with. Its characteristics are an invariable lap and lead componentderived from and in phase with the piston crosshead (the lead being thuscon- stant) and superposed at 90° phase difference, a component derivedfrom the eccentric crank and variable through the expansion link. At highspeeds with piston valves it is as difficult to get steam out of a cylinderas it is to get it in, and this has led of recent years to a substantialincrease in valve travel which is now about 6½ in. in full gear; steamlap 1½ in. to 1¾'1 in., lead 3/16 in. to ¼ in. The Walschaertsis a good reliable gear, light and cheap, subject to fairly heavy upkeepcharges, and, it is feared, not a little leakage. Mr. Gresley is using rollerbearings on the motion joints of his engines.
Absolute thermal efficiency of the cylinders is about 12 per cent., or, ofengine and boiler combined, about 8 per cent. at the mean horse-power rate,which equals 2¼ lb. of coal per i.h.p. hour varying, however, with therate of working of both engine and boiler. The merits of poppet valves arewell known in the locomotive world; but the piston valve with its link gearpredominates and the poppet valve has had a hard fight to win recognitionon any scale, although its use is extending. The poppet valve with- its rotarydrive gives increased steam opening at the early cut-off, enabling the engineto work with a full throttle and cut-off as early as 10 per cent. on heavyduty. The steam saving from the use of the poppet valve is in the regionof 10 per cent. The gear is low on maintenance and requires little powerto drive, but is rather costly.
Some account was given of the Diesel locomotives and railcars built on theNorth-East Coast and elsewhere. The progress made in the use of Diesel shuntinglocomotives and light weight passenger units was referred to, and indicationgiven of the choice of transmission systems available to-day.
London & North Eastern Railway. 114
New 2-6-2 tank engines of the V1 class completed at Doncaster forthe Newcastle district were Nos. 428 and 440, At Darlington three more ofthe 4-4-4 tanks had been rebuilt as 4-6-2 type, Nos. 2145, 2148 and 2152.There were only three of the 4-4-4 type in traffic, Nos. 1499, 1517 and 2160.No. 1499 was fitted with a radial rear bogie, to stabilise the engine atspeed, but no more were so treated. New B17 class 4-6-0 engines Nos. 2849Sheffield, 2850 and 2851Derby County.
To accelerate handling traffic the L.N.E.R. has decided to remodel King'sCross Goods Depot. The section of the warehouse used for dealing with trafficfrom King's Cross is to be re-equipped and wil form the unloading depot forgoods traffic arriving at the terminus. This portion of the goods stationwas on two levels and when the scheme is completed it will be possible tounload simultaneously from 214 wagons without interruption of operation.Traffic to be despatched will be loaded in the shed now devoted to in-comingtraffic and it will be necessary to adapt this shed for the purpose by relayingpractically the whole of the sidings and providing adequate platformaccomrnodation to deal with 200 wagons at the same time. Automatic cartweighbridges are to be installed together with separate mess room accommodationfor the large staff employed at this depot on cartage work. During a twelve-months approximately 850,000 tons of traffic are turned over together withabout 50,000 head of livestock.
The 46th annual dinner of Past and Present Crewe Pupilsand Premiums. 114
To be held on Friday, 1 May at the Trocadero Restaurant, Piccadilly,London. The chair to be taken by H.N. Gresley, Chief Mechanical Engineerof the LN.E.R_ and the guest of honour will be the Member of Pnrliament forCrewe, Sir Donald Somervell, Attorney General.
The Metropolitan and G.C Joint Railway Committee. 114
Announced that from 6 July the passenger train service between QuaintonRoad and Verney Junction would be withdrawn and Granborough Road and WinslowRoad Stations would be closed to all traffic. At the same time WaddesdonStation, situated on the main line would also be closed to all traffic. Theline between Quainton Road and V erney Junction would continue to be usedfor the exchange of goods and perishabie traffic between the Metropolitanand G.C. Joint Committee and the LMS. Railway. As from 4 May first classcarriages will be abolished on the Hammersmith and City and Addison Roadbranches of the Metropolitan line. A service of through trains betweenHammersmith and Barking would begin on 4 May; meantime the London TransportBoard were running an experimental train of Harnmrrsrnith and City stock,distinguished by large yellow panels between Hammersmith .and East Ham inthe morning and evening.
Heavy tank locomotive for South Africa. 115. illustration, diagram(side elevation)
4-8-2T for Northern Lime Co. built by North British LocomotiveCo.
Locomotive stock returns 1935. 116-17. table
Great Western Railway. 117
New locomotives: 0-4-2T Nos. 4860-4869. Conversions: 2-8-0T to 2-8-2TNos 5273-4 became 7238-9. Withdrawals: 0-6-2T No. 171 (RSB No. 1); 0-4-2TNos. 571 and 1155; 2-4-0T No. 1446; 0-6-0T Nos. 1278, 1528, 1876 and 1978;2-6-0 Nos. 2600, 4309, 4313, 4331, 4332 and 4364. In the list of Castle classnamesHatherop Castlehad been replaced byBishopsCastle
A mineral railway in Sierra Leone. 118-19. 2 illustrations
Iron ore was located in the British Crown Colony and in September8000 tons were forwarded to William Baird & Co. of Coatbridge with theassistance of finance from the Colonial Development Fund in 1930 via theSierra Leone Development Co. A port 15 miles upstream from Freetown at Pepelwas established with a 3ft 6in gauge railway from there to Marampa. BrigadierGeneral F.D. Hammond directed this work. Couper & Kea were the ConsultingEngineers. Beyer Peacock suppliied 2-8-2+2-8-2 Beyer Garratt locomotives.Avonside supplied two 0-6-0ST engines. The Garratts had 18 x 24 in. cylinders,51.5ft2 grate area and 2934ft2 total heating surface.MCB couplers were fitted. Discharge was via tippler, belt conveyor and hopperstorage.
Great Western Railway. 119
Bulldog class No. 3345Smeaton had been broken up: it originatedas No. 3357Exeter, but during the visit of King Edward VII and QueenAlexandra to the West of England in 1902 it was namedRoyal Sovereign.It had run 1,170, 839 miles.
Diesel-electric railcars, Czechoslovakian State Railways. 120-1. 2illustrations, diagram (side & front/re4ar elevations & plan)
Manufactured at the Skoda Works.
The Berlin-Cologne "Flyer". 121-2. illustration
Personal observation of the high speed service: critical of the crampedconditions and limited refreshments: how would he have responded to currentBritish expresses?
Early compounds of the P.L.M. Railway.123-5. 2 diagrams (incudingside elevation and plan)
Semi-streamlined four-cylinder compounds introduce by Charles Baudryfrom 1893.
L. Derens. The Holland Railway Company and its locomotives.125-8. 4 diagrams, table
See page 86 for overall account of4-4-0, Hochwald piston valves and Knorr feedwater heaters
London, Midland & Scottish Railway. 128,
The following new engines of the 4-6-0 Silver Jubilee class had beenturned out at Crewe :-Nos. 5689 Ajax, 5690Leander, 5691Orion, 5692Cyclops, 5693Agamemnon, 5694Bellerophon, and 5695Minotaur. The nameplates attached toNo. 5689 had been transferred from Royal Scot class engine No. 6139, to berenamedThe Welch Regiment. Of the above new engines. No. 5695 (whichwas the first of a series of forty-eight) was fitted with a 3,500 gallontender, all the others being provided with 4,000 gallon tenders. FurtherJubilee class engines have been named as follows:--Nos. 5554Ontario,5567South Australia, 5569Tasmania, 5572Irish FreeState, 5573Newfoundland, 5586Mysore, 5594Bhopal,5597Barbados, 5608Gibraltar, 5613Kenya, 5618NewHebrides, 5622Nyassaland, 5628Somaliland, 5630Swaziland, 5633Trans-Jordan, 5637Windward Islands,5640Frobisher, 5642Boscawen, and 5656Cochrane. RoyalScot class engines Nos. 6148 and 6158 were running fitted with 4,000 gallontenders in place of the 3,500 gallon type transferred to engines of the SilverJubilee type.
Recent withdrawals included 4-4-0 Precursor class superheater Nos. 5283 and5285; also 4-4-0 George the Fifth class Nos. 5341 and 5391. One other withdrawalof interest was 0-4-0 shunter No. 7208, the last apart from one or two otherskept in the Works for departmental use. L.M.S. locomotives were to have anew style of numbering and lettering whereby the engine numbers, classificationnumbers on cab-sides, initials "L.M.S." and the numbers on the smokebox wouldall be executed in plain block style instead of in Roman characters. Theletters and numbers would be in gilt, with black shading for red-paintedpassenger engines, and with red shading for black-painted passenger engines.On freight engines painted black, the characters would be plain block ingilt, without shading.
Some locomotive inventions of Joseph Beattie. Feed waterheating and condensing.128-30. 3 diagrams
Feed water heater
Air-cooled coach for the French Colonial Railways. 130
Originally published inChemins de Fer et les Tramways
Reviews. 131.
The horse-power of locomotives—its calculationand measurement. E.L. Diamond.Railway Gazette.
The text, which has recently appeared in the pages of our contemporary,"The Railway Gazette," has now been reprinted in the form of a brochure inresponse to numerous requests. As Mr. Diamond states in his introductoryremarks, the problem is to relate the indicated horse-power and drawbarhorse-power recorded at any given instant to the dimensions and design ofthe locomotive and the nature of the resistance it is overcoming.
This problem, which is complicated by the presence of many variables, ofdesign and otherwise, in the cylinders and valve gears, the action of theblast pipe and limitations of the boiler, may be approached by two avenues.In the first instance there is the empirical method, i.e., the determinationof formulae, graphs or tables of figures, based on available test data, foruniversal application, and secondly, the experimental method whereby a standardis established to which the results of tests on individual types of locomotivesmay be truly compared.
The earlier pages, then, are devoted to a critical essay on the work ofrecognised investigators, commencing with D.K. Clark, who is pertinentlydescribed as the "pioneer in the systematic study of locomotive performance,"and one whose work "can still be read with profit." Exhaustive attentionis then given in chronological order to other experimentalists, includingsuch well known names as Desdouits, Goss, von Borries, Dalby, Strahl, Cole,Kiesel and Lipetz.
The latter part of the brochure reviews current methods of road testing.Mention is made of the Russian method, developed by Professor Lomonossoff,in which tests are made under constant conditions on selected portions oftrack with a dynamometer car, the Polish method, in which an auxiliary engineis used, and the German system, an elaboration of the Polish, in which thebrake locomotives are capable of finely graduated braking by compressionwhen run in reverse gear.
No one will quarrel with Mr. Diamond's expressed opinion that there is adefined field for each of the two methods of locomotive testing: the roadtest for the determination of performance characteristics which will ensurethe most efficient utilisation of the locomotive in daily traffic; and thestationary testing plant to determine the value, in terms of thermo-dynamicefficiency, of special devices. Where the latter are concerned, we cannotresist the temptation to remark that thermo-dynamic efficiency and operating,or commercial, efficiency are usually two very different quantities. In manyinstances substantial economies effected in, say, fuel consumption by theadoption of a special fitting have been more than counterbalanced by additionalcosts of maintenance; in all cases such as these the results obtained fromtests over extended periods in ordinary service must remain the only, ultimatecriterion.
The subject is very completely covered, but in its treatment a slightly academicbias may be observed. When discussing drawbar horse-power, for instance,it is stated that it is "scientifically almost valueless"; this, althoughperhaps rather dogmatic, is undeniable, and any reduction effected in theinternal, rolling or air resistance of the engine and tender will have animmediate effect on the extent of the power available at the drawbar, butafter all, this latter quantity, in the author's own words, "represents thepower ultimately available for drawing carriages and wagons." Again, it isgenerally accepted scientific practice in attacking any problem where morethan one variable is present that successive experiments shall be made ineach of which all variables except one shall be excluded. But, having thussegregated and finally evaluated the effects of each variable, it must notthen be disregarded, as appears to be the author's attitude when comparingthe various methods of testing locomotives and discussing the effects ofair resistance, oscillation, centrifugal action on curves and the behaviourof the spring suspension gear. These small phenomena which, where testingis concerned, have a nuisance value only, but for which allowances must bemade and are made when designing a locomotive to meet normal running conditions.
The practical locomotive man who thinks he will find here some simple formula,which will enable him to calculate with a slide rule the maximum load a givenclass of engine will haul, will be disappointed; in the first place it isout- side the specified scope of the work, and secondly, "there ain't nosuch animal." Mr. Diamond has, however, effectively assailed many of theapprehensions which have resulted from muddled thinking on this matter. Heis, too, the master of a particularly pleasing, lucid style, somewhat reminiscentof that of the late Professor Ewing, and we recommend this contribution onlocomotive performance, which we hope will not be by any means his last,to the consideration of all those who are interested in this fascinatingsubject.
De Compressorlooze Dieselmotor voor Wegverkeer enRailtractic.W.F.H.J. Tabernal.Middelburg: G.W. den Boer. 211pp.
Dutch: deals in an exhaustive manner with different types ofcompressorless Diesel engines as used for road and rail traffic. ChapterI. explains the principles of working of different types of internal combustionengines by means of diagrams. Chapter' II deals with the injection anddistribution of the fuel in the- combustion chamber and different systemssuch as Beardmore, Deutz, Ganz and others are clearly illustrated by sectionaldrawings. Chapter III deals in detail with different types of fuel atomisers.Chapter IV with fuel pumps. Chapter V explains the difference of the combustionprocess in Diesel engines with and without air compressor. In Chapter VIindicator diagrams and the way in which they are taken is explained. Althoughthe writer explains the principle of electrical and optical indicators, thisinteresting experimental subject would have justified a sketch of theseinstruments. Chapter VII gives calculations and methods. for determiningthe power output and fuel consumption. The· next three chapters giveconstructional details and instructions for care and management with differentcauses of trouble and their remedy. The different types of Diesel enginesin use are illustrated by nine folding plates, showing sectional drawingswith list of numbers and names of every detail. The book is profusely illustratedand written in a lucid style. It can be recommended to all who are interestedin this subject.
Steam locomotive design: data and formulae. E.A.Phillipson. 443 pp. London: Locomotive Publishing Co. Ltd.,
The text originally appeared in serial form in these pages. The texthas now been carefully revised in its entirety, modified and brought up todate where necessary, and an appendix, tabulating the most important featuresof the various specifications for locomotive materials drawn up by the BritishStandards Institution, has been added. A very adequate index is also included.
The original illustrations have been reinforced by nearly thirty plates,which include general arrangements of an L.N.E.R. Pacific engine and theS.R. "Schools" Class, arrangements of the boilers for Pacific engines onthe L.M.S.R. and L.N.E.R. respectively, and of the outside motion for a recentIndian engine and inside motion for the L.M.S.R. Pacifies, together witha number of drawings of the more important locomotive details. These latterhave evidently been selected with care and discrimination, and aretruly representative of modern design as exemplified, not only on the homerailways, but also on diverse foreign and colonial systems in addition. Theplates of these details are fully dimensioned, and all further particularsessential to the study of their design are given in pertinent accompanyingletterpress; the arrangements of the valve gears, for instance are furnishedwith tables of the valve events. Nearly all the plates are folding and sobound with a margin of page width that, when opened out flat, the plate isclear of the printed pages, and thus may be studied in conjunction with thetext without that irritating, incessant turning of pages which is so inimicalto concentration and damaging to the book.
This work was written with two objects in view: in the first instance asa book of reference for the use of those who are concerned professionallywith the construction, maintenance and operation of the steam locomotive,and also as a text book on design, for the senior apprentice or pupil andthe more advanced student, which would deal with the subject in the lightof recent research and current application. As all mention of innovationswhich have not been sufficiently long in service to justify themselves hasbeen rigidly excluded, the result is that, although the work is abreast ofmodern developments and wide in its scope, only sound, established practiceis considered, and the author has achieved his dual objects with a considerabledegree of success. The district officer, his theoretical knowledge perhapsa little blunted by protracted attention to administrative matters, who iswondering whether the buckling of a coupling rod was due to overstressing;the apprentice who, letting together a pair of big end brasses, is curiousto know what the bearing pressure on them would be; the draughtsman, calledupon to strengthen the design of some frames; each of them will find theinformation he requires, on these and innumerable other points, in the pagesof this book. Commencing with a detailed enumeration of the various externalfactors affecting design, consideration is then given to the tractive forceand power developed under the varying conditions of operation, and to theadhesion of the engine, the chapter concluding with an exhaustive treatmentof the several resistances to be overcome. Next, in logical order, the variousmethods of determining the other leading dimen- sions are discussed, followedby a short chapter on some of the pitfalls which beset the designer. Thereaftereach of the various items which together comprise the modern steam locomotivereceives individual attention, commencing with the boiler, boiler mountingsand steam using auxiliaries, superheaters and feed water heaters, the srnokebox,blast pipe and chimney. A long chapter is then devoted to the engine, whichis defined for this purpose as the mechanism between, and inclusive of, thecylinders and coupled wheels, and an- other to valves, ports and valve gears,particular attention being invariably given to the most recent methods ofstress calculation and the various factors which, arising from modern operatingconditions, dictate to varying extents the forms and proportions which componentsshall take. A complete chapter is also devoted to compounding, and in thelast of the twelve chapters attention is given to frames, bearing springs,brakes, flexibility on curves, tanks and bunkers, tenders, and superstructures.Although British practice is predominant, the needs of the engineer abroadhave not been by any means overlooked, and he wiII find, equally with hisbrethren in the Mother country, a mine of valuable information which hasbeen compiled and compressed within the covers of this interesting book ona very important subject.
The Lynton & Barnstaple Railway, S.L. Catchpole.Sidcup: Oakwood Press, 62pp. 132
This attractive little book provides an interesting historical recordof the narrow gauge railway which from May 1898 to Sept. 29, 1935, connectedBarnstaple with Lynton, with a service of very slow trains, although theline was a great favourite with holiday makers, who provided the bulk ofits revenue. A chapter is devoted to locomotive work on the line with tablesgiving details of a number of runs. The book will serve as a souvenir ofthe quaint little line, which in spite of its disadvantages had a fascinationfor many railway enthusiasts. The large number of illustrations are wellreproduced, whilst the coloured frontispiece by J. E. Hoyland showing a trainin typical scenic surroundings is decidedly effective.
Correspondence.132
An unusual colliery locomotive. W.E.C.
Referring to the illustration and drawing in your February issue,there is a rather interesting fact about this engine of which no mentionis made in your notes. For 40 years or more this locomotive was used withits wheels as shown clearly in the diagram, i.e., with no flange on the drivingwheels, and in which state was quite free on the very sharp curves usuallyfound in colliery yard lay-outs. At some time, however, within the past tenyears, the railway com- pany's examiner insisted that the Aanges should befitted to the driving wheels as the engine "was not safe without them." Thiswas done, and the result is that whilst the old Emlyn can now run on Hnesserving the railway company's track, it cannot run at all on the generalcolliery sidings. After being derailed a number of times on these lines,some attempt was made to give the bogie some side play by lifting it up atthe front end, but all to no purpose. To see a L.N.E.R. "Pacific" passingthis old engine is to witness a pageant of locomotive history.
Personal. 132
W.A.J. Day has been appointed Chief Mechanical Engineer of the SouthAfrican Railways and Harbours in succession to A.G. Watson, who has retiredfrom that position. Day was formerly on the London & North Western Railway,and went to South Africa as an assistant on the Transvaal Railways in 1902.In 1918' he became assistant mechanical engineer at Durban, and became mechanicalengineer at Maritzburg in 1927. In the fol1owing year he took up a similarposition at Uitenhage, and in 1930 was appointed Advisory Engineer to theHigh Commissioner in London. At the end of 1932 Day returned to Pretoriaas Mechanical Engineer on the staff of the Chief Mechanical Engineer, andin 1935 became Assistant Chief Mechanical Engineer.
Eastern Railway of France.132
Monsieur Poncet, Assistant Chief Mechanical Engineer, succeeds MonsieurLoizillon as Chief Mechanical Engineer, and Monsieur Bigot, Chief LocomotiveRunning Supt., becomes Assistant C.M.E.
Obituary. 132
Death of F.S. Hennell at Kensington on March 16 in his 90th year.Hennell would hardly be known to the present generation of railwaymen, buthe was formerly Assistant Locomotive Supt. of the Metropolitan Dis. Rly.at Lillie Bridge Works under George Estall. He commenced his railway careeron the Great Western Railway and went with Martley to the London, Chathamand Dover Railway where one of his first duties at Longhedge Works was theconversion of the Crampton engines to normal types. He left the L.C. &D.R. to act as Locomotive Superintendent of the Thetford and Watton Railway.When this line was taken over by the Great Eastern Railway. Hennell was appointedassistant to Lord Eustace Cecil, then locomotive superintendent of the District.He retired from the service on the change over to electric traction in1905.
Number 525 (15 May 1936)
Engines stopped waiting details. 133
Balancing stocks of spare parts to ensure ready supply, butnot excessive
4-8-2 heavy goods engines, South African Railways.133-6. 2 illustrations, diagram (side and front/rear elevations).
To design of A.G. Watson, Chief Mechanical Engineer, and constructedby Robert Stephenson & Co. Ltd. of Darlington. 15E class with rotarycam poppet valves. 62.5ft2 grate area but no mention of mechanical stoker.Rotary cam poppet valve gear.
Waterford and Tramore Railw3ay. 136.
The General Manager of the Great Southern Railways had intended topreserve No, 1, a 2-2-2T, but the locomotive had been scrapped already followinga derailment on 24 August 1935.
[Crewe Annual Dinner]. 136
Held at the Trocadero Restaurant on 1 May 1936. Chaired by H.N. Gresley.Guest of Honour Sir Donald Somervell, Attorney General. Proposer of Toastto oresent and past Crewe pupils Sir Charles Craven to which Riddles andR.C.S. Lowresponded..
4-8-0 locomotivbes, Hangchow-Kiangshan Rly., China. 136-7.illuatration
Four supplied by Hunslet Engine Co. Icorporated Ajax patent automatichard grease lubricators, and bogie axleboxes with automatic soft greaselubricators. The coupling and connecting rods and valve motion were lubricatedby Tecalemit grease nipples, and the crossheads and slide bars by Tecalemitspring feed lubricators. WakefIeld's mechanical lubricators and anti-carboniserswere fitted to the cylinders. At 75 per cent. of the boiler pressure thetractive effort is 19,500 lbf. The tenders were carried on diamond framedbogies fitted with the Isotherrnos patent axlebox made by the British IsothermosCo. Ltd. The English Steel Corporation's Visco automatic couplers fitted.The same builders supplied six similar 4-8-0 engines to this railway in1934.
Great Western Railway. 137
New engines completed at 'Swindon were: 4-6-0 express type, Nos. 5043Barbury Castle, 5044Beverston. Castle, and 5045BridgwaterCastle. 0-6-0 goods tanks, Nos. 9770-7. It is understood that the 4-4-0Duke class engines were to be rebuilt using the main frames of the Bulldogclass, which was being withdrawn. The first of these rebuilt engines borethe No. 3201. Engine No. 3265Tre Pol and Pen, was similarly convertedin 1930. Engine No. 6029King Stephen to have its name changed toKing Edward. VIII. Engines reoently condemned included: 4-4-0 tendercngines Nos. 1121 (M.S.W.]. No. 3), 3422, 3263St. Michael, 3288Mendip, 3327Marco Polo, 3412John G. Griffiths; 2-4-0tanks Nos.. 1459 and 3569; 0-6-0 tanks Nos. 1393, 4350, 4383, 4387 and 4397.No. 722 ex Barry Rly. had been sold to a colliery in Northumberland.
L.N.E.R. Appointments. 137
R. A. Smeddle, Works Manager, Cowlairs, to be Locomotive Works Manager,Darlington. L. Farr, Locomotive Works Manager, Darlington, to be Works Manager,Cowlairs, in succession to Smeddle.
London Transport. 137
Farrtngdon and High Holborn station to known as FarringdonStation.
Diesel electric shunting locomotives London, Midland & Scottish Railway.,Bombay, Baroda & Central India Railway.137-40. illustration, diagram(side & rear elevations & plan).
Ten 350/400 B.B.P. 50-ton locomotives being delivered to the London,Midland & Scottish Railway were of the same type as the 250 B.B.P. 40-tonloco- motive built for the same railway in 1933-34, No. 7058, and tried outsuccessfully at Willesden and Crewe: this locomotive was identical with theArmstrong-Whitworth demonstration vehicle in service at Preston Docks. Duringtrials, both these locomotives of 24,000 lb. tractive effort proved thata 144 hour per week service was practicable and that marshalling work wasperformed with rather greater rapidity than by steam locomotives of equaladhesive weight. Fuller advantage of diesel shunting could, however, be obtainedby a design of heavier weight and correspondingly greater power, while theprovision made in the earlier locomotives of speeds up to 30 m.p.h. was foundto be unnecessary and that the advantages at low speeds of a double-reductiongear drive with 30,000 lb. tractive effort and a minimum of 22 m.p.h. couldbe incorporated. The ten new locomotives differ, therefore, from their prototypein these two respects. The design and manufacture of these locos. had beencarried out to the specifications and approval of W.A. Stanier, chief mechanicalengineer.
Fifty years of faithful service. 140
An interesting cercmony took place on Monday 27 April, at OceanicHouse, Cockspur St., S.W.1., the London office of J. Stone & Co. Ltd.. of Deplford & Charlton. The occasion was the presentation, on behalfof the Directors of the Company, of a gold watch and chain, to each of thefollowing members of the office staff: Messrs. H. Lack, H. S. Lock, D. McLarcn,D.M. Paton, C. Petter , and C. Shave, "in recognition of 50 ycars ' faithfulservice." The presentation was made by the chairman of thc company, Sir FrederickPreston, KB.E., who was supported by the deputy chairman , Sir John Prestige,and the managing director, Henry W. Lee. Sir Frederick , after congratulatingthe recipients upon the attainment of such a long period of service, expressedhis pleasure at being able to personally make the presentation, and saidhe was gratified to know that among the large staff employed by the company,there are also many other members approaching 50 years' service to theircredit, and he hoped they would all eventually qualify for a similar recognitionof a long period of service.
Irish railway notes. 140
On Monday 20 April thc passenger train service on the Westport andAchill branch was restored temporarily. Two trains each way daily are run.The bus ser- vice is discontinued while the train is in operation. Extensivealterations are in hand at Westland Row station, Dublin, in connection withthe scheme whereby all M.G.W. section trains will start from there for theWest owing to the closing of Broadstone. Between Westland Row and Grand CanalStreet shed additional sidings are being laid for stabling the trains. Thedown platform at Westland Row has been lengthened. Colour light signals havebeen introduced between Amiens Street and Westland Row stations.
On the Great Northcrn line the first of the buffet cars is running on the10.30 Belfast to Dublin, returning on the 15.15. It seats 40 passengers,and the bar and counter are separated from thc rest of the car by a partitionand door. Two new Dicsel trains for the Belfast and Lisburn service are welladvanced. These consist of two saloons at either end with the power unitin the centre.
4·6·4 stream-lined express tank loco. German National Rys.140-1. illustration
Designed and built by Henschel & Son of Cassel, for the GermanNational Railways. To keep the axle load down to the limit of 18.5 ton thesix-coupled type was adopted and as the main routes of Northern Germany arefairly easily graded a driving wheel diameter of 7 ft. 6½ was chosen.The 4-6-4 wheel arrangement ensured an easy riding machine. As speeds upto 100 miles per hour have to be obtained, the minimum wind resistance wascalled for in either direction the engine may be travel ling and it was thereforeprovided with a sheet metal casing which completely enveloped it. Th. workingpressure was 284 psi To reduce weight the streamlined cowling was weldedconstruction as much as possible.
Mixed traffic loco. No. 5157, L.M. & S.R. 141.illustration
Sir W.G. Armstrong built locomotive namedThe Glasgow Highlander(illustrated) and No. 5158The Glasgow Yeomany. Both allocated toSt. Rollox and one illustyrated with tablet exchange appartus for workingon Highland main line.
0-8-0 tank locomotive for the South African Mines. 142. illustration
Two outside-cylinder locomotives supplied by W.G. Bagnall for 3ft6in gauge railway serving Rand gold mines
Southern Railway.142
Four W class 2-6-4T goods engines had left Ashford: Nos. 1922-5. Withdrawnlocomotives: No. 80 (0-4-4T); No. 685 (4-4-0); No. 2020 (4-4-2T) and No.2282 (0-4-2T).
4-8-4 passenger locomotives, Chesapeake & OhioR.R. 142-3. illustration
Built at Lima Locomotive Works to requirements of T.F. Barton,superintendent of Motive Power. Built to haul theGeorge Washington,The Sportsman and theF.E.V. passenger trains which had to crossthe Allegheny Mountains and the Blue Ridge Mountains. The locomotives Nos.600-604 were named:The Jefferson, Patrick Henry, Benj. Harrison, JamesMadison andEl. Randolph. They had 100ft2 grate areaand 27½ x 30in cylinders
L.M.S.R.143.
Further new engines of the 4-6-0 Silver Jubilee class turned out atCrewe bore Nos. 5696Arethusa, 5697Achilles, 5698Mars,5699Galatea, 5700Britanniaand 5701Conqueror. Nameshad also been given to the following earlier engines of the same type asshown: Nos. 5566Queensland, 5591Udaipur, 5598Basutoland,5619Nigeria, 5627Sierra Leone, 5636Uganda, 5638Zanzibar, No. 5653Barham, and 5664Nelson. The abovenew ones were all provided with 3,500 gallon tenders.
The 300 h.p. Diesel-electric shunting locomotive ex English Electric Co.Ltd., which was recently overhauled at Crewe Works, was now in service asL.M.S.R. No. 7079.
Regimental names had been given to four of the Royal Scots which hithertobore historical names, as follows: Nos. 6131The Royal WarwickshireRegiment, 6132The King's Regiment (Liverpool), 6139The WelchRegiment, and 6141The North Staffordshire Regiment.Recentwithdrawals included the large-boilered 4-cylinder Claughton No. 6013; thiswas one of the series fitted with Caprotti valve gear, of which three inall had been condemned.
Engines rebuilt with standard Belpaire boilers included class G1 Nos. 9029and 9092; also class G2 No. 9433.
New 4,000 gallon tenders had been attached to the following engines of theRoyal Scot class in place of the former 3,500 gallon type which had beentransferred to new engines of the Silver Jubilee class:- Nos. 6109, 6118,6166 and 6169.
New two-cylinder 2-6-4 passenger tanks ex Derby in traffic up to No.2441.
Narrow gauge Beyer-Garratt locomotive, for Victoria. 144
3ft 6in gauge 2-6-6-2 for Australian Portland Cement Propriteary Ltdsupplied by Beyer Peacock for use at the Fyansford Works at Geelang wherethere were 1 in 37 gradients
Personal.144
J.H. Moffat, Locomotive Superintendent of the Tao Ching Rly for theprevious fifteen years had retired. He had joined the North British Railwayin March 1877 and left for China in 1893. He intended to remain in Chinaat Shan-Han Kwan.
The Institution of Locomotive Engineers. Mr. W.A. Stanier, President1936-7. 145. illustration (portrait)
Brief biography
[L.M.S. appointments]. 145
G.N. Shawcross had retired on 1 May. He had joined the L. & Y.R.as an apprentice in 1890; had acted as Works Manager at Horwich during WW1and was Mechanical Engineer thereat when he retired. He was a Vice Presidentof the Institution of Locomotive Engineers between 1925 and 1931.
L. Derens.The Holland Railway Company and its locomotives. 145-9.2 illustrations, 4 diagrams
The 4-4-0 was fitted with a Zara regulator, a new means of fixingthe boiler to the frames, a new type of cab, a new coupling to the tender(a shipstender) designed by W. Kloos, the former Technical Director of Werkspoor,Deuta speed indicators (in place of the Stroudley type formerly used) andthe Leonard system of wheel centres.
London & North Eastern Rly. 149.
Further engines of the 4-6-0, B17 class, completed at Darlington 'Workswere Nos. 2852Darlington; 2853Hudderslield Town, 2854Sunderland, and 2855Middlesbrough. A naming ceremony of No.2854 was carried out at Sunderland, by the chairman of the football clubon 18 April, the engine being decorated in the club colours for the event.Regarding earlier engines No. 2849 wasSheffield United and not asgiven previously, and No. 2850 wasGrimsby Town. No. 2848Arsenal was stationed at Leicester. No. 1502, H1 tank had been rebuiltas class A8 4-6-2 tank at North Road Works. New V1 2-6-2 tanks built at Doncasterwere Nos. 2898, allocated to North Berwick, 454 at Gateshead, and 455 tothe Newcastle area. No. 8123, one of the last four 0-4-4 tanks of the G.E.R.,had been overhauled at Stratford and was working from March shed. The L.N.E.R.announce that 11 express locomotives of the Sandringham type under constructionat the Darlington Works of Robert Stephenson & Co. Ltd. were to bearthe names of the undermentioned Association football teams:ManchesterCity, Everton, Liverpool, Leicester City, Nottingham Forest, Bradford, BradfordCity, Barnsley, Manchester United, Tottenham. Hotspur; West HamUnited.
Neasden Rly. depot of the London Passenger Transport Board. 149
To be rearranged and reconstructed. It accommodated 550 passengercars, but the new depot would accommodate about 650 vehicles and cover 44acres. Modern plant for maintenance, cleaning and washing of rolling stockto be installed.
G.W.R. railcar parcels service. 149
On 4 May an experimental parcels service operated by a streamlinedrailcar was brought into operation between Paddington, Kensington (AddisonRoad) and Reading and Oxford. It left Addison Road with a load of cakes andconfectionery at 04.50, reached Reading at 05.45 and Oxford at 06.35. Itleft for Paddington at 06.45 with parcels traffic. In the afternoon it conveyedtraffic from Paddington at 13.05. for local stations to Reading, returningat 15.56.
Axlebox boring, facing and radiusing machine. 150-2. 5 illustrations
George Richards & Co. of Broadheath, Manchester, for the LMS
L.&N.E.R.152
Sidestrand Halt between Overstrand and Mundesley opened on 20 May1936.
From 10 May Sunday services operated between Victoria Park and Woolwich
[Souhern Railway]. 152
Work on Chessington branch had started. Sir Robert McAlpine was contractorand line was expected to open in late 1937
Armoured railcars. 152-4. diagram (side & front elevations)
History: early use at Vienna in 1846 near Vienna. Used in AmericanCivil War, the South Aftrican War, the German offebnsive against Belgium,the Russo Polish and Russo-Japanese wars and Russian and Chinese Civil Wars.The design of the slats is important.
W.E. Carlisle. Jigs, fixtures and notes on production, 154-7. 4diagrams.
The use of jigs depends upon the number of parts required, the classof labour and the cost.
Tyneside electrified lines. 157
During the weekend of 22-5 May the conductor rail was moved 3¼inch to conform to the Ministry of Transport standard and to enable the SouthTyneside line to be elctrified. Steam trains would replace the electric trains.500 men were involved in moving 50,000 insulators and more men were employedat the Gosforth car sheds in moving the pick up shoes on the rollingstock.
[New Continental train]. 157
The service from Liverpool Street to Parkeston Quay from Sunday3 May was equipped with new rolling stock (such behaviour was "normal" inpre-franchise days) and the first class dining cars were equipped with separatechairss and large side windows
Some locomotive inventions of Joseph Beattie. Feed waterheating and condensing. 158-9. 2 diagrams
Beattie's standard feed water heater was first applied to Nos. 157Clydeand 158Lacyand possibly 159Castleman andR.H.Duttonand then to the Beyer Peacock Nos. 231-6
Railway Club.159
On 2 April C.N. Anderson presented London to Southampton and beyond;noting that Bournemouth was not reached until 1870
Institution of Locomotive Engineers Some suggestions onsteam locomotive design. 159-61.
Following is an abstract of Paper 355 read before the Institutionby J. W. Beaumont at the General Meeting held on 23 April, when the President,Mr. A. C. Carr, took the chair.
If performance were the only criterion by which a locomotive is to be judged,a more or less complete satisfaction with the modern machines and with theirpossibilities of further improvement on similar lines might be justified,but there is another equally important consideration. The railway is a commercialundertalcing , and the engineer has not only to provide for the performancerequired, but also to ensure that it is carried out at the least possiblecost. It is not enough to say that the modern machine shows, even in thisrespect, great advantage over its predecessors, it would be poor testimonyto the designers if it aid not, the real question in these days of intensivecompetition is the reduction of running costs to the minimum. A typical modernlocomotive may be taken having three driven axles, each carrying a weightapproximately twenty tons, or sixty tons in all, and this being sufficientweight for effective adhesion for the loads and speeds required, is the totaluseful weight of the locomotive. The total weight, however, including thetender, coal, and water may be as much as 160 tons, giving an extra loadof 100 tons which has to be hauled by the engine and must be added to thegross weight of the train. It is suggested that the reduction of this extraload is the problem of to-day.
The first suggestion for consideration is a more extended use of the articulatedprinciple of construction. The Garratt locomotive has now had some thirtyyears of development and has reached a high pitch of perfection. It has beenadopted in this and many other countries throughout the world, but it maybe doubted whether its advantages have even yet met with the full recognitionthey deserve.
The arguments in its favour are generally well known, but two of them maybe particularly referred to, as further suggestions depend upon them.
If sixty tons be taken as the useful weight of a locomotive, and that weightcan conveniently be distributed over four or six axles instead of three,there will obviously be a large saving not only in first cost but in maintenancecosts of way and works, the locomotive being the only vehicle on the railwayat the present time that necessitates anything like a hundred-pound rail.
The other advantage is the greater latitude this method of construction givesto the design of the boiler or steam generator. Great advances have beenmade in recent years in apparatus, both electrical and mechanical, for thedistant control of machinery, and there seems no reason why a locomotiveshould not be controlled entirely from a footplate or cab placed at eitherend, when the full profile of the generator in its casing could be the sameas that of a coach or to the full limits the structural gauge will allow.
The ordinary locomotive boiler, with its fire tubes and blast pipe, is, withits modem improvements, still a highly efficient apparatus for its purpose,but seems to be getting very near to its limits as regards steam pressures,and higher pressures may well be one of the most important factors in futureprogress.
The most likely substitutes appear to be either the water tube boiler orthe unitubular steam generator.
The water tube boiler is now commonly constructed for pressures of sevenor eight hundred pounds and, particularly for marine work, has been madeof very compact design, though perhaps its fullest efficiency is reachedwhere size and shape are not of so much importance. It is capable of producingsteam on a lower rate of fuel consumption than the locomotive boiler, andhas a good storage capacity. It has already been successfully adapted foruse on locomotives in various forms, both in this and other countries, and,especially with a little more lattitude as regards dimensions, offers a verypromising field for the designer's consideration.
The steam generator of the unitubular type, although it is now a good manyyears since it was first used, has not as yet been built to a capacity whichwould be required for a full-sized locomotive, but in small units, generallyfor road vehicles, In its earlier days, Serpollet in France, White in America,and others, designed generators of this type which, so far as theirsteam-producing capacity was concerned, were very satisfactory, the manytroubles experienced with them being almost entirely due to the controllingapparatus. Experimental work has gone on continuously ever since, notablyby Doble, at first m America and for the last few years in this country;by the Siemens and Henschel companies in Germany, and others; with the resultthat generators of this type are now at work, both on road and railway, stillof comparatively small power, but producing steam at very high pressures,fired either with solid or liquid fuel, and on a fuel consumption considerablylower than on any ordinary type of boiler.
Railcars fitted with this generator, built by Henschel, are running in Germany;a shunting locomotive, built by Sentinel Works, is at work on the L.M.S.,and there seems no reason why the principle should not now be extended tomuch larger generators, used either singly or in multiple units. Their advantageswould be very substantial; it is not, of course, possible to give actualfigures regarding the saving of weight with large units, but judging by thesmaller ones constructed they would weigh less than half that of an ordinaryboiler. Pressures may be raised to any desirable limit, 1,200 lb. is beingused in some cases, but as steam is only generated as required and thereis no storage, there is no risk in using still higher pressures.
