Beattie’s express engines—Kendall’s three-cylinder engine
for the Blythe and Tyne Railway—Heavy engines for the
Metropolitan and St. John’s Wood Railway—Sold to the
Taff Vale Railway—“The most powerful locomotive in
the world” for sale—“Jinks’s Babies”—The “Areo-steam”
locomotive on the Lancashire and Yorkshire Railway—Tank
engines on the Furness Railway—Patrick Stirling’s
world-famous “8ft. singles” for the G.W.R.—Webb’s
“Precedents” for the L. and N.W.R.—The “John Ramsbottom”
—“The Firefly,” an engine that has “played many
parts”—J. Stirling’s 7ft. coupled engines on the G.
and S.W.R.—Stirling’s reversing apparatus—Watkin’s
express engines for the S.E.R.—Stroudley’s “Grosvenor,”
L.B. and S.C.R.—The era of “compounds”—W. F. Webb’s
first compound locomotive—Bowen-Cooke’s views on the
subject—The “Experiment”—7ft. 1in. compounds—“Queen
Empress”—“Black Prince”—Wordsell compounds—Midland
coupled expresses—Stroudley’s “Gladstone” class—The
“General Managers” on the North Eastern—N.B.R locomotive,
“No. 592”—Holmes’s “633” class—Great Eastern 7ft.
coupled—Holden’s liquid fuel locomotives—Serve tubes in
locomotives—Sacre’s 7ft. 6in. “Singles.”
Fig. 90 represents the “Python,” one of J. Beattie’s four-coupled
express engines, constructed for the L. and S.W.R. The cylinders were
outside, 17in. diameter by 22in. stroke. The coupled wheels were 7ft.
1in. diameter, and the leading wheels 4ft. diameter. The heating
surface was 1,102 sq. ft. Weight of engine in working order, 35 tons
11 cwt. For some years this class of engine was the favourite express
engine on the L. and S.W.R.
[Illustration: FIG. 90.—“PYTHON,” A 7FT. 1IN. COUPLED EXPRESS ENGINE,
LONDON AND SOUTH WESTERN RAILWAY]
Locomotive engineers have always one great difficulty to provide
for—viz., the extra power required to start locomotives, especially
on steep inclines, and as such grades are particularly _en évidence_
on the mineral lines, it is not surprising to find Mr. W. Kendall, of
Percy Main, Northumberland, patenting a locomotive designed to overcome
the defects just indicated. The patent is dated October 26th, 1867. The
engine was of the three-cylinder type, with one inside and two outside
cylinders. When running on a level road only the inside cylinder was
used, but for starting or ascending inclines the power of all three was
brought into use, the whole arrangement of the power being actuated by
the reversing gear apparatus. By a peculiar adaptation of the lap of
the valves, a small quantity of steam was admitted to the valves of
the outside cylinders when these cylinders were not working, for the
purpose of lubrication. The engine in question was built at the Percy
Main Works of the Blythe and Tyne Railway. She was of the “four-coupled
behind” type, with a single pair of leading wheels. The inside
cylinder was connected in the usual manner to the cranked axle of the
centre wheels, the outside cylinders actuating the trailing pairs of
wheels. Without diagrams it is rather difficult to explain the method
employed to prevent the pistons, etc., of the outside cylinders from
reciprocating, but shortly it may be stated that the connecting-rod
was divided into two pieces, and at the joint each end fitted into an
enclosed link. When disconnected, that portion of the rod coupled to
the wheels which was in the link merely travelled up and down the link,
whilst the part connected with the piston, etc., was at rest. By means
of a screw gear this latter portion of the connecting-rod was lowered
in the link, and engaged with the other part of the rod, which was
coupled to the wheels, and so the outside cylinders were brought into
action. If required, the outside cylinders could be used independently
of the one inside cylinder, so that the engine could be a one, two, or
three cylinder locomotive. Separate regulators were provided for the
inside and outside cylinders, but the handles were coupled together,
so that, if required, one movement actuated the admission of steam to
all the cylinders. To prevent too strong a blast, the driver could, by
the operation of a ball valve, discharge the exhaust steam from the
outside cylinders into the atmosphere by means of a pipe in front of
the engine. On the other hand, the whole of the exhaust from the three
cylinders could be discharged up the chimney in the usual manner if
preferred.
Upon April 13th, 1868, the Metropolitan and St. John’s Wood Railway was
opened for traffic. The line branches from the Metropolitan Railway at
Baker Street, and was worked by the Metropolitan Company. The gradients
on the short line are very severe, and it was not considered advisable
to attempt to work the railway by the usual type of engine employed on
the underground line; so Mr Burnett, the then locomotive superintendent
of the Metropolitan Railway, designed a special class of engine for
the St. John’s Wood Railway. These were constructed by the Worcester
Engine Company, and were numbered 34 to 38. They were provided with six
coupled wheels of 4ft. diameter, with outside bearings; the cylinders
were 20in. diameter, with a 24in. stroke; they were placed within
the frames at 2ft. 2in. centres. The wheel base of these powerful
locomotives was divided as follows:—L. to D., 6ft. 10in.; D. to T.,
7ft. 2in. The boiler was 11ft. long, and 4ft. 3in. diameter, and
contained 176 tubes of 2in. diameter.
The fire-boxes were exceptionally large, the measurements being:
Length, outside 7ft. 1in., inside 6ft. 6in.; width, outside 4ft.,
inside 3ft. 6in. The depth was 5ft. 5in. in front, sloping to 3ft.
11in. at back. The steam pressure was 140lb.; heating surface, 1,165
sq. ft.; grate area, 22½ sq. ft. The water capacity of the tanks was
1,000 gallons.
