Modern L.B. and S.C.R. locomotives—Four-coupled in front
passenger tank—Six-coupled tank with radial trailing
wheels—Goods engines—“Bessemer,” four-coupled bogie
express—“Inspector”—Standard L.C. and D.R. passenger
engines—Goods locomotives—Three classes of tanks—Cambrian
locomotives, passenger, goods, and tank—S.E. engines—A
“Prize Medal” locomotive—Stirling’s goods and tank
engine—His latest type of express engines—Adams’
locomotives on the L. & S.W.R.—Mixed traffic
engines—Passenger and six-coupled tanks—Drummond’s
“Windcutter” smoke-box—His four-cylinder express
engine—North British passenger locomotives—Engines for the
West Highland Railway—Holme’s goods and tank engines—His
latest express type of engine—Classification of N.B.R.
locomotives—N.B.R. inspection or cab engine—L. and Y.
locomotives—Aspinall’s water “pick-up” apparatus—Severe
gradients on the L. and Y. system—7ft. 3in. coupled
expresses—“A” class of goods engines—Standard tank
engines—L. and Y. oil-burning tank locomotives—Caledonian
Railway engines—Drummond’s famous “Dunalastairs”—Excelled
by his “Dunalastairs 2”—Six-coupled “condensing” tender
engines—“Carbrooke” class—Dimensions of 44 types of
Caledonian locomotives
The modern engines on the London, Brighton, and South Coast Railway are
designed by Mr. Billinton, and comprise—
The four-coupled in front tank with a trailing bogie, of which
“Havant,” No. 363, is an example. This engine was built at Brighton
Works, 1897. Inside cylinders, 18in. by 26in.; diameter of coupled
wheels, 5ft. 6in. diameter. Heating surface, 1,189 sq. ft. Steam
pressure, 160lb. Weight in working order, 47 tons.
“Watersfield,” No. 457, built at Brighton in 1895, is a specimen of the
six-coupled goods tank engines, with radial trailing wheels. This class
have inside cylinders, 18in. by 26in.; heating surface, 1,200 sq. ft.;
diameter of wheels, 4ft. 6in.; steam pressure 160lb.; weight in working
order, 51 tons.
No. 449 represents the six-coupled goods tender engines, built by
Vulcan Foundry Co. in 1894, from Mr. Billinton’s designs. Inside
cylinders, 18in. by 26in.; wheels, 5ft. diameter; heating surface,
1,212 sq. ft.; steam pressure, 160lb.; weight in working order: engine,
38 tons; tender, 25 tons.
“Bessemer,” No. 213, is one of the new type of four-coupled express
passenger engines, with leading bogie, and was built at Brighton Works,
1897. Inside cylinders, 18in. by 26in.; diameter of coupled wheels,
6ft. 9in.; heating surface, 1,342 sq. ft.; working pressure, 170lb.;
weight in working order: engine, 44 tons 14 cwt.; tender, 25 tons. Fig.
104 is from a photograph of “Goldsmith,” an engine of this class.
Before closing this short description of the London, Brighton, and
South Coast Railway locomotives, attention must be called to the
combined engine and carriage named “Inspector,” No. 481 (Fig. 105).
This engine was constructed in 1869 by Sharp, Stewart, and Co., as an
ordinary four-coupled passenger tank, and rebuilt in its present form
some 11 years or so ago.
[Illustration: FIG. 104.—“GOLDSMITH,” ONE OF THE NEW L.B. & S.C.R.
EXPRESS PASSENGER ENGINES]
The cylinders are inside, 10½in. diameter, 16in. stroke; coupled
wheels, 4ft. diameter; weight in working order, about 20 tons; steam
pressure, 120lb. In addition to the coupled wheels there are also a
pair of leading and a pair of trailing wheels. There is no steam dome,
and the side tanks are as long as the boiler barrel, being extended on
each side to the smoke-box. The inspection car is fixed on to the back
of the coal bunker, its floor is some distance below the level of the
engine frames, and the car is entered from a platform at the end, which
is in turn entered from the outside by steps on either side, as in a
tram-car. The back of the platform is quite open, whilst the partition
dividing the platform from the enclosed portion of the car is glazed,
so that anyone sitting with his back to the coal bunker can see the
permanent-way, etc., over which “Inspector” has just passed without
leaving his seat if necessary. There is a speaking tube, to enable
those in the saloon to communicate with the driver.
A special form of indicator board, not used for any other train, is
carried by “Inspector”—viz., a white board with black horizontal
stripes.
The modern locomotives of the London, Chatham and Dover Railway are
built from designs prepared by Mr. William Kirtley, the Company’s
locomotive superintendent. The main line passenger engines (Fig. 106)
are of the M3 class, and have the following dimensions:—
Cylinders, 18in. diameter, 26in. stroke;
Coupled wheels, 6ft. 6in. in chamber;
Bogie ” 3ft. 6in. ”
Heating surface: tubes, 1,000.2 sq. ft.; fire-box, 110 sq. ft.
Grate area, 17 sq. ft.; working pressure, 150lb.
Weight, in working order, 42 tons 9 cwt., of which the driving
and trailing coupled wheels support 28 tons 18 cwt.
[Illustration: FIG. 105.—“INSPECTOR,” LONDON, BRIGHTON, AND SOUTH COAST
RY.]
The standard tender, for both goods and passenger engines, is carried
on six wheels, and, loaded, weighs 34 tons; accommodation is provided
for 4¾ tons of coal, and 2,600 gallons of water.
The standard goods engines have six-coupled wheels, 5ft. in diameter.
Cylinders, 18in. by 26in .;
Heating surface: tubes, 1,000.4 sq. ft.; fire-box, 102 sq. ft.;
working pressure, 150lb. per sq. in.;
Weight, in working order: leading 13 tons 2 cwt.; driving, 15 tons
4½ cwt.; trailing, 10 tons 19½ cwt.; total, 39 tons 6 cwt.
These engines are known as “Class B2.”
The tank engines consist of three classes.