Up to recently these generators had only been fitted for firing with oilor other liquid fuel, but now both Siemens in Germany and Doble in Englandhave successfully overcome the solid fuel difficulty and the coal or cokefired generator is now equally available. There is scope for much ingenuityin the adaptation of this method of steam generation to the most powerfulof modern locomotives, but its success would in itself go far to solve theweight problem. Not only would the apparatus itself be considerably lighterthan either the ordinary locomotive or the water tube boiler, but owing toits high productive capacity the weight of the fuel to be carried would belargely reduced, and, with the condensation equipment suggested later on,the weight also of the water. Firing with either liquid or solid fuel ismechanical and automatically controlled.
The next consideration is the engine, and the possibility of increasing itsratio of power to weight as has been so successfully done in the case ofthe internal combustion engine.
We are most of us familiar with the empirical formula for the calculationof the horse-power of motor cars for taxation purposes, and know that theactual horse-power of our engines is very much in excess of that on whichwe are rated. When that formula was first introduced, however, it was notvery far out, as it was calculated on an engine speed of some 1,200 revs.per minute, quite an ordinary speed in those days. Petrol-driven engineshave since been improved by their designers to such an extent that threeor four times that speed is easily attained, and the power output is increasedaccordingly so that an engine, for example, rated under the formula at 12to 14 h.p. will actually give at least 45 to 50 h.p. on the dynamometer.Diesel engine designers are now working on the same lines and increasingtheir power weight ratio in the same way. Can we not do the same with steam?A six- foot driving wheel running at 70 miles per hour is only making 328revolutions per minute, and that is probably about the maximum economic speedof the type of engine used, but it is now possible to design light, high-pressuresteam engines to run at three times that speed. This would, of course, involvethe use of gearing even with the smallest practicable driving wheels, andnot many years ago this might have been considered a serious obstacle, butwith modern materials and methods of gear cutting it presents no difficulties.Each axle would be driven by a separate engine, which, in view of the highpressures to be used, would probably be of the compound or triple expansiontype. It would be suspended at about its centre of gravity from the frame,and carrying on its crank shaft a gear wheel engaging directly with anotheron the axle of the driving wheels, a suitable ratio being provided betweenthe two. An oil-tight casing would surround this gearing and extend overthe crankshaft, guides, etc., right up to the cylinders, so that all movingparts were working in an oil bath.
Engines of this type have been fi.t:ted by several manufacturers during thelast ten or twelve years into light locomotives, in combination with vari-ous kinds of gearing, and the results have been such as to encourage theidea of a much larger application of the principles involved. In fact threelocomotives built by the Sentinel Co. and supplied to a metre gauge railwayin Colombia are much on the lines indicated, having two bogies, each of threeaxles, and carrying a water tube boiler on a cradle between them. Each axleis driven by a separate engine of about 100 horse-power. Being of metre gauge,it was not possible to try them out in this country and one of them was givena short trial in Belgium, but under such circumstances it may be hardlysurprising that a good deal of trouble and unforeseen difficulties wereexperienced when first they were put to work. These difficulties have, however,been gradually surmounted and the latest reports show that they are now fullycapable of the performance for which they were designed. Another possibilitywhich has been tried with a considerable measure of success is the applicationof the turbine engine to the steam locomotive. It is essentially an enginewhich can take full advantage of the higher pressures suggested and of thehigh velocity with which steam issues from the uni-tubular type of generator.In view of recent developmerrts, particularly on the L.M.S. Railway, furtherknowledge of its possibilities will no doubt be available and the turbinemay eventually find as great a place in locomotive practice as it has alreadyearned in the fields of marine and power station engineering. To get thefullest advantage from the use of these higher pressures and high-speed engines,whether reciprocating or turbine, the question of condensing must be considered.Either type can be worked successfully without it, but it will probably begenerally ad- mitted that the efficiency of both can be materially increasedby its use. It is a problem of considerable difficulty, both on account ofspace and weight, but the difficulties should not be insuperable. A paperwas read some time ago in our South American Centre describing a condensingapparatus fi.tted to a locomotive of an ordinary type which was claimed tobe entirely successful, and it was evident that a very considerable areaof condensing tube could be distributed over the outer surfaces without takingup a great deal of extra room. With regard to extra weight, this would probablybe more than balanced by the greatly diminished amount of water that wouldhave to be carried, while the efficiency of the engines would be considerablyimproved. Another suggestion for the economical use of steam concernsthe use of superheat. Many years ago the author made some rather crudeexperiments with a steam generator of the unitubular type by heating thecoil at the output end to a red heat and getting steam from it at 1,000°F.With steam at that temperature the engine could of course only be run forcl. few moments at a time, and, though no instruments were available foractual measurement, the power output was quite extraordinary. No doubt thesteam was converted with a more perfect gas and the engine, which was a compoundone, took the advantage of better exparrsion, but even that did not appearfully to account for the increase in power. There are practical diffi-cultiesin the use of steam at such a temperature, but, after all, it is no higherthan the temperature of the gases inside the cylinders of a petrol engine,and although the alternate in- duction strokes bring a charge of cool mixturein, they would soon be getting red hot in the absence of any external meansof cooling. It may seem rather strange to suggest water-cooled cylindersfor a steam engine, but somethmg of the kind would be needed for the useof such a highly- heated gas. Possibly, too, it would be advisable to usesingle acting cylinders to ensure proper lubrication. Passing the feed waterthrough the jackets naturally suggests itself so that the heat would notbe lost, as it is in the cooling system of the internal combustion engine.Some further experiment and investigation into this matter might have veryinteresting results.
More reminiscences of Stratford.162-3.
During the last year of M. Bromley 's regime, as I was working m themachine shop (being a very poor turner I had been transferred to Harry Bishop'smill-wright gang), one hot .afternoon in the summer of 1881, when thingsseemed comfortably quiet, Bromley suddenly appeared in the shop. with twolady friends. In those days the machinery was driven by a vertical steamengine, made up of. a pair of locomotive cylinders fixed m substantial uprightsand dnvmg a crank axle connected direct to the shafting. Workers m the shop.were startled by this unexpected appearance of visitors; and, further, muchmore astonished when Bromley, anxious to show the effect of stoppmg the engineto his lady friends, without any hesitation, quickly shut the stop-valve.The result was instantaneous—the machinery stopped, most of the machineswith a cut-on, and with the crank axle of the shafting on its dead centre—aposition the driver of the engine always most cautiously avoided when stopping.ML Bromley next proceeded to attempt to demonstrate the effect of re-startingthe machinery, and he re-opened the stop-valve, but, to his chagrin, nothingmoved. The driver, thinking an accident had taken place rushed into the shopfrom the boiler shed through the trap door behind the engine. He at oncehad the hand-wheel handed over to him but alas his manoeuvres produced nobetter result. Bromley and his visitors immediately departed, and no morework was done that afternoon, as it was necessary to call our gang to attachpulley blocks to the spokes of different wheels on the shaftmg, etc. I wellrecollect that we did not leave the shop until some time after the othermen had gone. The machine shop in which I worked had been an engine paintshop and I understand the cylinders of the old Enfield rail car built atFairfield Works, Bow, by Bridges Adams were used for the engme.
On another occasion, whilst working with the same gang, in the followingyear, after T.W. Worsdell had assumed office, we were employed in endeavouringto convert an old wheel lathe into a cylinder-boring machine, which was tohave one long boring bar on which two cylinders could be threaded and whichwas to be supported on a removable back-rest. T.W. Worsdell—as manywho met him will confirm—was an imposing man, and when he first cameto Stratford he developed a rather nasty habit of going into the shops atabout 5 o'clock p.m. The machine on which we were working was just insidethe north door and tools had been put away soon after 5.15 p.m.; some ofus saw the great man enter and immediately hammers, spanners, and any loosearticles were picked up to commence a noisy belabouring of the bed-plateand face-plate of the machine. So violently was this attack developed thatWorsdell stopped in astonishment to see what really was being done. At thismoment the works manager — G. Macallan—appeared, and I distinctlyheard Worsdell say to him, "Whatever are they doing Mac?" That gentleman,in his falsetto voice, said "Well sir we are convertmg a surplus wheel-latheinto a cylinder-boring machine," proceeding to give an outline as to howit was to work. Worsdell stood in a somewhat bewildered attitude, and calledout, "Stop the work!" turning on his heels and walking away with Macallanfollowing him. The heavy hlows and rattling of tools soon ceased after theirdeparture, and we stood, more or less, dumb-founded as to what the next movewould be .. Just as the bell rang the foreman came up hurr iedly to say thatno more work was to. be done on the conversion, as Worsdell considered theresult would never be a good one.
Soon afterwards I was transferred to the erecting shop, and Worsdell meantimehad oommenced his out-turn of new locomotives, and—as will beremembered—his first express engmes built at Stratford were the 562class, known as the G 14 from the number of the works order.
As the work of building the first progressed, so the fame of G 14 increased,until on Friday nights (pay nights), immediately preceding the advent ofthe famous engine, the neighbourhood of the New Town, adjacent to the works,where various hawkers and purveyors of cheap provisions, fancy goods, etc.,gathered, there were G 14 books, G 14 toffee, as well as a very popular G14 rock, wherein a very elementary represention of a locomotive was incorporatedin cross-section.
When at last 562 was ready, much to our admiration, it had bright brassmountings—an embellishment Stratford had lost sight of for many years;in fact, during Adams' time hands were put on to remove any brass fittingswherever they appeared. The engine was hauled out on tp the weigh-bridge,attached to its tender, steam raised, and early the following morning itwent to Snaresbrook to fetch Worsdell to Stratford. The engine had been thesubject of much discussion among the younger staff, who freely predictedtrouble and misfortune to the new fangled ideas introduced, the chief amongthem being Joy's valve-gear-familiarly known as "Joyce's" ; and, sure enough,this was eventually the cause of a lot of trouble. The transverse shaft carryingthe slipper blocks was a very clumsy iron casting; various forms were advised,different materials were used, but they frequently broke. The first to breakwas on No. 564 engine, and as a temporary solution a distance piece was fittedand bolted through the quadrant until they were replaced by cast steel andno more trouble occurred. Another failing was the connecting rod, at thepoint where motion was taken for the valve gear. However, 562, after a fewyears service, lost its " Joyce's" gear [sic] and was refitted with Stephenson'slink motion.
The splashers over the driving wheels (made in one piece, with a door between,on one side, to get to the Westinghouse pump) were never popu- lar, and whenthe engine had the valve gear changed it re-appeared with separate splashersand the pump visible, which was much more to our satisfaction.
Another novelty on 'Some of the engines was a feed-water heater, which wasarranged round the blast pipe, the water being delivered into a space providedround the casting; hence it was conveyed to the boiler. This arrangementwas, however, soon proved unsuitable. The water deposited its impuritiesinside the annular space and this became a solid mass inside, necessitatingfrequent cleaning, etc. The fireboxes were over deep and the grates wereraised about 10 in. from the foundation ring. Having rigid spring hangersthey were rough riders for the men on the footplate, and spring boards wereprovided to stand on.
The G. 14 class were short-lived. Twenty were built in 1882-3, and the firstwas scrapped in 1895, the last in 1901. Not a long life for such importantlooking machines. I attribute much of their ill success to the valve gear,which was not only troublesome in its details but extravagant in fuel.
The screw reversing gear took 32 turns of the wheel from fore to back gear.
While making these notes I may also remark on the interregnum period of 1881,between the resignation of Bromley and the advent of Worsdell, matters were,for a time, in charge of Ghillies, the chief stores-keeper. Whatever hisinstructions may have been, the shortage of stores and material was assignedby the staff to the fact that he was a Scotsman. I believe there was notmore than a few pounds of copper in the stores when Worsdell arrived.
It is only fair to the memory of Worsdell to say that he was a most progressiveand far-seeing man, although what benefits the old G.E.R. reaped from hisprojects I am unable to say. At a meeting at the Mechanic's Institute heonce said that Stratford was "under a cloud" when he came there. He outlineda vast scheme for new shops, taking up the whole of the then vacant land,now covered with carriage sidings, engine sheds, etc., on the New Shed, or"Spike Island" side.
A second-hand rolling plant for bar iron had been laid down in the forge,and an old 0-6-0 1?"oods engine, No. 227, rigged up to drive it, but he soon'scrapped this 'Outfit and laid down gas furnaces and hydraulic presses forflanging, etc., and these were a great success. When James Holden came asLocomotive Superintendent, the urgent need for extension was acted on, andrebuilding and refurnishing of existing shops proceeded with until thesatisfactory position he brought them to matured. It was at this time thatwe " Stratfordians" learned the possibility in many ways of "making somethingout of nothing." Scrap was used up, re-modelled and returned to service,whilst many discarded machines were re-conditioned for further use.
The scrap-heap was located in the space now occupied by the coffee-room facingthe main sta- tion approach. Much to our delight, we young- sters, when lookingover this heap of old material, details, etc., found many interesting bits,such as number plates, etc., from bygone engines. I well remember one inparticular which had belonged to one of the old Blackwall Ry. engines, apiece of the splasher which, after cleaning, revealed the original royalblue these engines had been painted.
G.V.O. Bulkeley.163
Appointed Director of Transport in Nigeria, and under the new organisationwould assume executive control of the Government Rly., Ports and Marineservices.
T.F. Mitchell. 163
Assistant district loco. supt. L.M.S.R., Bank Hall, has been appointedassistant, office of supt. of motive power, Euston, and is succeeded at BankHall by . G.W, Miller, running shed foreman at Preston.
Tandem-compound goods locomotive, Cape Govt. Rlys.164. illustration
2-8-0 built by American Locomoticve Co. at Schenectady in October1902
An old ballast engine, L. & S.W. Rly. 164. diagram
Drawing based on photograph of G. England & Co. 2-4-0 bult in1865.
Spring passenger services.165
From 4 May "The Roynl Scat" (10.00 from Euston) accelerated ten minutesto both Glasgow and Edinburgh, the new arrival times being 17.45. at Glasgow(Central) and 17.50 at Edinburgh (Princes Street): The Flying Scotsman" (10.00.from King s Cross) was five minutes faster to both Edinburgh and Aberdeen,and two minutes faster to Dundee.
The largest individual acceleration was of the "Mid-day Scot" which leavesEuston at its old timing of 14.00. instead of 13.30 and arrived at Glasgow(Central) at 21.35 and Edinburgh (Princes Street) at 21.55, the whole ofthe 30 minutes later start being made up by faster runrung throughout. Onthe inaugural run of the new schedule the engine employed throughout was4-6-2, No. 6212Duchess of Kentwith a train of 14 vehicles (440 tons).In spite of five separate permanent wav slacks Crewe was reached. two minutesearly—158 miles in 161 mins. At Crewe two vehicles were added, the traintaring 493 tons, and the next stage to Lancaster, 72 miles, was run in 77min. (56.1 m.p.h.). From Lancaster to Penrith, 51¼ miles, the startto stop speed was 5l.3 m.p.h., the minimum speed at Shap Summit being 27.5m.p.h. The 17¾ miles Pcnrith to Carlisle were run in 18½ mins.with a maximum speed of 85 m.p.h. The first stage of 102½ miles fromCarlisle to Glasgow, with the Glasgow portion of the train of 277 tons only,was covered in 114½ min. (11 mins. less than schedule) notwithstandinga signal stop at Lamington and slows for permanent way operations. On Beattockbank the minimum speed was 34.5 m.p.h., the 10 miles to the summit beingcovered in 15 min. 8 secs.
A new express leaves Euston at 13.30 for Warrington , Preston, Blackpooland Lake District stations, saving between 13 and 47 minutes.
The Great Western Railway introduced new expresses on weekdays andSaturdays during May and June. The daylight service with the Channel Islandswhich commenced on 30 May included a boat express leaving Paddington at 08.30each weekday for Weymouth Quay, and in the reverse direction passengers reachPaddington at 19.30 instead of at 20.10
Obituary. 165
Death on 1 May 1936 of Sir Philip Nash,
K.C.M.G., C.B., M.I.C.E., M.I.M.E., in his 61st year. Starting asan apprentice at the Grantham Works of Richard Hornsby & Sons, he laterjoined the locomotive department of the Great Northern Railway at Doncaster.His next appointment was in the locomotive dept. of the East Indian Railway,later being transferred to the General Manager's Office. He was at home onleave when war broke out and obtained a position as a Director of NationalFilling Factories under the Ministry of Munitions in 1915. Sir Philip becameDirector General of Transportation of the B.E.F. in 1916 and Inspector Generalof Transportation to the British Armies on the Western Front in 1918.
Death on the 17 April 1936. H. Raynar Wilson in his 74thyear. 165
Raynar Wilson started his railway career on the Midland Railway inthe office of the superintendent of the line. In 1881 he was transferredto the Signal Dept. and became Indoor Assistant to the Signal Supt. In 1889he was appointed Signal Supt. of the Lancashire and Yorkshire Railway andin 1901 took up the British agency of the Hall Signal Co. of the U.S.A. Thissystem of automatic signalling was installed between Alne and Thirsk on theN.E.R. main line. He also introduced the long-burning oil lamps for signalsin 1903. As the business was not a success Wilson took up journalism andthough a special contributor on signalling and other railway matters he wasrecognised as an authority on various subjects. His books includeRailwaySignalling (1900),Mechanical Signalling andPower RailwaySignalling,The Safety of British Railways (1909), andRailwayAccidents from 1825 to 1924.
[R.G.E. Vallantin retirement]. 165.
In January 1936 relinquished his position of Engineer in Chief ofMaterial and Traction of the Paris, Lyons and Mediterranean Railway, fromwhich he retired with the title of Ingenieur in Chef Honoraire, entered thisrailway in 1907 after a professional training at the Ecole Polytechniqueand the Ecole d'application du Genie Maritime followed by a period of servicewith the State as a marine engineer. His first appointment was in the CentralRolling Stock Dept., Locomotive and Tender Division, of which he became thePrincipal Engineer in 1912, and so remained until 1916 when he was appointedwith the same official rank to the Department of Material and Traction, becomingEngineer in Chief in succession to Monsieur Marechal in 1919. Vallantin'stenure of office thus coincided with an epoch of important technical developmenton this railway; and it also fell to his lot to be- directly concerned withthe vast reconstruction arising from the war and it aftermath, in which heexhibited a talent for organisation not less remarkable than his scientificand technical achievements. Ever receptive of new ideas, he was always readyto test devices of a promising nature, and the trials and experiments conductedunder his auspices are classics of their kind in locomotive engineering;as an example of which we may recall his paper on Compound Locomotives presentedat the February 1931 meeting of the Institution of Locomotive Engineers,of which he is an honoured member. We have on numerous occasions been indebtedto M. Vallantin for information published in "The Locomotive," and it istherefore fitting that we now offer him our cordial good wishes on his retirementfrom the onerous labours of a great office held so long and soworthily.
Institution of Locomotive Engineers. 165
At the general mceting, on 23 April, the following candidates wereelected. Members: Frederick Wm. Abraham, Asst. Divl. Supt. of Operation,L.M.S. Rly., Hunt's Bank, Manchester; Donald Fraser, Representative in Chinaand Siam of the Metropolitan-Camrnell Carriage and Wagon Co. Ltd., VickersHouse, Broadway, S.W.1; Alex. Henderson Carnpbell Page, Chief Works Metallurgist,L.M.S. Rly., Derby; Herbert Raby Riley, Chief Mechanical Engineer, UnitedRailways of Havana, Havana, Cuba; Wm. Sharrock Eccles, Asst. Workshop Supt.Mechanical Dept., Nigerian Rly., Ebute Metta, Nigeria. Transfer from AssociateMember to Member: Alan Oswald Chalmers, Mechanical Engineer and Loco. Supt.,Salvador Rly. Co., Ltd., Sonsonate, Rep. of El Salvador, C.A.; William ArrolMillar, Managing Director, The Clyde- Rubber Works Co. Ltd., Renfrew. Associates:Cecil Cyprian Higgens, Overseas Railway Specialist, The Eyre Smelting Co.Ltd., Tandem Works, Merton Abbey, S.W.19; John Whittle Holden, EngineerController, Quasi-Arc Co., Ltd., 15 Grosvenor Gardens, S.W.1.; Albert HenrySornmer , Director (Works}, Messrs. D. Wickharn and Co. Ltd., Ware, Herts.;Arthur Frederick Webber, Engineer to British Iron and Steel Federation, CaxtonHouse (East), Tothill Street, S.W.l. Associate Members: I. Hydari, Asst.Loco. and Carriage Supt., Nizam's State Rly., Hyderabad, Deccan; Thomas Reed,Loco. Shed Foreman, Sierra Leone Govt. Rlys., Sierra Leone; Hemendra NathMukerjee, Works Inspector (Carr. and ·Wagon Shop), Messrs. Burn andCo. Lrd., Howrah, Calcutta ; Denis Wm. Peacock, Draughtsman, Research Dept.(Engineering Section), L.M.S. Rly., Derby. Re-instatement of Graduate toAssociate Member: Ross McLean Currie, Loco. Dept. S. African Rlys. and Harbours,Pretoria. Graduatcs: Mahmood Hassan, Special Class .vpprcru icc of the IndianState Rly" .. Jamalpur Works, East Indian Rlv.; Duvur Venkatrama Reddy,Probationer of the Indian State Rlys., Loco. Works, Southern Rly., Eastleigh,Hants; Alexander Marshall Postlethwaitc. Premium Apprentice, Loco. Works,L.:M.S. Rly., Horwich. Lancs.; Ko-Ming Tsui, Draughtsman, . Sir W. G ..Arrnstrong-Whittworth and Co. (Engineers), Ltd., Scotswocd Works,Newcastle-on-Tyne : Sudhindra Narayan Biswas, Pupil, G.W.Rly, Swindon; FrankBaldwin Clark, Supernumerary Running Shed Foreman, L.N.E.Rly., Loco. Dept.,Neasden, ; John Norman Cox, Irnprover , L.M.S. Rly., Loco. Works, Derby;Arthur Harold Sinclair Marley, Pupil, LNER,. Doncaster : Jack Lillico Smith,Premium Apprentice, LNER, Cowlairs Works, Glasgow.
Correspondence. 166
Probable effects of electrification on steam traction. N.T.
In an enumeration of the anticipated effects of the State-aided railwayelectrification schemes under the above heading you omit two important benefitswhich the layman does not apparently anticipate, viz" the tendency forinterruption of electrical train services through current failing as exemplifiedby the great "black-out" on the Southern a short time ago and the inadequateheating of electric trains in cold weather. In the latter connection it maybe asked whether the LN,E,R, have considered the question of heating thethrough express trains on the Manchester-Sheffield route.
The benefits to be derived from the electrification of this line appear tobe entirely problematical and, in the views of many railway officials withwhom the writer has discussed the subject, are practically non-existent.It is very curious that after reverting to steam working on the Shildon-Newportline in Durham, the L.N.E.R. should again be found risking large capitalexpenditure upon electrification of the Manchester-Sheffield section.
Reviews. 166
Oil engines for road, rail and air transport. 3rd edition. London: TemplePress Ltd.
This 240 page manual of reference, published at a reasonable price,gives a comprehensive view of oil engines for road, rail or air use and shouldprove user ul to a very wide circle. The early chapters record the developmentsof the oil engine, followed by descriptions giving the principles of operationand constructional details of successful makes in various countries, suitablefor road vehicles and railway rolling stock. Then there is a section on thetypes exclusively used for railways. The various auxiliaries, fittings, fuelsand lubricants for such units are dealt with,
Famous British trains.R. Barnard Way. London:Ivor Nicholson & Watson
Books on railways are multiplying fast, but this one is somethingnew, as although it is bound to please the railway enthusiast, it will alsointerest all who are fond of travel, as the style of the text is informativeand entertaining and not at all technical. The author describes each of thefamous named trains at present running in this country, giving their make-upand their speeds, and is up-to-date enough to include the L.N.E.R.SilverJubilee and the G.W.R.Bristolian. Not only does he give particularsof the engines but explains in an attractive style the route over which thetourist is travelling with the gradients and speeds en route. He deals withall the main lines from Thurso to Penzance and also some interestingcross-country runs, like that of thePines express from Liverpoolto Bournemouth, theDevonianfrom Bradford to Kingswear, and of coursetheSunny South from Liverpool and Manchester to Brighton, Hastings,Eastbourne and Ramsgate. The book is profusely illustrated with 60 photo.reproductions of the trains referred to, as well as several views of thebeauty spots which they serve.
Questions, answers and descriptive diagrams of thelocomotive. A.E. Jennings. Shrewsbury: Wilding and Son, Ltd.
This little book has been written with the object of providing studentsIn the Enginemen's Mutual Improvement Classes with a guide to the practicaloperation of the steam locomotive. Although it does not profess to coverthe whole field of the subject it will be found a great help as a preliminarytreatise, It deals with the general description of the mechanism, and thebest methods of quickly dealing failures, in easily understood language.The author describes the Westinghouse brake, the hot water combination injector,hot water and exhaust injectors, steam brake vacuum ejector and variouslubricators. It should be a useful guide to those for whom it is written,and it evident much trouble has been taken to make the be reliable forreference.
The British Railways Press Office, 35 Parliament Street S.W.1, 166
Issued on behalf of the four main Iine railways, the 1936 editionof the bookletFacts about British Railways, The 32 pages of thisbooklet, which can be obtained free of charge, are a mine of informationand contain, almongst many other interesting facts, column diagrams of railwayreceipts and railway expenditure and a map of the British railways showingthe routes of the famous main line expresses.
Trade notes and publications. 166
The Crown Agents for the Colonies
Placed an order with the Drewry Car Co. Ltd. for one of theirsemi-enclosed rail inspection cars, together with two inspection trolliesfor service in the Federated Malay States.
Number 526 (15 June 1936)
The locomotive from vaious angles.167
Editorial: the locomotive, as is the case with every other objectwhich in any way lends itself to debate, acquires a different complexionin the mental vision of the several individuals considering it; the variationsmay be great, even to the extent of contradiction, and depend not only onthe occupation and temperament of the individual, but also on the many complexfactors influencing his mentality, such as, for instance, the degree of tolerancehe possesses.
Irrespective of whether steam, fuel oil or petrol, electricity, or any otherform of prime mover be employed, the basic function of the locomotive inrailwav service is to haul the maximum load over the greatest possible distance,in a given period of time, in what is ultimately the most economical manner.This, very properly, is the light in which the locomotive is regarded inmanagerial circles, but it is only natural that other views should be heldby those whose opinions are influenced by purely departmental considerations.The true assessment and welding into a homogeneous whole of these frequentlydivergent views is one of the functions, not always enviable, of management;unless insular views are corrected by some such process of co-ordination,inefficiency of working is certain to ensure with all promptitude.
The departmental view of the traffic man with regard to locomotive powerapproximates more closely to that of the management than that of any other.He is accustomed to measuring the efficiency of the locomotive, in so faras he himself is directly affected, in terms of either train miles or ton-milesworked per engine hour, accordmg to whether passenger or freight trafficis under consideration, and usually regards failures WIthout either sympathyor understanding. Failures are equally anathema, but in a more personal sense,to the locomotive man, but he, on the other hand, does understand at anyrate the great majority of them; he realises that, as long as the human elementinfluences the matter they, like the poor, will always be with us, and thereforeseeks to increase the mileage run between failures, not only technicallyas regards design, methods of manufacture and maintenance, but also by improvingthe efficiency of the staff responsible for the handling and repair of theengines. The running man has more than one standard by which he judges locomotiveefficiency; these include, individually, consumptions of fuel and lubricantsand costs of maintenance and his broad, or ultimate criterion is the numberof hours in steam per engine per annum. Comparison of this latter with theunits beloved of the traffic man at once shows that these views may be, andare valuable when studied in conjunction, but separately of limited usedand, by their very narrowness, almost dangerous.
The works man is primarily concerned with the minimisation of costs as regardsbath construction and heavy repairs; unchecked pursuit of this trend of thoughtresults in high maintenance costs and the possibility of a degenerating standardof workmanship for. heavy repairs, quality being sacrificed to quantity mthe event of the question of high output from works being allowed to dominateall else. To the youthful amateur railway enthusiast the colour scheme andstyle of lining adopted, the re1ative cleanliness of the paint work and theocca- sional breaking of a peak speed record, perhaps over a length of muteof a fraction of a mile only, are matters of the gravest importance. Otherthan a passim; interest in the number of wagons constituting the load ofa mineral train, his usu- ally trivial and misguided interests are almostentirely confined to the engines engaged in the working of those trains which,in certain journalistic and literary circles, are inevitably designated "crack."Time, however, is a wonderful healer, and in due course he develops intoa respectable, law abiding citizen.
London & North Eastern Ry.167
The first V2 class, 2-6-2 type tender engines No, 4771 (DoncasterNo. 1837) had been namedGreen Arrow. Doncaster Works had also completedthe first two of the further series of P2 class, 2-8-2 express engines, Nos.2003Lord President, and 2004Mons Meg. These would be followedby Nos. 2005Thane of Fife and 2006Wolf of Badenoch. Armstrong,Whitworth & Co. commenced delivery of ten K3 class, 2-6-0 engines. No.2417 was the first and stationed at Gorton. North Road, Darlington, had completedthree more Bl7 4-6-0 class, Nos. 2856 Leeds United, 2857DoncasterRovers, and 2858The Essex Regiment. The naming ceremony of No.2858 was performed at the Exhibition of Rolling Stock at Romford on Saturday6 June. Nos. 2848 to 2855 were allocated to Leicester and 2856 and 2857 toNeasden. Nos. 1526 and 1527 had been rebuilt as Class A8 and 1517 was beingaltered; this would make the class Hl, 4-4-4 tanks obsolete. Nos. 465-6 completedthe order for 2-6-2 tanks for the N.E. area (Class V1).
2-6-4 type P.T. class broad gauge tank engines, South Indian Rly.168-9.2 illustrations, diagram (side elevation)
Seven broad gauge locomotives supplied by Robert Stephenson &Co. Ltd under inspection of Robert White & Partners.
Basingstoke & Alton Light Rly.169
Since the passenger service on this line was withdrawn on 12 September1932, a regular freight service had been worked from the Basingstoke end,as the junction at Alton was taken out. But from Monday 1 June all serviceswere withdrawn and the intermediate stations closed at Cliddesden, Herriardand Bentworth and Lasham. All traffic would now be dealt with by road.
London, Midland & Scottish Railway. 169
The following engines of the 4-6-0 Silver Jubilee class had been completedand turned out at Crewe: Nos. 5702Colossus; 5703Thunderer,5704Leviathan, 5705Seahorse, and 5706Express. Twoothers are also nearing completion, Nos. 5707Valiant and 5708Resolution. The engines thus noted were all fitted with 3,500 gallontenders, which had been transferred in exchange for new 4,000 gallon typefrom engines of the 4-6-0 Royal Scot class. In addition to those alreadynoted, names had been given to the following earlier engines of the SilverJubilee class, as shown: Nos. 5553Canada, 5571South Africa,5574India, 5587Baroda, 5593Kolhapur , 5596Bahamas, 5602British Honduras, 5604Ceylon, 5607Fiji,5634Trinidad, 5647Sturdee, 5654Hoodand 5663Jervis, Further Royal Scots re-named after British regiments were6135The East Lancashire Regiment, 6136The Border Regiment,6140The King's Royal Rifle Corps, and 6146The Rifle Brigade.The 6 ft. 2-4-0 straight link class engineEngineer Watford, whichwas condemned in the latter part of 1935, had been finally broken up at Crewe.Other withdrawals included large-boilered 4-6-0 Claughton No. 5993; 4-4-0Precursor class superheater Nos. 5270, 5296 and 25187; also 4-4-2 Precursortank No. 6797. The following 0-8-0 class G1 mineral engines had been rebuiltwith standard Belpaire boilers:-Nos. 9078, 9158, 9173, and 9282. The latest2-6-4 passenger tank ex Derby was 2447.
On May 4 dynamometer car trials were commenced betweenEuston and Glasgow and vice versa of the experimental turbomotive engineNo. 6202. For these trials, which were expected to afford valuable comparativedata as to the relative performances of the turbine-driven and the orthodoxPacific engines of similar boiler capacity, the 10.0 a.rn . up and downRoyal Scot trains were utilised in both directions, with loads ofbetween 475 and 560 tons over different stages of the through journey.
On the second day of the trials No. 6202 took a load of 500 tons tare fromSymington to Carlisle (66.9 miles) in 68¼ minutes (58.3 m.p.h.). Southwardsover Beattock Summit (in which direction the ascent is considerably easierthan when travelling north) the minimum speed was 39 m.p.h. on the finaltwo miles rising at 1 in 99, the maximum subsequently attained being 77½m.p.h.; the 49¾ miles from Beattock Summit into Carlisle were run inslightly less than 46 minutes.
Lynton & Barnstaple Railway. 169
The last of the locomotives of this line, No. 188Lew, wasstill at work removing the track. When the dismantling is completed the enginewill be re-conditioned and shipped to Brazil, for service on a private narrowgauge line.
4-8-0 locomotive, Jamaica Govt. Railway.170-1.illustration, diagram (side & front elevations)
Built by Nasmyth Wilson & Co, to the requirements of P.M. MacKay,Locomotive Superintendent under the inspection of the Crown Agents. Builtwith bar frames, 3ft 10in coupled wheels and 19 x 26in cylinders, 190 psiboiler pressure, 33ft2 grate area and 2378ft2 totalheating surface.
Passenger tank locomotives, North Western Rly., India. 171-3. 2illustrations, diagram
Class XT 0-4-2T with outside cylinders activated by Caprotti valveghear and poppet valves. All components sought minimum weight.. Weight inworking order was 41.43 tons with a maximum axle limit of 13.5 tons. Belpairefirebox; working pressure 210 psi, total evaporative heating surface578.5ft2 plus 144ft2 superheat. 5ft 6in coupled wheels.Built by Friedrich Krupp AG to the inspection of Rendel, Tritton &Palmer.
A French steam railcar. 173. diagram (side elevation & plan)
ANF Les Mureaux vvehicle capable of 72 mile/h or 68 mile/h with atrailer. Four two-cylinder compound engines acted on each of the four axles(thus all axles powered). The cylinders had a stroke of six inches and fouror seven inch diameter depending on pressure. There were two oil-fired Dobleboilers operating at 1010 psi. The Sentinel-type vehicle weighed 48tons.
2-10-2 locomotive South African Railways. 174 + folding supplement
The Supplement provided detailed working drawings of the locomotivesdesigned by A.G. Watson and built by the North British Locomotive Co. with21 x 24in cylinders activated by rotary cam poppet valves
An old East & West Junction Railway engine.174. illustration
Beyer Peacock 0-6-0ST WN 1830/1870? with 4ft 3in coupled wheels and16 x 22in cylinders. It had running number 1 and retained this when soldto the Rother Valley Colliery Co. in 1891, but subsequently was renumbered0 in 1925. It received a new firebox and tubes when overhauled by the YorkshireEngine Co. in 1910
Streamlined 4-6-2 type loco., Pennsylvania Railroad.175-6. 2illustrations
K4S class with 27 x 30in cylinders, 250 psi boiler pressure,69.9ft2grate area and 5919ft2 total heatingsurface. Wind tunnel tests had been conducted at New York University on models.The liery was dark bronze with gold letters and numerals
Bishops Castle Railway. 176
State of dismantling: rails had been removed between Bishops Castleand Eaton, No. 1 tamk engine was at Plowden and Carlisle was at Eaton ondemolition work.
New name-boards for L.M.S. signal boxes. 176
Boards to be pllaced at each end of signal box painted with whiteletters on a black background
Diesel-electric railcars Provincial Railways of Buenos Aires.176-7.2 illustrations, diagram (elevation & plan)
Sulzer Brothers of Winterthur, Switzerland supplied four metre gaugevehicle capable of running at up to 50 mile/h and seating 43 second classand 20 first class passengers. It was tested on the Brunig Railway beforebeing exported
Whitby & Pickering Railway Centenary. 177.
Opened to passenger traffic on 26 May 1836 with horse-drawn carriagesbetween Whitby and Grosmont. Talk to be given by R. Underwood, son of oneof the founders on British Broadcasting Corporation (BBC) on 25 May.
Shropshire & Mongomeryshire Railway. 177
Site of course of connecting line from Abbey Foregate station to LMSand GWR Joint line sold to Shrewsbury Town Council.
[LNER]. 177
Colour light signalling to be extended from Shenfield toChelmsford.
Institution of Locomotive Engineers. Silver Jubilee SummerMeeting in Germany. 178-81. 10 illustrations, map
Over one hundred members of the Institution of Locomotive Engineersleft London by the Hook of Holland service on Fnday, May 22, for a visitto Germany. An excellent crossing from Harwich to the Hook was made by theS.S. Amsterdam. The party left the Hook at 6.40 a.m. in a special trainconsisting of three cars with a restaurant car hauled as far as Utrecht byNo. 1828, a standard 4-4-0 built by the Werkspoor in 1906 for the formerState Railway Compapy. At Utrecht the special train was attached to the regularAmsterdam-Basle express. Entering Germany at Cranenberg, the members weremet at Cleves by Dr. R. P. Wagner, Herr Fritz Rohrs, of the Locomotive Departmentof the German National Railways, and Herr M. Gercke, formerly of the M.A.N.Co. A special stop was made at Ehrenbreitstein, opposite Coblentz, wherethe party detrained and crossed the Rhine by ferry, where they joined thesteamerVaterland for a seven-hour journey up the river to Mainz.Here the night was spent and on Sunday morning two special cars and a Mitroparestaurant car conveyed the party through beautiful country via Frankfortto Munich. The train was made up of 16 cars, about 650 tons, from Treuchtlingen,where the change from steam to electric traction is made, two locomotivesbeing necessary. Monday morning, May 25, was spent at the Reichsbahn LocomotiveRepair Shops at Munich-Freimann. The dismantling, repairing and re-erectingof all types of steam and electric locomotives were being carried out here.The symbol of the " German Workers' Front" (Deutsche Arbeiterfront), a Swastikain a gear wheel with "100%" below was mounted on the end of the .boiler shop.During the 'visit' a hooter sounded and all the employees ceased· workfor about twenty minutes. Whilst partaking of their food loud speakers broadcastclassical music. Another hooter sounded and work was immediately resumed.
The turbine "Pacific" No. T18.1002 built by Maffei several years ago wasseen undergoing minor modifications. In matters of general interest mentionshould be made of the erecting shop traverser, rated at 200 tons load andtravel- ling at 10 m.p.h., also of the welding of copper stays in the copperfireboxes, some being welded throughout, thus providing entirely flush surfacesinside. Copper wire is used with an oxygen and gas flame, and when the localfirebox surface had been made red hot for about 3 in. around the stay position,the wire was melted over the stayhead, and the latter then solidly hammereddown; three men work together on this. Following a visit to two of the famousMunich breweries in groups, the whole party joined a special train hauledby a M.A.N. 1,500 h.p. Diesel-engined motor locomotive No. 16.101 of the2-6-2 type, built by the Krauss-Maffei Co., which left Munich at 1.20 p.m.for Augsburg. The 38 miles journey was covered in as many minutes. Thislocomotive is fitted with the Voith turbo-drive, and is in normal service.Most of the party had an opportunity of riding in the cab and engine room.
At the M.A.N. works the visitors were received by Herr Becker, who gave anaddress in English and reminded them that they were at the birth- place ofthe Diesel engine and gave an outline of the activities of his company. Inthe works there are no less than 40 test beds and engines can be built upto 25,000 h.p. The party were entertained to tea, and Mr. W. A. Agnew, latechief mechanical engineer of the London Transport Board, expressed the thanksof the Institution for the cordial reception they had received. After thevisit the party travelled to the Town Hall, where in the Golden Room, HerrMayer, the Burgomaster, welcomed the visitors and Dr. Hellmann, Presidentof the Augsburg division of the Reichsbahn, also spoke. The speeches werereplied to by Mr. Agnew.