These mammoth engines weighed 46 tons in working order, and it was
soon discovered that they were far too powerful for working the light
traffic over the St John’s Wood line, the ordinary type of Metropolitan
locomotives being quite capable of successfully working the trains over
these inclines. So, in 1873, when the Taff Vale Railway was in urgent
need of some powerful engines for hauling the heavy coal trains over
the Penarth Dock lines, the Metropolitan Railway succeeded in disposing
of these five engines to the South Wales Company, and they can still be
seen employed on work more adapted to their construction than was that
of hauling light passenger trains on the St. John’s Wood Railway.
It is evident that both the patentee and builders of the “double-bogie”
locomotives had a very exalted opinion of the capabilities of
these peculiar engines. In December, 1870, G. England and Co. were
advertising for sale by private tender to the best bidder “the most
powerful locomotive at present known upon any railway in the United
Kingdom, irrespective of gauge.”
This “most powerful” locomotive was constructed for the 4ft. 8½in.
gauge on Fairlie’s double-bogie system. She had four cylinders, 15in.
diameter and 22in. stroke, eight wheels, all drivers of 4ft. 6in.
diameter, and with steel tyres.
Amongst other useful features claimed for this “most powerful”
locomotive, we read that she “would take a load up an incline at a
speed exceeding that of any other engine at present known, and would
round the sharpest curves with ease.”
“Jinks’s Babies” consisted of a batch of ten engines constructed
towards the end of 1871, and early in 1872. They had outside cylinders,
17in. diameter and 30in. stroke, with a leading bogie and four coupled
wheels of 7ft. diameter; they had, perhaps, as good a right to the
title “most powerful” as the Fairlie engine just mentioned.
Be this as it may, however, “Jinks’s Babies” were not successful.
They were built at the Stockton and Darlington Locomotive Works, at
Darlington, and originally numbered 238 to 240, etc., and upon the
consolidation of the North Eastern Railway were renumbered 1238 to
1240, etc. They were rebuilt by Mr. Fletcher as six-wheel engines,
the bogie giving place to a single pair of leading wheels, and the
stroke of the pistons was reduced from 30in. to 26in. Even after this
metamorphosis, “Jinks’s Babies” could not be truthfully described as
successful locomotives. Amongst other peculiarities the circular valves
should be enumerated. The steam pressure was 140lb. per sq. in.
In 1871 the Lancashire and Yorkshire Railway fitted up an engine with
an apparatus said to have been invented by Mr. Richard Eaton, but
called “Warsop’s Aero-Steam system,” by means of which a continuous
supply of heated air was forced into the bottom of the boiler, so
causing the water to be continually agitated, and thereby preventing
incrustation of the metal, as well as more quickly generating
steam, and last—but far from least—economising the fuel. The engine
experimented upon was a six-coupled goods, No. 369, with cylinders
15in. by 24in., 5ft. wheels, and working at a pressure of 130lb. per
sq. in. An air pump, single acting, 6in. diameter by 2ft. stroke, with
piston and metallic rings, driven from one of the main cross-heads,
was secured to the framework of the engine in the place originally
occupied by the feed-pump. The compressed air passed along a pipe 1½in.
in diameter, 6ft. long, to a coil of 1½in. lap-welded iron pipe, within
the smoke-box, 61ft. in length, so arranged as to avoid contact with
the blast pipe or the ashes deposited in the smoke-box by the action of
the blast. After traversing the coil, the expanded air became heated
to a temperature nearly as high as that of the waste gases, and thus
ranging between 500 degrees and 800 degrees, or 850 degrees Fahr.,
lifted the self-acting valve, and entered the perforated distributing
pipe within the boiler, and was constantly passing in jets through
the water to the steam space, whence the combined powers of steam and
air proceeded to the cylinders to carry out their duty. A very simple
apparatus was used when desirable to stop compression, by keeping the
inlet valve open when steam was shut off; otherwise an undue proportion
of air would enter the boiler, and impede the feed-water injectors.
At the same time, occasions arose where a judicious use of the air
injection was made with great advantage, even with steam shut off. It
is stated that “on March 21st, 1872, there was a heavy fall of snow,
and the driver of No. 369 had to make the most of his resources. In
coming down Rainford bank he had but 100lb. of steam at Balcarres
siding, with steam shut off. He allowed the air pump to continue work,
and in 400 yards his gauge rose to 140, when he opened his regulator
again to mount the incline with his heavy load, and so successfully
gained the summit.” The annexed table shows the working of engine No.
369, with and without the apparatus, and also of an exactly similar
engine, No. 38, employed on the same length of line, and hauling the
same trains. No. 38 was not fitted with the apparatus.
------------------------+------------+------------+-------------
| | Coal | Average lbs.
Engine. | Miles run. | consumed. | per mile.
------------------------+------------+------------+-------------
| | Tons. cwt. |
369 (without apparatus) | 21,948 | 403 6 | 42.92
369 (with apparatus) | 27,934 | 472 10 | 37.89
38 (without apparatus) | 28,053 | 550 10 | 43.95
------------------------+------------+------------+-------------
Although the above glowing statement is made about this invention,
which was fitted to no less than six engines, and tried for a period of
about five years, it was not found to be commercially successful, the
power consumed in working the pump, and the cost of repairs running
away with the economy supposed to have been gained in the original
experiment.
About this time the Furness Railway introduced a powerful design of
six-coupled tank engines. The cylinders were: Inside, 18in. diameter
and 24in. stroke; heating surface tubes, 1,048 sq. ft.; fire-box, 96
sq. ft.; grate area, 15 sq. ft. The frames were “inside.” The side
tanks were capable of containing 1,000 gallons of water.
Weight in working order: L., 13 tons 13 cwt.; D., 16 tons 6 cwt.;
T., 14 tons 15 cwt.; total, 44 tons 14 cwt. On the level this class
of engine hauled 372 tons at 20 miles an hour, and up an incline of
1 in 80 a load of 367 tons was drawn at 11¾ miles an hour. The steam
pressure was 145lb., and the coal consumption 40.16lb. per mile.