The dimensions of those for working the main line and suburban services
are as follows:—
Inside cylinders, with an incline of 1 in 10, 17in. diameter; 24in.
stroke. Wheels, four-coupled in front, 5ft. 6in. diameter. A trailing
bogie with 3ft. wheels. Heating surface: tubes, 971.7 sq. ft.;
fire-box, 99.3 sq. ft.; grate area, 16¼ sq. ft. Tank capacity, 1,100
gallons of water, 2 tons of coal. Weight, in working order, 49 tons 15
cwt. Steam pressure, 150lb. per sq. in.
These engines are officially described as Class R.
[Illustration: FIG. 106.—“No. 192,” ONE OF THE STANDARD EXPRESS
PASSENGER LOCOMOTIVES, LONDON, CHATHAM AND DOVER RAILWAY]
The A class of bogie tank engines were specially designed for working
through tunnels. The inside cylinders are 17½in. diameter, and 26in.
stroke. The coupled (leading and driving) wheels are 5ft. 6in.
diameter, the wheels of the trailing bogie being 3ft. in diameter. The
heating surface is made up as follows: Tubes, 995 sq. ft.; fire-box,
100 sq. ft.; grate area, 16½ sq. ft.; working pressure, 150lb.; water
capacity of tanks, 970 gallons; fuel space, 80 cubic ft.; weight, in
working order, 51 tons.
All of these engines are fitted with steam condensing apparatus to
allow of working over the Metropolitan Railway between Snow Hill and
King’s Cross and Snow Hill and Moorgate Street.
[Illustration: FIG. 107.—STANDARD EXPRESS PASSENGER ENGINE, CAMBRIAN
RAILWAYS]
Class T comprises the goods or shunting tanks. These have six-coupled
wheels of 4ft. 6in. diameter, with a wheel bore of 15ft. The cylinders
are inside, with a 17in. diameter and 24in. stroke. The heating surface
is as follows: Tubes, 799.3 sq. ft.; fire-box, 88.7 sq. ft.; grate
area, 15 sq. ft.; steam pressure, 150lb.; tank capacity, 830 gallons;
coal bunker, 48 cubic ft.; weight, in working order, 40¾ tons.
In 1889 these shunting engines were fitted with the Westinghouse
Automatic Brake, which is the continuous brake adopted by the London,
Chatham and Dover Railway.
In general outline the modern locomotives on the Cambrian Railways are
similar to those of the London, Chatham, and Dover Railway.
The express passenger engines (Fig. 107) on the Cambrian Railway have
a leading bogie, with wheels 3ft. 6in. diameter, and four coupled
wheels of 6ft. diameter. The inside cylinders are inclined 1 in 15, and
are 18in. diameter, and 24in. stroke. The heating surface is: Tubes,
1,057 sq. ft.; fire-box, 99½ sq. ft.; grate area, 17 sq. ft. There are
230 tubes, 10ft. ⁵/₁₆th in. long, and 1¾in. diameter. The wheel base
is: Centre to centre of bogie, 5ft. 6in.; leading to trailing, 7ft.;
centre of bogie to driving, 9ft. 3½in.; and driving to trailing, 8ft.
3in.; Boiler pressure, 16lb. per sq. inch. These engines have underhung
springs to the driving and trailing wheels, are fitted with a steam
sanding apparatus, the vacuum brake, screw reversing gear, and other
improvements. They were built by Sharp, Stewart, and Co., Atlas Works,
Glasgow, the particular one we have described having been turned out in
1893.
The modern goods engines numbered 73 to 77 were built by Neilson and
Co., Glasgow, in 1894, the maker’s numbers being 4,691 to 4,695. The
six-coupled driving wheels are 5ft. 1½in. diameter; the wheel base
being: leading to driving, 7ft. 5in.; driving to trailing, 7ft. 10in.
The springs to all the wheels are underhung, the driving wheel springs
being of Timmis’ patent design. Steam sanding apparatus is provided in
front of the leading wheels. The cylinders are inside, and are inclined
1 in 10. The boiler barrel is 10ft. 3in. long, and contains 204 tubes
of 1¾in. diameter; the heating surface being: tubes, 986.2 sq. ft.;
fire-box, 98.3 sq. ft.; fire-grate area, 16½ sq. ft.; working pressure,
160lb. per sq. in.
The tenders have six wheels, 3ft. 10in. diameter, with a wheel base of
12ft., equally divided. Water capacity, 2,500 gallons; coal space, 200
cubic ft.
[Illustration: FIG. 108.—STANDARD PASSENGER TANK ENGINE, CAMBRIAN
RAILWAYS]
The above dimensions are those of the Cambrian Railways modern standard
tender, and apply both to the passenger and goods engines.
The bogie passenger tank engines (Fig. 108) have inside cylinders,
17in. diameter, 24in. stroke, inclined 1 in 9. The coupled wheels
(leading and driving) are 5ft. 3in. diameter, the bogie wheels being
3ft. 1½in. diameter. The boiler barrel is 10ft. 2¾in. long, and
contains 134 tubes of 2in. diameter, and 38 tubes of 1¾in. diameter
Boiler pressure, 160lb. per sq. inch. Heating surface: Tubes, 920.1 sq.
ft.; fire-box, 90 sq. ft.; grate area, 13.3 sq. ft. The tanks contain
1,200 gallons of water, and the bunkers 2 tons of coal. The total
wheel base is 20ft. 1in., the coupling side-rods being 7ft. 8in. long.
Weight, in working order, 45 tons 9 cwt. 3 qrs.
These engines were built by Nasmyth, Wilson, and Co., Ltd., Bridgewater
Foundry, near Manchester.
Mr. James Stirling, the present locomotive superintendent of the South
Eastern Railway, soon after his appointment, took steps to thoroughly
renovate and classify the various types of locomotives on the system.
He has now succeeded in doing so; indeed, save for a few 6ft. D. and
T. coupled, of Cudworth’s design, now rebuilt without a dome, and the
six-wheel four-coupled express engines built during the short Watkin
locomotive _régime_, and now rebuilt by Mr. Stirling, nearly every
engine on the South Eastern Railway is from Mr. Stirling’s own designs.