After a tour of the city, and dinner at the " Restaurant 3 Mohren," the partyreturned to Munich in the special Diesel-engined train. Tuesday was devotedto an excursion to the Bavarian Alps. A glass observation electric rail-car went ahead with the first party followed by the ordinary electric train.At Weilheim the second party changed over from the train to the railcar,which was timed up to 100 km. in places. The driver and guard both had frontseats. The' train locomotive of the 1-Do-l type was fitted with hot and coldwater supply for the engine- men. At Garmisch-Partenkirchen a stop was madefor an excursion to the Partnachklamm waterfall. At Garmisch the partytransferred to the privately owned Zugspitzbahn. As far as Grainau the trainof four coaches was worked by adhesion, but at the latter place it was dividedand each half pushed by a four- wheeled rack locomotive to the Schneefernerhaus(8,692 feet). The last 2¾ miles are in a tunnel and from the terminusone walks out into the open well above the snowline. After lunch, the ascentto the Zugspitz summit was made in a funicular suspension car. The viewsfrom this—the highest peak in Germany (9,730 feet)—were indeedsuperb, fitful glimpses being obtained amidst breaks in the fleeting cloudsof adjacent Austrian valleys bathed in sunshine, and the beautiful Eibseebelow, encircled by pine forests. On Wednesday morning the party left Munichfor Nuremberg, where another of the M.A.N. works was inspected. This visitwas of special interest as this was the first rolling stock works in Germany,and was started as the direct result of the opening of the Nuremberg-FiirthRly. with Stephenson's locomotiveDer Adler.The use of welding incarriage frame and body constructionwas fully in evidence, with ingeniousjigs for bringing the constructions into correct welding position. From herethe party went in two groups, one section touring the city and the othervisiting the Railway Museum. The collection here was started by theAdministration of the Royal Bavarian State Railways, which is now incorporatedin the Deutsche Reichsbahn. The visitors were much impressed by the arrayof models made in the railway shops, and showing every important type oflocomotive, carriage and wagon which had been used on the Bavarian lines.These were supplemented by models of the latest locomotives and stock ofthe German National Railways. Many historical locomotives and carriages arepreserved, as well as the complete replica of the original train which wasbuilt for last year's cen- tenary celebrations. The collection of loco. details,signalling equipment, old and new, and other matters, especially old railway'uniforms—all had their share of attention. Some members travelled toNuremberg on one of the new high-speed electric trains, consisting of twoclose connected bodies, similar in general design to the "Flying Hamburger"type, but larger in dimensions. On this occasion a trailer was attached,and long stretches of line were covered at 80 miles per hour.
On Thursday a special 300 H.P. Diesel-electric railcar and trailer was usedfor the sight-seeing excursion from Nuremberg via Ansbach Dombuhl to Dinkelsbuhl,thence to Rothenburg and back to Nuremberg. Both Dinkelsbuhl and Rothenburgare regarded as unspoilt gems of mediaeval architecture. At Dinkelsbuhl themembers were surprised and delighted at being received on the platform bythe historical « Kinderkapelle " (Children's band) of the town, whoplayed the visitors to the Town Hall, where an address of welcome was given.After walking through the old streets here, and lunching, the car went onto Rothenburg, where an interesting afternoon was spent. The return journeywas made via Steinach, the usual speed being about 95 km. per hour. The Jubileedinner of the Institution was held at the Grand Hotel, Nuremberg, when thePresident, Mr. W. A. Stanier, C.M.E. of the L.M.S. Rly., took the chair.The Burgomaster of Nuremberg was among the guests and made a felicitous speech.
On Friday two special cars and a restaurant car were placed at the disposalof the party for the journey from Nuremberg to Berlin.
Outside Berlin the new high-speed 4-6-4 streamlined tank engine describedin our last issue was observed; the upper part of the cowling is paintedyellow.
Arriving in the capital, the visitors were taken to the Grunewald TestingPlant. After inspecting the locomotive and train prepared for their journeyto Hamburg on the following day, various testing cars of great interest wereshown, particular atten tion being directed to one for testing oscillations.This was provided with some very ingenious fittings which could be attachedto any point of a locomotive or other vehicle to record movement on to theoscillatograph. Two new heavy tank engines for 60 m.p.h. speeds were seen.One was a definite 2-10-2 (or l-E-l) tank engine by the Berliner Maschinenfabrik,with a new form of Krauss-Helmholtz truck, but the other was not so easyto define, as the coupling rods only cover three driving axles, the end onesbeing connected by internal gearing; it could therefore be defined as a l-ACA-I.
The banquet given by the Deutsche Reichsbahn in honour of the visitors washeld on Thursday evening at the Central Office in the Voss Strasse when Dr.J ulius Dorpmuller, Director General of the German National Railways, waspresent. A most enjoyable evening was spent. A telegram from Chancellor AdolphHitler was read, cordially acknowledging one which had been sent him fromNuremberg.
The tour culminated in a most interesting test run from Berlin to Hamburgand back, made specially for the occasion by an experimental high-speed steamtrain. Engine No. 05.002, a streamlined 4-6-4 tender locomotive painted darkred and built by Maffei (Makers' No. 14553) last year with a dynamometercar and two of the latest 1st and 2nd class composite cars formed the train-atotal weight of 137 tons. In both directions intermediate stops were madeto enable certain members to ride on the engine footplate. The running throughoutwas excellent the maximum speed attained being 188 kilometers per hour (117.5m.p.h.). For many miles the speed was between 160 and 180 km.p.h. and theperfect riding of the coaches and the locomotive caused universal comment.The drawbar pull at this speed was about 2,000 lb. The driver's time-tablewas shown on passing points in decimals of a minute. The track is extremelygood, the alignment being excellent, and curves most carefully arranged withtransitions and super-elevations so as to be nearly equivalent to the straighttrack; the depth of ballast is 30 to 40 inches.
At Hamburg, the party were entertained to lunch by the Reichsbahn.
On Sunday, May 31, the members journeyed by road to Potsdam, viewing on theway the elaborate arrangements being made for the Olympic Sports to be heldat Berlin this summer.
Returning to Berlin at midday the party immediately left by the Hook boattrain, to which two special coaches and a restaurant car were attached. Crossingagain by the Amsterdam from the Hook to Harwich, the members returned toEngland.
The visit was in every way a success, for which tribute must be paid to thesecretary, Major H. A. Harrison, and the committee, Messrs. H. E. Geer, L.J. LeClair, and J. F. B. Vidal, and to the help and assistance so generouslygiven by Dr. R. P. Wagner and his colleague, Herr Rohrs, as well as HerrM. Gercke; the members, one and all, appreciated, however, that but for thegenerous hospitality and facilities accorded by the Administration of theGerman National Railways, it would have been quite impossible to have seenso much in so little time and in such comfort.
Narrow gauge articulated locomotive, National; Rys ofMexico.181-2. illustration
2-6-6-2 supplied by the American Locomotive Co. in Schenectady: four15 x 22in cylinders activated by Baker valve gear: 52.5ft2 gratearea and 3129ft2 total heating surface (including superheater).Built in 1930 for the Mexico City-Toluca section, where there are long gradesaveraging 1 in 28.5, combined with curves.See also crrectionp. 221.
Three-cylinder 2-6-2 express locomotive, L. & N.E.Rly.182. illustration
V2 class No. 4771Green Arrow illustrated
A recent "heavy" bogie design. 183-5. 2 illustrations, 2 diagrams
Double truss type with coil elliptic spring arrangement: used on tenderssupplied by Beyeer Peacock for export to Central Railway of Peru
Early compounds of the P.L.M. Railway.185-8. 3 diagrams (incudingside elevation)
Design evolved under Henry and mainly Vallencien in the rebuildingof Bourbonnaise 0-6-0 goods engines as 0-8-0s by the addition of an extraaxle, larger boilers and four-cylinder compounding. The article states thatwas a highly satisfactory modernization. It is based on an article writtenby Vallencien which appeared inRevue Générale des Cheminsde Fer in September 1898.
L. Derens.The Holland Railway Company and its locomotives. 188-90.illustration, diagram, table
Coal consumption of the 421-460 and 501-505 series of 4-4-0 on non-sstopruns between Amsterdam and Bentheim. 2-4-0T designed by Werkspoor for theHaarlemmermeer local railways. Light weight inside cylinder design.
Some locomotive inventions of Joseph Beattie.191-2.4 diagrams
Patent GB 315/1858 for axleboxes dated 19 February 1858.
Electric traction activities at the Witton Works of the G.E.C. 192-4.2 illustrations
Visit during the Institute of Transport Congress in Birmingham tothe General Electric Co. Ltd Works at Witton. Output included switchgear,traction motors including their testind especially for temperature rise.Resent sales included those to the LMS for Stonebridge Park Power Stationand for motor coachers for the Watford service, London Transport dc motors,1500V dc equipment for the Manchester Siouth Junction & Altringhamelectrification and locomotives for the Indian State Railways.
Great Western Railway. 194
New engines completed at Swindon were 4-6-0 express engines Nos. 5046Clifford Castle, 5047Compton Castle, 5048CranbrookCastle, 5049Denbigh Castle; 0-4-2 tanks, Nos. 4870-4; 4-4-0 tenderengine No. 3201; 0-6-0 goods tanks, Nos. 9778-9 and also Diesel shunter 0-6-0,No. 2, built by the English Electric Co. and R. and W. Hawthorn, Leslie &Co. Ltd. for Acton goods yard. Two new classes of engines were under constructionto take the place of the 2-6-0 type engines which were being withdrawn. Tenof the new 4-6-0 engines known as the Manor class will bear the followingnames: Nos. 7800Anthony Manor, 7801Ashley Manor, 7802Bradley Manor, 7803Boston Manor, 7804Baydon. Manor,7805Broome Manor, 7806Cockingion. Manor, 7807ComptonManor, 7808Cookham Manor, and 7809Childrey Manor. Theten engines of the Grange class will be named: Nos. 6800ArlingtonGrange, 6801Aylburton Grange, 6802Bampton Grange, 6803Bucklebury Grange, 6804Brockington. Grange, 6805BrougtonGrange, 6806Blachwell Grange, 6807Birchwood Grange, 6808Beenham Grange, and 6809Burghclere Grange. Engines condemnedincluded 0-6-0 tanks, Nos. 987, 989, 1755, 1892, 1922; 2-4-0 tank, No. 1420;0-4-2 tank No. 1433; 2-6-0 tender engines, Nos. 2604 and 4356; 4-4-0 tenderengines, Nos. 3286Meteor and 3339 Sedgemoor.
The "P.R." universal grinding machine. 195-6. illustration
Churchill Machine Tool Co. machine for British Timken Ltd for manufactureof roller bearings
W.E. Carlisle. Jigs, fixtures and notes on production, 196-8. 5 diagrams.
The first Trans-Continental Railway, U.S.A.198-9. illustration
On Monday 10 May 1869 a large number gathered at Promontory Pointin Utah to celebrate driving the last spike joining the Union Pacific Railroadwith the Central Pacific Railroad. The photograph shows Leland Stanford'sspecial train: he was President of the Central Pacific Railroad.
Southern Railway. 199.
S15 class 4-6-0 Nos. 838 and 839, the first of a btach of ten hadbeen completed at Eastleigh. Former Brighton engines capable of working onmeeting Eastern Section loading gauge had a small yellow triangle paintedon front buffer beam. Four Terrier tank engines Nos. W9, 10, 12 and 14 hadbeen transferred from Isle of Wight back to the mainland and before summerseason would be replaced by four O2 tank engines to be numbered W14,15, 16 and 33.
The following had been withdrawn: 0-4-2 No. 655; 4-4-0 Nos. 1017 and 1132;0-4-2T No. 2290; 0-6-0 No. 3531 and 0-6-2T No. 2569: the last is the firstBrighton radial tank to be condemned (being of the big-wheeled variety waspresumably less suitable for goods work on which most of the radial tankswere employed).
Reviews. 200
Mechanical tests for engineering materials, A.E. Roberts, London:The Draughtsman Publishing Co. Ltd.
This 89-page book has been written to meet the need of the designeror draughtsman for a brief treanise giving concisely the methods and apparatusof the more usual forms of test. To the engineer who is unfamiliar with testingmethods it will solve the problem of deciding what tests it is necessaryto apply to the machine or structural part which he has designed and forwhich he wishes to ensure a satisfactory performance under the service conditionswith which he is acquainted. The more frequently used tests and testing equipmentare fully described, while some of the less frequently used forms of test,which may be important for particular applications are referred to briefly.The usual tensile bend, hardness and impact tests are described in somedetail.
The outline of steel and iron Archibald Allison. London: H.F. and G. Witherby, Ltd.,
This is a book of 185 pages, which gives a brief outline of themanipulation of the whole of the iron and steel industry as it is to-day,and should be of great interest to the non-technical reader as well as thestudent. Mr. Allison .cornrnences his survey by dealing somewhat fully withthe early production of iron, right up to the beginning of modern steelmanufacture. He follows on with good accounts of the manufacture of wroughtiron and the various branches .of the cast iron industry. Before consideringthe numerous inventions of the Victorian era for the production of steel,a chapter is devoted to the development of the blast furnace. Modern processesdating from the beginning of the present century, the "alloy age" it mayalmost be termed, deal with the electric furnace for melting steel, producinga very pure and high grade metal, as well as the new stainless materials.in which low carbon content is necessary. The book is well illustrated byphotographs, and is to be recommended as a very interesting story of whatare basic industries, upon which are founded not merely the enjoyment ofthe amenities, but even the means of life itself, in the sense of the trans-port of footstuffs and the means of clothing and housing, together withmachinery, and its construction for every use in daily life. References aregiven to sources from which full details may be obtained of the mattersmentioned.
Rambles around the Cambrian Coast, H.E. Page. London: GreatWestern Railway Co., Paddington Station.
The twenty rambles selected embrace some of the finest scenery tobe found through the valleys and over the hills near the West Coast of Wales.The rambles are so arranged that they can be used for walking tours as shownon a diagram, the connecting points being indicated on the sketch maps bythe number of the adjoining ramble in a circle. The routes described coverthe coastal district between Pen- rhyndeudraeth and Aberystwyth. As usualwith other G.W.R .. holiday publications there are plenty of excellentIllustratlions of the beauty spots, for which Mid-Wales is almost unsurpassed.The book is a handy size for the pocket.
Societe nationale des Chemins de Fer Vicinaux. Cinquantiieme Anniversaire1884—1934.
Although only recently published this work is issued in commemorationof the Jubilee of the above system, of whose inception the 50th anniversarytook place on May 28, 1934. It contains an historical notice of the developmentof the Society during that period together with the orations delivered ata special assembly at the Palais des Academies and at the inauguration ofa memorial at the Society's headquarters in celebration of the event, Thefirst line in the system, from Ostend to Nieuport (20 km.) was opened on15 July 1885, followed by that from Antwerp to Hoogstraeten (38.5 km.) on15 August of the same year. At the end of 1889, 35 lines totalling 704.2km. had been put into service. These early lines were, of course, steam operated,but in October 1894 a short line of 11.1 km. was opened which was workedelectrically, and henceforth both systems were simultaneously developed.By the end of 1913, 3,826.5 km. of steam lines and 409.8 km. of electricwere in operation. Naturally the Society's lines suffered very severely duringthe war and at the end of 1918 only 1,865 km. remained in use, but so vigorouslywas reconstruction undertaken that nearly all the lines had been restoredby the end of 1921, and by 1934 the extent of the system had reached 4743km. A large number of motor 'bus services were also operated by the Society.The book contains many excellent illustrations of both rolling stock andpersonnel.
How the locomotive works and why M.P. Sells,Locomotive Publishing Co., Ltd.
This practical little book will be of the greatest assistance tolocomotive drivers and firemen, as well as running shed foremen and workshopsfitters and erectors to improve their knowledge of the machines they haveto operate and main- tain in repair. The text was written originally forthe enginemen and drivers-in-training of the Nigerian Govern- ment Rly.,of which system the author is chief mechanical engineer, but in its revisedand amplified form it provides an excellent text book suitable for the useof members of improvement classes, to form the basis of lectures and discussionon the many practical points in locomotive maintenance and running, whichactual experience has fount! desirable. Written in simple and clear languageand profusely illustrated by drawings and diagrams, the book de- scribesthe combustion of coal, discusses the duties of firemen and then deals withthe boiler. Expansive working of steam, tractive effort, distribution ofsteam, valves and valve gear, brakes, lubrication, failures, and theirprevention, are subjects for the remaining chapters.
Trade Notes. 200
Associated Locomotive Equipment, Ltd. 200
Associated Locomotive Equipment, Ltd. intersts identified with thoseof Caprotti Valve Gear, Ltd. F.J. Kuretschka was managing director of bothcompaniues. The. offices of Associated Locomotive Equipment, Ltd. beingtransferred to 66, Victoria Street, bondon, S.W.l, the offices of CaprottiValve Gears, Ltd.
Federated Malay States Railways. 200
Three articulated steam railcars for the Federated Malay States Railways(metre gauge) had been ordered by the Crown Agents for the Colonies fromthe Sentinel Waggon Works Ltd. The bodies, underframes and bogies to be suppliedby the English Electric Co. Ltd.
Whitelegg & Rogers, Ltd. 200
In connection with the order placed by the South African Railwayswith Henschel & Son of Cassel for 24 Class 15E locomotives, these wereto be fitted with Ajax patent steam operated firedoors supplied by Whitelegg& Rogers, Ltd. Similar firedoors were to be applied to the Beyer-Garrattlocornotives under construction iby Beyer,Peacock & Co. Ltd. for theNigerian Railways.
The Vulcan Foundry Ltd. 200
Supplying Buenos Ayres Great Southern Railway with 24 se:ts of engineparts. Ajax grease Iubricating equipment was specified for 18 of these sets,made by Whitelegg & Rogers, Ltd.
Number 527 (15 July 1936)
The oil engine for rail transport. 201-3.
Paper read before the Royal Society of Arts by G. Mackenzie Junner,Editor of theCommercial Motor, discussed the Oil Engine and its influenceon Road, Rail and Air Transport. Comparing it with the steam train, the oilengine cuts out an enormous bulk and weight of water and solid fuel; therolling stock can be much lighter, thus reducing running costs and savingwear and tear on the track, and, to a certain extent, it means a saving inthe cost of materials of construction, but this is counterbalanced by theneed for a higher class of workmanship.
When the oil engine is at rest, there is no fuel cost, and it is always instantlyavailable, not involving loss of time and wages while steam is being raised,whilst no stoking is required. The weekly boiler wash-out is abolished andrefueling was, in many instances, carried out only once in seven days. InIndia and the United States, it is quite common to travel distances of 2,000miles without a stop for re-fueling. From the maintenance point of view,a good oil engine can run 150,000 miles between major overhauls—equalto twice the distance achieved by a steam locomotive. A disadvantage is thatthe lack of flexibility which is a characteristic of the steam iocomotivehas to be countered by the provision of electrical, hydraulic or purelymechanical transmissions. Electrical transmission is heavy and expensive.The hydraulic system is satisfactory, but proves proportionately dear forlow powers, owing to the need for extra electrical equipment for starting,lighting, etc., the resulting cost being almost as much as for completeelectrical transmission.
The less-powerful units perform satisfactorily with dry clutches and sevento eight speeds; clutches need not be excessively large, because wear ispartly obviated by wheel slip. On a 17- ton railcar with a 12-cylinderedoil engine, the wear of a clutch which would be normally em- ployed on aheavy lorry has proved negligible. For rail work, the limit of engine speedfor normal running is about 1,500 Lp.m.; this may, however, soon be raisedto between 1,700 and 1,800. Certain troubles may be caused by exces- sivecooling, and in one German railcar the cool- ing fan is connected throughan automatically con- trolled clutch which cuts it out at low temperatures.
Shunting locomotives employing oil engines are being used to a fairly largeextent, and here there would appear to be an important field for this powerunit. It may be that large oil-engined locomotives will become popular, butowing to the present small demand and their more or less ex- perimental nature,they are excessively costly, while the questions of weight and wheel slipenter largely into the considerations.
France will, however, probably have the honour of launching the first oil-enginedlong-distance motor trains in Europe, when the new P.L.M. Paris-Mentone servicecomes into operation. Two locomotives, each developing 4,000 b.h.p., arebeing built. Each has two engines, in one case of French Sulzer make, andin the other of M.A.N. construction. It is expected that the journey, whichat present takes 13t hours, will be reduced to a maximum of 12 hours.
Actually it was not until 1930 that the French railways took the oil enginereally seriously. Since then, they have made up rapidly for lost time, andthere are to-day probably more than 500 oil-driven railcars in service. Agreat diversity of opinion exists, however, as to the most suitable typefor local or main line work. One type which is emerging as particularly usefulis a 40-passenger car, having two 250 b.h.p. engines, and hauling a trailerfor an equal number of people.
One of the important factors in the operation of oil-engined trains at highspeeds will be the ability to stop them within reasonable distances. Suchtrains sometimes reach speeds of over 120 m.p.h., whilst rates in excessof 90 m.p.h. are common over long distances. Under railway- operating conditions,emergency stops from such speeds are quite likely to be required. As comparedwith the braking of a road coach, eight times as much energy may have tobe dissipated through a single axle of a railcar, thus bringing to the fronta difficult prohlem in the dissipation of the heat generated.
Oil engines were first considered for branch- line service and shunting,chiefly because of the potential saving from the engine being operated onlyas required, and having no stand-by losses, but the capital cost is usuallyhigher than that of the steam unit. Therefore, to effect a real saving themileage on oil must be considerable. Commencing with light single coaches,one development is towards articulated units of 700 h.p. or more, with severalcoaches to carry mails, a restaurant car, and accommodation for about 100passengers. An example of this type is the Zephyr three-coach oil-electricunit operating on the Chicago, Burlington and Quincy Rly. This has an enginerated at 660 h.p., and carries 88 passengers and 22 tons of baggage and mails.The weight is 95 tons, and the average speed over 66 m.p.h. including stops.Similar units on other American lines carry less luggage and more passengers.
One of the best known European trains is the "Flying Hamburger." This hasan engine of some 400 h.p. at each end. It carries 102 pas- sengers and runsnon-stop between Berlin and Hamburg, a distance of 180 miles at an averagespeed of 77.4 m.p.h. Other fast oil trains are being used in Holland, Hungary,etc., and the main feature regarding all of them is their high average speed.
The employment of railcars will no doubt increase very rapidly as the railwaysgain experi- ence, but it is highly probable that two or three-car sets willbe required rather than the single railcar, as in England, at any rate, thelines are so congested that it is difficult to work small units into existingtimetables. One of the difficulties with branch-line services is sudden rushesof traffic, perhaps only on one or two days per week to suit markets, etc.Peak loads can fairly easily be met by adding coaches to a steam train, butwith small oil units such additions are strictly limited, whilst duplicationof the numbers of complete units for the sake of infrequent services wouldadd considerably to the capital expendi- ture. A recent innovation is anarrangement whereby a separate engine can be used for each coach of a train,these being linked up to one or two control compartments. The system presentsparticularly interesting possibilities, and it would overcome the difficultyof adequate driving grip, but it is still in the development stage. Anothermove is to use bogie units, probably of the oil-electric type, resemblingthe completely electrically-driven sets employed on the Southern Railway.The generator could be installed in a compartment with a detachable roof-sectionto permit of its easy removal for overhaul. A train of, say, eight coaches,could then be made up with two units of three coaches and an additional twocoaches between them, increased to three during peak hours. Such a developmentmight compete with the third-rail system, which must involve huge electricallosses.
Railcars are now being built more on the principles adopted in motor vehicleconstruction than on what might be considered as normal railway practice.In this connection, one of the advan- tages of the two-stroke cycle engineis that, for the same power output, it weighs only 70 per cent. of thefour-stroke type.
On branch lines, the importance of the railcar is its ability to providefar more frequent services than can be gIven by steam trains. Mr. T.S. Tritton,in a recent paper, quoted an example from Roumania, where a service, introducedin 1932, on a railway not running to capacity, was so successful that thecars paid for themselves in 14 months. The average daily revenue over onebranch was doubled, although the fares had been halved. According to thisauthority, railcar costs per mile work out at about half those of the lightsteam train, the figures varying from 4d. per mile for the small cars ofthe County Donegal Railway to 1/- per mile for the several hundred cars onthe French Railways.
It appears that the railcar engines will have to be made in powers up toat least 400 b.h.p., and with a weight of some 20 lb. per b.h.p. At presentthis is being achieved by four-stroke engines running at piston speeds ofabout 1,800 ft. per minute, but some makers consider that this is on thehigh side and that better results will be obtained from operating two-strokeengines with piston speeds below 1,500 ft. per minute. There is an additionalfeeling that the two- stroke unit for railcar work has been held up for solong on account of difficulties with the blower or air-scavenge pump, butmuch development work has been done recently in this direction, and a Britishmaker has produced a rotary blower which, -it is believed, will stand upto its work satisfactorily. Whether it will continue to do so after, say,five years of service remains to be seen, but the signs are hopeful.
In Northern Ireland, it was found that local steam trains were handling anaverage of only one-third their useful passenger capacity, and it seemedthat the introduction of railcars would prove beneficial. At first, petrol-drivenunits of small capacity were employed, but, of late years, much attentionhas been given to the oil engine, two cars of this type being put into serviceby the Great orthern Railway, the first in 1932, but the Gardner engine wasintroduced by the County Donegal and Clogher Valley Railways as early as1931. Light trailer cars are now employed in many instances.
A further development here is the use of inter- changeable power bogies,which can be used for a variety of purposes, even including the haulage oflight goods trains. The provision of such a bogie at each end obviates theneed for turning the car, as the driver merely changes his seat. The G.N.Ry. of Ireland now employs articu- lated railcars carrying approximately160 passen- gers, the total weight being 36 tons, a ratio of 4.45 seats perton. In these cars the detachable power bogie employed is that made by WalkerBros. (Wigan) Ltd. The engine and drive are isolated from the passenger portion,although nearly half the weight of each passenger coach rests on the bogie.An advantage is that the units can be overhauled separately, whilst the excellentarticulation permits sharp curves to be negotiated. In one type, also operatedin Ireland, the power unit is placed between two coaches, pushing one andpulling the other, the transmission in this case being through a hydrauliccoupling and an epicyclic gearbox. The unit carries 159 passengers, and theladen weight is less than 45 tons.
The number of railcars and shunting locomotives in England probably doesnot exceed forty, but the railways are now buying fairly rapidly, for railcarsprove excellent in the case of shuttle services. One reason for the rapiddevelopment in France is that that country has a comparatively small coalindustry, and much of the large trade with America is done per contra withoil. In the sphere of goods traffic, the initial cost of the very high-poweredlocomotives required will, until production becomes greater, to a large extentprevent steam locomotives from being discarded.
G.W.R. railcars.203.
Two and a half years ago the Great Western Railway had one Diesel-enginerailcar running 1,500 miles per week. To-day, this company has seventeen"streamliners" operating 132 daily services and travelling over 20,000 milesper week. All were built by the A.E.C. and, with the exception of the firstsingle engined, experimental unit, all are propelled by twin engines developing260 h.p., and capable of speeds up to 75 m.p.h. This year areas given newrailcar facilities have included Weymouth, Salisbury and Bristol, Tenby,Carmarthen and Swansea, Monmouth, Pontypool Road and Newport, and Cheltenham,Swindon and Marlborough. The latest development has been the introductionof a Diesel-engined railcar parcels service between London, Reading and Oxford.Although all the A.E.C. "streamliners" are capable of speeds touching 75m. p.h., in practice—with one exception—none is sched- uled toperform runs with speeds above 60 m.p.h. The exception is the 10.10 a.m.car from Weymouth to Bristol booked to run from Castle Cary to Westbury,a distance of 19.6 miles in 18 minutes, equivalent to a start to stop speedof 65.3 m.p.h. This is undoubtedly the fastest Diesel railcar run in GreatBritain.
No. 1 with its single A.E.C. 130 h.p. engine, has for 2½ years travelledthe Thames Valley route, with its average distance between stations of 3.45miles, at an average speed of 34.9 m.p.h. including one run each day of 19¼miles at 48.1 m.p.h. Its mileage to date is well over 130,000.
2-8-2 three-cylinder engine, L. & N.E.R.: "LordPresident". 203-4. illustration, diagram (side & front elevations)
P2 with A4-type front end
2-6-2 three-cylinder locomotive, L.N.E.R. Railway; "Green Arrow".204-6. diagram (side & front elevations)
2-8-2 type locomotuives, Kino-Tsi Railway, China.206. illustration
Four locomotives built by Nasmyth Wilson & Co. Ltd. of Patricroft:see also page 238.
Northern Counties Committee, L.M. & S.R. 206
2-6-0 under construction at Belfast Works would be No. 98KingEdward VIII. No. 87, formerly No. 63 rebuilt as class V2 and namedQueenAlexandra.
2-8-4 type locomotives. Detroit, Toledo & Ironton Railroad. 207.illustration
Four built by Lima Locomotive Works: Nos. 700 to 703. 25 x 30in cylinders;5ft 3in coupled wheels, 250 psi boiler pressure
Summer train services. 207
From 6 July theRoyal Scotwould be scheduled for Euston toGllasgow in 7½ hours: the fastest ever. Euston to Carlisle Kingmoorfor change of enginemen; then stopped at Symington to detach Edinburghportion
4-6-4 type express locomotives, Canadian Pacific Railway.208.illustration
H1A class No. 2810 illustrated for Montreal to Toronto trains.
London Transport Board.208
Hadordered [KPJ emphasis] from Associated Equipment Co. dieselengine railcars to run on Chesham branch; each to have two 130 h.p. six-cylinderengines; seat 70 passengers and have air-operated doors.
The Werry high speed locomotive. 208-9. diagram(side elevation), plan
From diagram not clear whether this proposed design was for a 4-6-2as the coupled? wheels are obscured by the double acting cylinders over thecentre coupled wheel which drive onto the leading and rear coupled?wheels
Edward G. Budd Manufaturing Co. 209
Atchison Topeka & Santa Fé Railway to purchase eightlightweight cars to perform Chicago to Los Angeles 2225 mile journey in 39hours 45 minutes and being capable of a weekly round trip.
Doubling Trans Siberian Railway. 209
Section from Tarsk to Khabarovsk
Stainless steel car, A.T. & S. Fe Railway.210. illustration
Atchison Topeka & Santa Fé Railway lightweight car manufacturedby Edward G. Budd Manufacturing Co. Bogies included hydraulic shock absorbersand rubber insulation.
Railway Club. 210.
11 June E.C. Codd read Life in a bookin office described the Edmondsonticket system, the forms associated based on practice at Oxford station(GWR)
Southern Ry. 210
S15 No. 840 had entered service at Feltham. Nos. 838 and 839were at Hither Green. Two Brighton I3 tanks Nos. 2088 and 2089 were at Salisburyfor handling milk traffic.
Position of the locomotive engineer in railway organisation.211-14.diagram
Designers and operators
Newry, Warrenpoint & Rostrevor Railway. 215-16.illustration
Very little information about the locomotives purchased by Dargan,but photograph and leading dimensions of Beyer Peacock 2-4-0T WN 2142/1882Warrenpoint
[Closure of Piel branch by LMS]. 216
Barrow-in-Furness to Piel branch closed to all traffic on 6 July.Piel and Rampside stations closed
Lang Duplex surfacing & boring lathe for locomotive tyres. 216-17.illustration
Supplied to the Gorton Works of the LNER
London, Midland & Scottish Rly. 217
In view of changes recently observed in the allocation of tendersto "Royal Scot" and "Jubilee' 4-6-0 express engines, the following informationprovided by W.A. Stanier may be of interest. When the present tender exchangesand engine building programmes are complete, the types of tenders fittedto the 3-cylinder 4-6-0 Silver Jubilee class will be as follows: 5552, 3,500galls. curved sided; 5553-56, 3,500 galls straight sided with coal rails;5557-74, 3,500 galls. straight sided with coal rails (ex Royal Scot); 5575-84,4,000 galls. curved sided; 5585-5606, 3,500 galls. straight sided with coalrails (ex Royal Scot) ; 5607-16, 3,500 galls. high straight sides in placeof coal rails; 5617-41, 3,500 galls. curved sided; 5642, 3,500 galls. straightsided with coal rails; 5643-66, 3,500 galls. curved sided; 5667-94. 4,000galls. curved sided; 5695-5725, 3,500 galls. straight sided with coal rails(ex Royal Scots); 5726-42, 4,000 galls. curved sided. Engines Nos. 5665 to5742 were being built with steam domes on the boiler barrel and with thetop feed fittings in a smaller separate casing a short distance in front.This arrangement will be incorporated in future engines of the 4-6-0 (5XPand 5P) and 2-8-0 classes.
L.N.E.R. "Silver Jubilee" train.217
This train completed 100,000 miles on 2 July when it passed Hitchinon its northbound journey. Of this mileage 18,283 has been at the rate ofover 80 miles per hour, and no time whatever has been booked against anyof the locomotives employed.
Sheffield-Twinberrow Bogies, Gold Coast and NigerianRys.217-18. 2 illustrations
Several metre gauge railways had adopted as their standard theSheffield-Twinberrow diamond-framed passenger bogie, without headstocks.For the 3 ft. 6 in. gauge of the Gold Coast Railway the bogie illustratedby Fig. 1 had been built to the requirements of G.S. Simmons, chief mechanicalengineer, and to the specification and inspection of the Crown Agents forthe Colonies.
[Whitlock's End]. 218
New halt between Shirley and Grimes Hill opened by GWR on 6July.
All-steel trains for Wirral electrification. 218
Electrification of the Wirral Section between Birkenhead Park, NewBrighton and West Kirby: the L.M.S.R. placed contracts for 19 all-steel,three-car bogic electric trains, together with electric train equipment.It was hoped that the electrification scheme, undertaken as part of the programmeof works covered by the Railways (Agreement) Act, 1935 would enable the runningof through trains between the Wirral and Liverpool in conjunction with theMersey Railway, would be cornpleted for the change-over from steam to electrictraction by Easter, 1937. The new electric trains would be all-steel fireproofconstruction throughout. Contracts for the vehicles comprising the 19 trainshad been placed by the L.M.S. with the Metropolitan-Cammell Carriage andWagon Company, Limited, and the Birmingham Railway Carriage and Wagon CompanyLtd., while contracts for train equipment had been placed as follows:-
British Thomson Houston Company Ltd.: 19 sets of 4-motor equipment with rollerbearings, 19 sets of control and heating equipment.
Westinghouse Brake and Saxby Signal Company: 19 sets of motor-driven aircompressors and governors.
G.D. Peters and Co. Ltd.: 19 sets of equipment for the air-operated slidingdoors.
The train sets would be of the fixed coupled type, each comprising a 3rdclass motor car with 2 motor bogies, a composite trailer car, and a thirdclass driving trailer car, a driver's compartment being provided at eachend of the train. The trains could also run in 6-car sets. The seating capacityof each 3-car train would be 141 thirds and 40 firsts, in cars of the saloontype with wide gangways and large vestibules. The new stock would embodvthe latest features and construoted of light high tensile steels, and aluminiumalloys with steel body and roof panels, and fireproof floors. The underframesand bogies fabricated on the latest principles; to reduce traction resistance,roller bearing axle boxes to be fitted.
Two 3 ft. 9 in. wide doorways wil l be provided on each side of each carand air-operated sliding doors controlled by the guard will be fitted toensure rapid loading and unloading of the trains. By this means, the timeoccupied at stations will be reduced to a minimum. Ample ventilation wouldbe provided by sliding or hinged lights above the body side windows, whilethe electric heaters would be thermostatically controlled.
The major portion of the electrical gear will be carried on the motor carunderframe, which would allow the maximum body-space to be used fer passengerseating. To save weight, the contour of the coaches had been reduced andwill be somewhat after the style of the London Underground cars. Large sidewindows will be fitted, and the interior decoration below the waist willbe carried aut in English brown oak in the third class portion and in Circassianwalnut in the first class portion, with polished birch or sycamore veneeredtop
panels.
[Weed-killer train]. 218
A train fitted up for spraying the permanent way with weed-killeris being tested on .br anch lines of the L.:l1.S.R. Two old tenders havea combined capacity of 7,000 gallons of weed-killer solution, whilst another2,700 gallons in con- centrated form are carried in reserve in tank waaons.The spraying apparatus is fitted in the brake van. The train is run at about20 to 25 m.p.h. when the spraying is in operation. It is expected about threeyears' treatment will be necessary to reduce the growth of weeds.
Air-conditioning for the Commonwealth Railways. 219-20. 4illustrations
J. Stone & Co. equipment for the Trans-Australian Railway service:initial installlation in lounge car; restaurant cars intended tofollow.
Single-driver tank locomotive in Austria.221
In the late 1890s more than 100 six-coupled tank locomotives werebuilt for the Austrian State Railways for operation on secondary goods andpassenger trains and formed a part of a series of over 250 engines builtbetween the years l879 and 1905, during which time there was practicallyno change in design.One had been rebuily as a 2-2-2T capable of burning coalwith an automatic stoker or oil and vwas intended for working light traijnsin Carinthia. During trials over the 56- mile stretch from Vienna to Rekawinkel,with a ruling grade of 1 in 91, the rebuilt single-driver hauled a load of50 tons at an end-to-end speed of 37 miles per hour, and up the famous Sem-mering incline, with a ruling grade of 1 in 40, it hauled 40 tons trailingat an average speed of 24 miles per hour.
[Pneumatic-tyred railcars]. 221
Two pneumatic-tyred railcars had been built by the Coventry PneumaticRailcar Co. Ltd. for trial on the L.M.S.R. They were driven by 275 b.h.p.petrol engines, seat 56 persons, and had a maximum speed of over 60 m.p.h.The tare weight was 9.5 tons. A conning tower driving position was fittedat one end and was suitable for driving in both directions. The 12-cylinderArmstrong-Siddeley petrol engine developed 275 b.h. p. at 3,000 r.p.m. Threeof the four axles of the driving bogies were driven, the engine torque beingtransmitted through a friction clutch, 4-speed epicyclic gearbox, cardanshaft, and reversing helical wheels to the first driving axle and thenceby double roller chains to the second and third axles. The body was builtup on a framing of aluminium sections, with panels and part of the roof platesof the same material.
Correction.221
When describing the Mallet locomotive for the National Railways ofMexico on page 182, it was inadvertently mentioned in connection with thetractive effort, as "wcrlcing compound." This is obviously an error as theengine is a four-cylinder simple.
London & North Eastern Railway. 221
The order for B17 class, 4-6-0 locomotives, at the Darlington Workshad been completed by the putting into service Nos. 2859Norwich City,2860Hull City and 2861Sheffield Wednesday. Engine No. 1499had been rebuilt as a class A8 4-6-2 tank. Two of the next series of J39(0-6-0) engines, Nos. 2995-6, were finished. Further K3 (2-6-0) engines fromArmstrong, Whitworth & Co. were Nos. 2445, 2446, 2453, 2455, 2458 and2465. One of the A2 class Pacifics, No. 2401,City of Kingston uponHull, had been withdrawn from service.
L. Derens.The Holland Railway Company and its locomotives. 222-4.illustration., 3 diagrams (including side elevaion)
Heavy 0-6-0 with inside cylinders, piston valves and Stephenson linkmotion. Supplied from 19221. Fitted with Pintsch gas to illuminate cab andthe tender.
English Electric Company. 224
Order from New Zealand Government Railways to supply six 2-car electrictrains each accommodating 160 passengers and operating at 1500v DC to workbetween Wellington and Johnsonville.
Frichs diesel loco. for local services, Aalborg Ry., Denmark. 225-6.
Four-stroke 6-cylinder diesel engine with electric transmission
W.E. Carlisle. Jigs, fixtures and notes on production, 226-8. 8diagrams.
Firebox sling and roof stays and safety valve seats
Canadian Pacific Railway. 228
Centenary of arrival on Pacific Coast marked on 26 June whenfirst train set out from Montreal Windsor station in 1886.
Sir Nigel Gresley, C.B.E., D.Sc., M.I.C.E.,M.I.Mech.E. 229.
Knighthood
Electrification on the Netherlands Railways.229
Further extensions to the National network
Diesel-electric rail coaches, Ceylon Govt. Railways. 229-30
English Electric to supply three four-coach trains mainly for theColombo Fort-Galle-Matara section
Rail-inspection car with trailer with portable ladder. 230-1.illustration
Manufactured by Draisinenbau GmbH of Hamburg
A famous signal works. 231. illustration
In view of the extensive additions and improvements made in recentyears to the Chippenham Works of the Westinghouse Brake & Signal Co.Ltd., the accompanying aerial photograph is of interest.