The name of Patrick Stirling, the late locomotive superintendent of the
Great Northern Railway, will long be remembered and held in high honour
amongst those of his _confrères_, consequent upon his successful design
of 1870, in which year he built the first of his now world-famous 8ft.
1in. singles, a type of locomotive which immediately leaped into public
favour, which for elegance and simplicity of design it is not saying
too much in stating that no modern engine has surpassed or is likely to
surpass. These engines soon showed the travelling public that really
express speed could be safely indulged in for continuous runs of great
length without fear of accident or failure. Indeed, modern express
speed can date its foundation from the introduction of these engines.
The Great Northern Railway undoubtedly owes its popularity and fame as
the “express” route to the successful running of Patrick Stirling’s
8ft. 1in. outside cylinder “single” engines.
The following may be accepted as a correct description of the earlier
type of this locomotive design. Later engines of the same class have,
in common with the development of locomotive design, increased in
weight, grate, tube, and cylinder area, and steam pressure; but the
general outline to-day, as seen in Fig. 91, is the same as that of
27 years ago, and we do not think this compliment can be paid to
the design of any other locomotive built at the present time. The
cylinders were 18in. diameter, with a length of stroke of 28in. The
small ends of the connecting-rods were furnished with solid bushes of
gun metal. The inner and the outer fire-boxes were connected together
by stays, screwed into each of the plates, without the intervention
of iron girder bars. By this arrangement, which had been in use for
some time in Belgium, the large amount of deposit generally existing
upon girder-boxes was prevented, the facility for cleansing was much
greater, and the liability of the tube holes in the copper-plate to
become oval had been got rid of.
[Illustration: FIG. 91.—8FT. 1IN. “SINGLE” EXPRESS ENGINE, GREAT
NORTHERN RAILWAY]
The heating surface in this engine was, in the tubes, 1,043, and in
the fire-box 122 sq. ft. The fire-grate had an area of 17.6 sq. ft.
When the engine was in working order, the weights upon the driving,
trailing, and bogie wheels were 15, 8, and 15 tons respectively. The
distance from the centre of the trailing wheels to the centre of the
bogie pin was 19ft. 5in. These engines were capable of drawing a weight
of 356 tons on a level at a speed of 45 miles an hour, with a working
pressure of 140lb. to the sq. in. The consumption of coal, with trains
averaging sixteen carriages of 10 tons weight each, had been 27lb. per
mile, including getting up steam and piloting. The cost of maintaining
and renewing passenger engines on the Great Northern Railway was in
1873 estimated to amount to 2½d. per mile.
The contemporary type of engines on the “West Coast” route was the
celebrated “Precedent” class, illustrated by “John Ramsbottom” (Fig.
92).
[Illustration: FIG 92..—“JOHN RAMSBOTTOM,” ONE OF WEBB’S “PRECEDENT”
CLASS, L. & N.W. RWY.]
These London and North Western Railway locomotives were constructed
at the Crewe Works, from the designs of Mr. F. W. Webb, locomotive
superintendent, the first of them being constructed in December, 1874.
The engines, as our readers well know, have four-coupled wheels, 6ft.
6in. diameter, and a leading pair of wheels 3ft. 9in. diameter. The
principal dimensions originally were—they may vary a little in some
details in certain engines—inside cylinders, 17in. diameter, with a
stroke of 24in. Heating surface, 980 sq. ft. in tubes, and 103.5 sq.
ft. in fire-box; grate area, 17.1 sq. ft.; weight in working order, L.,
10 tons 5 cwt.; D., 11 tons 10 cwt.; T., 11 tons; total, 32 tons 15
cwt. Steam pressure, 120lb.; wheel base, 15ft. 8in.
The most famous engine of this class is the “Charles Dickens,” No. 955,
built at Crewe in 1882; the “Inimitable” is shedded at Manchester, and
the daily journey to and from Euston consists of 366½ miles; the trains
worked by this engine are the 8.30 a.m. up, and the 4 p.m. down. As
long ago as September 21st, 1891, the “Charles Dickens” had obtained
the premier position in engine mileage. On that day “she”—if the shades
of “Boz” will allow the bull—completed her millionth mile, consisting,
of 2,651 trips between Manchester and London, in addition to 92 other
journeys. During this period of 9 years 219 days the engine had burned
12,515 tons of coal. Up to the end of February, 1893, the total mileage
of “Charles Dickens” amounted to 1,138,557, and up to the present time
it has exceeded the enormous total of 1,600,000 miles!
[Illustration: FIG. 93.—“FIREFLY,” A L. & S.W.R. OUTSIDE CYLINDER TANK
ENGINE]
In April, 1874, Mr. Webb introduced another type of locomotive for the
London and North Western Railway: the “Precursor,” No. 2145, gives its
title to the design in question.
The cylinders were 17in. by 24in. stroke. The leading wheels were
3ft. 6in. diameter, whilst the driving and trailing wheels (coupled)
were 5ft. 6in. diameter. The tubes contributed 980 sq. ft., and the
fire-box 94.6 sq. ft., of the heating surface. The weight in working
order was 31 tons 8 cwt.
“Firefly”, (Fig. 93) is one of the numerous six-wheel outside cylinder
tank engines built from the designs of J. Beattie by Beyer, Peacock and
Co. for the L. and S.W.R. between 1863 and 1875. The cylinders were
15½in. by 20in. stroke, the leading wheels 3ft. 7¾in. diameter, and the
coupled wheels 5ft. 7in. diameter. The heating surface was 795.17 sq.
ft.; the weight, in working order, 34 tons 12 cwt. A number of these
engines had the cylinder diameter increased to 16½in, and a tender
added by W. Adams in 1883. “Firefly” was built in 1871.