It should be mentioned that Mr. James Stirling, like his brother, the
late Patrick Stirling, of Great Northern Railway fame, does not believe
in a steam dome. Another feature of resemblance in their designs is
discovered in the style of cab. Patrick favoured a brass encased safety
valve, located on the top of the fire-box; whilst James chooses the
boiler barrel for the position of that useful feature in a locomotive,
which he, however, constructs after the Ramsbottom type.
The modern South Eastern Railway engines all have inside cylinders, and
Mr. Stirling’s excellent reversing gear previously described. They may
be divided into the following classes:—
Four-wheels coupled bogie express engine—of two sets of dimensions.
Four-wheels coupled bogie passenger engine.
Four-wheels coupled bogie tank engine.
Six-wheels coupled goods engine.
Six-wheels coupled shunting tank engine.
The standard express class of engines was introduced about 15 years
ago, and the locomotives were then painted black, but fortunately for
their appearance, Mr. Stirling has recently reverted to the South
Eastern Railway colour obtaining before his appointment as locomotive
superintendent, and the newer engines are now painted a pleasing tint
of olive green. “No. 240” (Fig. 109), an engine of this class, was
exhibited at the Paris Exhibition of 1889, and obtained the Gold Medal.
The leading dimensions are: Cylinders, 19in. diameter, 26in. stroke
(incline 1 in 30); leading bogie wheels, 3ft. 9in. diameter; wheel
base of bogie, 5ft. 4in.; driving and trailing wheels (coupled), 7ft.
diameter; wheel base of coupled wheels, 8ft. 6in. The driving wheels
have Timmis’s springs; the trailing wheels underhung laminated springs.
The tender is carried on six wheels of 4ft. diameter, with a wheel
base of 12ft., equally divided. The tender tank holds 2,650 gallons of
water, and the coal capacity is 4 tons.
[Illustration: FIG. 109.—“No. 240,” THE SOUTH EASTERN RAILWAY ENGINE
THAT OBTAINED THE GOLD MEDAL AT THE PARIS EXHIBITION, 1889]
Weight, in working order: on bogie, 13 tons 12 cwt.; driving wheels, 15
tons 18 cwt.; on trailing wheels, 13 tons; tender. L., 10 tons 6 cwt.;
centre, 10 tons 1 cwt.; T., 10 tons 3 cwt.; total weight of engine and
tender, 73 tons.
From the above description it will be seen that these locomotives are
finely proportioned and should be capable of doing excellent service.
They are good for hauling heavy loads, and the “direct” line viâ
Sevenoaks has some severe gradients, which these engines negotiate in
fine style.
Another point in their favour is the coal consumption, the average
being low, although the fuel is of inferior quality.
The speed, however, of the fast trains is disappointing. Probably it is
not right to blame the engines for this, but rather the timing of the
trains.
Whilst other railways are accelerating their services, the South
Eastern Railway retrogrades in the matter of speed.
Yet there is not a finer length of line in the kingdom for showing what
an engine can do than that between Redhill and Folkestone, or leaving
the main line at Ashford and on to Ramsgate. For many miles these
tracks are practically straight and level; but no advantage is taken of
the circumstances so far as speed is concerned; hence travellers are
apt to blame the locomotives. These probably have never had a chance to
show what speed they are capable of.
[Illustration: FIG. 110.—STANDARD GOODS ENGINE, SOUTH EASTERN RAILWAY]
Mr. Stirling’s other class of bogie tender engines is very similar
in appearance to the one just described, but of smaller dimensions.
The engines now to be described were first constructed some years
before the 7ft. coupled expresses; indeed, soon after Mr. Stirling
was appointed locomotive superintendent. They are principally used
for working the passenger trains on the North Kent line (London to
Maidstone).
Cylinders, 18in. by 26in. (incline 1 in 15); bogie wheels, 3 ft. 8in.
diameter; wheel base, 5ft. 4in.; driving and trailing wheels (coupled),
6ft. 0½in. diameter (wheel base, 8ft. 2in.); springs and framing
similar to the 7ft. class; tender wheels, 3ft. 8in. diameter; wheel
base, 12ft., equally divided; water capacity, 2,000 gallons; coal, 3
tons. Weights in working order: on bogie, 12 tons 12 cwt.; driving
axle, 14 tons 2 cwt.; trailing, 11 tons 5 cwt.; tender, L., 8 tons
12 cwt.; centre, 8 tons 2 cwt.; T., 9 tons; total weight (engine and
tender), 63 tons 13 cwt.
The tender goods engines (Fig. 110) have six wheels (coupled) of 5ft.
2in. diameter; cylinders, 18in. by 26in. (incline 1 in 9); wheel base,
L. to D., 7ft. 4in.; D. to T., 8ft. 2in. The tenders are of similar
dimensions to the 6ft. passenger engines, with 100 gallons additional
water capacity. Weights in working order: engine, L., 12 tons 2 cwt.;
D., 15 tons 3 cwt.; T., 11 tons. Tender, L., 9 tons 5 cwt.; C., 9 tons
1 cwt.; T., 9 tons 17 cwt.; total (engine and tender), 64 tons 18 cwt.
[Illustration: FIG. 111.—STANDARD PASSENGER TANK LOCOMOTIVE, S.E. RWY.]
The four-wheels-coupled bogie tanks (Fig. 111) have the leading and
driving wheels coupled; these are 5ft. 6in. diameter; cylinders,
18in. by 26in. (incline 1 in 9); trailing bogie, with wheels, 3ft.
9in. diameter; side water-tanks, capacity, 1,050 gallons; coal bunker
capacity, 30 cwt.; wheel base, L. to D., 7ft. 5in.; D. to bogie centre,
11ft. 11in.; bogie wheel base, 5ft. 4in. Weight in working order: L.,
13 tons 17 cwt.; D., 16 tons; bogie, 18 tons 16 cwt.; total, 48 tons 13
cwt.
The above is a capital type of passenger tank engine, of which the
South Eastern Railway possess a large and increasing number. They are
mostly constructed by Glasgow firms, whilst the tender engines are
built at Ashford Works.