This factory stands on thirteen acres of land close to Chippenham stationof the G.W.R. The original. shops were built by Evans, O'Donnell ,&,Co., Railway Signal Engineers, in 1895. In 1903, Saxby & Farmer movedthereto their works from Kilburn. On amalgamation in 1920 of this firm withthe Westinghouse Brake and Saxby Signal Co. Ltd., the works of McKenzie &Holland Ltd. were moved from Worcester to Chippenham. In 1933, the Londonworks of the Westinghouse Brake Company were also moved to Chippenham.
Advantage was taken of these amalgamations and transfers to extend and re-equipthe factory, keeping it up-to-date in. plant, equipment, and organisation.Here are produced power and mechanical signalling plant, compressed air,electro-pneumatic and vacuum brakes for railways, air compressors, steamheating, air and vacuum brakes for road vehicles, power decking and air lockcontrol plant for collieries, and metal rectifiers in large numbers of allsizes.
Machinery in the various departments is motor driven, current being obtainedfrom the National Grid, and transformed from 11,000 volts 50 cycles 3 phase,to 400 volts 50 cycles 3 phase in the factory sub-station. The total numberof employees was approximately 2,150.
Great Western Railway. 231
New engines completed at Swindon Nos. 5050Devizes Castle,5051Drysllwyn Castle, 5052 Eastnor Castle, 5053BishopsCastle, and 0-6-0 goods tanks Nos. 9785 to 9792. Engines condemned included0-6-2 tank No. 164 (R. & S.B. No. 25); 0-6-0 tanks Nos. 1284, 1770, 1809and 1911; 0-4-2 tank No. 1478; 2-6-0 tender No. 2650; 2-4-0 tender Nos. 3216,3223; 4-4-0 tender Nos. 3275, 3384, 3416John W. Wilson, and 3424,also 2-4-0 tank, No. 359l.
The doubling of the 2¾ miles of line between Norton Fitzwarren and BishopsLydeard on the Minehead branch had been completed.
Midland & Great Northern Ry. 231
The working of this line as from 1 October next would be taken overby officials of the L. & N.E. Rly. This railway is 183 miles in length,and extends from. Yarmouth, Cromer and Norwich on the east to Bourne andPeterborough on the west, with traffic headquarters at Kings Lynn, and worksat Melton Constable.
The Norfolk and Suffolk Joint Rlys. extending from North Walsham to Crornerand from Yarmouth to Lowestoft would be included in the revised arrangementsappertaining to the M. & G.N. line.
London, Midland & Scottish Railway.231
Further engines of the 4-6-0 Silver Jubilee class turned out at Crewewere: Nos. 5707Valiant, 5708Resolution, 5709Implacable, 5710Irresistible, and: 5711Courageous.As in the case of those previously turned out, these engines had been fittedwith 3,500 gallon tenders ex Royal Scot class. The following additional SilverJubilees had been named: Nos. 5561Saskatchewan, 5585Hyderabad, 5600Bermuda, 5615Malay States, 5621Northern Rhodesia, 5635Tobago; 5639Raleighand 5649Hawkins. It is understood that the last four engiries of the abovetype to be built on this year's programme-Nos. 5739-42-are to be namedUlster, Mwnster, Leinsier andConnaught respectively. No. 5156of the 4-6-0 two-cylinder mixed traffic type is to be namedThe AyrshireYeoman. Withdrawals included 4-6-0 Prince of Wales class Nos. 25764 and25842; 4-4-0 George the Fifth class No. 5353; and three 4-6-0 19-in. goods,Nos. 8713, 8775 and 8826. One of the ex N.S.R. class L 0-6-2 tanks-No. 2253had been sold to the Woolmer Instructional Military Railway, Bordon. Of thesame class Nos. 2246 and 2255 had been broken up at Crewe. New constructionat Derby comprised further two-cylinder 2-6-4 passenger tank engines, thelatest built being No, 2451.
"Earl" class 4-4-0 locomotives, Great WesternRailway. 232. illustration
New class of 4-4-0 tender engines for the Cambrian section of theG.W.R. is to be known as the "Earl" class. A number of the Bulldog class(34XX) and the Duke class (32XX) were being cut up, and to take their placethe new engines had been built. The first ten of the class would be as follows:No. 3200Earl of Mount Edgcumbe; No. 3201Earl of Dunraven;No. 3202Earl of Dudley; No. 3203 Earl Cawdor; No. 3204Earlof Dartmouth, No. 3205Earl of Devon, No. 3206Earl ofPlymouth; No. 3207Earl of St. Germans, No. 3208Earl Bathurst,and No. 3209Earl of Radnor. The first three engines are alreadyin service. They have 5 ft. 8 in. coupled wheels and 3 ft. 8 in. bogie wheelswith inside cylinders 18 in. dia. by 26 in. stroke, and piston valves underneath.No. 3200Earl of Mount Edgcumbeillustrated
Obituary. 232-3
Alexander Spencer
Death on 13 June 1936 of Alexander Spencer, Chairman of George Spencer,Moulton and Co., Ltd. Spencer served his apprenticeship on the Midland Railwayat Derby and in 1880 joined the firm established by his father, George Spencer.For the past 17 years he has been chairman of the company, and he was alsochairman of the General Railway Signal Co. Ltd. and of the Superheater Co.Ltd. He was a director of the Metropolitan-Cammell Carr.iage and Wagon Co,Ltd. and the Patent Shaft and Axletree Co. Ltd., and President of the ResearchAssociation of British Rubber Manufacturers. Spencer was a Fellow of theRoyal Geographical Society and a member of the Institution of MechanicalEngineers. Many patents in connection with the use of rubber were taken outby him and he was also interested in the building of railway carriages andwagons.
Alfred George de Glehn.
The death occurred on 8 June 1936 at Mulhouse, Alsace, of Alfred Georgede Glehn, at the age of 88 years. de Glehn was born at Sydenham, the sonof Robert von Glehn, who was a native of the Baltic Provinces and had settledin London. He went to France when his son was quite young and changed hisname to de Glehn. Alfred de Glehn became technical head of the Societe Alsacienneat Belfort, and it was in this capacity that he was responsible 'for thedesign and construction of the first four-cylinder compound locomotive forthe Northern Railway of France in 1886 (No. 701). This engine had two insidehigh pressure cylinders, driving the front crank axle, and two outside lowpressure cylinders driving the rear driving wheels by outside cranks. Thedriving wheels in this case were not coupled. It will be remembered thatthe G.W.R. had three de Glehn Atlantics which were used on express servicesfar over 20 years. Some large de Glehn compounds have been put into serviceon the Bengal Nagpur R. in recent years.
Kenneth Alfred Wolfe Barry
Death on 1 July 1936 of Kenneth Alfred Wolfe Barry, O.B.E.,M.LC.E., senior partner in the firm of Sir John Wolfe Barry and Partners.Wolfe Barry was born in 1879 and educated at Winchester and Trinity College,Cambridge. When he joined his father's firm he was largely concerned in railwayand dock works, notably the Bengal Nagpur and its harbour at Vizagapatam,and also the new Fish Docks at Grimsby. During WW1 he was assistantsuperintendent of the Munitions Factory at Gretna. .
William Ernest Dalby
Death of Professor William Ernest Dalby, F.R.S., on 26 June 1936 atthe age of 73 The engineering profession loses an eminent and authoritativetechnical authority on the steam engiine. He was vice-president of theInstitution of Civil Engineers, Emeritus Professor of Engineering at theUniversity of London, and honorary vice-president of the Institute of NavalArchitects. He had also been Dean of the City and Guilds (Engineering) College.Professor Dalby was trained in the shops of the Great Eastern and L. &N.W. Rys. and in the engineering department of Cambridge University. Amonghis writings the book on "The Balancing of Engines" considered the best yetcompiled on the subject. During WW1 he did much confidential work for theAdmiralty, War Office, and Air Board. He was also consulted by the railwayson problems connected with locomotive balancing nd train resistances.
Correspondence. 233
H.B. Bowen, Chief of M.P. & RollingStock, Canadian Pacific Railway Company.
I wish to draw your attention to the article Locomotives of MountainSection, Canadian Pacific Railway, by G. H. Soole, in LM 15 April issue.
In dealing with engine No. 8000, para. 3, page 102, the author was eitherill-informed or he ignored the facts, with the result that the reader isgiven the false impression that the engine is "out of service" most of thetime. This is not consistent with conditions as they really are, therefore,I feel urged to bring to your attention a few salient points, overlookedby the author or unknown to him, which should orrect any misunderstanding.
Built as an experimental project, construction of the engine was completedin May 1931, after which it was put through period of preliminary testingand observation on the comparatively level territory between Montreal andSmiths Falls, before being shipped to the Mountain Section for which it wasdesigned. Because of its size and weight, it was necessary to ship the enginein a knock down state and re-ssembling was done in our Ogden shops at Calgary.In October of 1931, the engine entered its intended service of hauling (notpushing) heavy freight trains over the Selkirks between Field and Revelstoke,in which service it remained untiI the latter part of 1933. During this periodof operation, extensive testing was carried on, many temporary experimentalchanges made and data collected. All changes were of such nature that theycould be made by the engine maintenance staff at Revelstoke. The dynamometercar only accompanied the engine when special tests for fuel consumption,haulage capacity and indicating were in progress. With the information gatheredduring the various tests, a number of permanent changes, considered advantageousto both operation and fuel economies were decided upon, so the engine wasmoved into Ogden Shops to have this work done as this was an opportune timeto make repairs to the firebox plate lining, which had warped considerablyalong the upper portion in the hottest zone of the firebox decision was nadeto reconstruct the damaged portion using a special fireproof steel manufacturedin England and not a German product as quoted by the author. Awaiting deliveryof the special plates, etc., caused considerable delay to completion of thework and it was August 1934 before the engine was returned to service.
A few test runs were made, with the dynamometer car, to prove the efficiencyof the changes which had been made and as results were fully up to expectations.the engine was placed in regular freight service, between Field and Reveltoke.It is pooled with engines of the 5900 series and is still in operation. mannedbv an engine crew called for duty and maintained and serviced by the Revelstokeengine house staff.
After twenty-one months' service, the renewed firebox lining is stiII inexcellent condition and no trouble is anticipated from this quarter. Theregular general shopping for this engine will not fall due until the endof May 1937 when the engine will have competed thirty-three months' operationsince August 1934, on what is considered to be the most gruelling serviceon Canadian Pacific Railway lines.
The First Trans-Continental Railway, U.S.A.C. Hamilton Ellis.
In connection with your article on the first American trans-continentalrailway, I am interested in your suggestion that the Silver Palace cars ofthe Central Pacific were more elaborate than the Pullmans of the Union Pacific.A decade or two later, the Central Pacific stilI had a reputation for superiorrolling-stock, and even immigrants were allowed' the use of a kind of modifiedPullman sleeper probably the genesis of the Canadian "colonist" car. Forthis I refer you to Robert Louis Stevenson'sAcross the Plains. Ofthe Union Pacific oars he wrote : "Those destined for emigrants on the UnionPacific are only remarkable for their extreme plainness, nothing but woodentering in any part of their constitution, and for the usual inefficiencyof the lamps, which often went out and shed but a dying glimmer even whilethey burned. The benches are too short for anything ,but a young child. Wherethere is scarce elbow room to sit, there will not be space enough for one-to lie." Later in the essay he wrote: "The cars on the Central Paoific arenearly twice as high, and so proportionately airier; they were freshly varnished,which gave us all a sense of cleanliness as though we had bathed; the seatsdrew out and joined in the centre, so there was no more need for bed boards: and there was an upper tier of berths which could be closed by day andopen at night."
Reviews. 233-4
Locos. of the Royal Road, W.G. Chapman, London: TheGreat Western Railway.
This is a companion book to the popularCheltenham Flyer (1934)andTrack Topics, which was published last year. It forms the seventhbook of the "Boys of an Ages" series, sales of which are now over 170,000copies. The present volume of 232 pages traces a century of G.W.R. locomotivedevelopment from the "North Star" to the 4-6-0 four-cylinder express locomotivesof the "King" class. It also describes the component parts of the modernlocomotive, and their various functions, the construction stage by stageof the engine and its motive mechanism. The text, which consists of a seriesof eighteen explanatory "talks," is lavishly illustrated by 142 photographsand line drawings. A new feature is the inclusion of a four-fold diagramin colour, of the interior of a "King" class locomotive in which variousparts are numbered and named in an accompanying table.
North Pembrokeshire—a book for hikers. E. Roland Williams.London: Great Western Railway.
This little book for ramblers describes sixteen walks through. theinteresting and delightful valleys and across the hills of North Pernbrokeshire avoiding main roads when- ever possible. One section is devoted to routesin the Pre- selly Hills, whilst the other takes the walker down the valleysof the Gwaun, Teifi and Cleddau. There are two Pembrokeshires, with distinctgeographical factors, language and tradition—the northern is the Welshand hilly half, while "Little England beyond Wales," South Pembrokeshire,is English in speech and a country of foothiLLs, 'coastal plains, and park-likelandscapes. In this book the author limits himself to the "Welsh North,"a country very like Dartmoor.
Gradients of the British main line railways.London: The RailwayPublishing Co. Ltd.
To those who are interested in train speeds and locomotive performances,this collection of gradient profiles covering nearly 9000 miles of the principallines of the British railways, will be appreciated as a handy reference recordin pocket book form. The gradients of each railway are on paper of a distinctivetint; and on each profile notes are given as to service slacks, single linesections, etc. A uniform scale of inclination has been adopted throughout,so that the relative difficulty of any particular route can be gauged ata glance.
Some notes on alloy steels. 234
During the past few years, the steel industry has presented a veryinteresting study, in development, not only' 'a's, "regards the produotionof new qualities, but also as regards the technique of manufacture. Thesefacts are both rendered very impressive when .they appear before us in abrochure entitled "Some Notes on Alloy Steels" which we have just perused,,and which is issued by Samuel Fox and Co., Ltd. (United Steel Companies,Ltd.), of Stocksbridge near Sheffield. The opening part of this brochureshows, with line drawings, steel-making in the Bessemer converter; in theopen-hearth furnace;' in the electric-arc furnace; in the crucible, and inthe most recently developed electric high frequency, furnaoe; .with brief,text references to each. It is appropriate that the frontispiece shows thelatter type of furnace 'as installed at Fox's Works, and the appearance ofa modern melting-shop of this type as compared with that of the more usualopen-hearth shop is a very striking indication' of the progress in the industry.These furnace drawings are followed by a brief review of various heattreatments,' as needed to take full advantage of the properties of the numerous"alloy steels" which are ,such a pronounced feature in to-day's steel production,and the effect of each of the "alloy" elements on the mechanical propertiesof the material is explained at sufficient length to be readily understoodby the average engineer, whose know- ledge of these points of steel compositionis not necessarily too elaborate, but who always appreciates having suchfacts put before him in the very readable form in which they are given inthis brochure, which concludes with a detailed suinmary of steel to mostof the standard specifications in use in this country, with some specialdescriptive matter relative to the range of stainless steels which are nowbeing made at Stocksbridge in the high-frequency furnace. This brochure isone of the most excellent we have seen on this subject for sometime, andwe congratulate The United Steel Companies in so effectively retaining thehigh standard of technical literature which has been associated with theirname. Our railway friends who are interested in a short review of steel-makingand steel qualities will add to their book oollection a very useful workon-the subject by making application for a copy of "Some Notes on Alloy Steels."
Trade Notes and Publications. 234
Hudswell, Clarke & Co. Ltd.
Received an order for 12 Diesel locomotives for New Zealand, alsofor all 88 H.P. Diesel locomotive for service in this country, as, well astwo 20 H.P. Diesel locomotives for Lime Works.
Whitelegg & Rogers Ltd.
Orders for Ajax Grease Lubricating equipment for eleven locomotivesof the 2-10-2 type for the Tientsin-Pukow Railway which Fried. Krupp A.G.are building, and for three locomotives for the Peruvian Corporation by Beyer,Peacock & Co. Ltd. They are also to supply 108 Patent Ajax" axleboxlubricators for the Jodhpur Railway. For the South African Railways theyare supplying Ajax Patent steam-operated firedoors for twenty locomotivesof the 19-C class building by Fried. Krupp A.G. and a further lot for twentysimilar engines by the Borsig Lokomotivwerke. Grease lubricating equipmentis also to be supplied for four locomotives of the 15-E class being constructedby Henschel & Sohn.
Sulzer Bros. (London) Ltd.
Acquired business of Hathorn, Davey & Co. Ltd., Sun Foundry, Hunslet,Leeds, to enable it to manufacture in this country, with its own organisationand equipment, the products on which the Sulzer reputation has been built.This arrangement will not interfere with the manufacture by Hathorn, Davey&Co. Ltd. of their own products as they will continue to maintain theirseparate connections.
Heat resisting steels
Publication of particular interest to engineers who have problemsrequiring steel that will withstand very high temperatures, has been issuedby Hadficlds Ltd., Sheffield. It is pointed out, when describing the Eraheat resisting steels, that the composition of the alloy is by no means theonly factor which will govern its behaviour in service. There are many otherfactors, particularly the question of design, which are pnincipally dependenton the maker's experience; which in Hadfield's case is very considerable,as they were the pioneers of heat-resisting steels in Britain. The five maintypes of "Era H.R." steel cover most heat-resisting requirements, and wheretoughness and strength at high temperatures are of importance, and wheresulphurous gases up to 950°C. are met with the "Era H.R.I." should meetmost conditions. The physical and mechanical properties of these metals aregiven in full detail.
Drewry Car Co. Ltd. 234
Repeat order from The Eagle Oil and Shipping Co. Ltd. for two Diesellocomotives fitted with Gardner engines, Vulcan-Sinclair fluid couplingsand Wilson-Drewry pre-selective epicyclic gear box. When completed thesewill bring this company's total number of Drewry locomotives up to 23. TheDrewry Co. have al.so received an order for a 20 h.p. locomotive from theWar Office for the Small Arms School, Hythe.
South African Railways Administration
Order placed for twenty class 19C locomotives with Krupp of Essen,and another twenty of the same type with the Borsig Locomotive Co.
Number 528 (15 August 1936)
Locomotive testing. 235.
Editorial comment on the need for a locomotive testing station asproposed by Gresley
Express freight locomotives, Southern Railway.236.illustration, diagram (side & front elevations)
No. S15 illustrated
2-6-0 metre gauge locomotives, Assam Bengal Railway. 237-8. illustration,diagram (side & front elevations)
YX class supplied by Hunslet with Caprotti rotary cam valvegear.
Long engine runsin the U.S.S.R.238
Through freight train from Skovoroidno on the Amur in Siberia to Moscowusing the same 0-10-0 over the 4700 miles and taking 14 days.
Kiaw-Tsi Railway (China).238
Whitelegg & Rogers Ltd Ajax lubricators and grease lubricatingequipment fitted to 2-8-2described on page 206
Southern Railway. 238
Dover to Dunkirkservice to open on 4 October for freight and 15 Octoberfor passenger traffic
Diesel engined railcar, Northern Counties Committee, L.M.&S.R.238-9. illustration, diagr. (s. & f. els. & plan)
Fitted with two Leylan sic-cylinder 10 litre engines, Leyland hydraulictorque converter and Hardy-Spicer prop shafts
Locomotive turning by power from the vacuum or air brake systems.240-1. illustration, 2 diagrs.
Photograph of No. 2512Silver Foxon turntable: diagrams oftractor arrangement: system patented by Cowans & Sheldon ofCarlisle.
The first Vu1can-Frichs Diesel locomotive. 241
Six-wheeled 275/300 b.h.p. machine, with mechanical transmission,intended for shunting service. The engine is a Vu1can-Frichs standard railwaytraction type developing 275 b.h.p. normally and 300 h.p. at its maximumof 775 r.p.m.
Rebuilt tank locomotive, Clogher Valley Rly. 242.2 illustrations.
No.4 a Castlederg and Victoria Bridge Tramway 2-6-0T (Hudswell, Clark,1904), was acquired and rebuilt as a 2-6-2T at the C.V.R. work shops atAughnacloy: illustrations of suspension on leading truck.
New composite sleeping cars, L.M.S. Railway. 243-5. 3 illustrations.
Photographs of exterior and interiors of both 1st class and 3rd classcompartments. The vehicle ran on six-wheel bogies.
L.M.S. improvement schemes. 245
Modifying the signalling on the Goods Lines at Crewe to enable themto be used for busy Saturday passenger traffic. On the Crewe-Chester-Holyheadthree new signal boxes had been installed to increase traffic capacity atWardle, Brassey and Nant Hall and work had been completed at Rhyl to accommodateholiday traffic.
T.R. Perkins. The Saundersfoot Railway. 245.
Line had reopened as far as Broom Colliery. The state of the remainderof the line is also described
Armstrong-Siddeley pneumatic tyred railcar demonstration LMSR.246-7.illustration.
Weight was reduced by the use of aluminium bodywork and tubular seats.The two eight wheel bogies were fitted with French Michelin tyres. A 12 cylinderV engine drove the car.
[Obituary]. 247.
J.B. Adamson, last Locomotive Superintendent of the Maryport &Carlisle Railway, who had retired in 1922, and had succeeded WilliamCoulthard.
[Jaywick Railway]. 247.
Mr C.H. Newton, Divisional Manager LNER, opened miniature railwaywhich used a Great Northern style 8-foot single [outline steam notmentioned].
Non-balanced locomotive turntable. 248. illustration
Photograph of patented Cowans Sheldon turntable with vacuum tractorwith photograph of LMS No. 6202 turbine locomotive on it.
Repairs of superheater elements. 248
Repair system instigated by Alsace & Lorraine Railway at Bischheimworkshops.
The Cavan and Leitrim Railway and its locomotives.249-52. 6 illustrations.
One photograph shows coal loading system at Arigna. Locomotives builtin 1887 by Robert Stephenson & Co. for opening the line WN 2612-19 were4-4-0T: 1 Isabel, 2Kathleen, 3Lady Edith, 4Violet, 5Gertrude, 6May, 7Olive, 8QueenVictoria (the last lost its name due to its politcal overtones). In 1904a larger Robert Stephenson & Co. 0-6-4T was acquired and became No. 9King Edward which did not lose its name but was scrapped when in 1934four 2-4-2T from the Cork, Blackrock & Passage Railway were added tothe stock
A German "Prarie" type locomotive.252-4. 5 diagrams (side elevationand details)
Details of suspension of radial axlebox, Muller bye-pass valve andcombined steam valve for blast and water pump
The Butler Axlebox Planer. 255-6. 4 illustrations.
Especailly designed for the rapid production of bronze and steelaxleboxes. High output; ability to be operated by one man and simple tooling. Installed at Horwich Works.
Great Western Railway. 256.
New 4.6-0 tender engines completed at Swindon during June comprisedthe following:-Nos. 5054Lamphey Castle, 5055Lydford Castle,5056Ogmore Castle, 5057Penrice Castle, and 5961ToynbeeHall; 4-4-0 tender engine, No. 3202Earl of Dudley, and 0-6-0tanks, Nos. 9780-1 and 9793-4. Engines withdrawn included 0-6-0 tanks, Nos.963 and 1733; 0-6-2 tanks 178-9 (R.S.B. 21 and 22), 234 (B.Ry. 39); and 2-4-0tank No. 3565; 2-6-0 tender engine No. 2678; 2-4-0, No. 3213; 4-4-0, No.3255Excaliburand 3271Eddystone.
London, Midland and Scottish Railway.256
New engines of the 4-6-0 Silver Jubilee class ex Crewe bore Nos. 5712Victory, 5713Renown, 5714Revenge, 5715Invincible, 5716Swiftsure, and 5717Dauntless. Thetenders, which had been transferred from the Royal Scat class, were of thestandard 3,500 gallons type with coal rails. Names had also been given tothe following Silver Jubilees:-Nos. 5599Bechuanaland, 5607Fiji, 5612Jamaica, 5616Malta, 5648Wemyss and5660Rooke. Four of the Jubilee class to be constructed at Crewe Workstowards the end of 1936 were to be named after the four Irish Provinces:Ulster,Munster,Leinster andConnaught.Thenumbers will be 5739/42. "Royal Scots" recently fitted with 4,000 galloncurved sided tenders include Nos. 6106, 6129, 6144, 6149 and 6165. The followingengines were running rebuilt with standard Belpaire boilers: 0-6-0 18 in.goods class Nos. 8458, 8494, 8525 and 8561; 0-8-0 Gl class Nos. 8943, 9061,9066, 9073, 9188 and 9379. Engines condemned included : 4-4-0 Precursor classsuperheater No. 5278; 4-4-0 George V class Nos. 5337, 5349, 5355 and 5402;0-4-2 shunter No.7855; 4-6-0 19 in. goods class Nos. 8758, 8777, 8832 and8837; 4-6-0 Prince of Wales class Nos. 25697 and 25796.
Lubrication of locomotive cylinders, 257-8.
General comments
Oxygen cutting in locomotive shops. 258-9. illustration.
Hancock & Co. Ltd. of Croydon
Fast runs on the French railways. 259-60. table
Lists all railways, with their fastest run in excess of 70 mile/h.and form of traction: mostly by railcars or electric traction: only one steam— the Sud Express. The remainder were mainly by railcar iincluding Dijonto Laroche at 73.31 mile/h on the PLM and several on the Etat Paris to Havreline in both directions.See also correrction on p.301.
L. Derens.The Holland Railway Company and its locomotives. 260-4.4 illustrations., map, 7 diagrams, 2 tables
Mostly survey of tram locomotives. Photograph of Enkhuizen to Stavorenfreight train ferry across South Sea.
New type of Underground train. 264.
Hammersmith & City Line: rolling stock with passenger operatedsliding doors and improved seating.
Running theCromer Expressin the 'Nineties. 264-6. 2 illustrations.
C.H. Parkes, Chairman of the GER, encouraged the development of Cromerby developing non-stop services. A trial was run on 3 Nvember 1895 and regularsummer services were run from 1896. Locomotives used included 2-2-2 No. 1000and 4-2-2 No. 10. Oil burning assisted this activity. Driver Arthur Cageof Ipswich was one of the star performers Alsorefersto Issue 1 (Moore's Monthly Mag.)for Driver Herwin of Norwich's contributionon 3 November 1895 with locomotive No. 1006. .
W.E. Carlisle. Jigs, fixtures and notes on production, 266-7. 2 diagrams.
A. Jacquet.The Belpaire locomotives of the Belgian State Railways.267-8. 3 diagrams.
The Type 30 0-6-0 was introduced in 1861 and built at the MalinesWorkshops. The Type 33 followed in 1862. Due to the disappearance of thelocomotive records from the archives of the Minister of Railways, it isimpossible to ascertain the number of locomotives built to types 30 and 33between 1861 and 1864. Later both series were converted to type 28 of theBelgian State Railways by fitting the improved Belpaire firebox of squareform. The whole of the two early series were eventually rebuilt with thesquare firebox, and incorporated in Class No. 28. From the documents inexistence, it would appear that, in 1882, there were still running 16 enginesof type 30 and 24 engines of type 33, not converted, while 21 had by thenbeen rebuilt. A certain number had been scrapped previous to this. The typewas no longer in use in 1936, the last having been withdrawn and broken upsome years back.
Trade Notes and Publications. 268
Roller bearing axleboxes.
An attractively illustrated publication, issued by the HoffmannManufacturing Co., Ltd., records the growing use of roller bearing axleboxeson railways at home and abroad. The booklet sets out some of the more salientadvantages attached to this form of axlebox, and gives descr iptive drawingsof two different designs in actual use for parallel and taper axle endsrespectively. Of course many variations are made to suit specialrequirements.
Coloured asbestos
Demonstrations were given at a recent exhibition arranged by Bell'sAsbestos and Engineering Supplies Ltd. of the fire-proof and sound-proofqualities of coloured asbestos fabrics in the form of curtains, rugs, etc.These can now be dyed in a variety of colours, and there should be many suitableapplications of such textile materials in railway carriage construction.By the new process, asbestos can not only be coloured but "finished" in amanner which enables it to rank as a textile material equally with linen,cotton and wool. A somewhat remarkable factor is that these asbestos fabricscan be washed.
The London and North Eastern Railway
Placed an order with Cowans, Sheldon and Co. Ltd., Carlisle, for anew turntable to be installed at Norwich Thorpe. This turntable will be ofthe latest design with a diameter of 70 ft. It will therefore be capableof turning the largest engines in service on the L.N.E.R. Two important contractshad also been placed in connection with the modernisation of the LocomotiveDepot at Dundee. One is for a 300-ton engine coaling plant which had beensecured by H. Lees and Co. Ltd. The other is for a locomotive wheel dropsecured by Cowans, Sheldon and Co. Ltd. The L.N.E.R. placed a contract withH. Lees and Co. Ltd., for the electrification of the coaling plant to beinstalled at Colwick Locomotive Depot, Nottingham, which is in course ofmodernisation. The new coaling plant will be electrically operated and havea capacity of 500 tons.
L.M.S. Railway. 268
Placed an order for eight 50-ton bogie bolster trucks with the FairfieldShipbuilding and engineering Co. Ltd., of Chepstow, Monmouthshire.
The best in asbestos. 268
Under this title the Asbestos Manufacturing Co. Ltd., issued a new 80 page catalogue of their specialities in packings, jointingsand beltings. In addition to the general eng.ineering supplies describedthe fi rm have large contracting departments which specialise in the supplyand application of asbestos cement roofing and building materials, and inthe insulation of boilers, piping, vessels and refrigerating plant.
Number 529 (15 September 1936)
Painting. 269
Considered most liveries too sombre especially Great Western: "dullbrown" lower panels and dark locomotive colour. Commended green and whiteof LNER Tourist sock and steam reailcars,
2-6-2 passenger locos., Pekin-Hankow Rly. China. 277-8.illustration, diagram (side elevation)
Ten built by Skoda Works, Plzen in Czechoslovakia. The Skoda typereversing gear is air-operated. The bye-pass valves are automatically controlled.The air brake fitted is of the Westinghouse ET 6 pattern. air-operated fireholedoor.Locomotives built under the inspection of C. Sandberg & Co., ofLondon, consulting engineers to the Chinese GovernmentRailways. Additional information p. 363
Up Riviera Express passing Coryton's Cove, Dawlish Great Western Rly., EngineKing William IIINo. 6007.
Photograph. T.F. Budden. 278
London, Midland & Scottish Rly. 278
The following new engines of the Silver Jubilee class completed andturned out at Crewe: Nos. 5718Dreadnought, 5719Glorious,5720Indomitable, 5721Impregnable,and 5722Defence:engines fitted with 3,500 gallon tenders with coal rails, transferred fromRoyal Scot class. Of the three standard types under construction by privatefirms, 227 4-6-0 mixed traffic engines by Armstrong, Whitworths, 69 2-8-0mineral tender engines by the Vulcan Foundry, and 53 2-6-4 passenger tanksby the North British Loco. Co., the engines so far delivered were: 4-6-0Nos. 5225-41, 2-8-0 Nos. 8027-32, and 2-6-4T Nos. 2545- 67. The first five4-6-0s had been allocated to the Central Division and the remainder of thattype to the Western Division. No. 9127 has been converted from class G toclass G1 (superheater) and provided with a standard Belpaire boiler. Onlya few odd engines of classes D and G remained for conversion. Engines ofthe 4-6-0 Royal Scot type recently fitted with standard 4,000 gallon tendersincluded the first of the series, No. 6100. Two further ex N.S.R. 0-6-0 classD shunting tank engines had been condemned, Nos. 1583 and 1597. Other enginesrecently placed on the condemned list included 4-6-0 Prince of Wales classNos. 25675, 25708 and 25726.
Standardizing Central Section locos., Southern Rly.279-80. 4 illustrations.
B4/x and E1/R: later parts of this series credited to O.J. Morris.See alsoLocomotive Mag., 1938,44,77.
Cavan & Leitrim Rly. 280
In 1903 an Ulster & Connaught Light Railways Bill emerged whichmight have led to a railway from Newry to the Clogher Valley Railway at Tynan,thence from Maguiresbridge on a new link to Bawnboy on the Cavan & LeitrimRly thus providind a through route from Roscommon to Newry
A new British rail speed record. 280.
Silver Fox113 mile/h at Essendine
Stream-lined electric trains, Italian State Railways. 281.illustration
Breda built three-car articulated units capable of 163 km/h averagebetween Bologna and Florence; 150 km/h thence to Rome. From Rome to Formiathe average fell to 133 km/h. The maximum speed was 170.35 km/h. They hadsix 200 hp electtric motors, operated at 3000v DC and wereair-conditioned.
Cowpen Coal Co., Northumberland.281
Had purchased GWR 0-6-0T No. 722 and Southern Railway 0-6-0T No. 2143(ex-LBSCRNuremburg): the latter becomingCamboisNo, 11. Bothoperated between Cambois Colliery and the colliery's own staith at NorthBlyth.
Frazer & Co. 281
Of Hepburn-on-Tyne had a former GWR double-frame 0-6-0PT No. 2186and a Southern Railway 0-6-0T No. B92 for sale.
The Jaywick Miniature Railway. 282. illustration
Connected Tudor Village Crossways station with Jaywick Sands,approximately one mile. 18 inch gauge. Motive power GNR 4-2-2 (steam). Openedby C.H. Newton with the assistance of M.F. Barnard.
All-welded steel wagon.283. illustration
Charless Roberts & Co. 12 ton wagon for Denaby & Cadeby MainCollieries Ltd
L.M.S. rolling stock orders. 283
1937: 105 locomotives; 210 locomotive boilers; 75 carriages; 12105wagons. Orders for 12-ton goods wagons were placed with Charles Roberts (800);Metropolitan Cammell Carriage & Wagon (650); Hurst Nelson (350); R.Y.Pickering (200). 20-ton hopper ore wagons Birmingham Railway Carriage &Wagon (150); 20-ton hopper grain wagons Hurst Nelson (25); 20-ton implementwagons P. & W. Maclellan Ltd (10); 12-ton glass wagons G.R. Turner Ltd(10). 20-ton double bolster trucks, 27 ft long Birmingham Railway Carriage& Wagon (100); Charles Roberts (200); Metropolitan Cammell Carriage &Wagon (200); 30 ton double bolster trucks Hurst Nelson (25)
LNER orders for goodds and coal wagons. 283
For delivery within five to six months: 200 W. Rigby & Sons Ltd;400 W.H. Davis & Co.; 400 S.J. Claye Ltd; 400 R.Y. Pickering; 200 HurstNelson; 100 T. Buirnett & Co.12-ton hoppered coal wagons:350 G.R. TurnerLtd, 350 R.Y. Pickering;; 350 Charles Roberts; 350 Birmingham Railway Carriage& Wagon. 20 ton hoppered coal wagons 500 Birmingham Railway Carriage& Wagon; 500 Metropolitan Cammell Carriage & Wagon.
L. Derens. The Holland Railway Company and its locomotives.284-5.table
Locomotives owned: numbers, names, builders, years, types, cylinderand driving wheel dimensions, date scrapped
Centenary of Lime Street station, Liverpool. 285
15 August 1836
G.H.G. Crump andP.H. Howlett. Locomotives ofthe Port of Bristol Authority, Avonmouth. 285-6. 2 illustrations
Bristol Corporation took over the docks in 1884 and made extesions.10% of grain. 30% of banana, 35% of tobacco United Kingdom imports came troughAvonmouth. There were 60 miles of track, 29 locomotives and 635 railway vehicles.Bristolwas manufactured by Fox, Walker st the Atlas Works, an 0-6-0STWN 180/1873. This was followed by WN 280/1875Alexander. Fox Walkerwas taken over by Peckett & Sons which became the main supplier. PeckettWN 458/1887 was namedHaroldand this was followed by WN 466/1887Lioneland WN 586/1894Lawrence.and by Avonside WN 1371/1896Leslie. Peckett WN 808/1900Kenneth, Avonside WN 1431/1901Francis, Peckett WN 1006/1904Murray, WN 1093/1907Ronald, WN 1243/1910Strathconaand WN 1244/1910Mackenzie latter illustrated (these last were fitted with the vacuumbrake to enable passenger stock to be worked). WN 1264/1913Henryand WN 1377/1914Edwardwere like the earlier Peckett engines. AvonsideWN 1679/1914Alfredwas similar to the earlier Avonside purchasesin dimensions, but modernised. During WW1 five powerful Avonside 0-6-0STswere acquired: WN 1724/1915Hudson, WN 1725/1915William, WN1764/1917Portbury; WN 1799/1917Brian and WN 1800/1918Percy. In 1926 a further Peckett was acquired WN 1721 (presumablyof 1915) and namedFyffe and in 1934 WN 1877-8 were bought and namedWestbury andAshton
Railway Club. 286
H.W. Bardsley read paper: Some Beitish railway accidents on 8October
Agenoria. 286
Loan to Railway Museum York from the Sciencee Museum.
820 H.P. articulated diesel-train Belgian National Railways. 287.
Diesel-electric articulated train of three cars powered by two 410h.p. engines. The mechanical portion of the cars was built by the Baume-MarpentCo. at their works at Morlanwelz, Belgium.
Ernest F. Smith.The Webb three-cylinder compounds theirsupposed automatic crank adjustment.287-9.
The 3-cylinder compound express engines built by Mr. Webb for thelate London & North Western Railway had, as is well known, two high-pressurecylinders placed out- side the frames and driving the rear wheels, and asingle low-pressure cylinder between .the frames, which drove a crank axlesituated m front of the firebox. These two driving axles were not coupled,and their respective cranks were therefore free to take up any relationshipwith respect to each other as a result of slipping, or by reason of unequalwear of the tyres modifying the diameters of the wheels.
When the performance of these engines is under discussion the theory is oftenput forward that there was a certain relation between the cranks of the H.P.and L.P. engines which gave the best results in working, and, furthermore,that these engines, when running, had an automatic tendency towards placingthemselves in this position. Mr. Webb himself is reputed to have held thisbelief, although its soundness does not seem to have been properly establishedby obser- vation or experiment. E.L. Ahrons, inThe British Steam Locomotive,1825-1925, refers to it as "possible, but remains to be proved."
So far as the present writer is aware, no explanation has ever been givenas to the way in which this corrective tendency is presumed to. operate,but it has been suggested that the steam pressure in the receiver betweenthe H.P. and L.P. cylinders had something to do with it. It is, of course,a fact that the receiver pressure influences the behaviour of the two engines.For example, a rise in the pressure, by causing increased back pressure,means less work done in· the H.P. engine, and at the same time increasesthe effort on the L.P. piston, and vice versa for a drop in receiver pressure.
These effects were sometimes seen in the Webb compounds at starting. If theH.P. wheels slipped, the receiver pressure rose rapidly and soon stoppedthe slipping by choking the H.P. exhaust; the excessive pressure on the L.P. piston would then perhaps cause the L.P. wheels to slip, exhausting thereceiver and setting the H.P. off again. These, however, are broad effects,brought about only by wide variation of the conditions in either engine.For any such tendency to correction of the crank disposition as is claimedthere would be required something much narrower in its action and moreinstantaneous in its effects: it must, in the nature of the claim made forit, come into play with any displacement of the cranks from the supposedmost favourable disposition.
In the first place it has to be considered that the H.P. cylinders will exhaustinto the receiver four times, and the L.P. take steam twice, for every revolutionof their driving wheels. These events will cause fluctuations in the receiverpressure, the incidence of the fluctuations differing according to thedisposition of the H.P. and L.P. cranks. There can be no complete synchronisationof four events with two, so that whatever the crank disposition some fluctuationmust always occur.
It was the usual practice to work these engines with the L.P. cylinder cuttingoff at 70 to 75 per cent. of the stroke: in fact, in the later engines theL.P. valve was controlled by a single eccentric, and no means were providedfor altering the travel of the valve.
During this L.P. admission at least one H.P. exhaust would take place, andwith many crank .dispositions two. Can it be claimed that there is .anyparticular incidence of H.P. exhaust and L.P. admission that gives so muchbetter results than another, or even if there was, that the difference wouldbe so great, and the effect produced be such, as to bring about a changein the crank disposition?