[Illustration: FIG. 94.—“KENSINGTON,” A 4-COUPLED PASSENGER ENGINE,
L.B. & S.C.R.]
“Kensington” (Fig. 94), a L., B. and S.C. locomotive, was, in December,
1872, rebuilt by Mr. Stroudley in the form illustrated. The cylinders
were 17in. by 24in. stroke; coupled wheels, 6ft. 6in. diameter; leading
wheels, 4ft. 3in. diameter. In 1872, “Kensington” was domeless, that
appendage being added later. This engine was originally a single
engine, built by R. Stephenson and Co. in 1864. Altogether, this
engine, like many individuals, has “played many parts.”
We have now reached a period in locomotive history when the engines to
be described are of comparatively modern construction, a very large
proportion of them being still in work on the various lines of railway,
and readers interested in such matters are probably acquainted with the
particulars of the locomotives. Under such circumstances, a detailed
and particular account of each design would be rather wearisome,
therefore the general features of modern engines will be less fully
described. At the same time any uncommon points in their design or
construction will be mentioned.
The standard type of express passenger engines now used on the South
Eastern Railway has developed from a class introduced by Mr. J.
Stirling, when locomotive superintendent of the Glasgow and South
Western Railway.
In 1873 he constructed at the Kilmarnock Works an engine with a leading
bogie and four coupled wheels of 7ft. diameter. The cylinders were
inside, 18in. diameter and 26in. stroke. In this design, as in the
later type on the South Eastern Railway, the boiler was unprovided with
a dome, but in the latter the duplex safety valve is placed about the
centre of the boiler barrel, whilst on the Glasgow and South Western
Railway engines it surmounts a flush top fire-box.
Mr. Stirling’s reversing apparatus is a very useful contrivance; it
enables the driver to reverse his engine without the expenditure of any
muscular power. At first the new reversing gear was frequently mistaken
for the Westinghouse air-brake pumps. It consists of two vertical
cylinders placed tandem fashion at the side of the boiler barrel. One
piston-rod passes through both cylinders, and the pistons are attached
to it; this rod is connected with the reversing apparatus. One cylinder
contains steam, the other oil. The duty of the latter is to prevent
the movement of the piston or rod. It will be understood that, since
the cylinder is quite full of oil, it is impossible for the piston and
connections to move unless the oil can pass from one side of the piston
to the other.
This is accomplished by a handle, which also actuates the valve of the
steam reversing cylinder so that when the steam is admitted into one
cylinder to move the piston, the oil is at the same time permitted to
flow through a valve to the other piston, and the reversing apparatus
is worked.
The oil keeps the piston in any desired position. As soon as the oil
cannot pass from one side of the piston face to the other, the gear is
firmly locked.
Mr. A. M. Watkin became locomotive superintendent of the South Eastern
Railway in 1876, and he introduced a very pretty design of express
passenger engines. Twenty engines of the type were constructed: Nos.
259 to 268 by Sharp, Stewart, and Co., and Nos. 269 to 278 by the
Avonside Engine Company. Inside frames were provided; the leading
wheels were 4ft. and the four-coupled wheels 6ft. 6in. diameter. The
cylinders were 17in. diameter and 24in. stroke. The weight in working
order was 34½ tons; the total heating surface, 1,103½ sq. ft. The
splashers to the coupled wheels were of open-work design. The chimney
was of the rimless South Eastern pattern; a dome was provided on the
centre of the boiler barrel, and a duplex safety valve on the fire-box
top. A cab very much resembling the standard London and North Western
Railway pattern was fitted to the engines.
Several of these engines, as rebuilt by Mr. Stirling, remain in work
at the present time; they are principally employed on the Mid-Kent
services.
In 1874 Mr. Stroudley, the then locomotive superintendent of the
London, Brighton and South Coast Railway, built the “Grosvenor” with
6ft. 9in. single driving wheels, inside cylinders 17in. by 24in., and a
total heating surface of 1,132 sq. ft. The “Stroudley” speed indicator
was fitted to this engine. On August 13th, 1876, the “Grosvenor”
conveyed a train from Victoria to Portsmouth (87 miles) without a stop.
This was the first occasion on which such a trip had been performed;
the time taken was 110 minutes.
No other engine exactly similar to the “Grosvenor” was constructed; but
in 1877 the “Abergavenny”—with 6ft. 6in. single drivers and cylinders
16in. by 22in.—was built, and in 1880 the first of the “G” class of
singles was turned out at the Brighton Works. These also have single
driving wheels 6ft. 6in. in diameter, but the cylinders are 17in.
diameter, the stroke being 24in. The weight on the driving wheel is 13
tons.
An interesting era in the evolution of the steam locomotive is at this
point arrived at—viz., the first really practical trial of compound
engines, or the use of steam twice over for the purpose of propelling a
locomotive.
To Mr. Webb, the chief mechanical engineer of the London and North
Western Railway, is due the honour of introducing the compound system
on an extended scale in railway practice. Although 21 years have now
passed since the premier attempt of giving the system a fair trial
on an English railway was made, it does not seem to have gained much
favour with English locomotive engineers. Indeed, at the present
time, excepting a few minor trials elsewhere, the London and North
Western Railway is the only company that constructs and uses compound
locomotives.
Mr. Webb employs the three-cylinder type of engine, which is an
adaptation of the system introduced by M. Mallet on the Bayonne and
Biarritz Railway. Three engines were built from Mr. Mallet’s design by
Schneider and Co., Creusot, and were brought into use in July, 1876.
In these locomotives Mallet employed two outside cylinders, one being
15¾in. and the other 9½in. diameter.