There is a similar type of bogie tanks, fitted with condensing
apparatus, and used for working the through South Eastern trains over
the Metropolitan Railway to the Great Northern Railway. Some of these
engines were also used for hauling the South Eastern trains through the
Thames Tunnel, when the through service between Croydon (Addiscombe
Road) and Liverpool Street was in operation. For this purpose they were
fitted with a short funnel, to enable them to clear the Thames Tunnel.
The illustration (Fig. 112) shows Mr. Stirling’s latest type of express
engine for the South Eastern Railway, the first of which commenced to
work at the end of July, 1898. Several differences of detail compared
with Mr. Stirling’s previous South Eastern Express engines are
introduced. The more noticeable are the large bright brass stand upon
which the safety valves are mounted, the improvement in the shape of
the cab on the engine, whilst the sides of the tender are painted in
two panels, with the Company’s coat of arms between (Mr. Stirling, it
will be observed, has not slavishly copied other practice in lettering
the tenders S.E.R.); the springs are below the frames, and steps at the
back are provided on either side of the tender.
The diameter of the wheels and cylinders, the stroke, and wheel base
remain the same. The tender is a trifle longer, making the total length
over buffers 52ft. 8in., instead of 52ft. 4in. The working pressure
is now 170lb. per sq. in., there being 215 tubes of 1⅝in. external
diameter, 10ft. 4½in. long. The other differences in the dimensions are
tabulated below:—
“440” Class, “240” Class,
illustrated illustrated
by FIG. 112. by FIG. 109.
Rail level to centre of Boiler 7ft. 10in. 7ft. 5in.
Total Heating Surface 1,100 sq. ft. 1,020½ sq. ft.
To top of Chimney is 13ft. 4in. in both classes,
the new Engines having Funnels 2in. shorter.
Weight loaded—
ENGINE. ENGINE.
Bogie. 15 tons. Bogie. 13 tons 12 cwt.
D. 16 tons 8 cwt. D. 15 tons 0 cwt.
T. 14 tons 13 cwt. T. 13 tons.
TENDER. TENDER.
L. 10 tons 15 cwt. L. 10 tons 6 cwt.
C. 10 tons 18 cwt. C. 10 tons 1 cwt.
T. 12 tons 9 cwt. T. 10 tons 3 cwt.
TOTAL 80 tons 3 cwt. TOTAL 73 tons.
Water Capacity of Tender 3,000 galls. 2,650 galls.
Coal ” ” 3 tons. 4 tons.
[Illustration: FIG. 112.—LATEST TYPE OF EXPRESS PASSENGER ENGINE, SOUTH
EASTERN RAILWAY]
With the increased weight, boiler pressure, and heating surface of
these engines, coupled with a compromise towards a steam dome, such
fine locomotives ought to be quite equal to hauling the heavy trains
run by the South Eastern Railway at high speeds. Mr. Stirling is to be
congratulated upon the appearance of the machines.
The standard engines now in work on the London and South Western
Railway were constructed from the designs of Mr. Adams, the late
locomotive superintendent, who resigned about three years ago. Mr.
D. Drummond, who succeeded Mr. Adams, has built several new types of
engines, viz., large bogie tank engines, six-wheels-coupled goods
engines, four-wheels-coupled bogie express engines, as well as a
“four-cylinder” engine, which latter is decidedly a new departure in
London and South Western Railway practice. The most important of Mr.
Adams’ designs can be classified thus:
Four-coupled bogie express engine and tender.
Four-wheels-coupled in front, mixed engine and tender.
Six-wheels-coupled goods engine and tender.
Four-wheels-coupled bogie tank engine; and
Six-wheels-coupled bogie shunting tank engine.
There are two classes of four-wheels-coupled bogie passenger engines,
both of the same design, but of different dimensions.
The appended table will show the variations in the two classes:
(A) = Design No. (H) = Heating Surface Tubes.
(B) = Cylinders. (I) = Fire-Box.
(C) = Boiler Pressure. (J) = Grate Area.
(D) = Length of Boiler Barrel. (K) = Number of Tubes.
(E) = Length of Fire-box. (L) = Tractive Force on Rails.
(F) = Diameter of Bogie Wheels. (M) = Water Capacity of Tender.
(G) = Diameter of Coupled Wheels.
--+-------+----+---+------+------+------+------+------+-----+---+------+-----
(A)| (B) | (C)|(D)| (E) | (F) | (G) | (H) | (I) | (J) |(K)| (L) |(M)
--+-------+----+---+------+------+------+------+------+-----+---+------+-----
|in. in.|lbs.|ft.|ft.in.|ft.in.|ft.in.| Square feet. | | lbs. |gals.
26|17½×26 |160 |11 | 6 0 | 3 3 | 6 7 |1121 |110 |17 |216|10,079|3,000
43|10 ×26 |175 |11 | 6 10 | 3 7 | 6 7 |1193.7|112.12|19.75|230|13,069|3,300
--+-------+----+---+------+------+------+------+------+-----+---+------+-----
These engines (Fig. 113) have outside cylinders, underhung springs
to the coupled wheels, the springs being connected by means of a
compensation beam; a dome on the boiler barrel, and a Ramsbottom safety
valve on the fire-box. A notable feature in the design is the distance
the frames project in front of the smoke-box. The style of cab is also
very neat.
A great feature in Mr. Adams’ later engines was his patent vortex blast
pipe, the introduction of which very considerably reduced the coal
consumption of the locomotives fitted with the invention.
The mixed traffic engines have inside cylinders, 18in. diameter,
26in. stroke, leading and driving wheels (coupled) 6ft. diameter, and
trailing wheels 4ft. diameter, underhung springs and compensation beams
to the coupled wheels; steam pressure, 160lb. The heating surface and
grate area are similar to the “26” design. Tractive force on rails,
11,700lb. Tender capacity the same as “43” design.
The six-coupled goods engines have inside cylinders, 17½in. diameter,
26in. stroke; wheels, 5ft. 1in. diameter; steam pressure, 140lb.;
underhung springs; boiler barrel, 10ft. 6in. long, 4ft. 4in. diameter;
fire-box, 5ft. 10in. long, 5ft. high. The smoke-box front inclines,
so that the box is wider at the base than at the top, as is the case
with the London and North Western goods engines. There are 218 tubes of
1¾in. external diameter; the heating surface being: tubes, 1,079 sq.
ft.; fire-box, 108 sq. ft.; grate area, 17.8 sq. ft. Tractive force on
rails, 10,442lb.; water capacity of tender, 2,500 gallons.