Mr. Ahrons says: "No diagrams taken from the L.P. steam-chest appear to havebeen pubhshed ; and the amount of fluctuation of receiver pressure in practice,when running at high speeds with a forty to fifty per cent. cut-off in theH.P. cylinders, is unknown."
We should expect, however, to find evidence of these fluctuations on diagramstaken from the cylmders, and in some of these which the writer has 'seenthere are humps on the H.P. back pressure and L.P. admission lines whichprobably represent variations in the receiver pressure. Such as -they are,they are comparatively small in extent, and certainly do not give the impressionof being capable of influencing the crank disposition effect- -jvely. Itmust be borne in mind that the only way in which the relationship of thecranks could be changed was by slipping of the wheels, and this fact in itself,to the mind of the writer, seems sufficient to demolish the whole theory.
In looking at the question of the relation of H.P. exhausts to L.P. admissionanother fact emerges. We may assume that the four H.P. ' exhausts, whichare spaced apart by 90 degrees of revolution of the crank, are, for all practicalpurposes, equal: also, that the two L.P. admissions, occurring at intervalsof 180 degrees, are equal to each other. It follows from this, then, thatthe incidence of events in the receiver will be exactly reproduced with theL.P. crank in each of the four different positions relative to the H.P. cranks.
For example, suppose admission to the front L.P. port to commence exactlywith the beginning of exhaust from one of the H.P. cylinders. It will makeno difference to the sequence of events in the receiver which H.P. cylinder,or which end, is involved. The same applies to every other position of theL.P. crank. In other words, taking the whole circle of possible L.P, crankdisplacements relative to the H.P., each combination of receiver events isrepeated at four equi - distant points in this circle. The conclusion tobe drawn from this is fairly obvious: considered from the point of view ofthe relation of H.P. to L.P. events in the receiver, if there is one mostfavourable crank disposition there must of necessity be four! To the writerthis seems perilously near reducing the theory in question to an absurdity.
If it is objected that the assumption upon which this argument is based isunsound, that the exhausts or admissions will differ at front and back endsof the cylinders on account of the effects of angularity of the connectingrods, can it be claimed that the differences are great enough, and of sucha nature as to produce the effects alleged? Mr. Ahrons, as already mentioned,refers to this belief inThe British Steam Locomotive, where he givesa series of curves of H.P. and L.P. crank effort and their resultant, bymeans of which he seeks to show the most favourable crank disposition forthese engines. This was, in his opinion, with the L.P. crank at an angleof approximately 135 degrees from each of the H. P. cranks, the resultantthen showing the least irregularity. This, obviously, is the crank dispositionwith which the engine should run, from the point of view of uniformity ofdrawbar effort.
It is quite another thing, however, to claim that the engine will give abetter performance when the cranks are thus disposed. True, he does not statespecifically that the better performance is due to the greater uniformityof the combined crank effort as such, but neither does he suggest that thecause lies elsewhere in improved conditions consequent upon this particularcrank disposition. His own words are: "It has always seemed to the. writerthat the engine which when running could maintain the crank angles as incase C would give the best results . . .", case C in the dia- grams beingthe one quoted above, with the L.P. crank at an angle of 135 degrees fromeach of the H.P.
Later on Ahrons says: "It is possible, though it remains to be proved, thatall these com- pound engines, when once under way, automatically tried toadjust themselves to run in the most favourable position, such as case C."
Unfortunately, no explanation is given, or even suggested, as to how thistendency operated, or to what cause it was due, neither is this apparentfrom the crank effort diagrams shown. Rather, if the particular diagram showingthe alleged most favourable crank disposition is studied, does the case appearto be the reverse to that stated. In this, the maximum' effort of the L.P.coincides with one of the minima of the H.P. engine. At this instant theL. P. is doing much the larger share of the work, and the tendency will surelybe, if anything, for the L.P. driving wheels to slip and so lose thatrelationship. Again, when the L.P. crank is on the dead centre, and its effortzero, the H.P. effort is at a maximum: will there not therefore be a tendencyfor the H.P. wheels to slip and so change the crank disposition? Thus, sofar as can be seen from the curves of crank effort, the tendency appearsto be for the cranks to get away from the disposition giving the most uniformdrawbar pull.
Reverting once more to the events in the receiver, the above-mentioned crankdisposition gives an H.P. exhaust at or near the beginning of each L.P.admission, and another towards the end of that period. It does not readilyappear that any inference can be drawn from this in support of the theoryunder discussion, and in any case, the same incidence of receiver eventsis produced with the L.P. crank in three other positions relative to theH.P., as already pointed out. Furthermore, the relation between the H.P.crank and the exhaust is not constant, release occurring earlier as the engineis notched up, and thereby modifying the sequence of events in the receiverindependently of the crank disposition.
The conclusion seems to be inevitable that, whether the events in the receiverand the crank disposition are considered separately or in combination, therecan be no crank relationship which will give better results in working, apartfrom the question of uniformity of drawbar pull, which has nothing to dowith the point at issue. This being so, there could be no tendency to theself-adjustment of the crank angles, and the belief that this mysteriousproperty was possessed by the Webb 3-cylinder compounds must be relegatedto the company of other myths which have arisen from time to time to obscurethe vision of locomotive students. See correspondence fromViator,Derens and author inresponse
"Ben Loyal," L.M. & S. Rly. 289
In 1876, Dugald Drummond brought out the first of his famous expresslocomotives, on the North British Railway, and this engine was the prototypeof various classes in Scotland and, latterly, England, right down to 1915.The North British, Caledonian, Highland, Glasgow and South Western, and Londonand South Western Railways all had typical Drummond 4-4-0 locomotives builtat various times, and on the first- and second-named the Drummond influenceremained long after the actual designer had departed elsewhere.
A number of P. Drummond's 4-4-0 engines, of exactly the same "family" asD. Drummond's, still survive on the Scottish lines of the L.M.S.R., and mostof D. Drumrnond's South 'Western locomotives are yet at work on the SouthernRailway. The vast majority have, however, been rebuilt; the 5 ft. 7 in. classeson the Southern, though they remain unsuperheated, all had their fireboxwater-tubes removed years ago, and only one of the famous Drummond 4-4-0locomotives in England and Scotland remains structurally unaltered to thisday. The engine in question is L.M.S. No. 14411Ben Loyal, formerlyH.R. No. 15, built at Inverness in 1900. No. 14411 has a double bogie tender,which originally belonged to one of the Highland 0-6-0 locomotives, but wastransferred early in the century. It is also dual - fitted for working GreatNorth of Scotland stock through to and from Aberdeen, but the pump has obviouslynot been used for a long time. A few years ago, this engine was sent downto Kilmarnock for scrapping, but managed to gain a respite, and worked G.& S.W. local trains from Hurlford shed. It was now back at Inverness,and has been working stopping trains to and from Tain. It has all the usualDrummond characteristics, including lock- up safety-valves on the dome, andthe side "wings" to the smokebox.
Duplex carriagte bogie, with free wheels, Swiss FederalRailways. 290-1. 2 illustrations
Designed by J. Buchli, and constructed at the Winterthur Works ofthe Swiss Locomotive and Machine Co. for the Swiss Federal Railways. Sincethe trial coach was put into service at the end of December 1934 it has coveredabout 187,500 miles, and the tyres have not yet been re-turned, the wearbeing exceedingly small. Trials were carried out last summer on the P.L.M.Railway between Dijon and Avignon -74.6 miles-and the result showed thatthe Swiss coach with the new bogies had greater stability than the rest ofthe train, which was made up of five main line bogie coaches from each ofthe principal French systems.
[York Station]. 291
The L.N.E.R. announced that York Station was to be remodelled andconsiderably extended; over 120 " through" trains are dealt with in the courseof a day in addition to those terminating at and starting from the station.The number of platforms is to be increased from 14 to 16 by provision ofa new "island" platform to the west side of the present station. The newplatforms will be each 1,180 ft. in length and two existing platforms, Nos.7 and 14, are to be lengthened to 915 and 1,500 feet respectively. Waitingand refreshment rooms of modern design are to be provided together with arearrangement of the permanent way at the north and south ends of the stationand complete resignalling with colour light signals. For dealing with luggageand parcels traffic six electric lifts are to be provided and new sidingsare to be laid down with a 6 foot stage for dealing with fruit and perishabletraffic.
Royal Scot acceleration. 291
The 10.0 a.m. "Royal Scat" express from Glasgow (Central) and Edinburgh(Princes Street) to arrive at. Euston at 5.25 p.m., the L.M.S. Railway willinaugurate th!s autumn the fastest journey time which has ever applied byrail from Glasgow to London. The change will come Into effect commencingwith the winter train services on September 28, and represents an accelerationof 15 mins. over last winter's timing.
The Great Western Railway winter train service. 291
Came into operation on Monday, 28 September. Apart from the withdrawalof certain summer trains, the service was substantially the same as previouswinter. The downCornish Riviera Limitedcarried slip carriages forWeymouth, Taunton, Minehead and Ilfracombe, and called at Exeter to detacha coach for Kingsbridge. An improvement made in the service from the ChannelIslands was the retention of the "Up" Boat Express on Tuesdays, Thursdaysand Saturdays giving an arrival time at Paddington at 19.30. as comparedwith 20.10 previous winter. In the "Down" direction a buffet car was providedon the 22.15 . Channel Islands Boat Train from Paddington to Weymouth Quay.The outstanding feature of the winter service was the retention of practicallythe whole of the services operated by the seventeen streamlined rail carswhich, including the parcels car, would daily cover 3,584 miles as against1,235 in 1935. The service' between Bristol and South Wales via the SevernTunnel, will be augmented by a streamlined rail car making four trips ineach direction between Bristol and Cardiff, Mondays to Fridays inclusive:.the first regular streamlined car service through the Severn Tunnel.
Recent Japanese locomotives. 292-3. 4 illuistrations, 2 diagrasms(side elevations)
Streamlining was being investigated initially on one C53 class Pacificand then on 20 C55 class Pacifics; a further 20 of which remained unstreamlined.The D51 class 2-8-2 freight locomotives are also mentioned.
Victorian Railways notes. 294-5. 4 illuistrations
S class Pacific and A2 class 4-6-0; also air-conditioned dining car(both interior and exterior illustrated).
Drewry Car Co.295
Buenos Aires Great Southern Railway ordered seven dieselrailcars
W.E. Carlisle. Jigs, fixtures and notes on production, 295-6. 4diagrams.
Palm stays.
Swedish steam locomotives. 296.
Electrification led to a surplus and saler to Norway, Poland, andthe Baltic States
Three-cylinder locos. for the Sorocabana Railway. 297-8. 2illustrations
American Locomotive Company 4-8-2 and 4-10-2 designs: metre gaugeline in Brazil
An unusual shunting locomotive.298
0-10-2 for Union Railraod to work in Pittsburg area build by Balwin.Booster fitted to tender. Trailing axle required for large grate.
New German tanks.298
Reichsbahn Series 71 4-8-4T for mixed traffic
4-8-4 express locomotive, Chilean State Railways. 298. illustration
Henschel & Son of Cassel with air operated reversing gear: 5ft6in gauge
Hunslet Engine Co. Ltd. 298
War Office order for diesel mechanical locomotive with Gardner 8L3204 bhp engine
A. Jacquet.The Belpaire locomotives of the BelgianState Railways.299-300. 4 diagrams (side elevations)
Type 28 0-6-0 built between 1864 and 1884 by many companies in Belgiumand also in Germany
Great Western Railway.300
New engines completed at Swindon: 4-6-0 passenger, Nos. 5962WantageHall, 5963Wimpole Hall, 5964Wolseley Hall; 4-4-0 passenger,No. 3203Earl Cawdor; 0-6-0 tanks, Nos. 9782-4 and 7400; 0-6-0 goodsNos. 293 and 307 [KPJ: what were these?]. Engines condemned recently included0-6-0 tanks Nos. 713 (52 Barry), 1533, 1938; 4-4-0 tender, Nos. 3369 DavidMac Iver, and 3439; 2-6-0 tender, Nos. 4344 and 4395.
George Perry. 300
Death of Mr. George Perry at Hereford on 17 August 1936 in his 82ndyear. He was born at Stratford and joined the Great Eastern Railway at LiverpoolStreet in 1870. The following year he started in the shops at Stratford underS. W. J ohnson, locomotive supt., and remained there until his retirementas a foreman in the erecting fitting shop in 1918. His father was one ofthe original employees of the old Eastern Counties Railway when the locomotiveshops were at Romford prior to their removal to Stratford. Although not sowell known by the present generation he was always popular with those hecame in contact with and many of the pupils and appren- tices under his chargewho left the company to take up, positions at home or abroad will have pleasantmemories. His interest in and knowledge of early locomotive history was verycomprehensive and his wonderful memory was of great assistance when compilingthe articles describing the early locomotives of the Great Eastern Railwaywhich appeared in this journal. In his earlier days he devoted a. lot oftime to music having a fine tenor voice and often appeared at concerts givenat the G.E.R. Institute and at various functions throughout the EasternCounties.
P.W. Robinson of Moseley, Birmingham. 300
Died 1 September 1936, at the early age of 46, will be missed by manyrailway and locomotive enthusiasts in the Midlands. He made a special studyof private firms' locomotives and had! compiled a very complete record ofthese. He was an expert photographer and had won several certificates forviews of Warwickshire, at exhibitions.
New type buffet car. 300
The L.M.S. Railway have completed at their Derby Carriage Works thefirst of four buffet cars of a new type, for the quick service of light mealsand refreshments on trains on which there is insufficient demand' for a fullrestaurant service. These cars, which will shortly be placed in service betweenEuston and Manchester and' vice-versa, and between Worcester and York, Yorkand Manchester and vice-versa, are a development of the experimental "CafeteriaCar" built by the L.M.S. in 1932. Each car is. 57 ft. long and has a kitchenand service at one end, with a quick service cafeteria-bar adjoining. Theremainder of the interior is devoted to tables, of which there are four seatingfour passengers each on one side of the car, and four seating two passengerseach on the other, giving total seating accommodation for 24 people. Thechairs have chromium-steel tube frames with upholstery in Dunlopillo facedwith red leather. Other features of the new cars include the use of Empirewoods (Canadian white birch and Australian walnut) for the interior panelling,and the provision of deep, wide windows giving an unrestricted outlook.
[Drewry Car Co. Ltd]. 300
For service on the Palestine Rys. the Crown Agents for the Coloniesplaced an order with the Drewry Car Co. Ltd. for three broad gauge and twonarrow gauge light rail cars, which will be fitted with Ford Vee-8engines.
Railway noises. 301
One most disagreeable source of noise on a railway which is very muchresented by residents in localities where :here are shunting yards. We referto the clanging and banging of vehicles as they are shunted .n the "make-up"yards, noises which are con:inuous day and night; in fact, in some districtsmore by night than by day. We have not seen any reference to this by the.ommittee investigating noise problems, but pre- sume it will sooner or latercome before them; as :0 how it will be dealt with will be interesting. Wehave heard comparisons made with other det:ails of operation, between roadand rail; in the former, no such noises occur, as there are no similar shuntingoperations. It really seems that :he railway is at a disadvantage with thisitem unless something can be done to modify or revolutionise the methodsused for marshalling railway vehicles. Why it should be necessary to bangrailway wagons together to enable their operation to be efficiently secured,is difficult to substantiate. It would seem that it should be possible, providedthat the machines or engines used for doing the work are quick enough inacceleration, movement and retardation, for trains to be made up withoutthe necessity of the vehicles having to approach each other or be attachedat speed. Of course in yards devoted to the movement of passenger vehiclesthe noise is comparatively small, but in large marshalling yards devotedto freight trains, the constant clanging of the buffers is most pronounced,and sometimes at night the noise reminds one of a battle field, rather thanan area devoted to the ways of peace.
Power signalling at Edinburgh Waverley West. 301
The largest station power signalling plant so far undertaken by theLondon and North Eastern Railway Company was approaching completion at WaverleyStation, Edinburgh. The installation would eliminate five signal boxes containing415 mechanical levers for which would be substituted one new box containinga 227 lever power frame. The new signal box is erected on the south sideof the line, in a recess 100 ft. long by 12 ft. wide and consisted of twofloors. The ground floor accommodated the relay racks, relays and cable runs,with a gangway below the interlocking frame giving access to the internalwiring. A small workshop and store for the !inemen and also a central heatingchamber were provided. The first floor contained the operating room, togetherwith mess rooms for the signalmen and linemen, and also a small room forhousing the train describing apparatus. The operating room had a bay window70 ft. long, which permitted an unobstructed view of the station yard.
The whole of the signalling plant would be electrically operated, the existingsemaphore signals being replaced by modern colour light signals of the multi-unittype, equipped with efficient side lights for close-up indications. The entranceto the station from each of the up main lines will be controlled by a singlecolour light signal, in conjunction with a route indicator which will intimateto trainmen the particular platform into which they are running. All subsidiary signals will be of the internally illuminated banner type, thus dispensingwith coloured lights for the control of shunting movements. All points willbe operated by electric motors, and the whole layout completely track circuited.Provision is made for a breakdown in the electric supply by the installationof an auxiliary standby plant. This plant consists of a petrol driven alternatorset and will automatically come into operation upon the cessation of thenormal supply.
The contractors for the work were the Siemens and General Electric RailwaySignal Company Ltd., who are carrying out the work under the instructionsof W.A. Fraser , L.N.E.R. Engineer (Scotland) and to the designs and immediatesupervision of A. Moss, Signal and Telegraph Assistant to the Engineer,Scotland
Fast Runs on the French Railways. 301
In the article the time allowed to the Sud Express between Paris andBordeaux was by a misprint shown as 4 hours 5 min. instead of 5 hours 44min. The average speed 62.67 m.p.h. is correct.
Correspondence. 301
The Holland Railway Co. and its locomotives.V. Scholderer.
Re L. Derens on the engines of the Holland Railway, which have recalledto memory many friends of my youth, but he is surely in error when he states,as he appears to do on p. 260 of your August number, that the Queenboro'-Flushingsteamer service was not started until 1887. I find in the Continental Bradshawfor July 1876, an advertisement that this route "is now apen." Trains leaveLondon at 8.40 p.rn, and "run alongside the boat from (sic) the new Pierat Queenboro', and passengers land and embark under cover." Before this datethere seems to have been a service from Sheerness. The day service, due toleave London at 7.15 a.m., first figures in the Bradshaw for June, 1887,and' both services continued to use Queenboro' (or, temporarily,. Port Victoria)until the night service was transferred to, Folkestone in, I think, 1911.In the 1880's, as a small boy" I was several times taken to the Continentby this route, and my recollection of those journeys is vivid: the excitementof being in a ship, the strangeness of the ear-shaped footboard beneath eachdoor of the Dutch coaches at Flushing, the mystery of the words "Niet rooken " painted on the" non-smoking compartments, the relish of food from thehorne-packed hamper eaten in a train innocent of corridor stock, . let alonea dining car, the patriotic pride of reading "Beyer, Peacock and Co., Manchester"on the splashers of passing engines, and lastly the supreme thrill of seeingthe guard' clamber along the outside of the moving train, pull open the doorand, half in and half out of the compartment, clip, the tickets. It is truethat speeds were not high, 114 minutes being allowed for the 60¼ milesfrom Flushing to Breda, but that open-air progress of the unfortunate guardmust nevertheless have been at all times very unpleasant and often extremelydangerous. The practice persisted until well into the present century, tomy knowledge, on certain local lines in Germany. By the way, I wonder ifany of the coaches in which we then travelled are still in service. It isnot ten years since I noticed the date of construction, 1875, on a four-wheeledcoach of a local train standing in a Dutch siding.
Reviews. 302
Universal Directory of Railway Officials & Railway Year Book,1936-1937. London: The Directory Publishing Co. Ltd.
Since ifirst published in 1895, this reference book has justifiedits value by the complete and accurate information given. The new editionhas been subjected to the usual thorough annual revision of the list of thepersonnel of the various railways all over the world. The same general.arrangement of the information for easy reference has been retained as inprevious years, and incorporates a chronological list of outstanding historicalrailway events as well .as tables of facts and figures brought up to date.It will be most invaluable to all connected with the railway supply businessin all countries and also a useful addition to the libraries of railwayofficials.
Locomotives of the Southern Railway (Western Section). London: W.G.Tilling.
Tilling's books dealing with the Southern Railway 'locomotives arewell known, and a new edition of the Western Section engines has just beenpublished, revised to J uly last. The fact that this is the third editionproves the .appeal of these little .books to those interested in this railway.The text is largely re-written and the ten illustrations are mearly all new.It is useful for reference and we recommend it for its accuracy and moderateprice.
The Lynton and Barnstaple Railway. L.T.Catchpole(2nd edition). Sidcup: Oakwood Press. 302
The fact that a second edition of this nicely produced and :profuselyillustrated history of the Lynton and Barnstaple Railway has become necessarywithin four months of its publication, is proof of the interest taken bymany in what was one of the most picturesque lines in England. The 'bookhas been completely revised, and new matter incor- porated, including anaccount of the dismantling of the railway, with several new illustrations.A drawing of one of the Manning, Wardle locomotives has been added.
Windsor. Mary Munton. London: Great Western Railway, Paddington Station.Gratis. 302
Bound in a coloured cover depicting the famous round tower, town andriver, this beautifully illustrated booklet will guide the tourist to thebest way to explore the favourite "sights" of Windsor Castle and Eton. Combined.with it is a history of what is probably the oldest Palace in the world althoughlittle if anything remains of William the Conqueror's work, but there aremany parts dating back to the reign of Edward III. Details are included ofsummer tours of the River Thames, partly by rail and partly by riversteamer,
Nasmyth, Wilson and Co. Ltd. 302
Order from the Bengal North Western Railway for four YB class 4-6-2metre gauge locomotives and tenders to inspection of Rendel, Palmer andTritton.
Beyer, Peacock and Co. Ltd. 302
Order from the Peruvian Corporation for one 2-8-0 locornotive andtender.
General Electric Co. Ltd.302
Among recent contracts secured for Osram lamps were 12 months suppliesfor the Southern Railway and three years for the L.M. and S. Ry.
Trade Notes and Publications. 302
Chicago, Burlington & Quincy R.R. 302
Order for Timken roller 'bearings and boxes to equip all driving axlesof three 4-8-4 steam locos. which they were building. The Burlington equippedthe driving axles of seven locomotives with these bearings, and the IllinoisCentral five-car stream-lined diesel train being built by the Pullman Co.to operate between Chicago and St. Louis was to be fitted.
All-steel railway wagons. 302
Publication issued by the Butterley Co. Ltd. of Codnor Park, Ironville,Nottingham, describes their method of constructing all-steel pit tubs forcollieries and railway wagons. The corner joints are so formed that the platesslide together, and a tub can be completely assembled in a few minutes. Forrepair it is just as easily dismantled after removing the bolts. The ButterleyPatent Railway Wagon is based on the same construction. The weight is lessthan the corresponding wooden wagon with greatly improved strength, andmaintenance costs are reduced to a minimum. The makers contend that costof annual repairs between wooden wagons and their patent steel wagons isof the order of 50 per cent.
Distance thermometers. 302
To their series of attractive pamphlets the Cambridge Instrument Co.Ltd. added a further publication, bearing the title "Cambridge DistanceThermometers for Temperatures from -330° to +1000°F."
Portable electric blowers.302
It is necessary to keep machinery free from dust and grit and in thecase of electrical plant, it is particularly important to keep the brushgear and windings as clear as possible. As far as machinery is concerned,the most convenient method of removing dust is undoubtedly by means of compressedair. On the other hand where it is undesirable that dust should be blownabout the room and for cleaning the insides of store bins, and the upholsteryof railway carriages, motor cars, etc., suction cleaning is preferable. Aportable electric blower introduced by the General Electric Co. Ltd., wasdesigned to serve both purposes, a few simple accessories enabling it tobe converted from blowing to suction cleaning when required.
Diesel traction. 302
Eight page illustrated pamphlet issued by the Hunslet Engine Company,Ltd., of Leeds, sets out some of the many advantages of the diesel locomotive.Although in the larger sizes, say over 75 H.P., the capital expenditure isconsiderably more than for an equivalent steam locomotive, this additionalcost is more than compensated for by economy in operation, and where coalis expensive and oil is cheap these savings are very considerable and easilyrepay the additional capital cost in a corn- partively short period. Speedand haulage capacities are detailed and special features of the Hunslet design,including particulars of the Hunslet pre-selective gear change.
Locomotive measuring instruments. 302
Two new catalogues issued by the General Electric Co. Ltd. deal withMiniature Measuring Instruments and Industrial Measuring Instrumentsrespectively. A very wide range of products is dealt with from standardvoltmeters and ammeters to valve oscillators, laboratory testing equipment,testing sets, tachometers, and recording instruments. Some of the most delicatetypes of instruments used in the electric industry are manufactured at theSalford Works to guaranteed standards of accuracy as specified by the PostOffice and other Government departments.
South African Railways. 302
Orders placed with the Metropolitan-Cammell Carriage and Wagon Co.for 35 second class carriages, and with the Birmingham Railway Carriage andWagon Co. for 18 first class carriages, and 35 first and second class composites.
Number 530 (15 October 1936)
Locomotive costs. 303; 305
Running costs and maintenance costs: prolonging life may not be economic— quotes Baldwin Locomotive Works arguing for scrap and build, but theywould!
4-6-0 mixed traffic locomotives, "Grange" class, Great WesternRailway. 304-5. illustration, diagram (side & front elevations)
The first series of these engines to be numbered and named asfollows:-6800Arlington Grange, 6801Aylburton Grange, 6802Bampton Grange, 6803Bucklebury Grange, 6804BrockinghamGrange, 6805Broughton Grange, 6806Blackwell Grange, 6807Birchwood Grange, 6808Beenham Grange, 6809BurghclereGrange.
London, Midland & Scottish Rly. 305
Further new engines of the 4-6-0 Silver Jubilee class turned out atCrewe: Nos. 5723Fearless, 5724Warspite, 5725Repulse,and 5726Vindictive. The tenders fitted to these engines were of thestandard 3,500 gallon type, previously attached to the Royal Scot class.The highest 2-cylinder 4-6-0 ex Arrnstrong-Whitworth was No. 5250. Of thisseries the first five engines, Nos. 5225-5229, were in service on the CentralDivision, and the remainder on the Western Division. New two-cylinder 2-6-4passenger tank engines ex North British Loco. Co. had been delivered as follows:Nos. 2545-2559, Midland Division; Nos. 2560-2564,- Northern Division; Nos.2565-2576, Western Division. The 69 2-8-0 mineral engines in course of deliveryfrom the Vulcan Foundry were all for service on the Midland Division, andof these Nos. 8027-8037 were at work. The following additional Silver Jubileeclass 4-6-0s had been named: Nos. 5560Prince Edward Island, 5606Falkland Islands, and 5609Gilbert and Ellice Islands. Regimentalnames had been given to four additional Royal Scots: Nos. 6133The GreenHowards, 6134The Cheshire Regiment, 6137The Prince of Wales'sVolunteers (South Lancashire), and 6149The Middlesex Regiment.Withdrawals included 4-4-0 George the Fifth class No. 5330, 4-6-0 Princeof Wales class No. 25844, and 4-4-2 Precursor tank No. 6827. One of the newPrincess Royal class express engines is to be namedCoronationinhonour of the Coronation of H.M. King Edward next May. The company is thusfollowing the precedent established in 1911, when one of the L.N.W.R. enginesthen building at Crewe—it was the 5000th engine built there—wasso named in honour of the Coronation of King George V and Queen Mary. TheoriginalCoronation, No. 25348, was still working and stationed atChester, but would shortly be withdrawn as the type was becomingobsolete.
"Pacific" locomotive with poppet valves, P.L.M.Railway. 308-10. illustration, diagram (side elevation), table
2-3-1 C-17 class fitted with Lentz Poppet valves and double chimneysunder JapiotSee also page 351
Railway Club. 310
10 September meeting: Charles E, Lee. Railway owned omnibus services(a history back to 1831 when the Liverpool & Manchester Railway operatedthem).
Baddesley Colliery, Atherstone. 310
Beyer Peacocck to supply 0-4-0+0-4-0 Beyer Garratt similar to onesupplied to Sneyd Colliery at Stoke-on-Trent
Diesel railcar operation on the Buenos Ayres Western Railway.311-13.illustration, 3 tables
Armstrong Whitworth & Co. articulated locomotive and trailerwithv Sulzer engine and electric drive. Seated 48 passengers and hada maximum speed of 60 mile/h. Started cwork in September 1934 being usedon special services between Buenos Ayres and Lujan during the EucharisticCongress when it ran 4760 miles in a fortnight. Sir Follett Holt gave detailsof their operating costs at the AGM of the railwa. Livesey & Hendersonwere the consulating engineers.
The development and testing of locomotives. 313-16.
At the Conference of the British Association for the Advancement ofScience held last month at Blackpool, W.A. Stanier, chief mechanical engineerof the L.M.S. Rly., read a paper on "The Development and Testing of Locomotives,"and the following abstract will be read with considerable interest by engineersm this country and abroad.
Until comparatively recently the facilities for testing locomotives in servicehave been of a very simple form, and it has been difficult to get reliabledata on the working of the engine and the boiler, as well as the numerousaccessories which are developed and offered for trial.
It is, moreover, somewhat difficult to arrange a series of tests on the runninglines without causing inconvenience to the working. Such work is usuallycarried out on. an ordinary booked train, but occasionally it is possibleto arrange a special trial on a Sunday when the line is less occupied. Asa result of this, it has not been possible until recent years for the locomotiveengineer to set out a predetermined programme of trials which would havepossibly in the infancy of locomotive design, led to a much more rapiddevelopment, such as has been the case with the internal combustion engineand which has resulted in rapid development and its general application tomotor cars and aeroplanes.
Probably the first vehicle used for experimental work on the English railwayswas a broad gauge 4-wheeled van which about 1879 was converted to narrowgauge, and fitted up as a measuring van on the Great Western Railway. Itwas fitted with a fifth wheel, which could be raised and lowered, with suitablemechanism and which worked a series of counters indicating the distance travelledin miles and fractions of a mile. The introduction of this car is generallyattributed to Sir Daniel Gooch.
The dynamometer spring and a recording mechanism with paper drive were added.In 1900 a new 8-wheeled car was built by the G.W.R. and fitted with the extrawheel and the mileage dials, and clock from the old car with mechanism toprovide a recording apparatus. The extra wheel is fitted with a hardenedtyre accurately ground to a diameter so that it makes exactly 440 revs. permile, and as it is only in use when a test is being made it maintams itsaccuracy for long periods.. It drives through suitable mechanism, the mileageindications and the paper drums for the recording table. The paper travelsat 1 ft. or 2 ft. per car mile depending on which gear is engaged.
A new spring was fitted to which the drawbar at the live end of the car wasconnected. This spring consists of a number of plates about 7 ft. 6 in. longseparated from each other. !hey are held in the centre with a buckle to which is attached the drawbar, and the ends are in bearers which bear againstbrackets on the under frame of the car. All contact points are carried onrollers so that friction is reduced to the smallest factor.
The drawbar itself is also carried on rollers. An arm from the spring buckleextends to the recording table and carries a pen which draws a curve on thepaper as it passes across the table.
Another instrument fitted is an integrator which consists of a disc whichis revolved by suitable gearing connected to the ninth wheel and makes anumber of revolutions proportional to the speed of the train. A small verticalroller is in contact with this disc, and it can be moved across the discby means of an arm connected to the spring buckle, and is so adjusted thatwhen there is no pull on the drawbar, the roller is in the centre of thedisc and does not revolve. With the slightest pull from the centre the rollerrevolves, and as it has an armature on its spindle with an electric contact,it can be used to operate a pen and an electric counter on the recordingtable, and since the revolutions of the disc are proportional to the distancerun by the train and the distance of the roller from the centre of the discdepends on the drawbar pull, the revolutions of the roller will be a measureof the product of the distance run and the average drawbar pull, that is,of the work done. The gearing is so arranged that each revolution of theroller represents 330,000 ft. lb. of work so that by multiplying the recordon the counter for one minute by 10 the mean drawbar horsepower at any minutecan be directly obtained.
The horsepower can also be obtained at any point on the record since it isequal to the pull in tons multiplied by the speed in miles per hour and by5.97, as per example:-
The table is equipped with pens operated electro-magnetically for the followingrecords:-
1. Datum line.
2. Drawbar pull direct through spring.
3. Work done from Integrator.
4. Speed from clock recording 2 sec. marks.
5. Engine working from observer on footplate.
6. Point at which indicator cards are taken from staff at front of engine.
7. Location from observer of mile posts.
Then when brake tests are being made:-
8. Movement of brake handle on engine to apply brake.
9. Moment at which the brake is fully applied on any vehicle in train.
Some cars are fitted with additional instrurnents such as an ergometer, whichis a combination of the inertia dynamometer (pendulum and the integratingroller). The tangent of the angle which the pendulum makes with its centralposition is proportional to the algebraic sum of the force of gravity (plusor minus) and the force producing change of velocity. .The integratmg rollermultiplies this force by distance, and the result is shown on the paper as.an inclined plane. The change in ordinate of this time represents the changein the algebraic sum of potential and kinetic energy per ton of the train.
When coasting free, the loss of energy recorded is due to train resistance,and is, therefore, a direct indication of it.
A dynamometer car will be of little use unless some reliance can be placedon the records obtained, and it is necessary to provide means to check readilythe accuracy of the drawbar spnng. On the L.M.S. a simple weighing machinehas been devised by which the .spring can be calibrated in position. Themachine consists of a frame which can be bolted to the headstock of thedynamometer car with its outer extremity carried on a trestle, the framebeing packed up so as to be truly level.
The frame carries bearings for accommodating the knife edges which form thefixed fulcrum of a long lever. This lever is also provided wiIth anotherpair of knife edges, which are connected through suitable links to the drawgear.On the top of the lever a portion is machined flat on which a spirit levelis placed! and when level both pairs of knife edges are m the same verticalplane. The ratio. of the lever arm to the distance between the knife edges is exactly 40 to 1, so that 56 lb. placed on the scale pan producesa load of 1 ton on the drawbar
To eliminate the weight of the lever arm and scale pan the further extremityis carried in a spring balance suspended from a hook overhead; this is soadjusted that when there is no pull on the drawbar the spring balance holds the lever truly horizontal. Whatever load is appIied, provided the leveris in the honzontal position, the upward force due to the spring balancewill remain constant and equal to the downward force due to the weight ofthe lever and scale pan,. hence no deduction need be made for the weight.An actual test shows that the drawgear can be maintained within 1 per cent.of accuracy. The gear is always checked in this way before a test is to bemade.
In this country before the grouping of the railways the L.N.W., the L. &Y., and the G.N. all built similar dynamometer cars. On the Continent thereare a number of cars which make similar records but which have modificationin detail. Some of the most complete are the cars attached to the Vitry TestingStation in France. These are fitted with Amsler tables and hydraulic cylindersfor absorbing the drawbar reactions. Means are also provided so that anexamination of the flue gases can be made. An inspirator is fitted in thecar so that the flue gases can be drawn through suitable piping back to thecar, where an analysis can be made of the gases to determine theCO2, CO., etc.
The L.M.S. car is fitted with an indicator for checking the amount of waterfed into the boiler and also the quantity of water replaced in the tender;this permitting the evaporation of the boiler to be obtained.
The coal is weighed on the tender and at the end of a trip the amount leftis weighed. The old method of quoting coal consumption for locomotive performancewas on the basis of "pounds of coal consumed per ton mile" and due to varyingclimatic conditions, loading, etc., it was necessary for extensive teststo be carried out to obtain a representative average figure. Since the adventof the dynamometer car, it is now possible to obtain quite accurate coalcon- sumption figures, but on the basis of actual work performed, i.e., "poundsof coal per drawbar horse-power hour," and due to the fact that this coalconsumption is based on the actual output performance of the locomotive,it is only neces- sary to make a comparatively few runs to obtain the informationrequired.
With the high pressure boilers now in service, a large number of which areworking at 225 and others at 250 lb. pressure, it is very necessary to havethe most efficient steam distribution to ensure economical working and byfitting the locomotive with suitable gear, indicator cards can be obtainedwhich provide a clear analysis of the steam distribution and a thoroughinvestigation can be quickly carried out to determine whether the enginemotion is actually functioning to give the most economical results.
The method followed when indicating the steam distribution is to take outa train up to the maximum load suitable for the locomotive, the dynamometercar being marshalled between the engine and train, and the train worked atvarying speeds and at each speed varying cut offs with full regulator opening.Under such conditions a complete range of indicator cards are taken. Theseindicator cards provide a thorough check of the steam distribution for allpositions of valve gear and speeds and adjustments to the valve gear maybe made if desirable. An interesting investigation was carried out with anexpress 4-6-0 locomotive comprising a series of dynamometer car tests atdifferent periods of the life of the engine, i.e., just before and just afterpiston and valve examinations and service repairs. From results obtainedduring these tests, the erliciency of the engine and boiler deterioratedat a very slow rate, and it was found that the maximum increase in coalconsumption per drawbar horse-power was about 8 per cent. higher than whennew. The boiler efficiency showed very little depreciation although the steamingproperties were not so good when getting towards the next general repair.A very important item in connection with the operation of railways is todetermine the best position for placing the signals controlling the workingof trains, so that the enginemen will have sufficient time to have completecontrol of the train and be able to stop within the home signal, and it isnecessary to ascertain the stopping distance of trains of varying weightsat different speeds. With the gradual increase in the weights and lengthsof trains, this factor is of utmost importance, and various combinationsof locomotives and passenger trains and the stopping distances for thesetrains over a range of gradually increasing speeds up to 95 m.p.h, were shownand a comparison of the standard vacuum brake gear, as compared with thestandard vacuum brake gear with the addition of a direct admission valve,which is fitted to each vacuum cylinder so that the slightest admission ofair in the train pipe automatically opens each D.A. valve to air. When thetests for these brake trials were in hand, in addition to the dynamometercar, each train was provided with vacuum recorders at the front, middle andrear of the train so that the rate of propagation of the brake down the traincould be analysed, and an observer noted the con- dition of the stop, i.e.,whether rough or smooth, as it is obviously not a commercial undertakingto produce stops which would result in damage to the track and discomfortto the passengers. The tests themselves were carried out during the week-endwhen a clear line for running purposes could be obtained over certain sections,and to permit of a straight comparison being made, all the stopping distancesobtained were carefully equated to the stopping distances on the level, i.e.,the effect of either a rising or falling gradient was eliminated. All thestops in question were what are known as emergency stops, the enginemen closingthe regulator at a predetermined speed and immediately applying the brakefully so that the maximum brake power was available as soon as possiblethroughout the
train. Probably one of the most important decisions that had to be made onthe amalgamation of the constituent railways of the L.M.S. in January 1923was to decide on the types of locomotives which should be adopted as standardand conversely the older and less economical types which should be scrapped.Investigations were put in hand and various classes of engines thoroughlytried out with the dynamometer car, and as a result certain locomotives wereadopted as standard types and were built as a type replacing obsolete classes.At the same time, to meet the requirements of the operating department, othermore modern types were built as and when neces- sary, and at the end of 1937as a result of the continuation of this policy the reduction in total steamlocomotive stock, it is estimated, will be 27 per cent. and the reductionof the types 63 per cent.
Another sphere of investigation in which the dynamometer car has been ofgreat value is in the carrying out of coal consumption tests on the basisof pounds burned per unit of work performed when using different qualitiesof coal for exactly similar loads and timings. The results obtained showthat a variation occurs of about 38 per cent. between the best quality ofcoal compared with the worst. In addition, observations taken clearly identifythe coals which produced bad clinkering on the fire-bars resulting in indifferentsteaming. Constant Speed "Method of Testing Locomotives." A method of testinglocomotives has been devised on the Continent, which consists of haul- ingtrains of known weights at predetermined speeds, regulator opening valvegear, cut-off, etc., which enables the constant rate of combustion and steamconsumption to be achieved and thereby a comparative figure of actual consumptionper drawbar horse power hour can be obtained.