Mr. Webb uses three cylinders: an inside cylinder for the l.p. steam
and two outside cylinders for the high-pressure steam. But at first
one of Trevithick’s old “single” engines was fitted up on Mallet’s
two-cylinder plan. This was in 1878. The engine worked successfully for
five years on the Ashley and Nuneaton branch of the London and North
Western Railway, and thereupon Mr. Webb decided to construct compound
engines on his three-cylinder system.
The first of such engines was the “Experiment.” Her outside h.p.
cylinders were 11½in. diameter, the inside l.p. being 26in. diameter.
Joy’s celebrated valve gear was employed to regulate the admission of
steam to the cylinders.
“Webb” compounds have two pairs of driving wheels, but these are
uncoupled, so that practically the engines are “singles.” Whether
the four driving wheels work well together, or whether, on the other
hand, there exists a considerable amount of either slip or skidding is
another matter. The trailing pair of wheels is driven from the h.p.
cylinders, and the middle pair from the inside or l.p. cylinder.
Mr. Bowen-Cooke, an authority on London and North Western Railway
locomotive practice, sums up the advantages of the “Webb” compound
system under the five following heads:—
1. Greater power.
2. Economy in the consumption of fuel.
3. The whole of the available power of the steam used.
4. A more even distribution of the strains upon the working parts, and
larger bearing surfaces for the axles.
5. The same freedom of running as with a single engine, with the same
adhesion to the rails as a coupled engine.
The 6ft. wheel type of London and North Western Railway compound was
introduced in 1884. The outside cylinders are 14in. and the inside
30in. diameter, stroke 24in. Joy’s gear is used for all the valves;
the valves to the outside cylinders are below, and the valve of the
l.p. cylinder is above the cylinder. The boiler steam-pressure is
175lb. per square in., but it is reduced to 80lb. when entering the
low-pressure cylinder. The weight of the engine in working order is 42
tons 10 cwt. Heating surface: Tubes, 1,242 sq. ft.; fire-box, 159.1 sq.
ft.; total, 1,401.5 sq. ft. Grate area, 20.5 sq. ft.
[Illustration: FIG. 95.—“TEUTONIC,” A L. & N.W.R. “COMPOUND” LOCOMOTIVE
ON WEBB’S SYSTEM]
An engine built to this design—the “Marchioness of Stafford”—was
exhibited at the London Inventions Exhibition of 1885, and gained the
gold medal.
In 1890 the first of the “Teutonic” (Fig. 95) class of 7ft. 1in.
compounds was constructed at Crewe Works. The leading wheels of this
type are 4ft. 1½in. diameter. Total weight in working order, 45 tons 10
cwt. In these engines Mr. Webb’s loose eccentric motion is used for the
low-pressure inside cylinder, but Joy’s gear is retained for the h.p.
outside cylinders.
[Illustration: FIG. 96.—“QUEEN EMPRESS,” ONE OF WEBB’S COMPOUND
LOCOMOTIVES, L. & N.W.R.]
Another type of compound is the “Greater Britain.” During 1897 the
“Greater Britain” and other engines of the class were coloured red,
white, and blue, and employed to haul the Royal train when travelling
over the London and North Western Railway system. They were then
nicknamed the “Diamond Jubilees.”
The special feature of this class is the length of the boiler, which is
divided into two portions by means of a central combustion chamber. The
heating surface is: fire-box, 120.6 sq. ft.; combustion chamber, 39.1
sq. ft.; front set of tubes, 875 sq. ft.; back set of tubes, 506.2 sq.
ft. total, 1540.9 sq. ft. The two pairs of driving wheels are located
in front of the fire-box, and in addition there are a pair of leading
and a pair of trailing wheels.
An engine of this class—the “Queen Empress” (Fig. 96)—was exhibited
at the World’s Fair held at Chicago in 1893. Her leading dimensions
are: Two high-pressure cylinders, 15in. diameter by 24in. stroke; one
low-pressure cylinder, 30in. diameter by 24in. stroke; wheels—driving,
7ft. 1in. diameter (four in number); leading, 4ft. 1½in. diameter;
trailing, 4ft. 1½in. diameter. Weight on each pair of driving wheels,
16 tons. Total weight of engine in working order, 52 tons 15 cwt. Total
wheel base, 23ft. 8in. Centre to centre of driving wheels, 8ft. 3in.
The most recent type of compound goods locomotives constructed by
Mr. Webb has eight-coupled wheels, three pairs of which are located
under the fire-box, the trailing pair being close to the back of the
fire-box. The outside cylinders are below the top of the frame-plate,
and incline towards the rear. This type of engine was designed by Mr.
F. W. Webb, chief mechanical engineer of the London and North Western
Railway, principally for working the heavy mineral traffic over that
Company’s South Wales district, the first engine being built in 1893.
The wheels (all coupled) are 4ft. 5½in. in diameter, with tyres 3in.
thick. The distance between the centres of each pair is 5ft. 9in., the
total wheel base being 17ft. 3in. All the cylinders drive on to one
axle—the second from the front of the engine; the two high-pressure
cylinders are connected to crank pins in the wheels set at right angles
to each other, the low-pressure cylinder being connected to a centre
crank-pin set at an angle of 135 degrees with the high-pressure cranks;
the high-pressure cylinders are 15in. diameter by 24in. stroke, and
the low-pressure cylinders are 30in. diameter by 24in. stroke. All
the cylinders are bolted together and in line, the low-pressure being
placed immediately under the smoke-box, and the high-pressure cylinders
on each side outside the frames, the steam chests being within the
frames.
The engine weighs, in working order, 53 tons 18 cwt.
The empty weights are as follows:—
Tons. Cwts.
Leading wheels 12 10
Driving wheels 14 8
Intermediate wheels 12 14
Trailing wheels 9 15
---------
Total (Empty) 47 47
The latest type of a passenger compound locomotive built by Mr Webb is
the 7ft. four-wheels-coupled engine “Black Prince” (Fig. 97), which was
built at the Crewe Works in July, 1897.