[Illustration: FIG. 113.—ADAMS’S STANDARD EXPRESS ENGINE, LONDON AND
SOUTH WESTERN RAILWAY]
The suburban and other short distance passenger traffic is performed
by tank engines, having the leading and driving wheels coupled, and
a trailing bogie. The cylinders are inside, 18in. diameter, 26in.
stroke; coupled wheels, 5ft. 7in. diameter; bogie wheels, 3ft.
diameter; heating surface and grate area the same as in the “26” class
and the mixed traffic engines already described. Steam pressure, 160lb.
per sq. in.; fuel space of bunkers, 80 cubic ft.; water capacity of
tanks, 1,200 gallons. Tractive force on rails, 12,573lb.
The six-wheels-coupled shunting tanks are altogether of smaller
dimensions, the cylinders being 17½in. diameter, and having a 24in.
stroke wheels, 4ft. 10in. diameter; boiler barrel, 9ft. 5in. long and
4ft. 2in. diameter, containing 201 tubes of 1¾in. external diameter.
The heating surface is: tubes, 897.76 sq. ft.; fire-box, 89.75 sq. ft.;
the fire-box is 5ft. long and 4ft. 9in. high, the grate area being
13.83 sq. ft.; the steam pressure, 160lb. Tractive force on rails,
12,672lb.; fuel capacity of bunker, 77½ cubic ft.; capacity of water
tanks, 1,000 gallons.
[Illustration: Photo by F. Moore
FIG. 114.—A “WINDCUTTER” LOCOMOTIVE ENGINE, “No. 136,” L. & S.W.R.,
FITTED WITH A CONVEX SMOKE-BOX DOOR]
[Illustration: FIG. 115.—DRUMMOND’S 4-CYLINDER ENGINE, LONDON AND SOUTH
WESTERN RAILWAY]
The London and South Western Railway at one time had an extraordinarily
large number of different designs of locomotives, and at the present
time the number of designs in use probably exceeds that on any other
British railway, despite the fact that the older classes are being
rapidly “scrapped,” although some of the very ancient types have in
recent years been rebuilt with new boilers. The older engines of
Beattie design mostly have names, but this practice, unfortunately,
has been disregarded by recent London and South Western Railway
locomotive superintendents, save in the case of one tank engine, named
“Alexandra,” under special circumstances, and even this name has lately
been removed.
Since Mr. Drummond has become chief at Nine Elms, two at least of his
innovations deserve notice. One is an experiment with a windcutter
smoke box door (Fig. 114), constructed in the belief that the wind
resistance is thereby decreased. In addition to the tender engine 136
being so fitted, this form of convex smoke-box door is fitted to a L.
and S.W.R. tank engine, and also to some of the tender goods engines.
Another type of engine, designed by Mr. Drummond, that has attracted
considerable attention, is the four-cylinder engine (Fig. 115), built
at Nine Elms at the end of 1897. This engine is supported on four
driving wheels (uncoupled) of 6ft. 7in. diameter, and a leading bogie.
Joy’s valve gear is used for the outside cylinders; all the cylinders
are 15in. diameter; the stroke is 26in. A very large heating surface,
including the water tubes in the fire-box, amounting to 1,700 sq. ft.,
is provided. The steam pressure is 175lb. per sq. in. The tender is
carried on two four-wheel bogies, and carries 4,300 gallons of water.
The motion is reversed by means of a steam apparatus. A portion of the
exhaust steam is discharged at the back of the tender.
The locomotive works of the North British Railway are situated at
Cowlairs, Glasgow, and Mr. M. Holmes is the present locomotive
superintendent.
Originally the North British Railway works were located at St.
Margaret’s, near Edinburgh, but when the Edinburgh and Glasgow Railway
was amalgamated with the North British, in 1865, the Cowlairs works of
the former were chosen as the locomotive headquarters of the Company.
Considerable power is required to work the trains over the North
British system, as not only are the trains heavy, but many are run at a
good speed, whilst steep gradients are not unknown.
It is not, therefore, surprising that “single” engines should be absent
from the locomotive stock.
The passenger engines are mostly of the four-coupled leading bogie
type. (Fig. 116).
The principal passenger engines have the coupled wheels of 6ft. 6in.
and 7ft. diameter, both with cylinders 18in. by 26in. The steam
pressure is 140lb. usually, but some of the engines are credited with
an additional 10lb. per sq. in.
The other dimensions are:
7FT. WHEELS. 6FT. 6IN. WHEELS.
Heating Surface Tubes 1,007 sq. ft. 1,148 sq. ft.
Fire-box 119 ” 118 ”
Grate Area 22 ” 20 ”
Weight in Working order 45 tons 5 cwt. 46 tons 10 cwt.
The driving wheels of both sizes have a weight of 15 tons 12 cwt. upon
them. The tenders weigh 32 tons, and hold 5 tons of coal and 2,500
gallons of water.
[Illustration: FIG. 116.—FOUR-COUPLED PASSENGER ENGINE WITH LEADING
BOGIE, N.B.R.]
Engines of these classes work the East Coast expresses between
Edinburgh and Berwick, 57 miles 42 chains. The booked time is 72
minutes, but the runs are frequently performed under the hour; indeed,
a train has been timed from start to stop in 57 minutes 21 seconds, on
the journey up from Edinburgh to Berwick.
For working the West Highland Railway Mr. Holmes designed a class of
four-coupled bogie engines of exceptional power. The coupled wheels are
only 5ft. 7in. in diameter; cylinders, 18in. diameter, 24in. stroke;
heating surface tubes, 1,130.41 sq. ft.; fire-box, 104.72 sq. ft.;
grate area, 17 sq. ft.; steam pressure, 150lb. per sq. in.; weight of
engine in working order, 43 tons 6 cwt., of which 14½ tons rest on the
driving axle.
The tender is similar to that previously described.