Such data when obtained from various types of locomotives enables a veryclose comparison to be made of the efficiencies and engine performance. Toenable the foregoing conditions to be worked to, the train usually consistsof the engine under test, the dynamometer car, and an auxiliary locomotive.The function of the auxiliary locomotive is to maintain the constant speedof the train, and the driver of this locomotive is responsible for this andif the train exceeds the set speed he must apply the brakes which are usuallyof the counter pressure brake type, in addition to the train brakes, or onthe other hand if the engine tends to reduce speed due to climbing a risinggradient the auxiliary locomo- tive must be immediately opened out to maintainthe predetermined speed. The driver of the auxiliary locomotive is providedwith a speed re- corder which enables him to check carefully the actual speedof the train.
It will be recognised from the foregoing that this method of testing ispractically identical with a stationary test plant in so far as the engineworking is maintained under constant conditions, but it also has the practicaladvantage of includ- ing in the test the effect of wind resistance and radiationlosses so far as the locomotive is con- cerned.
The tests carried out on the L.M.S.R. will form the basis of a more intensiveresearch into causes that prevent a higher efficiency from being obtained,but it must be borne in mind that railway research, as a rule, is very slowon account of the great variety of conditions that arise in the operationof a train service. It can seldom be reproduced on a small scale in a laboratoryand not always as a full scale test on a locomotive stationary testing plant,but must generally be tried out in actual service, which takes time andnecessitates the consideration of many variables, and how they may affectthe results.
As an instance of the importance of the application of engine performancedata to assist in solving problems for the Operating Department such as thepossibility of running express trains at higher average speeds, a trial runbetween Euston and Crewe gave varying average speeds of 60 to 76 m.p.h.,and from Euston to Liverpool at average speeds varying from 60 to 74 m.p.h.The following speed restrictions are imposed:- Rugby, 35 m.p.h.; Polesworth,45 m.p.h. ; Stafford, 30 m.p.h. ; Crewe, 20 m.p.h. The effect of these speedrestrictions is very pronounced in that, to maintain the higher average speedsquoted, maximum running speeds for short periods of 100 m.p.h. on theEuston-Rugby Section, and 98 m.p.h. on the Rugby-Liverpool Section must beattained. The possibility of running a passenger train at such high speedscalls for careful investigation with regard to the capacity of the locomotive,and would probably mean a severe reduction in the weight of the train hauled.
This particular problem illustrates the value of the very close co-ordinationwhich exists between the Operating- and Engineering Departments of the railwaysof this country.
Consolidation locomotives for the Chinese Government Rly., Lung-HaiLine. 316-18. illustration, diagram (side elevation)
Fifteen 2-8-0 locomotives built or under construction by SocieteAlsacienne with lare grates (45 ft2) to burn poor qualitycoal.
Streamlined Pacific type loco. and Centenary Train, South Australian Railways.318. illustration
Centenary of the State of South Australia. Locomotive named Sir WinstonDugan and designed by F.J. Shea, chief mechanical engineer. Locomotive andlower panels on passenger cars painted leaf green.
The Dover-Dunkirk train-ferry. 319. illustration
Southern Railway:Twickenham Ferry, Hampton FerryandShepperton Ferryfor overnight sleeping car service between LondonVictoria and Paris Gare du Nord' Ferries built by Swan, Hunter & WighamRichardson Ltd on the Tyne. Riolling stock owned International Sleeping CarCo.
Development in steam locomotive design Presidential Addressof Mr. W. A. Stanier to the Institution of Locomotive Engineers.320-3. table
On 30 September W. A. Stanier, chief mechanical engineer of the London,Midland & Scottish Railway, gave his presidential address to the Institutionof Locomotive Engineers, taking as his subject the progress of locomotivedesign during recent years. Whilst Stanier's paper at Blackpool, which isdealt with elsewhere in this issue, is devoted to the testing of locomotives,the presidential address was a review of recent developments. The improvementin trade and the rivalry of other means of transport had resulted in a generalspeeding up on the railways and he pointed to the ability of the steam locomotivenot only to haul heavy trains at good average speeds, but to rival the internalcombustion engined units. In addition there had been a general increase inthe average speed of trains, with the need for a greater number of fast goodstrains. He paid a generous tribute to what had been done on the London &North Eastern Railway by the Pacific locomotives of Sir Nigel Gresley whengiven a suitable path and load. This achievement was made possible becauseof the care taken and the experience shown in the boiler and engine design,and the skill and experience of those who built the locomotive to ensurereliability in service. Up to the present the general practice was to designlocomotives on conventional lines. The boilers have usually been designedfor a working pressure of 300 lb. per sq. in. or under, but there had beena marked increase in firebox volume, grate area, and an improvement in tuberatios. The engines have had cylinders designed with better steam passagesand larger steam pipes and the valve gear has been arranged with longer valvetravel.
On the Delaware & Hudson Railroad in the U.S.A. four progressive locomotiveshave been .introduced, the latest of which have a working pressure of 500lb. per sq. in. and it seemed from the way in which they have been put onthe line, that some at least of them are not likely to be perpetuated. InGermany, France, America and England engines have been built with theSchrnidt-Henschel type of boiler having a closed circuit, with a pressureof 1,600 lb. to 1,800 lb. per sa. inch and producing steam from 850 lb. to900 lb. per sq. in., but they have not progressed very far. The Winterthurhigh-pressure locomotive, which was tried on the Swiss Federal Railways,has a boiler of a special water-tube type. The engine is of the high-speeduniflow type with cam- operated poppet valves, a reduction gear drive of1 :2.5 being provided, with a jack shaft and connecting rods transmittingpower to the coupled wheels. The boiler pressure is 850 lb. per sq. in. Referencewas made to the L.M. & S.R. turbine locomotive. A number of engines hadbeen developed embodying the turbine as a power unit and most of these hadbeen fitted with condensers, and in his opinion these auxiliaries had beenthe principal stumbling block to successful results. In collaboration withthe Metropolitan-Vickers Co. the L.M. & S. had built their locomotivefitted with the Ljungstrom non-condensing turbine, similar to one which wasrunning on the Grangesberg-Oxelosund Railway in Sweden. The Swedish enginewas a 2-8-0 working heavy ore trains, whereas the L.M. & S. is a 4-6-2for heavy and fast passenger trains. The turbine engine had been workingregularly between Euston and Liverpool and back for twelve months, and hadworked to Glasgow and back." Apart from a little trouble with the reverseturbine which had been put right, it had worked most successfully. Whilsta turbine is ideal for continuous working, it has still to be proved thatit will operate effici- ently under the variable conditions of ordinary trainworking, and this, as Mr. Stanier pointed out, can only be ascertained byactual test, and one or two station stops may easily upset all the economiesobtained in running. This engine was the first in this country to be fittedwith roller bearings to all axles.
The reciprocating engine was eminently suited to meet the varying conditionswhich occurred in ordinary train working. The simplicity and flexibilityof the ordinary reciprocating locomotive, combined with the fact that itsintrinsic characteristic, as represented by the tractive effort speed curve,is exactly what it should be for railway work. It has a high value for awide range of slow speeds when it is required for starting trains, and fallsaway at high speeds, when a large tractive effort is not required. Thischaracteristic is the result of the expansive properties of steam, and ofdirect drive, unobtainable without complication from any other form of power,and makes the reciprocating locomotive almost unassailable against the progressof time and its competitors.
On the question of valve gears, Stanier stated that in spite of all competitorsthe Walschaert gear, introduced in 1844, still holds its own. It has theinherent advantage that any lost motion in the parts is reduced at the valveitself. It is simple to maintain, and can be arranged on the outside of theengine so that it is very acces- sible. In the latest arrangement on theL.M.S. 4-6-2 engines all the motion pins have needle roller bearings, exceptthe return crank which has a radial ball bearing. This arrangement is expectedpractically to eliminate wear in the joints of the gear, and only requiresgreasing once a month and so reduces attention by the engine crew.
Every effort should be made to reduce weight, but in the search for lightnessthe use of aluminium heads for piston valves were not altogether successfulowing to the grooves in the head becoming wider. Poppet valves operated bycams either through Walschaerts gear or through a rotary gear drive havebeen developed and have the advantage of lightness of valves, and on somerailways are found to have advantages over piston valves.
A table shows boiler ratios, including free surface areas and theirratios for: LNER Silver Link (A4 Pacific); LMS Turbomotive Engine No.6202; GWR Castle class; Nord 3.1171-90; German State Rly. 4-6·2;Canadian National 4-6-4 Class K.5.a and the Algerian Garratt 4-6-2 + 2-6-4
In England locomotive boilers are still of the conventional design, and thehighest pressure is 250 psi. A great deal of investigation of the boilerproportions has been carried out, and there has been a great tendency tobuild boilers with larger grate areas and bigger fireboxes. Unfortunatelythe British load gauge restricts the size both of boiler and engine design,a width of 8 ft. 9 in. over cylinders and 13 ft. 3 in. high limits theproportions, and the weights on axles limit the weight of the various partsto much more modest dimensions than on many engines on the Continent andin America.
In America, many engines are running with water-tube fireboxes, and noteworthyexamples are the Delaware & Hudson engines, already referred to, whichhave, in effect, a water-tube boiler joined to an ordinary boiler barrel.The Baltimore & Ohio R.R. have a number of engines fitted with a water-tubefirebox, designed by the chief of motive power, Col. George Emerson, whichhas a water-tube wall on each side of the firebox. Both types are said tobe free steaming boilers and are working at 350 psi or over. These fireboxesare made possible by the more generous dimensions of the U.S. load gauge.
These developments must be carefully watched, and all locomotive engineersare keenly following the boiler proportions ot engmes tnat are runnmg orcontemplated. The following features deserve particular attention:-
(1) The grate area should be of sufficient size to ensure an average rateof combustion of about 50 lb. of coal per sq. ft. of grate per hour.
(2) There should be ample firebox volume to ensure combustion before thegases enter the tubes.
(3) Ample free area for both the superheater flue tubes and boiler tubes,and a suitable ratio for the superheated steam required without prejudicingthe steaming properties of the boiler.
(4) A suitable evaporating heating surface and proportion of length to boreof tubes, so that the passage of gases is not unduly retarded through thetubes.
(5) Good air space through the grate; many modern grates have from 48 to54 per cent. air space to grate area.
(6) Design of smoke box arrangement.
From a close examination of modern boiler design, particulars of the boilerproportions are very interesting. Fairly wide differences may be noted, whichindicate that, within certain limits, the steaming and efficiency of a boilerwill be quite satisfactory, and this fact is a great help, when it is realisedthat very often the design has to be modified to meet other important features.To enable boilers of the largest possible size to be built, it is necessarysometimes to use higher tensile steel plates than are normally used, anda number of railways have built boilers using a steel containing about 2per cent. of nickel with the following analysis:-
Carbon 0.2% to 0.25%
Silicon 0.1% to 0.15%
Manganese 0.5% to 0.7%
Sulphur 0.04% t
Phosphorous 0.04 %
Nickel 1. 75% to 2.0%
Physical Tests:-
Tensile: 34 to 38 tons per sq. in.
Yield: 17 to 19 tons per sq. in.
Elongation: 22 per cent. to 24 per cent.
Reduction in area: 50 per cent.
This material enables a reduction to be made m the thickness of the platesused in the design of the boiler, which results in a net reduction in theweight of a boiler, having about 29-30 sq. ft. of grate area, of 20 cwt.and a further reduction of 6 cwt. is obtained by using high tensile longitudinaland roof stays, a total decrease of 1 ton 6 cwt. No difficulty is experiencedin flanging this material, and no detriment can be discovered as a resultof electric arc welding certain parts, provided suitable electrodes are used.
The practice of electric arc welding on boilers has not developed far inEngland, although steady progress is being made. Up to the present no chiefmechanical engineer has had courage to weld all the seams on a locomotiveboiler, although in America it is quite usual for the steel firebox platesto be welded and not riveted. There is a fruitful field for research, asby eliminating rivets and lapped seams, weight can be saved and sources ofweakness removed.
On the Continent a great deal of experimental work has been carried out inconnection with boilers of the Velox and La Mont type. The Velox boiler hasbeen developed by the Brown, Boveri Company, and advantages are claimed forthis steam generator on account of the small space required, its exceptionallylight weight, rapidity in raising steam and general suitability for servicerequirements.
The P.L.M. Co. have under consideration the conversion of a 4-6-0 locomotiveto this type of steam unit. The La Mont steam generator is also of the water-tubesteam unit type, and, roughly speaking, it is claimed that to give the sameout-put as a conventional type of locomotive boiler the La Mont type wouldbe about half the weight. Both of these water-tube boilers have a very highrate of steam production, and one of the most im- portant auxiliaries isthe provision of a pump to ensure that satisfactory circulation is maintained.It may be that the future high-speed locomotive will depart from the simpletype originated by George Stephenson, and we shall have a super steam raisingunit supplying high-pressure steam to a small totally enclosed multi-cylinderhigh- speed engine on the lines of the Doble or the Swiss Locomotive Co.'sengine, which was tried a few years ago. One of the factors necessary forthe success of such a machine would probably be a good water supply.
On the L.M.S. in recent years an effort has been made to improve the qualityof the water supplied to the locomotives. A large number of water softenershave been installed, and are now being brought into service. The introductionof water softening in bulk has its inherent troubles. Many of the watersto be dealt with have a con- siderable permanent hardness, and this necessitatesthe addition of soda to remove this very undesirable feature, resulting ina softened water of an alkaline character, which invariably sets up a conditionin the boiler causing priming. To avoid the high concentration of primingsalts, it is necessary to blow the boiler down frequently, or alternatively,to ut every boiler with a continu- ous blow-down so that the concentrationof prim- ing salts in solution does not exceed 180 grains per gallon. Thismeans continuously discharging about two gallons of water per minute allthe time an engine is working. This system has been introduced very largelyin America, and the L.M.S. are now engaged in fitting a continuous blow-down on all engines, so that the fullest advantage can be taken of watersoftened down to zero hardness. It has been proved that unless zero hardnessis provided, most of the advantage of water softemng is lost, due to corrosion,priming and other troubles.
By careful design and suitable loading the problem of high speed is notinsurmountable, but combined with it is the problem of stopping distance.A train of seven coaches with an engine havmg a total weight of about 365tons, will require something like 1,700 yards before it will come to a standfrom 90 miles an hour on the level, this with a full application of the brake,and as the distant signal is usually not more than 1,200 yards in the rearof the home signal, high speed postulates a new set of running conditions.In America many railroads are equipped with an elaborate system of automatictrain control and cab signalling apparatus. In England the G.W.R. is equippedon all its main lines with automatic train control of a simple form, whichdepends on a plunger on the engine being raised by a ramp in the track tooperate an audible signal, and if the distant is on, the brake is partiallyapplied at the distant signal. The L.M.S. are experimenting with a signalof the Hudd type — that is, a magnet in the track operates an armatureon the engine receiver unit which, through a relay, sounds a horn, and partiallyapplies the brake. 'Whether any of these systems will help to speed up trainworking remains to be seen, but even with these devices functioning withthe utmost reliability the problem of the distance required for making astop still remains. The power brake as at present applied to the locomotiveand coaching stock is of necessity limited to the amount that can be appliedat slow speeds to avoid skidding the wheels, so that at high speeds it hasvery limited effect.
Streamlining has no material advantage at speeds under 60 m.p.h., but itdoes give increasing advantage above that speed. The important point withregard to wind resistance is that it increases in proportion to the squareof the speed of the train. This means that the air resistance of a trainrunning at 80 m.p.h. on a calm day is four times as great as it is at 40m.p.h. or sixteen times as great as when the train is travelling at only20 m.p.h. Streamlining may be something like that blessed word "Mesopotamia"to the old lady. At any rate, it has good publicity value. There is stillmuch to be done and a wide margin to attack. The heat value of fuel and theefficiency of the locomotive as expressed by work done still leave something for us to do. Therev is ample evidence that the field forsteam locomotives, for long distance working so far as the UK is concernedhas still possibilities for further investigation.See J. Instn Loco Engrs, 1936,26, 553..
Ramsgate Tunnel Railway. 323. illustration
Operated at 400V dc fed by trolley wire: motors supplied by EnglishElectric; 2 ft gauge; used former LCDR tunnel to connect Dumpton Park tosite of former Harbour Station.
Railway Club. 323
5 November 1936 meeeting: Passenger services withdrawn since groupingpresented by G.W.T Daniel
W.E. Carlisle. Jigs, fixtures and notes on production, 324. 3diagrams.
Firedoor rings and smokebox door hinges
London & North Eastern Railway.324.
New P2 2-8-2 locomotives Nos. 20005Thane of Fife and 2006Wolf of Badenochfor service between Edinburgh, Dundee and Aberdeen.Last of series of V1 2-6-2T built at Doncaster, No. 466 allocated to Gateshead.. V2 2-6-2 No. 4772 allocated to York. Final H1 4-4-4T to A8 4-6-2T conversionNo. 1517 completed at Darlington. New series of K3 2-6-0 built atDarlington beginning with No. 2470. Withdrawalss included NER A2 PacificsNos. 2401 and 2402 and Y8 0-4-0T No. 561. GER 2-4-0 Nos. 7463 and 7496 wereworking between Darlington and Hawes. On Saturday 26 September the SilverJubileeset was worked to Edinburgh and back by Driver T. Dron of Gateshead:times 118 minutes outward and 114 on return.
New buffet cars, L.M.S.R. 325-6. 3 illustrations
Four cars built at Derby Works: illustrations show exterior, interiorwith bar and modernb decor including leather seats with Dunlopillo cushionsand kitchen.
The Weimar-Berka-Blankenhain Railway, Germany. 327-30. 3illustrations
Thuringen: railway lines with steep gradients and sharp curves:locomotives: Mallet compound 0-4-4-0 supplied by Arnold Jung and 0-8-0T suppliedby Orenstein & Koppel and an articulated diesel railcar using articulationdeveloped by H. Groseck and H. Ahrens, Technical Director ofBachsteain.
Great Western Railway. 330
New engines completed at Swindon: 4-6-0 passenger Nos. 5965 WoollasHall, 6800Arlington Grange, 6801Aylburton Grange;; 4-4-0No. 3204Earl of Dartmouth, goods tanks, 0-6-0 type, Nos. 7401-9.Engines condemned included: 0-6-0 tanks, Nos. 738 and 1567; 0-4-2 tank No.1487; 4-4-0 tender, No. 3413James Mason and No. 3347; 2-6-0 tender,Nos. 4301, 4310, 4340, 4341, 4345, 4351, 4384 and 4398.
Northumberland Colliery locos.330
No. 2186, G.W.Rly. six-coupled pannier tank sold to the Hazelriggand Burradon Coal Co., Gosforth, Northumberland, and was running withoutany alterations to the painting, etc. No. B92, Southern Railway 6-coupledtank sold to the Hartley Main Collieries Co., and was No. 30 in their stock.The Cowpen Coal Co. of North Blyth, recently purchased from the L.N.E.R.6-coupled tank, No. 304, class J71, built at Darlington Works in 1886, andwas now No. 12, Cambois, in the colliery stock. A very interesting enginescrapped last month by the Hartley Main Collieries Co. was their No. 7. Thisengine was originally built by Lord Londonderry at his Seaham Harbour Worksin 1889 for his Sunderland and Seaham Railway and was No. 20. Purchased bythe N.E.R. about 1902 it was renumbered 1335. After working a few years itwas sold to the Seaton Delaval Coal Co. and became their No. 10. On theamalgamation of the Seaton Delaval and Cramlington Coal Cos to form the HartleyMain Collieries Co. in 1929 it was renumbered 7. A still older engine andprobably the oldest at present working in Northumberland is Hartley MainCollieries, No. 3, which was built by Robert Stephenson and Co. at Newcastlein 1867 to the design of E. Fletcher, then Loco. Supt. of the N.E.Rly. as No. 658. It was a 6-coupled double framed tender engine with allwheels in front of thel fire box. After -running on the N.E. Rly. for 36years it was sold to the Seaton Delaval Coal Co. and became their No. 5,until the amalgamation in 1929, when it became the Hartley Main CollieriesCo.'s No. 3, and barring accident will run for a few more years.
L. Derens.The Dutch State Railways Company. 331-4.2 illustrations, 4 maps, 3 diagra,s (side elevations)
Beyer Peacock & Co. was the main supplier of lcomotives beginningwith 2-2-2 WN 385-8/ 1863 followed by WN 688-93/ 1865. Four of the 2-2-2were rebuilt as 0-4-2 locomtives for shunting and at this stage therewas switching of identities.
G.W.R. 334
Passenger service between Swansea East Dock and Neath Riverside waswithdrawn from 28 September: the stations at Swansea East Dock, DanygraigHalt, Britton Ferry Road, Cardonnel Halt and Neath Abbey were closed.
Obituary.335
Brig.-General Sir Brodie Haldane Henderson, senior partner in thefirm of Livesey and Henderson, consulting engineers, died on Sept. 28, atBranghing, Ware, at the age of 67. As consulting engineer for the principalrailways in the Argentine and Uruguay he was well known in engineering circles.He served an apprenticeship with Beyer, Peacock & Co. and then spentsome time on the construction of the Algeciras-Bobadilla Railway in the Southof Spain. After joining the firm of Livesey & Son he was engaged on harbour,dock and railway works in South America, China, Africa and Japan. Duringthe war he was for a time Deputy-Director of Transportation to the BritishExpeditionary Force in France. He was created K.C.M.G. in 1919. He was aDeputy-Lieutenant of Herts of which county he was High Sheriff in 1925. In1929 he was elected president of the Institution of Civil Engineers.
Correspondence. 335.
The automatic crank adjustment of the Webbthree-cylinder compounds.L. Derens.
The theory about these remarkable engines as set forth by Mr. Smithis to my opinion open to some comment. Although when the H.P. driving wheelsare turned while the L.P. were kept standing, there would be four equidistantpoints in one revolution, giving changing relative H.P. and L.P. crank positions,at which the receiver pressure would be the same, there does not: followfrom this there are of necessity also "four': most favourable relative positionsof the H.P. and L.P . cranks, because this favourable condition only relatesto drawbar pull, which would not be the same in the four different relativepositions mentioned above.
Where he criticises Mr. Ahrons' claim as to the most favourable crank dispositionand his supposed tendency of the engines to get "away" from this disposition,this to my opinion cannot be explained in the way Mr. Smith argues. Althoughwith the 135 degrees angle the maximum effort of the L.P. coincides withone of the minima of the H.P. engine, there is no necessity for slippingof the L.P. driving wheels or vice versa of the H.P. Slipping will only beproduced when the coefficient of adhesion is insufficient, for which thereis no reason to assume, as this occurred only at starting with the abnormallyhigh receiver pressure produced by slipping of the H.P. engine. There isthus no apparent reason why the H.P. and L.P. cranks should get away fromthe 135 degrees position if once assumed. On the other hand, with the cranksin other relative positions, irregular drawbar pull or "jerks" could produceslipping by the reaction of the carriages, which would stop as soon as themost favourable disposition giving the most uniform drawbar pull is attained.Thus to my opinion the theory of Mr. Ahrons that these compounds automaticallytried to adjust themselves to run in the most favourable crank'dispositionis not so inexplicable as it would seem. It even appears to me that thisautomatic adjustment would take place immediately after starting, as thehigh crank efforts put up then offer the most favourable opportunity forslipping, when assisted by the jerking motion of the train produced by theirregular drawbar pull in consequence of an unfavourable position of thecranks.
Thus, not abnormal variations in receiver pressure brought about by unfavourablecrank dispositions would be the cause of slipping, but the unequal drawbarpull resulting from it. To my opinion, any divided-drive, uncoupled engines(such as the ex L.S.W.R. 4-2-2-0 Drurnrnond) would automatically try to adjustthemselves to the relative position of the cranks giving the most uniformdrawbar pull. Three cylinder engines with cranks fixed at 120 degrees havethe most uniform drawbar pull. Would this not explain why these Webb compoundswere such good hill climbers, just by assuming such a crank disposition,which gives the most uniform drawbar pull?See also responsefrom original author on page 403
Single driver tank locomotive in Austria.E.Rihosek
Re "Single-driver Tank Locomotive in Austria" (July 15 issue), I wishto draw your attention to the fact that the numbers and dates you give ofSeries 97 are not quite correct. The first engine of this series was builtin 1878 and not in 1879 as stated. The classification "97" was given in 1884and not after the war, the numbers being (in 1911) 97.01, 97.99,97.101—97.199 and 97.201—97.225. After the war, the Austrian FederalRailways took over only 28 of these locomotives and since that time, a numberof the "97" class has been broken up or sold to industrial companies. Thereare at present two rebuilt engines in, service, the first having been rebuiltin 1934 and the second in 1935, their numbers being 12.01 and 12.02.
The Holland Railway Co. and its locomotives.L.Derens
Mr. Scholdcrer has probably misread my statement with regard to theQueenboro' service of the Zealand Steamship Company. He will see that thewords "since 1887" are also between the brackets which does mean that onlythe day service started at that date and that before 1887 there was onlya night boat to and from Queenboro'. The date when rhe night service wastransferred to Folkestone, given by Mr. Scholderer as 1911, may be correct,although I am unable to check this at present. With regard to the ContinentalBradshaw for July 1876, stating that the Queenboro'-Flushing route was thenopen, this is quite right, although a real mail train service from Flushingto Germany did not begin before 1881. Of course before that year one couldtravel from England to Germany via Queenboro' by any ordinary train fromFlushing, but there were no mail trains. The day service from Queenboro ',as Mr. Scholderer writes, first figures in the Bradshaw for June 1887, whichis in accordance with my own statement.
Institution of Locomotive Engineers. 335
At the general meeting held 30 September, the following were elected:-Members: David Carleton Buttle, Director of the Nitrate Railways Co., 110Cannon St., E.C.4; Eric Percival Gildea, Divisional Mechanical Engineer,North Western Railway, Karachi; Michael John Ginetty, Running Supt., Gt.Southern Rlys., Ireland, Broadstone, Dublin; George Robert Lock, Deputy ChiefEngineer, Crown Agents for the Colonies, 4 Millbank, S.W·.1.; HaroldYoung, Chief Mech. Engineer, New South Wales Govt. Rlys., Redfern, Sydney.Transfer from Associate Member to Member: Joshua Bradley, Production Engineer,M. & S.M. Rly., Perambut, Madras; Eric Aston Cole, Acting Works Manager,Assam-Bengal Rly., Pahartali, Bengal; Jack Armytage Kilby, Deputy ChiefMechanical Engineer, Egyptian State Rlys., Bulak, Cairo; Henry Merrett RavensburyMorse, Works Manager, Carr. and Wagon Shops, North Western Rly., Moghalpura,Lahore. Associate Members: James Spencer Cartlidge, Carr. and Works Dept.,L.N.E. Rly., King's Cross, N.; Ernest Charles Noble, Locomotive Service Engineer,Dearborn Chemical Co., Ltd., Peru 1186, Buenos Ayres; Chi-yu Wu, Asst. Engineerof Ministry of Rlys., Chinese Govt., studying in England, City and GuildsEngineering College, S.W. Associates: Henry Norman Anderson, General Manager,Buenos Ayres Midland Rly., Buenos Ayres; Joseph Edge Beckett, Chairman andManaging Director, Beckett, Laycock and Watkinson , Ltd., Acton Lane, N.W.10;Oswald Bruckner, The Texas Co. (China), Ltd., Shanghai; Reginald John Drury,Secretary to P. and W. MacLellan, Ltd., 10, Princes Strees, S.W.1.; AlwynMaitland Kempson, Production Manager, Imperial Chemical Industries, Ltd.,Wilton, Birmingham; Colin MacQueen, Service Engineer (Locos.), Dearborn ChemicalCo., Peru 1186, Buenos Ayres; George Pettigrew-Smith, Chairman Monarch Controllerand Associated Co. 's, 7 Victoria Street, S.W.!.
Reviews. 336
By Cornish Riviera Limited.W. G. Chaprnan.London: Routledge & Co. Ltd.
In choosing as his subject the journey of theCornish RivieraLimited as a daily demonstration of fast running with a heavy passengertrain, the author will interest a very large number of holiday makers andothers who have been introduced to the charms of our West Country by theGreat Western Railway.
Starting with the epoch making high speed run of theCity of Truroin 1904 and the introduction of the non-stop run between London and Plymouthin the summer of that year, when the train consisted of seven vehicles weighing180 tons, the history of the famous train is traced down to the summer serviceof 1936, with the load increased to 13 or 14 vehicles and the weight behindthe locomotive in the neighbourhood of 500 tons. Chapter 2 is devoted todescribing the preparing of the engine and train for its long journey, andthis is followed by chapters describing the journey to Penzance and St. Ives,and including interesting notes on the permanent way, signalling, diningcar arrangements, working of the electric train lighting equipment, etc.The text is written in the interesting style adopted by Chapman in his popularbooks published by the G.W.R., and lavishly illustrated by excellent photo.reproductions.
La locomotive actuelle.H. Vigerie, of the Cheminde Fer du Nord, and E. Devernay, of the Ecole Polytechnique, with a prefaceby J. Lancrenon, Chemin de Fer du Nord. 607pp, with 552 illustrations. Paris:Dunod.
The last edition of the work written by Pierre Guedon entitled "LeMecanicien de Chemin de Fer" dates back to 1920. To bring this book up todate and to incorporate descriptions of recent developments in perfectingthe steam locomotive Vigerie and Devernay have had the enterprise to undertakea complete revision of this admirable study of the locomotive. It is practicallya new book and is issued under the titleLa Locomotive Actuelle."To accord with the intentions of M. Guedon, the authors have not made anymodifications to the mathematical explanations reproduced from the specialreports of eminent technicians who have studied the functions of a locomotivefrom a purely theoretical point of view.
The resume of the several phases of design, which forms the first part ofthe book, along with the various formulae and calculations in the body ofthe work form a complete guide to the study of locomotive practice. Thesubordinate grades of the technical personnel of the railways will profitfrom the descriptions of new apparatus that now form part of the modernlocomotive and which are usually only to be found disseminated among numerousreviews and pamphlets. The authors have judiciously recorded the progressmade in the last ten years in the better utilisation of steam.
Empire Exhibition, South Africa. 330. illustration
At the Empire Exhibition held at Johannesberg, Hadfields Limited hada large exhibit. The stand was photographed prior to its being dismantledand shipped to South Africa and is shown in the accompanying photo. re-production. The exhibits of historical interest comprised specimens thathad been collected from the original experiments which resulted in the inventionof manganese steel and silicon steel. Since its introduction "Era" manganesesteel had been used for railway and tramway track work.
Number 531 (14 November 1936)
Some aspects of running shed maintenance. 337
Editorial comment on amount of maintenance which should be performedat locomotive depots rather than in main workshops.
2-4-2 tank locos. Egyptian State Railways. 338. illustration, diagram(side & front elevations)
W.G. Bagnall products for the Minich Auxiliary Railways: outsidecylinders, Walschaerts valve gear, Belpaire fireboxes with 13½ x 20incylinders and 3ft 8in coupled wheels.
Group of six 4-6-0 mixed traffic locomotives for the London. Midland &Scottish Railway, leaving the Scotswood Works of Sir W.G. Armstrong, Whitworth& Co. Ltd. 339. illustration
Photograph of six Class 5 4-6-0 locomotives which formed part of anorder for 227 locomotives which this firm was building for the L.M.S. Rly.
London, Midland & Scottish Rly. 339
Additional engines of the 4-6-0 Silver Jubilee class turned out atCrewe Nos. 5727Inflexible, 5728Defiance, 5729Furious,5730Ocean, and 5731Perseverance. These engines were fittedwith 4,000 gallon tenders, which are to be the standard for the rest of theseries. The following Silver Jubilees of the earlier series had been namedas shown: Nos. 5558Manitoba, 5568Westem Atlstmlia, 5579Punjab, and 5625Sarawak. Two further Royal Scots had beenrenamed after British regiments, Nos. 6128The Lovat Scouts, and 6142The York and Lancaster Regiment. The series would be completed byNo. 6127, to beThe Old Contemptible. Deliveries of standard enginesfrom outside firms were as follows: 2-6-4 passenger tanks ex North BritishLocomotive Company, Nos. 2577-2593; 4-6-0 mixed traffic class ex Armstrong,Whitworths, Nos. 5251-5259; 2-8-0 freight class ex Vulcan Foundry, Nos.8038-8052. The highest 2-6-4 passenger tank ex Derby is No. 2462. A recentwithdrawal of interest was ex N.S.R. 0-6-0 No. 8573, the last of its class(N.S. 159) and also the last of the 0-6-0 type. Many L.N.W. Princes and GeorgeV's had been withdrawn. New standard 4,000 gallon tenders with increasedcoal capacity had been fitted to 4-6-2 Princess Royal class Nos. 6208 and6209.
The Mercury Express, New York Central Lines. 339-40. 2 illustrations
Between the cities of Cleveland, Toledo and Detroit by the New YorkCentral system, on 15 July 1936, a streamlined luxurious set train was putinto service on a very fast schedule. The distance between Cleveland andDetroit by the shortest route is given as 163.3 miles and the running time2 hours 50 min. Named theMercury seven cars, painted grey with asilver stripe, air-conditioned throughout, and designed on entirely new lines,both in the internal arrangement and its furnishmgs, and in the exteriorfrom the illuminated locomotive to the rounded-end of the observation car.The steel cars were considerably lighter than the standard equipment, althoughof full size. The total weight was: 391 English tons, and accommodationprovided for 200 passengers.
0-10-2 or "Union" type locomotive, Union Railroad, U.S.A. 340-1. illustration
Baldwin locomotive to work 45 mile long line which served the steelindustry on Lake Erie in Cleveland
Baltic type tank locomotives, Sao Paulo Rly. Brazil.342. illustration, diagram (side & front elevations)
Six 5ft 3in gauge 4-6-4T locomotives supplied by North BritishLocomotive Co. to requirements of P.C. Ford, chief mechanical engineer undersupervision of Fox and Mayo, consulting engineers. 5ft 6in coupled wheels,21½ x 26in cylinders, 200 psi boiler pressure, Belpaire firebox,1600ft2 evaporative heating surface plus 430ft2superheat
4-8-2 locomotives, Gold Coast Railway. 343. illustration, diagram (side & front elevations)
Five Nasmyth Wilson 3ft 6in gauge to design of G.S. Simmons andsupervision by Crown Agents for the Colonies.
Diesel shunting engine, L.M.S.R. Northern Counties Committee. 344-5.illustration
Harland & Wolff Ltd. diesel mechanical locomotive supplied ontrial
The Institution of Locomotive Engineers Paper on "taperboilers." 345
At the meeting held on October 28 at the Institution of MechanicalEngineers, J.W. Thompson read averypractical paper (Paper 361)intended mainly for draughtsmen andengineers familiar with boiler design and not with the various shop processes.
After dealing with the laying-out of the plates of a modern taper boiler,the several types of coned barrels, and the methods of developing them, wereexplained. The Lefax system of setting out conical barrels was, in the author'sopinion, considered the most reliable for drawing office use.
The methods of forming coned plates with horizontal rolls and with the verticalhydraulic plate bend machine were clearly explained ; also the other processesof setting barrel ends, smokebox tube-plates, throat plates, etc. Referringto the cast iron dies, which were used so extensively in boiler work, itwas suggested their design could be better based, more or less, on pastexperiences or upon a knowledge of existing designs, which have been provedsatisfactory. By doing this, useless and costly experimenting could oftenbe avoided.
The author suggested the need for an improved method of fitting copper andsteel back plates by fitting the plates as at present but utilizing the existingdies and bed, and then putting them in the press, thus giving them a goodmetal-to-metal joint, and in all probability save caulking the firebox seam.
Other suggestions referred to incorporating the tube-plate with the firstbarrel-plate, instead of having a solid ring round the joint, thus savingweight and eliminating welds.
London & North Eastern Railway.345
New 2-6-0 engines of the K3 class completed at North Road Works,Darlington, .were Nos. 2473, 2498 and 2499, all allocated to the SouthernArea. At Doncaster another 2-6-2 tender engine of the V2 class, No. 4773,had been completed and working from York. No. 7408, ex G.E. 2-4-0 tenderengine had been reconditioned at Doncaster and fitted with a large cab. Aninteresting withdrawal was 0-6-2 tank engine No. 2491, class N12, as thiswas one of the few Darlington built engines with dornelcss boilers made in1923 for the Hull and Barnsley section.
The L.N.E.R. decided to fit two further six-coupled express passenger enginesof type B3, Lord Faringdon class wit h Caprotti valve gear. Two of theseengines were fitted with this valve gear eight years ago and given excellentservice, running an average of 53,000 miles per amnum. The decision to equipa further two engines of the same class had been prompted by the satisfactorysaving in coal consumption which has been observed in the case of the twoengines already equipped, particularly since the design of the gear was modifiedabout two years ago,
London Film Productions have bought from the L.N.E.R. for use in their DenhamStudios two 0-6-0, J15 class, tender pngines Nos. 7541 and 7835. These arefor use in connection wirh the film "Knights without Armour."
The Institutionof Mechanical Engineers President's Address. 346-50. 5 tables
The presidential address of Sir H. Nigel Gresley, C.B.E., D.Sc., deliveredon Friday, 23 October, from which the following extracts have been made,took for Its main subject, as may have been expected, the steam railwaylocomotive, especially in view of the progress made during the last fortyyears. In 1898 S.W. Johnson, locomotive superintendent of the Midland Railway,and President of the Institution for that year, gave a comprehensive addresson the details of the mechanical equipment of British railways, includinglocomotives, carriages, wagons, brakes, signals and permanent way, and alsogave an epitome of the passenger, goods and mineral traffic, and of the financialposition-in fact, a valuable summary of the conditions then existing on ourrailways. That address was amplified by tables, diagrams, etc., showing theprogress durmg the preceding thirty or forty years. In 1907 T. Hurry Riches,locomotive superintendent of the Taff Vale Railway, again reviewed the positionin a paper read before the Institution, giving a detailed description ofthe most recent types of locomotives then in service of the many Britishrailway companies.
Reverting to railways forty years ago, in Johnson's time, Sir Nigel pointedout there were no British locomotives which weighed with their tenders 100tons, no engines with a higher steam pressure than 175 lb. per sq. inch,no grates with an area of more than 27 sq. ft., and no express engines witha higher tractive effort than 19,400 lb. In fact, most of them were muchsmaller in each of these respects. To-day we have engines weighing 165 tons,steam pressures of 250 lb. per sq. inch, grate areas up to 50 sq. ft., andtractive forces of over 40,000 lb. The power of British locomotives has increasedby 100 per cent. since Mr. Johnson's year of presidency. In those days theweight of the heaviest Scotch expresses from Euston and King's Cross averaged260 tons, WIth a maximum of 300 tons. To-day it is an ordinary occurrencefor trains to exceed 500 tons in weight and sometimes they attain 600 tons.The speeds have also been steadily increasing during the last few years.
Table 1 gives the comparative main dimensions of locomotives described byJohnson and those in service to-day.
In 1898 Mr. Johnson deplored the limitations of the 4 ft. 8½ in. gauge,and enlarged on the difficulty which was even at that time encountered incrowding the machinery into the confined space between the frames. Thelimitations of the track gauge of 4 ft. 8½in. have not, however, imposedon British engineers difficulties comparable with those set by the loadinggauge, that is width and height. Locomotives on American and Continentalrailways have the same track gauge, but can be built so much higher and widerthat engines of more than double the weight and power of the most modernBritish engines are common abroad.
In 1932 a new stage in the development of railway operation was initiatedby the introduction of extra high-speed railcar services. Railways on theContinent, particularly in Germany, and in the United States of America,were being badly hit by competition from road and air services. The Dieselengine had reached a high state of development and railway engineers inconjunction with the manufacturers produced Diesel-electric railcars capableof maintaining much higher aver- age speeds than those of the steam train.The fast railcar afforded many obvious advantages over the road competitor.It could run at higher average speeds over the well-laid tracks, effectivelycontrolled by an efficient system of signalling, and consequently with muchgreater safety. It also afforded many advantages over air transport, becauseof its safety and reli- ability and independence of weather conditions.Incidentally the costs of transportation were cheaper. Furthermore, whatit lost in speed as compared with air services it gained in being able topick up and set down its passengers at railway stations situated in the heartof the great cities instead of at an aerodrome located some miles away.