The engine has two high-pressure and two low-pressure cylinders, all
being in line, and driving on to one axle, the high and low pressure
cranks being directly opposite each other.
One of the features of this engine is the method adapted for working
the valves, two sets of gear only being used for working the four
valves.
Joy’s valve motion is used for the low-pressure valves, the valve
spindles being prolonged through the front of the steam chest, and on
the end of the spindle a cross-head is fixed which engages with a lever
of the first order, carried on a pivot firmly secured to the engine
frame. The other end of this lever engages with a cross-head fixed
on the end of the high pressure valve spindle, and by this means the
requisite motion is given to the high pressure valve.
The leading end of the engine is carried on a double radial truck, the
centre of which is fitted with Mr. Webb’s radial axle-box and central
controlling spring. This arrangement permits of 1in. side play, and
gives greater freedom to the truck when passing round curves than is
possible in the ordinary type of bogie with a rigid centre-pin.
One important object aimed at in the construction of this engine has
been to get all the bearing surfaces throughout as large as possible.
Each of the four journals in the radial truck is 6¼in. diameter and
1Oin. long. The driving axle, in addition to the two ordinary bearings,
which are each 7½in. diameter and 9in. long, has a central bearing
between the two cranks, 7in. diameter and 5½in. long. In the trailing
axle the journals are 7½in. diameter, by 13½in. long.
This engine made its first trip on August 2nd, 1897, and since then has
been principally engaged in working the “up” dining saloon express,
which leaves Crewe at 5.20 p.m., running through to Willesden without
a stop—a distance of 152½ miles—and returning the same night with the
Scotch sleeping saloon express, which leaves Euston at 11.50 p.m.,
running through to Crewe without a stop, 158 miles.
[Illustration: FIG. 97.—“BLACK PRINCE,” L. & N.W.R., A 4-COUPLED
4-CYLINDER, COMPOUND ENGINE, WITH DOUBLE RADIAL TRACK]
The total distance run by this engine up to June 30th, 1898, was 52,034
miles.
The high-pressure cylinders are 15in. diameter by 24in. stroke, and the
low-pressure cylinders are 20½in. diameter by 24in. stroke.
The heating surface is: Tubes, 1,241.3 sq. ft.; fire-box, 159.1 sq.
ft.; total 1,409.1 sq. ft. Grate area, 20.5 sq. ft.
A concise survey of other compound locomotives will be of interest at
this juncture.
Mr. Wordsell, the then locomotive superintendent of the Great Eastern
Railway, in 1882 built a compound engine, with two inside cylinders,
the h.p. 18in. and the l.p. 26in. diameter; the stroke was 24in.; steam
pressure, 160lb. per sq. in. The coupled wheels were 7ft. diameter. The
engine was fitted with a leading bogie, the wheels of which were 3ft.
1in. diameter; with her tender she weighed 77 tons in working order;
her number was 230. A similar engine, No. 702, with Joy’s valve gear,
was built in 1885.
Mr. Wordsell also built a two-cylinder, six-coupled goods engine for
the Great Eastern Railway, on the compound principle. This was fitted
with the ordinary link motion.
Mr. Wordsell, upon his appointment as locomotive superintendent of the
North Eastern Railway, introduced compound engines on that line. These
were provided with two cylinders, both inside, with the valves on top.
The h.p. cylinder is 18in. and the l.p. 26in. in diameter, the stroke
being 24in. Mr. Worthington thus describes the North Eastern Railway
standard compound goods engine:—“In outside appearance this engine is
neat, simple, and substantial. It weighs 40 tons 7 cwt., and has six
coupled 5ft. 1¼in. in diameter.
“The cylinders are placed, as in the passenger compound engines,
beneath the slide-valves and inside the frames.
“The chief features of this goods engine to be observed are the
starting and intercepting valves, which enable the engine-driver to
start the engine by admitting sufficient high-pressure steam to the
large cylinder without interfering with the small cylinder, in case the
latter is not in a position to start the train alone.
“The two valves are operated by steam controlled by one handle. If the
engine does not start when the regulator is opened, which will occur
when the high-pressure valve covers both steam ports, the driver pulls
the additional small handle, which closes the passage from the receiver
to the low-pressure cylinder, and also admits a small amount of steam
to the low-pressure steam chest, so that the two cylinders together
develop additional starting power.
“After one or two strokes of the engine the exhaust steam from the
high-pressure cylinder automatically forces the two valves back to
their normal position, and the engine proceeds working compound.”
The North Eastern Railway has other compound engines constructed on
the Wordsell and Van Borries system, a 6ft. 8¼in. four-coupled, with a
leading bogie of locomotive, being turned out in 1886. Engines of this
type have a heating surface of 1,323.3 sq. ft., a grate area of 17.33
sq. ft., and a working pressure of 175lb. per sq. in.
Another North Eastern Railway type of compound has 7ft. 6in. single
driving wheels and a leading bogie. The h.p. cylinder is 20in., and the
l.p. 26in. diameter, compared with 18in. and 26in. in the four-coupled
class, the stroke being the same in each design—viz., 24in.
The first of the 7ft. 6in. compound class of locomotives was
constructed at the Gateshead Works in 1890. The engines of this design
appear capable of doing very heavy work with a low coal consumption,
the average being 28lb. per mile, which, considering the heavy traffic
and speed maintained, is low, being, in fact, 2lb. per mile below that
of any other class of engine engaged on the same traffic.
With a train of 18 coaches, weighing 310 tons (including 87 tons, the
weight of the engine and tender), a speed of 86 miles an hour was
attained on a level portion of the road, the horse-power indicated
being 1,068. These engines have a commodious cab, and the tenders
carrying 3,900 gallons of water, thus making it possible for the run of
125 miles, from Newcastle to Edinburgh, to be performed without a stop.