Goods engines are very numerous on the North British Railway, the most
modern ones being known as the “18in. standard” type. These have six
coupled wheels of 5ft. diameter; cylinders, 18in. by 26in. stroke;
heating surface tubes, 1,139.96 sq. ft.; fire-box, 107.74 sq. ft.;
grate area, 17 sq. ft.; weight in working order, 40 tons 13 cwt., of
which 15 tons 8 cwt. are supported by the driving wheels. The tender is
of the usual type. Other goods engines have cylinders 17in. diameter,
with 26in. stroke.
The short distance passenger traffic is worked by four classes of tank
engines, one type of which is very similar to the London, Brighton,
and South Coast “terriers,” though of larger dimensions. These have
cylinders 15in. by 22in., coupled wheels, 4ft. 6in. diameter, tanks to
hold 600 gallons of water, and weigh 33½ tons in working order. Another
class of bogie tank has coupled wheels 5ft. in diameter, a leading
bogie with solid wheels 2ft. 6in. diameter, cylinders 16in. by 22in.
stroke. These engines originally condensed the exhaust steam, but the
usual practice is now followed, and the exhaust is used as a blast for
increasing the draught.
The two other classes of tank engines have the following dimensions:
494 Class: Cylinders, 17in. by 26in.; diameter of driving wheels,
6ft.; water capacity, 950 gallons; coal, 30 cwt.; weight,
47 tons 4 cwt.
586 Class: Cylinders, 17in. by 24in.; diameter of driving wheels,
5ft. 9in.; water capacity, 1,281 gallons; coal, 50 cwt.; weight,
50 tons 7 cwt.
There is a handy little type of saddle tanks, known as “shunting pugs.”
These run on four (coupled) wheels of 3ft. 8in. diameter; they have
outside cylinders, 14in. diameter and 20in. stroke. The wheel base
is 7ft.; weight in working order, 28 tons 15 cwt.; water capacity of
saddle tank, 720 gallons.
Mr. Holmes’ latest type of express engines for the N.B.R. (Fig. 117)
has a working pressure of 175lb. per sq. in. The principal dimensions
being: Cylinders, 18¾in. diameter by 26in. stroke. Wheels: Bogie,
3ft. 6in. diameter; driving and trailing, 6ft. 6in. diameter; wheel
base, 22ft. 1in.; centre of bogie to centre of driving wheels, 9ft.
10in.; centre of driving to centre of trailing wheels, 9ft. Tubes No.
254, 1¾in. diameter outside. Heating surface: Tubes, 1,224 sq. ft.;
fire-box, 126 sq. ft.; total, 1,350 sq. ft. Fire-grate, 20 sq. ft.
Weight of engine in working order, 47 tons. Weight of tender in working
order, 38 tons. Tank capacity, 3,500 gallons.
The North British Railway locomotive stock comprises about 800 engines,
but many of these are in the A or duplicate list, and are not,
therefore, included in the statutory returns.
[Illustration: FIG. 117.—HOLMES’S LATEST TYPE OF EXPRESS ENGINE, NORTH
BRITISH RAILWAY]
The North British Railway tender locomotives are classified under seven
headings—four goods and three passenger.
By a recent return the number of engines under each head was:
GOODS.
18in. cylinder, 6 wheels coupled main line 144
1st class, 6 wheels coupled 267
2nd class, 6 wheels coupled 8
(Of which 1 (No. 17a) is on the duplicate list.)
3rd class, 6 wheels coupled 75
(Of which 2 (18a and 250a) are on the duplicate list.)
PASSENGER.
1st class, 4 wheels coupled 121
2nd class, 4 wheels coupled 22
(Of which 5 {268a, 269a, 394a, 395a, and 404a}
are on the duplicate list.)
3rd class, 4 wheels coupled 29
(One (247a) is on the duplicate list.)
The locomotive works of the Lancashire and Yorkshire Railway are
situate at Horwich, in the vicinity of Bolton, and are the newest of
the immense assemblages of workshops and factories designated by the
various railways as their “works,” which have been erected by the
principal railway companies. It is not, therefore, surprising to find
that the Horwich works are quite equal to all, and exceed many other,
of the railway establishments in the matter of modern machine tools,
and in the general completeness of the undertaking.
Mr. J. A. F. Aspinall is chief mechanical engineer of the Lancashire
and Yorkshire Railway, and under his supervision the locomotive stock
of the railway has been raised to a degree of excellence seldom
equalled and never exceeded.
This position has been attained because Mr. Aspinall has always shown
a determination to introduce the best features of all kinds into his
locomotive designs. The Joy valve gear is very extensively employed
in the construction of Lancashire and Yorkshire locomotives, and has
always given excellent results on that line.
For many years past the Lancashire and Yorkshire Railway has adopted
the Ramsbottom system of water-tanks, while the pick-up apparatus is
actuated by a vacuum arrangement patented by Mr. Aspinall. The water
troughs are situate at nine different places on the system—viz:—
Register No.
Horbury Junction: East end of Horbury Junction Station 3
Hoscar Moss: Between Hoscar Moss and Burscough Bridge 7
Kirkby: Between Kirkby and Fazakerly 5
Lea Road: Between Lea Road and Salwick 6
Rufford: Between Rufford and Burscough North Junction 8
Smithy Bridge: West end of Smithy Bridge Station 1
Sowerby Bridge: West end of Sowerby Bridge Tunnel 2
Walkden: Between Moorside and Wardley and Walkden 4
Whittey Bridge: West end of Whittey Bridge Station 9
Very severe gradients are to be found on the Lancashire and Yorkshire
Railway, many stretches of 1 in 50, between which rate of inclination
and that of 1 in 100 very many banks exist, some of which are of
considerable length; whilst from Baxenden to Accrington the line falls
1 in 40 for two miles at a stretch, and at the same rate for 1¼ miles,
from Padiham Junction to Padiham Station, and also for 1¾ miles at 1 in
40 from Hoddlesden Junction to Hoddlesden. From Britannia to Bacup the
gradients are as follows:
Fall 286 yards, 1 in 61.
Fall 550 yards, 1 in 35.
Fall 154 yards, 1 in 70.