After prolonged trials in Germany theFlying Hamburgerwas put intoregular service in May 1933; its average speed is 77.4 m.p.h. It consistsof two coaches only, articulated, and carried on three bogies. The motivepower is two Maybach 410 H.P: Diesel engines mounted on the outer bogiesand directly coupled to electric generators. Traction motors of the ordinarytype are mounted on the axles of the carrying wheels. In 1933 similar extrahigh-speed railcar services were started in France. The cars are fitted withfour 200 h.p. Bugatti petrol engines, making a total of 800 h.p. per car.Speeds comparable with those on the German railways are run, and it is claimedthat the fastest speed of any rail vehicle has been attained by Bugatti railcars.In the United States, the Union Pacific Railroad put into service the firstsuper-speed internal combustion engine unit in 1933. This was a three-coachtrain fitted with a 600 h.p. Winton engine. By the use of aluminium alloyfor constructional purposes the weight of the complete train was broughtdown to 120 tons, advantage having been taken of the experience obtainedin the construction of aeroplane bodies. The carriages, however, are 8 inchesless in width and 3 ft. less in height than the standard coaching stock onAmerican railways. The height of the centre of gravity of the stock is loweredby about 25 inches and the wind resistance is, of course, also considerablyreduced, Consequent upon the success of this innovation further trains ofincreased power and seating capacity were built for the Union Pacific. Otherrailways followed, probably one of the most successful trains being theZephyr of the Chicago, Burlington and Quincy Railroad. The coachesforming this train are also very light, stainless steel framing being usedthroughout. The success and popularity which has followed the introductionof the various extra high-speed trains, both on the Continent and in America,is such that their running has now become firmly -established and is boundto be extended. Both France and Germany are particularly active in thisdirection.
The demand for trains of greater carrying capacity has led to the developmentof steam locomotives capable of maintaining similar speeds and of haulingmuch heavier trains; such locomotives 'have been built in Germany and America.
In Germany new streamlined high-speed locomotives were built, and in May1936 a steam-operated service was started between Berlin and Hamburg makingan average speed of over 74 m.p.h., which is now probably the fasteststeam-operated train in the world.
In America notable examples of stream-lined high-speed steam locomotivesare provided by the 4-4-2 type for the Chicago, Milwaukee Railway, knownwith its stream-lined train as the Hiawatha, and the more recent engine ofthe 4-6-2 type for the New York Central, known, with its luxurious 440-tontrain, as the Mercury. This challenge by the steam locomotive has been takenup by Diesel engine makers of America, and the Winton Company have produceda double locomotive for the Atcheson, Topeka and Santa Fe Railway, havingtwo 900 h.p. engines in each unit, making a total of 3,600 h.p. The engineweighs 240-tons, but the first cost must be very greatly in excess of thatfor a steam locomotive of similar power.
The fast services provided by these various trains have re-established therailways in public estimation and have not only recovered large numbers ofpassengers from alternative forms of travel but have also created new andadditional traffic.
In England conditions are not quite the same. Competition with railways byair services is never likely to be as intensive as abroad. The distancesbetween the great industrial centres are shorter, the aerodromes are generallysome long distance from the cities, and owing to fogs and the general visibilityconditions of our climate, the reliability of maintaining daily air servicescan never com- pare with those of other great countries. The first exampleof the streamlined extra high-speed train on British railways is theSilverJubilee train running between London and Newcastle, a distance of 268miles, in four hours, with one intermediate stop at Darlington, the averagespeed between Darlington and London, a distance of 232 miles, being 71 m.p.h.
At first glance this does not appear to be such a difficult task as thatof the 74 m.p.h. run of t he steam-operated Hamburg-Berlin train of the GermanState Railways. But when consideration is given to the many long and steepgradients and certain compulsory speed reductions, the performance is reallymore meritorious. On the Berlin-Hamburg line, after leaving the environsof the termini, the road is practically flat and free from speed restrictionsand curves, and the whole line is exceptionally suitable for the maintenanceof continuous high speeds.
It may be of interest to hear what led to the construction of theSilverJubileetrain which started on 30 September 1935, and also to hear theresults of the first year's working. Sir Nigel visited Germany in 1934 andtravelled on theFlying Hamburgerfrom Berlin to Hamburg and back;he was so much impressed with the smooth running of the train at a speedof 100 m.p.h., which was maintained for long distances, that he thought itadvisable to explore the possibilities of extra high-speed travel by havingsuch a train for experimental purposes on the London & North EasternRailway. He approached the makers of that train and furnished them with fullparticu- lars as to gradients, curves, and speed restrictions on the linebetween King's Cross and Newcastle. With the thoroughness characteristicof the German engineers they made exhaustive investiga- tion and prepareda complete schedule showing the shortest possible running times under favour-able conditions and then added 10 per cent. to meet varying weather conditionsand to have sufficient time in reserve to make up for such decelerationsor delays as might normally be expected.
The train weighing 115 tons was to consist of three articulated coaches andgenerally similar to the German train. The limes for the complete journeywere given as 4 hours 17 minutes in the up direction and 4 hours 15¼minutes in the down. The train provided seating capacity for 140 passengers.The accommodation was much more cramped than that provided in this countryfor ordinary third class passengers, and it did not appear likely to proveattractive for a journey occupying four hours. The general manager suggestedthat with an ordinary " Pacific" engine faster overall speeds could be maintainedwith a train of much greater weight, capacity, etc. A trial with a trainof seven bogie coaches demonstrated that the run could be accomplished withreliability in less than four hours under normal conditions.
To secure a sufficient margin of power it was considered essential to streamlinethe engine and train as efficiently as possible and at the same lime to makealterations to the design of the cyl- inders and boiler which would conduceto freer running and to secure an ample reserve of power for fast uphillrunning.
The train was completed early in September of last year and after a few runson which excep- tionally high speeds were reached went into ser- vice on30 September. It completed twelve months' service of five days weekly on30 Sept. last, and had run 133,464 miles during that period and carried 68,000passengers. There has only once been an engine failure when the train hadto be stopped and another engine substituted. The financial results are veryencouraging. The seven coaches forming the train and the streamlined locomotivecost £34,500. The gross receipts from the running of this train amountto 13s. l t d. per mile. Operating expenses, which include locomotive running,carriage expenses, wages of traffic staff, carriage cleaning, advertising,etc., amount to 2s. 6d. per mile. These figures exclude profits on the dining-carservice and interest on capital cost of the train and locomotive. A supplementis charged to all passengers, whether paying fares or holding contract ticketsor free passes; it is 5s. first class, and 3s. for each third class passenger,and the annual receipts from this item alone has amounted to, £12,000,or roughly 33 per cent. on the first cost of the train.
It will be appreciated that the result of the experiment has been veryencouraging. It may seem almost paradoxical that in order to secure the highaverage speed of the train extra high- speed is not necessary. The fact remainsthat in ordinary running the train does not exceed a speed of 90 m.p.h. Otherexpress trains with much lower average speeds often attain maximum speedsas great as those run by theSilver Jubilee. Where the time is gainedis by running uphill at similar speeds to those normally run downhill. Toillustrate this point in the most elementary manner it is only necessaryto state that to run a distance of 15 miles at 30 m.p.h. occupies 30 minutes,a similar distance at 60 m.p.h. takes 15· minutes, and at 90 miles p.h.takes 10 minutes. To increase the downhill running speed from 60 to 90 m.p.h.therefore only saves 5 minutes, but to increase uphill running speeds from30 to 60, m.p.h. saves 15 minutes. This obvious fact was mentioned becauseit is not yet fully appreciated how much overall train times are reducedby running fast uphill.
Dynamometer car records of the running of this train of 220 tons and thedynamometer car of 32 tons behind the tender show that only about 400 draw-barhorse-power is required to maintain a speed of 80 m.p.h. on the level, butwhen on a rising gradient of 1 in 200, 1,000 to 1,200 drawbar horse-poweris necessary. The locomotive, however, is having to exert an additional 300h.p. to lift itself up the gradient of 1 in 200, and thereore m effect, correctmgtor gravity, is havmg to exert what is equivalent to 1,400 h.p. to pull thetrain up this gradient at 80 m.p.h. To this must be added 350 h.p. to overcomethe resistance of the locomotive, making a total of 1,750 h.p.
A very important factor in connection with the working of trains at highaverage speeds is the air resistance and the advantage of streamlining. Thetrains referred to in Germany, France, and America, and theSilverJubilee are all streamlined. Experiments have been made at the NationalPhysical Laboratory with scale models of the streamlined Pacific engine oftheSilver Jubilee type and an ordinary type Pacific engine to determinethe comparative head-on wind resistance and to calculate the horse-powerrequired at various speeds to overcome the air- resistance. The results areshown in Table 2. To maintain a schedule of 71 m.p.h. between London andDarlington with this train entails an average running speed up hill and downdale of 80 to 90 m.p.h., after making allowance for start- ing, stopping,and the various speed restrictions. It will be seen from Table 2 thatstreamlining results in a saving of over 100 h.p. continuously at these speedson a still day. There is, however, generally a wind of greater or lesserintensity, and consequently, as the power required to overcome air resistancevaries approximately as the cube of the speed, such reduction as may resultwhen running with a favourable wind is not to be compared with the extrapower required on the opposite working against a contrary wind. Hence itfollows that in the same case of this train the probable average saving ofpower due to streamlining is considerably in excess of 100 h. p.
Dynamometer car experiments with this train show that although, as stated,only about 400 drawbar horse-power is required on the level, the averagedrawbar horse-power on the run from London to Newcastle is 620. To this mustbe added the horse-power required to overcome the internal resistance andthe head-on air resistance of the locomotive which with an ordinary Pacificengine at 80 m.p.h. is about 450 h.p., but with a streamlined engine is reducedto 330 h.p. The saving in power output due to streamlining the locomotiveis therefore in the region of 10 per cent.
The coal consumption of the engines working this train average 39 lb. permile; if the consumption of coal is proportionate to the power, the savmgdue to streamlining is about 4 lb. per mile, an average of about 200 tonsper annum. When running downhill during experimental runs at very high speeds,up to 110 m.p.h., the effect of wind resistance was much more marked. Thedrawbar horse-power required amounted to 1,200. The head-on air resistanceand frictional resistance of an ordinary Pacific engine is equivalent to800 h.p., making a total of 2,000 n.p. Thhe effect of streamlining at tnatspeed IS to reduce the head-on resistance by 250 h.p., the net saving thereforebeing equal to 12½ per cent.
An experimental run with theSilver Jubileetrain was made recentlybetween Newcastle and Edinburgh and back. On this occasion the weight ofthe train behind the.tender, including the dynamometer car, was 252 tons,and in working the train up the long grsadient of Cockburnspath of 1 in 96the minimum speed was 68 m.p.h. The actual drawbar horse-power was 1,460;a further 660 h.p. was required to overcome the effect of gravity on the166-ton engine, in addition to which some 400 to 500 h.p. was required toovercome the air and frictional resistance of the engine at that speed. Thereforethe actual power output of the locomotive was between 2,500 and 2,600 h.p., a figure which has never previously been attained by a locomotive inGreat Britain. If the demand for longer and heavier trains becomes insistent,there is no insuperable difficulty in providing engines of greater powercapable of working longer trains at these speeds. There is, however, onegreat obstacle. Owing to the density of traffic in England it is a difficultmatter for the operating departments to arrange train workings so that aclear path can be secured for such extra high-speed services. The whole objectof the introduction of trains of these overall speeds would be defeated ifthere were a liability of the trains being held up and delayed by other traffic.The more the general traffic is accelerated the easier becomes the task offinding a path for such trains.
One of the main difficulties is in connecton with the slow running of goodstrains, particularly over sections of the railway where only two runninglines are provided. The mineral trains scheduled at less than 20 m.p.h. arethe worst offenders. During recent years the running of fast brake-fittedgoods trains has been considerably in- creased, with a view to meeting thecompetition of the road, but only a very small percentage of the railwaycompanies' wagons are fitted with continuous brakes. It would not be safeto run wagons connected with three-link couplings, and no form of continuousbrakes, at high speeds, because of the great distance such trains would runbefore they could be brought to a stand by the application of brakes on theengine and guard's van only.
In America all railway goods vehicles were fitted with the Westinghouse brakemany years ago and during more recent years the whole of the goods and mineralwagons running on the principal Continental railways have also been fittedwith continuous brakes. It must be admitted that in this matter the Britishrailways have failed to make progress when compared with the railways ofother countries. The failure is not due to lack of enterprise, but to theinherent difficulties and cost of fitting the whole of the wagons runningin this country with continuous brakes. There are approximately 1½ millionwagons running on British railways, of which about 700,000 are privatelyowned. To fit the whole of the British wagons with continuous brakes wouldprobably cost in the region of £30,000,000. It is difficult to makeout a case to justify this enormous expenditure. The acceleration of goodstrains would produce many beneficial results, the transportation and deliveryof goods could be expedited, the cost of working goods trains would be lessenedbecause the overall transportation capacity of the locomotives and wagonswould be increased, consequently less rolling stock would be required; andthe congestion of lines would be reduced. The idea to be aimed at is to runall trains at the same speeds. Credit must be given to the late Mr. G. J.Churchward of the Great Western Railway who designed the first locomotivesof the 2-6-0 type in 1911 for express goods services. Table 3 shows the progresswhich has been made in more recent years in the design of engines built primarilyfor working mixed traffic or express goods trains.
Stepihenson Loco. Society. 350
J.N. Maskelyne, the President, gave a talk at the first winter sessionmeeting on 12 October in which he related reminiscences of his early locomotiveobservations and showed many photographs of L.B. & S.C., S.E. & C.,and G.W. engines and trains running in the late 1890s and 1900s, includinga number of now little known types and services. The annual dinner andentertainment tobe held on 12 December at the Maison Lyons, Shaftesbury Avenue,London, W., at 6.30 p.m. Morning dress.
Petrol driven railcar, New Zealand Govt. Rlys. 350-1. illustration
Six petrol and one diesel engine driven railcars for special serviceshad been put into traffic by the New Zealand Government Railways. The six-wheeledvehicle illustrated (No. 4Maahunui) was used on the service connectingWellington, Masterton and Palmerston North, via the Rimutaka incline. Thepower unit was a 130 h.p. six-cylinder 10- litre capacity petrol engine,maximum revs. per minute 2,200, with coil ignition and electric starting,made by Leyland Motors Ltd. It was fitted with the Lysholm-Smith fluid torqueconverter, infinitely and automatically varied, by load and grade conditions.
Midland & Great Northern Railway.351
The following 85 locomotives had been taken over by the L.N.E.R. fromthe M. & G. N. and as they passed through shops the numbers would beprefixed with a cypher :-1-7, 9, 11-18, 20, 23, 25-28, 36-39, 41-99.
The Bowes Railway. 351
Late the Pontop & Jarrow Railway, had taken delivery from ,theL.N.E.R. of No. 1787, a six-coupled domeless tank engine, class J79, builtat Gateshead Works in 1897, and was No. 5 in the Bowes Rly. stock. Therewere only three of this type built, Nos. 407, 1662, and 1787, and the lastwas one of the works pilots at Gateshead Loco. Works for some years. Thefamily of Bowes have been associated in the coal mining industry in the Countyof Durham for upwards of 200 years. No. 5 was stationed at Jingling GateShed near Pelaw, and worked coal down to the shipping staithes at Jarrow-on-Tyne.
Pacific type locomotive with poppet valves,P.L.M. Railway. 351
The poppet valves mentioned in our last issue are of the "O.C." typemanufactured by the Societe d Exploitation des Precedes Dabeg."
Oxy-Acetylene Welding and Cutting. 351
A conference attended by over eighty delegates representing the mechanicaland civil engineering departments of railways in the UK and overseas, washeld on Wednesday, 21 October, at the British Oxygen Company's works,Cricklewood. The conference was divided into two sessions—locomotivesand permanent way. The morning session—locomotives—included subjectsrelating to the welding of copper fireboxes, repair of cylinders, weldingcylinders and frames, repairing frames, and the building-up of worn piston-headsby a deposit, or coating, of manganese bronze. A number of excellent lanternslides were displayed showing welding operations on locomotive fireboxescarried out in the shops of the South Australian Govt. Railways, at Islington,near Adelaide, by authority of F.J. Shea, chief mechanical engineer, andunder the supervision of J. H. Harrison, the works manager. Other examplesshown were from the Redfern shops of the New South Wales Govt. Rlys (H. Young,chief mechanical engineer), and from the State Railways of Hungary. Examplesof work done in France and Portugal were also referred to C.G. Bainbridge,who occupied the chair, explained very carefully the aims of the conferenceand the various reports submitted for debate. Among those who took part inthe discussion (morning session) were: Dr. Cook (Imperial Chemical Industries),representatives from London, Midland & Scottish, London & North Eastern,and the Southern Railways; R. W. Meredith, of the Great Northern Rly. (Ireland),S. W. Proctor, of the Western Australian Govt. Railways, and C. F. Wood,of the South African Railways. The afternoon session, which was devoted tothe permanent way section, was presided over by R. E. Dore.
C.P.R. semi-streamlined tranis. 351
The new service of semi-streamlined trains between Toronto and Detroit,Montreal and Quebec, and Calgary and Edmonton had proved a great success.The smooth running, roominess and air conditioned comfort were all featuresof attraction. Each train consists of a mail and express car, a baggage andbuffet car, and two first class passenger cars headed by one of the new 4-4-4high speed locomotives of the 3000 series. Frequent spurts of 115 m.p.h.had been recorded on the Toronto-Detroit service. All the cars were oflight-weight design and semi-streamlined.
Great Southern Railways. 351
No. 407, the last of the four-cylinder 4-6-0 express engines, hadbeen converted to two-cylinders; it had a new type of boiler known as K type,rather larger than fitted to the other engines, but these would also be soprovided when the time comes for reboilering.
A curious old Belgian locomotive. 352-4. 2diagrams
0-600 built by Carels of Ghent and exhibited at the 1873 ViemmaExhibition: incorporated ideas of Belpaire and Stevart (latter's scissorsvalve gear); aimed to be self balancing (that is without balance weights.See also page 402
W.B. Thompson. Some American notes.354-6.
During the winter of 1890-1 writer spent six months at Colorado Springs,a health resort at 6000ft above sea level in the eastern Rockies where heobserved the primitive nature of railroadinng including that of the ColoradoMidland which ascended to 11500 feet to cross the Rockies with gradientsof 1 in 25 and the use of 4-6-0 with Le Chatelier brake. On a visit to thesame resort in 1936 he observed the luxury trains passing through and thesophistication of the automatic train control and railway rollingstock.
The Egyptian Phosphate Company's Railway. 356-8. 7 illustrations
Metre gauge line connecting phosphate mines to Safaga on the Red Sea.The railway used hopper wagons and had the following locomotives: Nos. 1nad 2 were Andrew Barclay 0-6-2T WN 1214/1810 and 1278/1912; No. 3 was Avonside0-8-0T WN 1670/1914; No. 4 was a 100 hp Sentinel steam locomotive; No. 5was a Deutz diesel and No. 6 a Hunslet diesel mechanical
Butterley steel wagons and colliery tubs. 358-9. 4 illustrations
Patent (not found) for colliery or quarry tubs with locking jointsat corners; also applied to steel railway wagons
New train for the London-Edinburgh service, L.N.E.R. 359.
Initial announcement ofCoronation service in six hours andof theWest Riding service to Leeds and Bradford
Railcar locomotive, Lubeck Rly.360-1. illustration, diagram (sideelevation)
Streamlined 2-4-2T and two coach articulated unit operated in push& pull mode. Had accommodation for 300 passengers of whom 42 were second,and the remainder third. The remote control was electric supplied by Becker.The maximum permitted speed was 74.5 mile/h. The 40 mile Lubeck to Hamburgcould be accomplished in 49 minutes.
Some old Scottish locomotives. 361. illustration
Contractors Shanks & McEwan Ltd who had undertaken the Ambergatewidening had employed an 0-4-0ST which had begun life as a Hawthorn &Co, of Leith locomotive, but had been rebuilt by Barclay & Co.
Multiple power brake cylinder for the vacuum brake.362-3. 2diagrams.
Vacuun Brake Co.
The Trans-Australian railway. 363
Line from Port Augusta to Red Hill would save two breaks of gaugeand reduce the distance by 70 miles. New 4-6-0 locomotives were being suppliedby Walkers Ltd of Queensland
2-6-2 locomotives for the Pekin-HankowRailway. 363.
Weight available for adhesion 45 tons; engine weight 70.5 tons
A. Jacquet.The Belpaire locomotives of the BelgianState Railways. 364-5. 3 diagrams (side elevations)
2-4-0 express locomotives. Type 1 was an outside frame design andthis evolved. Locomotives were supplied by Cockerill of Seraing, SocieteCouillet, Charles Evrard of Brussels. Haine St. Pierre and Casels ofGhent
London, Midland and Scottish Railway. 365.
The original LNWR War Memorial LocomotivePatriothad beenwithdrawn and it was decided to transfer the name to No. 5500 and renamethe class as the Patriot class. Eight more Jubilee class were to be builtat Crewe and numbered 5731-8 and carry the locomotive names off the RoyalScot class, namelyPerserverance, Sanspareil, Novelty, Meteor, Comet,Phoenix, AtlasandSamson
An early feed water heater.366-7. diagram, 2tables
Patent 1752/1857 (23 June 1857)Improvements in steam boilers,locomotives and to other furnaces by Daniel Evans: the water heater formedpart of the grate.
A converted Polish railcar. 367-8.
Clayton steam railcar coverted to diesel with a 240 hp engine andGebus transmission.
Retired Railway Officers' Society. 368
At the half-yearly luncheon held at the Liverpool Street Station Hotelon Tuesday November 10, the President, Mr. G. G. Senior, O.B.E., J.P., occupiedthe chair; a company of about 130 members and their friends attended. Thetoasts of "Our Guests" was given by the President and responded toby Mr. Robert Holland-Martin, C.B., chairman of the Southern Railway, and"Success to the Retired Railway Officers' Society" by Sir Nigel Gresley,D.Se., C.B.E., seconded by Mr. W. V. Wood, Vice-President of the L.M.S.R.,and responded to by Sir Charles Morgan, C.B.E. "The President" was proposedby Mr. Gilbert Szlumper, C.B.E., and replied to by Mr. R. H. Nicholls, lateof the G.W.R. The usual success attended this pleasant function, thanks tothe untiring efforts of Mr. W.A. Thomas, the Honorary Secretary.
London Transport Board.368
Demolition of the old building at the Neasden Railway Depot wasapproaching completion. A contract has been let for the new building, andconstruction wouldl be begun shortly. The new depot would be the la.rgestoperated by London Transport and wouldl accommodate about 650 passenger vehicles.The buildings will have a total floor area of 260,246 sq. ft. and, includingsidings, the whole depot will cover 44 acres.
Correspondence. 368
Webb compounds.John W. Smith
Re article in the SeptemberLocomotive dealingwith the Webb compounds. It brought back memories of theearly 'nineties when I was living at Wernbley, Middlesex, and used to seethe compounds at work, the L.P. cover prominently showing behind the openbuffer beam. Double heading was frequent, and the trains passed through withconsiderable speed.
The question of the steam cycle in the Webb system of compounding is a difficultone, and I think your contributor has made out a good case, and opened againa most interesting subject.
I made a hasty, though unsuccessful search throughEngineering ofthe period for some drawings of Webbs engines, but D. K. Clark, whose opinionscommand respect, gives in hisThe Steam Engine, Vol. 4, 1890, quitea space to the compound systems of the day, and a full description, withthree line drawings of the "Dreadnought" class. There is also a combinedindicator diagram taken from the locomotiveTeutonic" It has a muchbetter form than one might suppose. J. B. Ewing has something to say aboutthe Webb compounds in his bookThe Steam Engine and other Heat Engines,of 1894. He writes: "The driving axles are not coupled, and the phase-relationof the low pressure to the high pressure stroke is liable to 'alter throughunequal slips on the part of the wheels. This however is of no materialconsequence on account of the large size of the receiver, and the uniformitywith which the two high pressure cylinders deliver steam to it. The designis completely symmetrical; it has the important mechanical advantages ofdispensing with coupling rods, while retaining the greater tractive powerof four drivers."
Surely this is rather optimistic, and was hardly reabised in service, whilethe question of the phase relation of the H.P'. and L.P. cylinders seemsassumed, and lacked experimental proof.' ,
Webb's engines would I feel have g iven better results with a larger boiler,higher steam pressure, and above all coupling rods. But the 15 ton weightrestriction of the time wax a serious factor to be considered.
I think the earlier 2-4-0's were more successful than the "Greater Britain"class, while perhaps the most useful compounds were the 4-4-0 "Black Prince"and "Alfred the Great " classes at the close of the century.
Reviews. 369
Steam locomotive design. D. Patrick. London: DraughtsmanPublishing Co. Ltd. paper covers. 92 pp.
This little book discusses the design of component parts of modernsteam locomotive practice, and makes no attempt at treating the preliminarydesign of the engine as a whole. The author starts at the stage when thewheel arrangement, size of cylinders, etc., have already been settled, andhe treats the subject to make it as useful as possible to the practicaldraughtsman. Items covered in- clude cylinders, pistons, piston-valves, valvetravel, crank pins, driving axles, connecting and coupling rods, cross- heads,slide-bars, crank axles, bogies and trucks, springs and brake gear. In theseotion on valve gear the Walschaert type only is dealt with.
Tile Railway Handbook, 1936-37. London: The Railway Publishing Co.Ltd. 96 pp., paper covers.
This well known publication makes its third annual appearance andcontains the usual collection of useful railway starist ics and information.The tables regarding the electrification of steam railways have been revisedto incorporate the latest developments all over the world. Another sectionwhich has been extensively revised is that relating to signalling. A newfeature is a chronology of railway historical events, whilst a brief historyof each of the British Railways is incorporated also.
Gradients of tile British main line railways.Second edition. London:Railway Publishing Co.
The revised edition contains a number of additions and alterations.The taking over of the Midland and Great Northern Joint Railway by the L.NE.R. last month has necessitated transferring ,the profiles of this lineto the LN.E.R. section. The Salisbury-Bathampton line has now been addedto the G.W.R. gradients. The book contains 100 pages, and the profiles ofeach line are on paper of distinctive tint to facilitate reference. Severalof the diagrams have been re-drawn for the sake of clearness.
Ships of tile narrow seas.Edmund Vale. London, Midland and ScottishRailway, Euston Station.
A most attractively produced booklet has been prepared for gratuitouscirculation among passengers and prospective passengers on the L.M.S.Cross-channel and cruising services. It is of historical interest, too, sincein two years' time the company will celebrate its centenary as operatorsof Cross-channel steamship services. It deals in an interesting way withthe history, development and present equipment of each of the company's steamshipservices to and from Ireland via Holyhead-Kingstown, Heysham-Belfast, andStranraer-Larne, on the Firth of Clyde and the Lakes—and concludes witha chapter dealing with the notable work of L.M.S. steamers and their crewsduring the Great War. The book is useful as a work of library reference,and of great interest to travellers by the various services. Some of thephotogravure illustrations are exceptionally fine.
Das Elektrische Eisenbahnwesen der Gegenwart (Electric Railway OperationTo-day).Special supplement toElektrische Bahnen. Berlin,
This illustrated supplement gives a full account of railwayelectrification in Germany, in all its phases, in the middle of 1936, togetherwith parallels drawn from the electric lines of other countries. The supplementis designed for the instruction of expert and student alike, and the eightchapters are the work of leading German electro-technicians. All aspectsof electric traction on railways are dealt with very fully, and a hithertorather wide gap has been filled by a chapter of 17 pages dealing with mountainrailways, in which considerable attention is paid to the electric telpheragerailway as well as to the more orthodox rack and combined rack-and-adhesionsystem. The telpherage can, of course, overcome difficulties of gradientfar beyond the capabilities of the most ambitious rack-and-pinion line, thoughits actual capacity is more limited. A chart shows at a glance the relativepotentialities of different types of mountain railway; steam, electric, cableand telpher. A criticism might be directed at Chapter VII, dealing with electricand Diesel-electric motor-coaches on railways. In view of the attention givento non-German electric locomotives elsewhere, more attention might have beengiven to multiple-unit operation over relatrively long distances, such asone finds on the Southern and Netherlands Railways. Though in the forefrontwhere electric locomotives and Diesel-electric railcars are concerned, theGerman railways run no express services by multiple unit trains on the scalefound between London and the South Coast, and between Amsterdam and Dordrecht,although the speeds found in the Bavarian Division are higher than thoseof England and Holland. The book is a most valuable compendium of informationon large scale r ai lway e!ectrification.
Locomotive Engineer's Pocket Book, 1936-1937. London: The LocomotivePublishing Co. Ltd.
The new edition of this well known reference book has been revisedand contains new features. Among the titles of new items may be mentionedResistance of Locomotive and Train, including Air Resistance and Streamlining.Electric Welding, with diagrams. The Staying of Locomotive Fireboxes, anda brief survey of Water Treatment. The tables of data, directories of chiefmechanical engineers and industrial works owning locomotives are continuedand brought up to date, also the useful list of mileages and gauges of theBritish, Colonial and Foreign Railways.
Number 532 (15 December 1936)
Air resistance of passenger trains.371-2.
Experiments with model trains in a wind tunnel at the National PhysicalLaboratory, Teddington, weredescribed in a paper given on November27 at the Institution of Mechanical Engineers by F.C. Johansen,engineeringresearch officer of the L.M.S. Railway, Derby. These tests should enableengineers to determine the exact advantages to be expected from various formsof streamlining. With ideal streamlining, the possible reduction in airresistance is one of 75 per cent. The corresponding fuel economy, Johansenmentioned, is in the neighbourhood of £1 an hour at 100 m.p.h.Alternatively, the maximum attainable speed could be increased by 12-25 percent. according to the degree of streamlining adopted. Air resistance couldbe reduced by 50 per cent. without drastic departure from conventional design.The ideal streamlined train was a continuous cylindrical body with well-roundedends, having a polished surface free from external fittings and irregularities.
The worst direction of natural winds is not one directly ahead, but from30 to 60 degrees on either side of the head direction according to the typeof train. Streamlining is, on the whole, more effective in dealing with theinfluence of side winds than against head winds or in still air.
Whereas theSilver Jubilee train of the L.N.E.R. is streamlined, therecord-breaking train of the L.M.S.R. on the London and Glasgow run was oneof conventional appearance.
Another point mentioned by Johansen was the "surprisingly large proportion"of the air resistance of a railway coach, especially in cross winds, contributedby the bogies and under carriage structure. It is consequently advantageousto use articulated stock, to include the under carriages in streamliningmeasures, and to extend the fairings to the ends of the coaches, leavingno exposed gaps between them. The air resistance is less if the under carriageis totally enclosed than if only side valances are fitted. A £airedshape at the tail end of a train reduces air resistance to an extent whichis more marked the more complete the streamlining, but greater advantagecan be gained by fairing the front than by fairing the rear end.
The general object of the research was to obtain data from which to estimatethe economic value of reducing the air resistance of passenger trains andto indicate the directions in which feasible departures from conventionalforms of design might most profitably be pursued. Manifestly the costs ofmodifying design and construction of operating and maintaining high-speedtrains must be considered along with the potential savings in power, andincreased earning capacity, before the overall effect on net revenue canbe appraised, and before the degree of air resistance reduction can be decided.At the outset of the project it appeared probable-and was subsequently confirmedexperimentally that the air resistance of all the coaches in a train of normallength would exceed that of the locomotive; perhaps offering, in consequence,wider opportunity for monetary saving in return for a given expenditure onmodification of design. Throughout the experiments, accord- ingly, the effectsof changes of external shape were studied mainly in relation to coaches.The influence of certain modifications on the air resist- ance of the locomotivewas, of course, included, but the comprehensive aerodynamic study of thesteam locomotive was postponed for subsequent investigation.
The wind tunnel has been found of undisputed utility in aeronautical research,and offers means of investigating the air resistance of trains which haspreponderating advantages over full-scale experiments. For while the resultsof wind tunnel experiments on model trains may be subject to some uncertaintyfrom differences in scale and mode of operation between the full-size trainand its model, they are at least consistent among themselves, being obtainedunder controlled conditions by precise measurements of air resistance alone.The effects of modifications of shape, moreover, are likely to be less opento error from scale and similar differences than the absolute values of airresistance, and they can be deter- mined by a wind tunnel far more quicklyand cheaply than is possible on the full scale.
In the present state of aerodynamical knowledge, a wind tunnel experimentis the only avail- able means of predetermining the air resistance of a newform of train before it is actually construc- ted. In full-scale trials onthe other hand, apart from the impossibility of controlling the natural wind,air resistance cannot practically be segrega- ted from other components ofresistance nor be controlled throughout a succession of tests.
The investigation was carried out with models in a 7 ft. wind tunnel at theNational Physical Laboratory, on behalf of the L.M. & S. and L. &N.E. Railways. These two companies, together with the Southern Railway towhom the results were communicated, defrayed the cost of the work.
One model represented a "Royal Scot" engine and tender and six 60 ft. L.M.S.corridor coaches, complete in almost every detail of external shape and measured133.6 inches over buffers, the cor- responding full-scale train being 445ft. 3 in. Another model, which may be termed the Ideal train, was made ofpolished wood to represent the fully streamlined equivalent of the standardtrain. It consisted of seven vehicles of identical cross section which couldbe connected by dowel pins at the ends to form a continuous parallel body,faired at each end and having an overall length of 133.2 inches.
London and North Eastern Rly.372.
At Dariinglon, North Road Works, a series of 2-6-0 (K3 class) engineshad been completed for the Southern area, Nos. 3813 to 3817. From Beyer,Peacock and Co. Nos, 1532 and 1533 were new J39, 0-6-0 goods engines, andwere at Newport and Leeds respectively. Two Paciflcs were now stationed atYork, Nos. 2570 and 2576. One of the 4-6-2 rebuilt tanks (Class A8) No. 1519has been provided with a boiler of the same type as are fitted to the ClassVI 2-6-2 tanks, but with a "pull-out" regulator of the old G.N.R. pattern.Doncaster Works had completed another V2 class, 2-6-2 tender engine No. 4774,which had gone to Peterborough.
The L.N.E.R. were to construct 121 new locos. during 1937. Included in thisnumber were 14 streamlined Pacific engines of the Silver Link class whichwere responsible for hauling the Silver Jubilee train. A further 11 enginesof the Green Arrow mixed traffic type were to be built, together with 32locomotives of the Sandringham 4-6-0 express passenger type for service onmain line and secondary passenger trains, Thirty-eight 6-coupled freightlocomotives together with 20 tank engines of the 2-6-2 type and six shuntingengines made up the total.
The L.N.E,R. line, six miles long, between Soham and Snailwell Junction,Newmarket, at present single track, was to be doubled. This line forms partof the route used by the Continental trains between York and Liverpool andHarwich and by other important services between Lancashire, Yorkshire andthe Eastern Counties. It was anticipated that when ·the line is doubledthe running time of passenger trains over the section will be reduced bytwo minutes and of freight trains by four minutes.
Rebuilt 4-4-0 Passenger Engine L.N.E.R. 372. illustration
Modernising a passenger engine of thirty-seven years' service is shownby the radical alterations made in the rebuilt D20 class locomotive, No.2020, of the London & North Eastern Rly. Externally, the principalalterations noticeable are the raised running plates to clear the couplingrods, the narrow splashers and the new steel cab, and a modified tender.The new cylinders were 19 in. diameter by 26 in. stroke, fitted with insideadmission piston valves 10 in. diameter, and with lap of 15/8in. and maximum travel of 6 in.; the latter are actuated by means of rockinglevers driven by Stephenson's valve gear. The wheels had been re-balanced.The vacuum brake had been fitted on the engine and tender, and the enginearranged for left hand driving. Bronze axleboxes are now fitted to the coupledwheels. The rebuilding had been carried out at Darlington Works to the designsof Sir Nigel Gresley, chief mechanical engineer. On the former North EasternRailway these engines were known as Class R and the first one was constructedin 1899 (No. 2011) to the designs of Wilson Worsdell. The driving and coupledwheels were 6 ft. l0in. diameter and the bogie wheels 4 ft. The main feature.of these engines was their extreme simplicity; whilst their efficiency wasproved when running on the Edinburgh and Newcastle route when they couldkeep time with trains of 350 tons. No. 2020 was stationed at York.
New Turbine Locos., Grangesberg-Oxelosund Rly., Sweden. 373.illustration
Engine had been provided by the Aktiebolagat Ljungstroms Angturbinof Stockholm with a large superheater. Exhaustive comparative tests withone of the railway's ordinary locomotives of modern design have proved thatthe fuel saving was increased to 23.8% and this low consumption of fuel hadbeen maintained. The main advantage, however, has been in the increase inhauling power, enabling considerably heavier trains to be worked by the turbinelocomotive, and thus improving the carrying capacity of the railway, theoperating facilities of which, at the present time, are taxed to their utmostcapacity. Due to the satisfactory results in service with the first locomotive,the Crangesberg-Oxelosund Railway ordered two similar locomotives from theAktiebolagat L jungstroms Angturbin, and these are now in service and givingexcellent results. This is the first repeat order for turbine locomotiveson record. The photograp shows the three turbomotives on theGrangesberg-Oxelosund Railway, of which the one nearest the camera is theone first delivered. This locomotive had now run about 135,000 miles (215,000km.) in slow speed heavy freight traffic. The results have been very satisfactoryand the cost of upkeep extremely low. Put into service in 1932 a mileageof 71,500 miles was recorded be- tween general repairs. The correspondingdistance run by the ordinary reciprocating engine on this railway is between31,000 and 36,000 miles.
[Southern Railway]. 373
At a cost of nearly one million pounds decided to electrify the lineas far as Reading, and to complete various small sections in the Guildfordand Aldershot area.
[Hiawatha train]. 373
Considerable weight reductions had been effected in new cars builtfor the Chicago, Milwaukee, St. Paul and Pacific R.R. Co. 'sHiawathatrain. The new stock was 40% lighter than the standard cars. Hauled by thesame locomotives, and a nine car train, the original sohedule with sevencars, is maintained. Using the new method of construction the addition oftwo cars only increases the train weight by 27 tons, whilst the seatingaccommodation was increased from 376 to 464. This train is timed to run betweenChicago, SI. Paul and Milwaukee, a distance of 410 miles with five intermediatestops, ·in 390 minutes at an average speed of 66 m.p.h.
4-6-0 Four-cylinder express locomotive, No. 6029 "King Edward VIII". 373.illustratiion
Renamed King class locomotive No. 6029King Edward VIII. Thiswas the last engine of the series built..
"Mikado" express passenger loco., Bulgarian State Rys. 374-5.illustration, diagram (side & front elevations)
Product of Swiss Locomotive Co. at Wintherthur with 1.65 m coupledwheels and 640 x 700 cm cylinders. Followed German National Railways design
London, Midland & Scottish Railway: experimental high-speedtest runs between London and Glasgow. 375-8. illustration.
Outward a time of 353 min. 38 seconds was achieved and the return322 min 15 seconds or 70 mile/h average. Driver T.J. Clarke was in chargewith firemen C. Fleet and A. Shaw. Riddles was on the footplate. Lemonwas on the train
The introduction of the locomotive into London. 378.
14 December marked the centenary of locomotive use by the London & GreenwichRailway reached London Bridge and was opened by the Lord Mayor of London(who is not named in this report, but the Chairman of the railway Dottinis).
2-8-2 type freight locomotives Canadian NationalRlys. 379. illustration.
As a result of the experience in service on the lines in Western Canadathe Canadian National Railways put into traffic another five 2-8-2 freightlocomotives of the class S-4-b, as a development of the S-4-a class, No.3800, built at the Point St. Charles shops in 1930. The new engines, Nos.3801 to 3805, have been built by the Canadian Locomotive Company of Kingston,Ontario. The superheater was Schmidt type E. with multiple type regulatorwith compensating lever. The feed-water heater "Elesco" type K-40 with C.F.-lpump. Two thermic syphons fitted in the firebox and an automatic soot-blowerprovided as well as a signal foam meter. Valve gear of the Baker long valvetype used. Floating bushes are applied to the main rod big end, main andintermediate connections in the side rods and in the main driving boxes.The mechanical stoker is of Type BK. The cab is of the vestibule type andis of steel welded. The tender is of the Vanderbilt type on six-wheel bogies.The locomotives have been built to the designs of John Roberts, Chief ofMotive Power and Car Equipment of the C.N.R.