There is also a class of six-coupled tank engines, with a trailing
radial axle. The stroke is 24in., and the diameter of cylinders h.p.
18in., and l.p. 26in. Compound engines have also been tried on the
Glasgow and South Western Railway and on the London and South Western
Railway.
The advantages of express locomotives being fitted with leading bogies
were speedily recognised by most of the locomotive superintendents. Mr.
S. W. Johnson, the Midland chief, introduced a design of such engines
in 1876. The steam pressure of the early engines of this class was
140lb., but in later years this was increased to 160lb., whilst in the
recent engines the pressure is still further augmented.
The same progress is to be noticed in the diameter of the cylinders of
the Midland engines, the diameter having increased from 17½in. in 1876
to 19½in. at the present time. The size of the coupled wheels has also
increased from 6ft. 6in. to 7ft. 9in. The length of stroke has been the
same in all engines of this design—viz., 26in.
[Illustration: FIG. 98.—JOHNSON’S 7FT. 9IN. “SINGLE” ENGINE, MIDLAND
RAILWAY]
The new Midland single express engines are illustrated by Fig. 98.
These locomotives have inside cylinders 19½in. diameter, with a stroke
of 26in. The driving wheels are 7ft. 9in. in diameter. By standing on
a railway station platform alongside one of these engines, one gets a
good idea of their immense proportions, the abnormally high pitch of
the boiler being especially noticeable.
Mr. Stroudley, in his “Gladstone” class of engines for the London,
Brighton and South Coast Railway, adopted an entirely opposite
practice. His engines had the leading and driving wheels coupled,
and a pair of smaller trailing wheels. The coupled wheels are 6ft.
6in. diameter, and the trailing 4ft. 6in. diameter. The cylinders are
inside, and measure 18¼1in. diameter, the stroke being 26in.
The reversing apparatus is actuated by means of compressed air,
supplied by the Westinghouse brake pump; whilst part of the exhaust
steam is projected against the flanges of the leading wheels, and upon
condensation upon the flanges forms a lubricant to the flange surface,
when pressing against the inner sides of the rails. Fig. 99 is from a
photograph of “George A. Wallis,” an engine of the “Gladstone” class.
[Illustration: FIG. 99.—“GEORGE A. WALLIS,” AN ENGINE OF THE
“GLADSTONE” CLASS, L.B. & S.C.R.]
The “Tennant” (Fig. 100) class of express engines, on the North Eastern
Railway, deserves mention, being the design of a general manager during
the North Eastern locomotive interregnum of 1885.
The engines have four-coupled wheels, 7ft. diameter, and a leading pair
of small wheels, cylinders being 18in. diameter, and 24in. stroke.
The cab is somewhat similar to the Stirling pattern on the Great
Northern Railway.
The North British Railway engine, No. 592, was exhibited at the
Edinburgh Exhibition of 1886, and Mr. Holmes, her designer, was awarded
the gold medal.
The driving and trailing wheels are coupled, their diameter being 7ft.
The fore part of the machine is supported on a four-wheeled bogie.
The symmetrical appearance of this and other North British Railway
locomotives is spoilt by having the safety valve located above the dome
casing. The cylinders are 18in. diameter, and 26in. stroke. No. 602,
another engine of this design, is notorious as being the first engine
to cross the Forth Bridge, when formally opened by the Prince of Wales
on March 4th, 1890, the Marchioness of Tweeddale driving the engine
upon the occasion.
Mr. Holmes, in 1890, introduced another very similar design of North
British Railway engines, but with coupled wheels only 6ft. 6in.
diameter. These are known as the “633” class, illustrated by Fig. 101.
Turning to the Great Eastern Railway, we have to chronicle some types
of locomotives designed by Mr. Holden. The express passenger engines
have a pair of small leading wheels and four-coupled wheels of 7ft.
diameter, with cylinders 18in. by 24in. The valves are below the
cylinders, which, by the way, are both cast in one piece.
[Illustration: FIG. 100.—“1463,” N.E.R., ONE OF THE “TENNANT”
LOCOMOTIVES]
In connection with this design of locomotive, the triumph of skilled
mechanism, combined with the application of scientific research,
deserves record, seeing that a troublesome waste product has been
turned into a valuable calorific agent. We refer to the introduction of
liquid fuel for locomotive purposes, as carried out under Mr. Holden’s
patent.
[Illustration: FIG. 101.—HOLMES’S TYPE OF EXPRESS ENGINES FOR THE NORTH
BRITISH RAILWAY]
Now, sanitary authorities have large powers, and they are very fond of
abusing these powers, and pushing matters to extreme issues—although at
times, as we know from personal experience, they sometimes exceed their
statutory powers, and find themselves in a tight place from which they
can only retreat by payment of compensation and heavy law costs.
In connection with the pollution of streams the authorities have
very wide powers, and when they found the waters of the never clear
or limpid Channelsea and Lea were further polluted by some oily,
iridescent matter, with a pungent odour, the sanitary inspectors were
soon ferreting out the offenders. The waste products from the Great
Eastern Railway oil-gasworks at Stratford were found to be responsible
for the nuisance, and the service of a notice requiring immediate
abatement of the same was the result of the discovery.
Mr. Holden, remembering the good old proverb, “Necessity is the mother
of invention,” soon commenced to experiment with the matter which the
sanitary authorities refused to allow to be emptied into the already
impure waterways under their jurisdiction. The result of a series
of trials on, first a six-coupled tank engine, and then on a single
express, was a four-coupled express engine on the G.E.R., No. 760,
named “Petrolea.”
This locomotive was constructed in 1886, and in general appearance is
similar to the four-coupled express engine just described. The heating
arrangements are, however, supplemented by the liquid fuel burning
apparatus, which may be briefly described as follows: The oil fuel is
carried on this engine in a rectangular tank of 500 gallons capacity,
but in later examples occupies two cylindrical reservoirs, which
contain 650 gallons, placed on the top of the tender water-tanks, one
on each side.