Fall 1,056 yards, 1 in 34.
But this bank is even eclipsed in severity by the Oldham incline of 1
in 27 for three-quarters of a mile. All these stiff banks are worked by
locomotive engines without the help of stationary engines.
Every train which leaves Victoria Station, Manchester, in an eastward
direction, has to start off by ascending a serious incline of 1 in 77,
followed by another of 1 in 65, round a sharp S curve, on its way to
Newton Heath, or else to ascend gradients towards Miles Platting of 1
in 59 and 1 in 49.
[Illustration: FIG. 118.—FOUR-WHEELS-COUPLED, SADDLE TANK ENGINE,
LONDON AND NORTH WESTERN RAILWAY]
The locomotive stock consists of 1,333 engines. Of this number, 590 are
of the standard types described below as being of the three leading
types designed by Mr. Aspinall. The balance is made up mainly of
engines of older forms, which are gradually being replaced with engines
of the standard type, though a large number of these engines have been
altered so as to require a boiler of one type only.
The locomotive sheds of the Lancashire and Yorkshire Railway are
situate and numbered as below:—
Newton Heath, No. 1; Low Moor, No. 2; Sowerby Bridge, No. 3;
Leeds, No. 4; Mirfield, No. 5; Wakefield, No. 6; Normanton, No. 7;
Barnsley, No. 8; Knottingley, No. 9; Goole, No. 10; Doncaster,
No. 11; ——, No. 12; Agecroft, No. 13; Bolton, No. 14;
Horwich, No. 15; Wigan, No. 16; Southport, No. 17; Sandhills,
No. 18; Aintree Sidings, No. 19; Bury, No. 20; Bacup, No. 21;
Accrington, No. 22; Burnley, No. 23; Skipton, No. 24; Lower
Darwen, No. 25; Hellifield, No. 26; Lostock Hall, No. 27; Chorley,
No. 28; Ormskirk, No. 29; Fleetwood, No. 30; Blackpool (Talbot
Road), No. 31; and Blackpool (Central), No. 32.
[Illustration: FIG. 118A.—STANDARD EXPRESS PASSENGER LOCOMOTIVE,
LANCASHIRE AND YORKSHIRE RAILWAY]
We will now proceed to describe some of the types of Lancashire and
Yorkshire locomotives.
The “H” or Standard class of four-wheels coupled passenger engines is
illustrated by engine No. 1,093 (Fig. 118A). The cylinders are inside,
and the axles also have the bearings inside. The principal dimensions
are:
Cylinders, 18in. diameter by 26in. stroke.
Bogie wheels, 3ft. 0½in. diameter.
Coupled wheels (driving and trailing), 7ft. 3in. diameter.
Wheel base, 21ft. 6½in.
Centre of bogie to centre of driving wheel, 10ft. 2½in.
Centre of driving to centre of trailing wheel, 8ft. 7in.
Weight loaded (bogie), 13 tons 16 cwt.
” ” (driving), 16 tons 10 cwt.
” ” (trailing), 14 tons 10 cwt.
Total, 44 tons 16 cwt.
Boiler, 4ft. 2in. diameter, 10ft. 7⅜in. long.
Fire-box, 6 ft. long, 4ft. 1in. wide, 5ft,. 10in. high.
Number of tubes, 220.
Tubes (outside diameter), 1¾in.
Heating surface, tubes, 1,108.73sq. ft.
” ” fire-box, 107.681sq. ft.
Total, 1,216.41sq. ft.
Fireg-rate area, 18.75sq. ft.
Pressure of steam per sq. inch, 160lbs.
Weight of 6-wheel tender, loaded, 26 tons 2 cwt. 2 qrs.
Capacity of water-tank of tender, 1,800 gallons.
Fuel capacity of tender, 3 tons.
[Illustration: FIG. 119.—STANDARD 8-WHEEL PASSENGER TANK ENGINE, L. &
Y.R.]
The “A” or standard class goods engines have cylinders, boilers,
heating surface, steam pressure, etc., the same as the “H” class of
passenger engines just described; whilst a similar pattern of tender is
employed, the six-coupled wheels are 5ft. 1in. diameter; the wheel base
is: L. to D., 7ft. 9in.; D. to T., 8ft. 7in.; total, 16ft. 4in. Weight
in working order: L., 13 tons 16 cwt. 2 qr.; D., 15 tons; T., 13 tons 6
cwt. 2 qr.; total, 42 tons 3 cwt.
Tank engines are employed to work the trains between Manchester and
Blackburn, a distance of 24½ miles, of which 13 miles are on rising
gradients, and six on falling gradients, most of them being steeper
than 1 in 100. The most serious gradients affecting the working of this
line are those from Bolton up towards Entwistle, where, for a mile and
a quarter, the gradient is 1 in 72, and for the following 4½ miles is 1
in 74; a more serious incline than the celebrated one over Shap Fell.
These tank engines are fitted with the water pick-up apparatus which
can be used when running either chimney or bunker in front. The trains
each consist of thirteen coaches, which including the engine weigh
about 250 tons.
The engines (Fig. 119) have eight wheels—viz., a pair of leading
radial, two pairs of coupled, and a pair of trailing radial. The
cylinders are inside, and have 26in. stroke, the diameter being 18in.
The diameters of the wheels are:—
Radial, 3ft. 7¾in.
Coupled (driving and trailing), 5ft. 8in.
Wheel base, 24ft. 4in., divided as follows:—Front radial wheel to
centre of driving, 7ft. 10½in.; driving to rear coupled,
8ft. 7in.; rear coupled to trailing radial, 7ft. 10½in.
Weight loaded (leading radial wheel), 13 tons 10 cwt.
” ” (driving), 16 tons 12 cwt.
” ” (rear coupled), 15 tons 2 cwt.
” ” (trailing radial), 10 tons 15 cwt.
Total, 55 tons 19 cwt.
[Illustration: FIG. 120.—OIL-FIRED SADDLE TANK SHUNTING ENGINE,
LANCASHIRE AND YORKSHIRE RAILWAY]
The boiler, fire-box, etc., dimensions are the same as the “H” class.