London, Midland and Scottish Railway. 379
The following new engines of the 4-6-0 "Silver Jubilee" class hadleft the Crewe shops: Nos. 5732Sanspareil, 5733Novelty, 5734Meteor, 5735Comet, 5736Phoenix, and 5737Ajax.Names had also been given to two earlier engines of the same type, viz.,Nos. 5557New Brunswick and 5623Palestine. Latest deliveriesfrom outside firms: Nos. 2607 (2-6-4T) ex North British Locomotive. Co. No.5280 (4-6-0 mixed traffic class) ex Anmstrong, Whitworths; and No. 8065 (2-8-0freight class) ex Vulcan Foundry. The latest 2-6-4T ex Derby No. 2472. "RoyalScat" class 4-6-0 No. 6127The Old Contemptible, was officially namedat Euston on 28 November 1936. "Princess Royal" class 4-6-2's Nos. 6200 and6201 running fitted with new tenders having increased coal capacity. Enginesreoently turned out at Crewe rebuilt with standard Belpaire boilers includedthe following:-0-6-0 18 in goods class Nos. 8367, 8513, 8556, 8608; and 0-8-0class "G1" Nos. 9099, 9118, 9237. Withdrawals included four ex L.N.W. "SpecialTank" shunters, Nos. 7435, 27379, 27386, and 27390 ; also the following:4-4-0 "George the Fifth" class Nos. 25225, 5364, 5368 and 5398; ex N.S. "L"class 0-6-2 tanks Nos. 2259 and 2263; and 4-4-2 "Precursor" tanks Nos. 6795and 6804. A series of fifteen 2-8-0 freight engines was now in hand at Crewe,Nos. 8012-26. These were the last engines on order at Crewe in connectionwith the 1936 programme.
Essendine and Bourne branch train. 379
Consisted of two bogie coaches which formerly were in use as steamrail cars on the Great Northern Railway.
Great Northern Ry, (Ireland). 379
Work to be started at Dundalk on five small 0-6-0 goods tender engines,suitable for working over any section of the line.
Tank Locos. for the Appleby-Frodingham Steel Co. Ltd. 380
Three six-coupled outside cylinder standard gauge saddle tank locomotives(0-6-0ST) supplied by R. & W. Hawthorn, Leslie & Co. Ltd. of Newcastleon Tyne, to the United Steel Companies Ltd. for the Appleby-Frodingham SteelCo.'s Works at Scunthorpe, Lincolnshire had cylinders 15 in. diameter by22 in. stroke, with Stephenson's valve motion. Coupled wheels 3 ft. 5 in.diameter spread over a wheel base of 11 ft. Working pressure 180 lb. persquare inch. Tractive effort at 90 per cent. of the working pressure, 19,557lbf. Total weight in working order 40.45 tons. The total heating surface668.8 ft2. and grate area is 14 ft2. The special rockerbar grate with damper bar arrangement was supplied by J. & J. Neil (Temple)Ltd. Appleby-Frodingham Co.'s numbers of these engines were 3, 7 and31.
G.W.R. 1937 Renewals Programme. 381
Included the construction at Swindon Works of 286 locomotives, comprising:25 Castles (four-cylinder 4-6-0), 10 Hall class (4-6-0), 20 Earls (4-4-0),20 Manors (4-6-0), 10 0-6-0 standard tender goods, 50 2-8-2 tank engines,101 2-6-2 tank engines, and 50 0-6-0 tank engines. Of the 294 passenger coacheswhich were to be built, 174 would be of the new end vestibule type. Thesecoaches had deep seats, modern upholstery, large observaaion windows andimproved "no draught" ventilation. In addition, two new trains of centrevestibule coaches, designed specially for catering for pleasure parties andthe service of meals to as many as 400 passengers where they sit at one time,were to be built. All these coaches to have steel underframes and entirelyencased in steel, built on a timber framework and fitted with a steel roof;a practice which had been followed by the Company since 1922. The programmealso included the construction of 150 horse boxes, 50 bogic trucks and 6eight-wheeled kitchen cars, making a total of 500 passenger train vehiclesaltogether. For its freight services, 3,940 wagons were to be built. Of these750 would be vacuum fittcd for use on express freight services, including100 of a convertible type for the conveyance of motor cars. The Company'sstock of containers was 1,680 and during the coming year it was the intentionto construct a further 200. These would consist of four types includinginsulated, bicycle, large covered and furniture removal.
Great Western Railway.380
New engines completed at Swindon were 0-6-0 goods tanks, Nos. 3702-10,mixed traffic 2-6-2 tanks, Nos. 4110-5. Thc following had been condemned:0-6-0 tanks, 770, 1398, 1552, 1718, 1826 and 1905; 0-6-0 goods, No. 1003(M.S.W. 19); 2-4-0 tank No. 3598; 0-4-2 tank No. 1430; 4-4-0 tender, Nos.3267Cornishman, 3372Sir N. Kingscote, and 3428; 2-6-0 tenderNos. 4323 and 4334.
L.N.E.R. —Felixstowe branch to be doubled. 380.
Plans had been completed for the improvemcnt of the line from Ipswichto Felixstowc. Traffic on this branch has doubled during thc last two yearsand during the summer the branch, which is single line, has been worked toit s maximum capacity, as many as 87 trains passing ovcr it in one day. Inaddition to thc handicap of a single linc, difficulties have been experiencedon account of the short platforms at intermediate stations and the lack ofcarriage sidings at Felixstowe. The branch leaves the main line at Westerfield,the firsr station beyond Ipswich, and the stations on the branch are DerbyRoad, Orwell, Trimley, Felixstows Town, and Felixstow Beach. To modernisethe branch and provide for future developmenr it is proposed to double theline between Dorbv Road and Felixstowe Town, a distance of 9½ miles:this will enable thc through services to be accelerated, an improved localservice to be given and additional excursion trains to be run. At Westerfieldthe down platform is to be extended and a loop provided; at Derby Road additionnlplatform and siding accommodation is to be laid down.
New tube trains, London Transport Board. 381-6. 3 illustrations, 3diagrams (including side and end elevations and plan)
Four six-car streamlined trains manufactured by Metropolitan Carriage& Wagon Co. Ltd with various forms of electrical control from differentmanufacurers: Crompton Parkinson, General Electric, British Thompson Hoistonand Metropolitan Vickers Electric Co..
Air conditioning for Federated Malay States Rys.carriages.386-9. 2 illustrations, 2 diagrams
Two metre gauge first class carriages fitted with Stone'selectro-mechanical air conditioning equipment supplied by Birmingham Carriage& Wagon Co. to requiremdents of W..S. Graeme and inspection by CrownAgents for the Colonies. Freon used as refrigerant .
Coventry Engineering Society. 389
At the meeting of the Coventry Engineering Society held on the 20November, C.S. Cocks of Doncaster read a paper on "Locomotive Design as appliedto modern conditions, where fast and reliable services are required." Thesteam locomotive of to-day is capable of hauling heavy loads at high speedsover long distances, and for periods up to eight hours without any attentionother than that which can be given or controlled from the cab. It is alsoflexible enough to accommodate economically all the variations in load demandedin a service over undulating country, probably more so than any other form.The relations between tractive force, adhesive weight and unit loading wereset forth, showing how closely related these items are to each other; andfurther, how the section of the line, over which the locomotive is to work,controls the three items due to the unit loading of that section.
The boiler was discussed in a general way giving a comparison of the wideor narrow type firebox, and the Belpaire or round top firebox. Mention wasmade of the advantages to be derived from the provision of easy steam passages.The relative merits of the poppet valve and piston valve were mentioned,as well as the principles of Sir Nigel Gresley's patent valve gear forthree-cylinder engines, where, by means of a 2:1 lever, only two eccentricsare required to provide motion for the three valves,
Cylinder castings were referred to with special reference to the monobloctype of cylinder ; also the modern practice of designing all the passagesto assist in the flow of steam: how they are designed to give a much lessclearance volume than formerly and the effect on the economy of thelocomotive.
L. Derens. The Dutch State Railways Company.389-93.5 illustrations, 3 diagrams (including 2 side elevations)
In 1863 Beyer, Peacock and Co. built four 2-4-0 mixed traffic engines WN 396-9. They were of a standard type built by this firm for Englishrailways as well as abroad, and characterised by neatness and symmetry ofdesign. Engine No. 8 was involved in an accident of a remarkable kind. Probablydue to neglect of the driver its boiler exploded owmg to the collapse ofthe top plate of the copper firebox just as the engine was about to startfrom Harlingen station on 31 March 1868, with a train for Leeuwarden. Thesudden drop of the firebox crown with roofbars complete produced so violenta reaction that the boiler was blown away, carrying with it the front partof the frame with the leading pair of wheels.
[Great Western Railway]. 393
Line from Hatton to Bearley to be doubled: about 4½ miles.
An interesting old French locomotive. 394-5. 2 diagrams (sideelevations)
From notes left by E.L. Ahrons: an 0-4-2 No, 2.301 built by the NorthernRailway of France in 1886 at its La Chapelle Works and similar to Stroudleytypes. In 1890 , following a derailment at Longeuil, it was rebuilt as a4-2-2
Colour light signalling. 395.
The L.N.E.R. placed a contract with the Westinghouse Brake and SignalCo. Ltd. to install electric colour light signalling between ClaptonJunction and Chingford. The Chingford Branch is 6¾ miles long, and therewere six intermediate mechanically operated signal boxes. The substitutionof colour light signalling for the present mechanical signalling would resultin the abolition of the four signal boxes at Hall Farm Junction, St. James'Street, Hoe Street and Chingford Goods Yard, whilst the signal box at HighamsPark will be retained only for operating the level crossing gates; the remainingsignal box at 'Wood Street will be opened occasionally as required to controlthe points leading to the locomotive depot and carriage sidings. The installationof colour light signalling would make it possible to augment the presenttrain services by extending to Chingford the trains terminating at WoodStreet.
Personal. 395
Owing to pressure of business engagements and other duties, J. H.Seaford has felt compelled to resign the general secretaryship of the StephensonLocomotive Society as from 31 December 31. He had occupied this voluntaryoffice for twelve years.
The Institution of Locomotive Engineers. Locomotive feed-watertreatment.395-8
At the meeting held on Wednesday 25 November in the hall of theInstitution. of Mechanical Engmeers, J. Clayton in the chair,Paper 366 was read by J.S. Hancock,on the above subject, of which the following is an abstract.
After pointing out that chemical treatment of feed water for locomotive boilershas not made the progress that has been made in the treatment of feed. waterfor all kinds of stationary boiler plants, It was agreed that the locomotiveboiler withstands the effects of unsuitable water in a remarkable manner,and the development of chemical treatment that has taken place in recentyears is almost entirely due to the need for establishing more eoonomicalworking conditions.
It is customary to classify waters in terms of "hardness," an expressiondenoting the amount of scale-forming salts present in a water. Surface watersare usually not very hard, but most well waters contain considerable quantitiesof scale-forming salts.
The impurities contained in natural boiler feed waters are responsible forthree conditions affecting the maintenance and operation of the locomotive,namely, scale, corrosion and priming.
Deposition of scale.-The continual evaporation of hard waters inlocomotive boilers results in rapid accumulation of scale and sludge andleads to frequent stoppages for boiler cleaning.
The usual practice in a hard water district is to withdraw locomotives fromservice every 25,000 to 50,000 miles for boiler cleaning, an operation whichrequires the removal of a large number of tubes to enable the accumulatedsludge and scale to be cleaned out. This operation is repeated when the enginegoes into the workshops for a "service" repair, while at a "general" repairwhich is carried out at every 100,000-120,000 miles the boiler is removedfrom the frame and a new or repaired boiler takes its place. Other ill- effectsof hard water are scaling up of internal injector pipes, collapsing of tubesand leaking of tubes and firebox stays. The decrease in boiler efficiencydue to the presence of scale and sludge is appreciable but not excessive.From data available from tests carried out at various stages of the lifeof a large locomotive boiler, it appeared that the loss in boiler efficiencyafter working for over 12 months on hard water did not exceed 3 per cent.The heat conductivity of the various kinds of scale is, however, a matterof some importance, since the presence of a low conductivity scale may leadto over-heating of the metal. Hard, compact scales have the slightestconductivity, and loose, porous scales and sludges the lowest. It is fortunatethat in a locomotive boiler the dense scale is deposited on the firebox platesand the porous scale at the smokebox end. Where over- heating of fireboxplates has occurred, the cause has usually been found to be an accumulationof sludge in the narrow water spaces at the sides of the firebox.
Corrosion. Corrosion is a more important factor than scale in theultimate life of a boiler. All the steel components, the tubes, roof stays,barrel and smokebox tube plate are subject to corrosion, the tubes usuallysuffering most severely. Corrosion takes place readily in boilers using softnatural waters. Corrosion in boilers is serious because it rarely takes theform of a general uni- form rusting of the entire surface of the metal butis confined to intensive attack at a few points. There are apparently threetypes of corrosion:-
(1) Formation of isolated pits along the top of the tube, usually at thesmokebox end. This form of corrosion is frequently met with in districtswhere the water supplies are of the surface type, and form little or no scalein the boiler. The life of tubes subject to isolated pitting is gener- allyfrom two to four years, and failure occurs through penetration of the metalat one of the pits.
(2) Localised corrosion close to the copper firebox tube plate. In this casethe attack is not confined to the top of the tube, but continues right roundit. "Grooving" appears to+take place more rapidly than pitting, and groovedtubes fail generally after two to three years' service either by penetrationat one or more points or by complete fracture around the ring. It is notuncommon to find grooving and pitting taking place on the same tube.
(3) The third type is certainly the most rapid of all forms of boiler corrosionand may take place even under a fairly heavy coating of scale. It is usuallyconfined to the firebox end of the tube and is likely to occur if the feedwater is introduced into the boiler just in front of the firebox tube plate.
It appears from a consideration of the conditions under which the varioustypes occur in locomotive boilers, that corrosion is essentially a chemicalprocess involving as the primary factor the dissolved oxygen introduced bythe feed water. Calcium, magnesium and sodium salts, in the absence of oxygen,do not cause corrosion, but if present in sufficient concentration appearto accelerate the corrosion rate if oxygen is present. The danger that existsif oxygen is allowed to enter a boiler is fully recognised by the operatorsof high pressure stationary boiler plants, who take the utmost precautions,by mechanical and chemical means, to remove oxygen from the feed water. Sincedissolved oxygen is such a vital factor, it is evident that the manner inwhich the feed water is introduced into the boiler is of great importance.A common method of introducing the feed water into the boiler is throughan internal submerged pipe running from the back plate to within 2-3 feetof the smokebox tube plate. The oxygen is thus liberated under the watersurface and brought into direct contact with the boiler tubes. In boilersfed in this manner corrosion usually takes the form of isolated pits at thesmokebox end of the tubes. The tubes of boilers fitted with the Churchward"top feed" apparatus are invariably free from corrosion, and there is nodoubt that almost complete liberation of the oxygen takes place in the steamspace during the passage of the water over the trays. In a hard water districtthere is danger that the distributing trays will become blocked with scale,so that the apparatus does not function, and frequent cleaning is necessary.The primary object of a feed water heater is to utilise exhaust steam, butthe open type of feed water heater has a further advantage in being ableto expel 80-90 per cent. of the dissolved oxygen from the feed water. Anincrease in the life of tubes from one year to over four years was obtainedsome years ago on an American railroad by fitting open type feed water heaters.
Priming.It has long been recognised that the locomotive boiler isparticularly susceptible to a condition which is known in this country as"priming" and in America as "foaming." These terms unfortunately have neverbeen properly de- fined, being used in power station plant operation to indicatea light carry-over of boiler water, but by locomotive engineers to mean avery heavy carry-over. Steam generated from probably every locomotive boilercontains a small percentage of boiler water through the entrainment of smalldrops thrown into the steam space by the bursting bubbles. The amount ofcarry-over depends upon the size of the drops, the velocity of the steamleaving the water surface, and the distance from water surface to steam outlet.In addition to the continuous carrying-over of a small quantity of water,locomotive boilers frequently indulge in short bursts of "priming" in whichsufficient water is carried over with the steam to pass unchanged throughsuperheater elements and cylinders to the chimney. "Priming" invariably occursin bursts lasting from a few seconds to a few minutes, during which the waterlevel in the gauge glass will drop by two or three inches. The amount ofboiler water carried over during priming is usually about 40-50 per cent.by weight of the mixture of steam and water; in the case of a boiler generating300 lb. of steam per minute an additional 300 lb. of water per minute maybe carried over during priming. On superheater engines priming entirely destroysthe superheat. During a burst of priming at speed the running of the engineis not appreciably affected, but priming at starting often results in timelost and occasionally in the failure of the engine to get away with its train.Excessive priming increases the maintenance of locomotives, since it leadsto blowing regulator valves, glands and superheater element joints, and notleast, to increased washing out and decreased engine availability.
It is obvious that "priming" depends upon a number of factors, namely, depthof steam space, rate of evaporation, and the condition of the boiler water.In the case of a locomotive boiler in which the distance from water levelat half glass to bottom of steam dome is 10 in.', the lift at full regulatoris at least 5 in. with pure water, so that the working steam space is actuallynot very large. The lift is proportional to the velocity of the steam leavingthe water surface, the velocity being determined by the total evaporation(i.e., amount of regulator opening) and the surface area of the boiler water.Carrying an unnecessarily high water level diminishes the working steam spaceand is responsible for innumerable cases of priming which would not haveoccurred with a normal water level.
Feed Water Treatment. Chemical treatment of locomotive feed waterhas come rapidly to the fore during the past 20 years, first in America andrecently in this country. The earliest attempts at improving the qualityof locomotive feed water on English railways were made between 1890 and 1900,when water softening plants were erected at a number of points where unusuallyhard waters had to be used. One of the earliest of these plants, erectedon the Midland 'Railway at Derby in 1890, is stil1 operating. In those daysthe object of water treatment was simply to remove scale-forming impurities.To-day, as the result of wider experience, it is realised that economiesin boiler maintenance are obtainable not merely by preventing the depositionof scale, but by extending the life of the boiler through the reduction ofcorrosion to a minimum. Correct feed water treatment must, therefore, conditionthe water so that on evaporation in the boiler it will neither deposit scalenor cause corrosion. Experience has also taught us that a mixture of softenedand unsoftened waters is invariably a corroding water and that water treatment,to be successful, must be applied not merely to a few hard waters, but toall the feed water entering a locomotive boiler. The prevention of corrosionby removing the oxygen from the feed water is not feasible either by chemicalor mechanical means, and it is necessary therefore to look elsewhere fora suitable remedy. A method of preventing boiler corrosion by chemical treatmentof the feed water exists and has been used with success by American railroadsfor the past 15 years. This consists in treating the feed water with suitablechemicals so that a small quantity of free caustic soda remains at all timesin solution in the boiler water. In America prior to 1920, when the ruleof softening was not to soften below 4 degrees, the average life of steelfireboxes was 4-5 years, and , of tubes 2-3 years. The average life of tubesand fireboxes at the present time is approximately 12 years, as the resultof treating the bulk of the feed water.
Water Treatment and Locomotive Operation.Softening of locomotivefeed water invariably re- sults in priming, especially if the water is reducedto a low degree of hardness by the use. of lime and the maximum dosage ofsoda ash. Since "priming" interferes with the running of trains it must beeliminated at all costs and this is often done by eliminating the amountof soda ash used at the water softening plants, thus providing a water whichis only partially softened. Alternatively, priming may be eliminated by reducingthe boiler washing out or water changing mileage. The effect of water softeningupon the mileage which can be run before priming commences is very great.For example, it was necessary, following the introduction of water softeningon a section of a British railway, to carry out changes of boiler water every500 miles in addition to the customary boiler washout at 2,500 miles. Ifthe rate of evaporation and the working water level remain fairly constant,priming can be brought about in one way only, i.e., by raising the sodiumsalts in the boiler water to the priming concentration which in the caseof locomotives in this country, varies usually from 150 grains per gallonfor small engines to 200 grains per gallon for large passenger engines, althoughinstances of higher concentration are sometimes reported. When the criticalconcentration of soluble salts is reached priming takes place intermittentlyand sufficient boiler water is carried away with the steam to prevent furtherincrease in the concentration. The mileage which can be run before primingcommences depends upon the rate at which the sodium salts accumulate in theboiler, i.e., upon the amount of sodium salts in the feed water and the rateof evaporation. In the case of a boiler whose water capacity is 1,500 gallonsand average evaporation 30 gallons per mile, feJ with well water containing4-5 grains per gallon of soluble salts, the critical priming concentra:tionof 200 grams per gallon will be reached at 2,200 miles after washing out,provided no carry-over is taking place. In practice, however, it frequentlyhappens that the small percentage of carry-over prevents the salts in theboiler water from ever reaching the critical concentration so that the engineis able to run indefinitely without priming.
The well water after complete softening, will contain in addition to theoriginal 4.5 grains, a further 11.9 grains of sodium sulphate, 1.6 grainsof sodium chloride and 3 grains of sodium hydroxide and sodium carbonate,making a total of 21 grains per gallon. U sing this water the criticalconcentration of 200 grains per gallon will be reached at 470 miles afterwashing out. It is true to state that the success of water softening dependsupon the elimination of prim- ing. The simplest remedy, frequent changingof the boiler water, is not recommended since it decreases to a very greatextent the engine's avail- ability. Three methods of preventing priming areavailable. (1) Use of chemical anti-priming compositions; (2) intermittentblowing down; and (3) continuous blowing down. Various compositions are availablefor preventing priming in boilers. In a test one of these with fully softenedwater it was found that the point at which priming commenced was reachedat 1,000 miles, whereas 500 miles was the limit without the composition.The disadvan- tages of this method are that frequent water changes (every1,000 miles) are still necessary and that careful and regular dosing of thetender feed water with the composition is required. Inter- mittent blowingdown, which consists in removing a portion of the boiler water at frequentintervals and replacing it with feed water is standard practice on Americanrailroads. American locomotives are fitted with one and sometimes two largeblow-off cocks which are operated either in the shed or at regular intervals,usually every 20- 25 miles on the road. In the case of the largest enginesthe volume of water blown down at the shed varies from 500-800 gallons; a"blow" on the road lasts for 15-30 seconds and discharges 100-200 gallons.The success of intermittent blowing down depends to a great extent on keepingengines to the same working and in the hands of the same fewenginemen. Thenormal washing out period on American railroads for engines fitted with blowdown and operating- on softened water is one month. Continuous blowing downis the continuous discharge from the boiler of water at such a rate thatthe concentration of sodium salts is kept just below that at which primingoccurs. This is effected by a valve which may be operated by hand, mechanicallyor by steam pres- sure, so that blowing down takes place only when the engineis working. The rate of discharge is controlled by a small orifice in thevalve and de- pends upon the class of engine and the amounts of sodium saltsin the feed waters. On the L.M.S. Railway this rate varies from 1 gallonper minute for shunting tank engines to 2.7 gallons for ex- press passengerengines and is equivalent to ap- proximately 7 per cent. of the waterconsumption. In order to minimise the loss of heat the blow down water maybe passed through a cooling coil in the tender before running to waste onthe track. The valve is bolted to a pad on the boiler back plate and takesboiler water from a point 2 in. above the highest point of the crown of thefirebox. The spring, ball, seating and piston are of stainless steel. Thecontrolling orifice is in the cap which may be either mild or stainless steel.The cylinder at the bottom of the valve is con- nected to the steam chestso that the opening of the regulator brings the valve into operationautomatically. A length of armoured flexible hose connects the engine andtender pipes. Tank engines on the L.M.S. Railway are not fi.tted with tendercooling coils, the blow down water being discharged into the ashpan. Theadvantages of continuous over intermittent blow down are that it is entirelyautomatic and removes the minimum quantity of water from the boiler whilst'keeping it free from priming. The boiler wash-out mile- age will dependonly on the amount of scale-forming impurities which are being brought intothe boiler by the feed water. In the case of softened water containing aminimum of scale-forming impurities the wash-out mileage may be extendedto at least 5,000 miles, this increasing to an ap- preciable extent the engine'savailability.
An "Off the Beaten Track" Excursion, Pennsylvania R.R. 398-9
New kind of railway trip, an "off the beaten track" excursion, wasoperated by the Pennsylvania Railroad on Sunday, 12 July, leaving Broad StreetStation, Philadelphia, at 9.20 a.m., for a run of over 250 miles over portionsof the system rarely travelled or seen by the public. Organised primarilyfor the Philadelphia Chapter of the National Railway Historical Society,the excursion, at the invitation of the members, was thrown open to all upto the capacity of the train. About 125 members of the Society booked forthe trip. On its journey the Railway Historical Special picked up passengersat Broad Street Station, Pennsylvania, 30th Street, and North Philadelphia.It then proceeded to Allen Lane, where it shunted on to the Whitemarsh Branch.
Netherlands Railways notes. 399
Streamlining: five 3700 class 4-6-0 and one 3900 class to be streamlined;and possibly all to b so modified.
Diesel electric traction was proving satifactory including the couplingsbetween units and electrification was spreading
Lentz valves: the modified locomotives had been converted to Walschaertsvalve gear and piston valves, but No. 1779 had been fitted with an improvedversion of the gear
Superheating: all 1700 class to be superheaterd
Steam traction: no new steam locomotives to be acquired
The use of steam travelling cranes. 400-1.
Mainly the employment of breakdown cranes for civil engineering work,especially in the renewal or repair of overbridges and underbridges; carehad to be taken to ensure that the crane could have access to the bridgewithout endangering itself: the permanent way had to be maintained as faras possible. Slinging girders required care to ensure that they arrived onsite in the correct state for placement. Relieving bogies on the crane assistedoperations. A supply of water was essential if the job was demanding orprolonged.
Diesel rail coaches for the Argentine. 401
The Drewry Car Co. had received an order for 99 railcars for the BuenosAires Great Southern Railway and the Buenos Aires Great Western Railway.These were to have Gardener 6LW engines and be manufactured at the Dick KerrWorks of the English Electric Co.
Obituarry.401
Sir Cecil W. Paget: very brief notice
An early door-to-door freight service.402. illustration
Reproduction of the business card of Wm. Hudson, Goods Superintendentof the London, Brighton and South Coast Railway at Brighton, dated 1860.It is interesting as a record of the method of transporting "Household Removals."door to door at that period, although the procedure has not altered greatlyuntil the introduction of the system of carriage by containers was introducedand made it obsolete, or nearly so. There are now in service no less than11,240 containers on the British railways, whereas in 1928, there were only1,574. The container was first used in this country before the WW1, whenclosed horse-drawn cars were loaded on specially arranged platform rail trucks,but in 1926 the container system was definitely introduced. Fixed stationcranes, yard gantries, runways, and mobile cranes, which were available ata large number of railway stations, enabled containers to be moved from railto road vehicles and vice versa with speed and efficiency, and the dimensionsare kept within such limits as to permit of them being loaded inside ordinarywagons.
L.M.S. new bridge over River Clyde. 402
Rapid progress was being made with an important improvement schemeon the main West Coast Route at Lamington (Lanarkshire), where a new viaductis being built over the River Clyde to replace the existing bridge, andopportunity is being taken to ease the adjoining curves to permit higherspeeds. The work to cost about £26,500. When the new viaduct is brought into use, the speed regulation applicable to the old bridge will be removedand th« Anglo-Scottish and other express trains will no longer haveto slow down to 40 m.p.h. when crossing the Clyde at this point.
Correspondence. 402
The Webb compounds.Viator.
Re E.F. Smith's arvicle in your September issue, also the lettersfromL. DerensandJ.W Smithin the October and November numbers.
From my experience in travelling 49 miles a working day on the main lineof the L. & N.W. Railway (l886-1921) which covers most of the "compound"period, I am of opinion that the letter of Mr. Derens comes nearest to thefacts. I am not prepared to enter into a scientific discussion, but I maysay I .have had excellent runs behind most classes of these engines.
I believe I am correct in saying that the first edition—the "Experiment"class—had 200 psi working pressure, as well as the later ones, and,generally speaking, they gave a very fair account of themselves, and someof their drivers waxed enthusiastic about them. The "Dreadnought" type with6 ft. 3 in. wheels certainly did—to use the expression of one of thedrivers to me—much "hard, heavy beIting," and another of these men—a"crack" driver of his time— told me that "he preferred a good load toa liglhter one with a compound, as he considered that the engines then gavea better account of themselves.'
The most satisfactory of all were undoubtedly the "Teutonic" (or "JeanieDeans") class, with 7 ft. driving wheels, and I for one much regretted whenthey were scrapped. I had many good runs behind the "Greater Britain" class.They certainly could travel, and frequently exceeded a speed of 60 milesper hour. I well recollect seeingGreater Britain (while painted red)taking 17 or 18 6-wheeled coaches, equal to 26 as then reckoned, on the SundayLondon Express which left for Crewe, if my memory is correct, at 5.5 p. m.,and I understood that time was satisfactorily kept with these loads. Someof the engines were naturally better time-keepers than others, or it mayhave been "the human element" was an important factor in regard to this.With respect to the "automatic crank adjustment," from a long experiencein travelling behind these engines, I am strongly of the belief that somethingof the kind must have taken place; it is an old saying and a true one uhat"the proof of the pudding is in the eating" and I am led to that conclusion.I feel I must just mention one incident respecting the 3-cylinder compoundcoal engines—0-8-0 type. An experienced driver assured me that for somereasons he was actually sorry when he was transferred to passenger traindriving, as he got such splendid work out of his coal engine, and was soaccustomed to it that he really regretted having to part with it. I may sayI have studied locomotives all my life, and have had some footplateexperience.
Belgian State Railway's loco. No.. 761. 402
Referring to the article on the Belgian State Rys. locomotive No.761, pages 352 to 354 ·of our last issue, Dr. W. Lubsen of Munich writesas follows :-"Some years ago, I found in a report on Belgian locomotivesa note that this enginc was converted in the late 'seventies to a normalinside cylinder loco., so forming the prototype of the 0-6-0 engines of class2." It certainly seems more reasonable that engine No.. 761 lasted until1889 in ·this converted form than in its original shape.
The Webb compounds, L. & N.W.R.ErnestF. Smith. 403
I regret the delay in replying to the letter of Derensregarding my article on the Webb compounds. In the thirdparagraph of that article I remarked that it had been suggested that thesteam pressure in the receiver had something to do with the alleged tendencyto automatic adjustment of the crank angles, and the first part of the articlewas directed to an examination of that theory. Therefore, the summing upof this part contained the words, "considered from the point of view of therelation of H.P. to L.P'. events in the receiver, if there is one most favourablecrank disposition there must of necessity be four." This statement was notintended to be taken as meaning that the solution of the problem lay in thereceiver pressure, but rather that, as it was then only one crank dispositionthat was claimed as giving optimum results, the reason must be soughtelsewhere.
Turning now to the question of drawbar eflort. Mr. Derens thinks that withthe cranks at the 135 degree angle there will be no tendency for either ofthe engines to slip. It appears fairly obvious to me, however, that in astate of matters where the greater part of the resistance to motion, thetrain is being thrown alternately on the H.P. and L.P. engines, thecircumstances are very favourable to slipping. Moreover, to use homely language,each engine knows nothing of resultant drawbar eflort: its behaviour is governedsolely by the impulse received upon its piston, the adhesion at the rail,and the resistance to forward motion of the load. Consider also, that theresistance to slipping is a matter of instantaneous values, whereas uniformityof drawbar pull has a time element, and has no meaning except overa period: and, in any case, the "most uniform" draw-bar pull would be moreaccurately described as the "least irregular," so far from actual uniformityis it! Now, for the drawbar pull to be least irregular, the maximum crankeffort of the two engines must be out of step: from which it follows thatthe greatest resistance to forward motion occurs for each engine when itscrank effort is at a maximum. Can it be denied that, in these circumstances,there will be a tendency for the adhesion to be overcome, and slipping tofollow? On the other hand, when both crank efforts are in phase, giving themost irregular drawbar pull, the resistance to forward motion will be smallerfor each engine at maximum crank eflort, and slipping will be less likely.
Again, on the question of slipping, which, let me repent, is the only wayby which the crank disposition can be changed while the engine is working, does Mr. Derens seriously suggest that, if the cranks were at an unfavourableangle, the wheels would slip through only the amount required to remedy this,and then stop slipping? As to the extension of the theory to embrace theex-L.S.W.R. 4-2-2-0 engines, why stop merely at two engines in the same frame?Why not two engines coupled together as in double-heading a train, or, forthe matter of that, with one at the head and the other at the rear, if thistendency operates by virtue of the character of the drawbar, or propelling,eflort? Furthermore, and, as it seems to me, finally, there is the mostdevastating fact of all in connection with the theory under discussion: onceone of the engines begins to slip, it is, for all practical purposes,disconnected from the load. It has then little or no influence upon the drawbarpull, which can, in turn, have no influence upon the slipping engine.
Reviews. 403-4
History of the Southern Railway. C.F. DendyMarshall,London: The Southern Railway Company.403
History making or, perhaps, history recording seems now to have beenseriously considered by our railways. A few years ago we had a very informativework by Mr. E. T. McDermot on the story of the Great Western Railway, andnow this has been followed by that of the Southern Railway from the pen ofMr. C. F. Dendy Marshall. The scheme of the latter effort is, however, quitedifferent from that of the farmer. Included in nhe system which has now developedinto the Southern Railway are the two earliest lines sanctioned for publictraffic, the Surrey Iron Railway and tile Croydon, Merstham and Godstone.These were, of course, worked entirely by horse power, bur other early lines,the Canterbury and Whitstable and the Bodmin and Wadebridge, introduced thelocomotive to the southern half of the country, whilst the London and Greenwichwas the first to bring it to the Metropolis. The story of these is, of course,duly set out in the present work, and the author then proceeds to detailthe development and incidents connected with the principal constituents ofthe S.R., the London and South Western, London, Brighton and South Coast,London, Chatham and Dover, South Eastern, and latterly the South Easternand Chatham Joint Managing Committee. Finally he traces the fortunes of theSouthern Railway from the time of its formation in 1923, though it is somewhatunfortunate that delay in publication of the work has resulted in this linishingwith the year 1934. Our readers and locomotive enthusiasts generally willno doubt appreciate the large amount of space devoted to the locomotive mattersof the several constituent companies and the Southern Railway itself, though,perhaps, the general reader would have preferred amplification of the generalhistory of the line. There is also a chapter on the steamers and docks whichwill interest many, .and a number of appendices, including a list of authoritiesconsulted, appear at the end of the book. There are large number ofillustrations; many of these represent locomotive types past and present,the reproduction of which is much improved by the use of a good paper, althoughit must be admitted that this makes the volume somewhat weighty. Severalof the locomotives are shown in colour, but it seems rather a pity that threeof these depict Brighton engines, all in the Stroudley style of painting,whilst several other colour schemes, notably the Martley green of the L.C.and D. and the Beattie chocolate of the L. and S.W., are not represented.The many changes that have taken place recently on the S.R., especially theemployment of electricity as the motive power on an extensive scale renderit all the more important to put on record ,the chief events of its past,and our readers will consequently appreciate this latest addition to therailway library.
Power station electrical" equipment and layout. T.H. Carr.London: The Draughtsman Publishing Co. Ltd. 404
This booklet of 102 pages is full of interesting and practical informationoutlining the main features of modern power station electrical equipmentarid suitable lay-out, but limitations of space make it necessary to omitmuch detail in some sections. Data relating to a station employing steamturbines as prime movers for driving alternators, is included. The essentialprinciples of power house design are set forth under relability, operatingand maintenance costs and a minimum capital cost, and these are dependentupon simplicity of design, sub-division of plant and apparatus, labour savingdevices and extensibility.
Books received. 404
An introduction to the study of noise problems, H. Davies.London: The Draughtsman Publishing Co. Ltd.
Railway models.
Bassett-Lowke Ltd. were introducing a number of up-to-date, gauge0 handmade scale model locomotives for the Christmas season. These includedthe L.M.S.Princess Elizabeth, the L.N.E.R. 4-6-0Arsenal,No. 2848, and the L.M.S. 5XPConqueror No. 5701, and the L.N.E.R.streamline locomotiveSilver Link. These are all supplied either inclockwork, or electric driven by a d.c. motor on 8 volts or an a.c. motorat 20 volts. These locomotives range from 7 guineas to 16 guineas and wereexcellent value for the money. Bassett-Lowke were also placing on the marketan inexpensive 0-6-0 goods locomotive, both L.M.S. and L.N.E.R. patterns,as well as a model of the 4-4-0 L.M.S. 2P locomotive, at 42/-, clockworkdrive, also available in electric. Another important item is that the TwinTrain railway which caused such a sensation last year in the model railwayworld is now being made at North- ampton, and the locomotives, bogie passengervehicles and the whole range of goods vehicles, are available in Englishpattern design and colours.
The Railway Club
At the meeting to be held on Thursday, 14 January 1937, at the RoyalScottish C~rporation Hall Fetter Lane, E.CA, L.T. Catchpole will read a paperentitled The Tonbridge alterations, with film.
The Institution of Locomotive Engineers
A paper entitled the History of the Steam Tram will be read by Dr.H. A. Whitcombe, at the meeting to be held on Wednesday, 6 January 1937,at 6 p.m. at the Hall of the Institution of Mechanical Engineers.
Personal.
W.G. Hornett, who has become assistant managing director of the SentinelWaggon Works Ltd. served as a draughtsman on the Great North of ScotlandRailway at Kittybrewster and Inverurie Works under Wm. Pickersgill. In 1905he was appointed assistant works manager of the Bengal Nagpur Railway shopsat Khargpur, and later became carriage and wagon superintendent of the B.N.R.Between 1926 and 1929 he assisted in the preparation of designs andspecifications of standard Indian rolling stock. He then joined 'the Londonstaff of Heatley and Gresham Ltd., and retired from this position to jointhe Sentinel Co.
LMS personnel. 404
D. Williamson, Locomotive. Works Superintendent L.M.S.R., Glasgow,appointed Works Superintendent .(Locomotive.) at Horwich. J. Cochrane, districtlocomotive. Superintendent L.M.S.R., St. Rollox, to be locomotive. foremanat Dawsholm, Glasgow. E. Glendinning, district locomotive foreman, Ardrossan,to be loco. foreman, St. Rollox. J.M. McCrae, district locomotive. foreman,Forfar, to be loco. foreman Ardrossan.
Trade Notes and Publications. 404
Standard Steel Works Co. of Burnham, Pennsylvania, U.S.A.404
Announced appointment of Davis & Lloyd, Westminster, as theirEuropean representatives from the 15 November 1936.
D.P. Battery Company Ltd., Bakewell and London.404
Received orders for locomotive batteries from the General ElectricCompany and Metropolitan Vickers for nine locomotives which will be usedby the London Passenger Transport Board in connection with extensions inprogress on the Underground system. The batteries are each of 768 a.h. capacityand 320 volts and comprise cells of the latest D.P. Kathanode Locomotivetype.
Sandberg Sorbritic rails
Made at the works of the Workington Iron and Steel Co. publicationissued by the United Steel Companies, Ltd., of Sheffield. contains much usefulinformation in regard to tests, etc., and particularly in regard to the increasedwear on electrified lines.
Sao Paulo (Brazilian) Railway.404
Ordered hundred 40-ton .high sided wagons from the Gloucester RailwayCarriage and Wagon Co. tol be fitted with Monarch door controllers suppliedby the Monarch Controller Co. Ltd., Westminster, to the inspection of Foxand Mayo.
L.N.E.R. contract. 404
With Cowans, Sheldon and Co. Ltd., of Carlisle, for a 70 ft. articulatedturntable to be installed at Southend Locomotive Depot.
Hydraulic Coupling and Engineering Co. Ltd., of Isleworth, 404
Order for supply of 18 Vulcan-Sinclair traction couplings for newdiesel railcars for Netherlands Railways: cars, with engines of 150 h.p.,were being built in Holland and include Mylius Mechanical Gearboxes.
Harland and Wolff Ltd. 404
Order for two locomotives equipped with diesel engines of about 1000h.p. each for service in South America.