The liquid fuel is supplied to these reservoirs through man-holes at
the foot-plate end. The feed-pipes from these tanks unite on the tender
foot-plate at the centre, and from this junction the oil is conveyed by
the flexible hose pipe to the engine, where the supply is again divided
to feed the two burners situated on the fire-box front just under the
footboard.
Both the liquid in the tanks and the injected air are heated before
use, the former by means of steam coils in the tanks, and the latter
by coiled pipes in the smoke-box. The heated liquid fuel and air are
injected into the fire-box, through two nozzles in the form of fine
spray, steam being injected at the same moment through an outer ring of
the same nozzles. The steam divides the mixture of air and liquid into
such fine particles that it immediately ignites when in contact with
the incandescent coal and chalk fire already provided in the fire-box.
The fire-box is fitted with a brick arch deflector.
[Illustration: FIG. 102.—7FT. SINGLE ENGINE, G.E.R., FITTED WITH
HOLDEN’S LIQUID FUEL APPARATUS]
The whole of the apparatus is controlled by a four-way cock fitted on
the fire-box case, near the position usually occupied by the regulator.
The positions of the cock in question are: (1) steam to warm coils in
liquid fuel tank; (2) steam to ring-blowers on injectors; (3) steam to
centre jets of ejectors; and (4) steam to clear out the liquid fuel
pipes and ejectors. The success of “Petrolea” was so apparent and
unquestionable that Mr. Holden’s patent system of burning liquid fuel
was immediately fitted to other Great Eastern Railway locomotives, with
the result that at the present time a number are fitted with his patent
apparatus.
The following Great Eastern Railway locomotives have been fitted to
burn liquid fuel:—
9 four-wheel coupled express engines.
6 single express engines. (Fig. 102)
1 six-wheel coupled goods engine.
1 six-wheel coupled tank, and
20 four-wheel coupled bogie tanks.
and the 10 engines of the new class of “single” bogie expresses. (Fig.
103.)
The application of the “Serve” corrugated tube has also been introduced
on the Great Eastern Railway in connection with the liquid fuel. The
goods engine and also two of the express passenger engines have the
“Serve” tubes. The experiment of burning liquid fuel has been very
successful, only 16lb. of oil having been consumed per mile run,
against an average of 35lb. of coal per mile, with coal-fired engines.
Some very handsome Bogie Single Express Locomotives have recently been
built at the Stratford Works of the G.E.R. Company to the designs of
Mr. James Holden. They have been specially constructed for running the
fast Cromer traffic. The boiler has a telescopic barrel 11ft. long,
in two plates, and is 4ft. 3in. diameter outside the smaller ring.
It contains 227 tubes 1¾in. external diameter, and the height of its
centre line above the rail level is 7ft. 9in.
The fire-box is 7ft. long, and 4ft. ½ in. wide outside, and has a grate
area of 21.37 sq. ft., and is fired with oil fuel. The total heating
surface is 1,292.7 sq. ft., the tubes giving 1,178.5 sq. ft., and the
fire-box 114.2 sq. ft. The working pressure is 160 lbs. per sq. in.
The driving wheels are 7ft., the bogie wheels are 3ft. 9in., and the
trailing wheels 4ft. diameter. The total wheel base is 22ft. 9in., the
bogie wheels centres being 6ft. 6in. apart, from centre of bogie pin to
centre of driving wheel is 10ft. 6in., and from centre of driving wheel
to centre of trailing is 9ft. The total length of engine and tender,
over buffers, is 53ft. 3in.
The cylinders are 18in. diameter by 26in. stroke, the distance between
centres being 24in. The slide-valves are arranged underneath, and are
fitted with a small valve, which allows any water that may collect in
the slide-valve to drain off.
[Illustration: FIG. 103.—“No. 10,” THE LATEST TYPE OF G.E.R. EXPRESS
ENGINE, FIRED WITH LIQUID FUEL]
Steam sanding apparatus is fitted at front and back of the driving
wheels.
Macallan’s variable blast pipe is used, the diameter of the pipe being
5¼in., and of the cap 4¾in.
This variable pipe is being adopted on all the Company’s engines. The
pipe has a hinged top, operated from the foot-plate. When the hinged
top is on the pipe, the area is that of a suitable ordinary pipe, and
when the top is moved off the area is about 30 per cent. larger.
It is found that a large proportion of the work of the engines can be
done with the larger exhaust outlet, the result being a reduced back
pressure in the cylinders and also a reduced vacuum in the smoke-box,
and less disturbance of the fire and consequent saving of fuel.
The tender is capable of carrying 2,790 gallons of water, 715 gallons
of oil fuel, and 1½ tons of coal. It is provided with a water scoop for
replenishing the tank whilst running.
The weights of the engine and tender in working order are: engine, 48½
tons; tender, 36 tons; total, 84½ tons.
The oil-firing arrangements embody a number of ingenious details, among
them the supply of hot air for combustion from a series of cast-iron
heaters placed around the inside of the smoke-box, the air being drawn
from the front through the heaters to the burners for the exhausting
action of the steam-jets used for injecting the oil fuel. The latter
is warmed before leaving the tender in a cylindrical heating chamber,
through which the exhaust steam from the air-brake pump circulates.
The regulation of the oil supply is effected by a neatly designed gear
attached to the cover and hood of the ordinary fire-door, and finally
the burners or injectors are so constructed that should one require
cleaning, inspection, or renewal, the internal cones can all be removed
from the casing by simply unscrewing one large nut. These engines have
polished copper chimney tops, and are painted and lined in the standard
G.E.R. style, and fitted with the Westinghouse automatic brake.