The tanks of these locomotives hold 1,340 gallons of water, and the
bunkers two tons of coal.
The above three classes form the leading types of locomotives of Mr.
Aspinall’s designing. Fig. 120 illustrates a four-wheel-coupled saddle
tank locomotive designed by Mr. Aspinall, and fired with oil, on
Holden’s system. It is used for shunting at Liverpool.
[Illustration: FIG. 121.—“DUNALASTAIR,” CALEDONIAN RAILWAY]
At the present time the locomotives of the Caledonian Railway hold
first place in the popular mind for speed and hauling capacity. This
result has been attained through the remarkable performances of the
engines of the “Dunalastair” class, constructed at St. Rollox Works
from the designs of Mr. J. F. McIntosh, the present locomotive
superintendent of the Caledonian Railway.
These engines (Fig. 121) have been frequently described, but it is as
well to recapitulate the leading dimensions. The cylinders are inside,
18¼in. diameter and 26in. stroke. The engine is supported by a leading
bogie, and by four-coupled wheels of 6ft. 6in. diameter. The bogie
wheel base is 6ft. 6in.; centre of bogie to driving wheel, 9ft. 11in.;
D. to T., 9ft.; total length over buffers (engine and tender), 53ft.
9¾in. The weight in working order is: Engine—bogie, 15 tons 14 cwt. 3
qr.; D., 16 tons; T., 15 tons 5 cwt.; tender—L., 12 tons 13 cwt.; M.,
13 tons 4 cwt.; and T., 13 tons 4 cwt. 2 qr.; total, 86 tons 1 cwt. 1
qr.
The tractive force is 14,400lb. Water capacity of tender is 3,570
gallons. The working pressure is 160lb. The leading feature of the
engine consists of the large heating surface—viz., tubes, 1,284.45 sq.
ft., and fire-box, 118.78 sq. ft. To obtain this result the boiler has
been “high pitched,” giving the engine a rather squat appearance, and
causing the driving wheels to appear to be of smaller diameter than is
actually the case.
An extended cab is provided for the protection of the driver and
fireman. The splendid work performed by these machines has frequently
been chronicled, the principal feature being the daily run from
Carlisle to Stirling, 118 miles, in 123 minutes, without a stop; this
trip includes the tremendous pull up the Beattock Bank, with a rise of
650ft. in ten miles. Yet Sir James Thompson, the general manager of
the Caledonian Railway, said of this class of engine, “But, effective
as it is, we are already improving upon it, and it will undoubtedly be
superseded by our next type of engines.”
As Sir J. Thompson intimated, Mr. McIntosh improved upon the above
type, the result being the excellent “Dunalastair 2” (Fig. 123). These
fine engines also are employed to haul the heavy West Coast corridor
trains between Carlisle and Glasgow, and Edinburgh and the North.
[Illustration: FIG. 122.—ONE OF McINTOSH’S FAMOUS “DUNALASTAIR 2,”
CALEDONIAN RAILWAY EXPRESS LOCOMOTIVES]
From Glasgow to Carlisle one of the engines hauls the 2.0 p.m. corridor
train without a pilot throughout the journey, the weight of the train,
excluding passengers, luggage, and tender of engine, is upwards of 350
tons. The dimensions are: wheels, 6ft. 6in., D. and T. coupled, with
leading bogie; cylinders 19in. by 26in. Tender runs on two four-wheel
bogies; water capacity, 4,125 gallons. The weights on wheels are as
follows: engine—bogie, 16 tons 6 cwt.; driving wheels, 16 tons 17 cwt.;
trailing, 15 tons 17 cwt.—total, 49 tons. Tender: front bogie, 22 tons
11¾ cwt.; hind bogie, 22 tons 6¼ cwt.—total, 45 tons. Total weight of
engine and tender in working order, 94 tons. Total length over buffers
(engine and tender), 57ft. 3¾in.; tractive force, 16,840lb.; working
pressure, 175lb. per sq. in. Heating surface: tubes, 1,381.22 sq. ft.;
fire-box, 118.78 sq. ft.—total, 1,500 sq. ft.
Bogie wheel base, 6ft. 6in.; centre of bogie to driving, 10ft. 11in.;
driving to trailing, 9ft.; distance between bogie centres of tender,
11ft. 3in.; total tender wheel base, 16ft. 9in.
[Illustration: FIG. 123.—SIX-WHEELS-COUPLED CONDENSING ENGINE,
CALEDONIAN RAILWAY]
Another new type of engine introduced by Mr. McIntosh has 5ft. 6in.
coupled wheels. It is a passenger-goods, or mixed traffic engine (Fig.
123), for working goods, mineral and heavy passenger and excursion
trains through the Glasgow Central Underground Railway. Wheel base,
L. to D., 7ft. 6in.; D. to T., 8ft. 9in.; cylinders, 18in. by 26in.;
six-wheeled tender; water capacity, 2,800 gallons.
Another good design of Caledonian Railway engines is the “Carbrook”
(Fig. 124) class, constructed from Mr. D. Drummond’s specification with
a leading bogie, and four-coupled wheels of 6ft. 6in. diameter. The
weight of these engines is: bogie, 14 tons 15 cwt.; D., 15 tons 4 cwt.;
T., 15 tons; L., 10 tons 16 cwt. 2 qr.; M., 14 tons 6 cwt. 3 qr. Wheel
base: bogie, 6ft. 6in.; centre of bogie to D., 9ft. 1Oin.; D. to T.,
9ft.; total length over buffers (engine and tender), 54ft. 6in. Water
capacity of tender, 3,560 gallons. The safety valve is located on top
of the dome, an unsymmetrical practice which spoils the outline. There
is also another type of Mr. Drummond’s engines, with cylinders, 18in.
by 26in. stroke. Wheel base and water capacity as in the “Dunalastair”
class; but the weight and tractive force are dissimilar. The former, on
bogie, is 14 tons 13 cwt. 2 qr.; D., 15 tons 7 cwt. 3 qr.; tender, L.,
12 tons 13 cwt.; M., 13 tons 4 cwt.; T., 13 tons 4 cwt. 2 qr.; total,
84 tons 6 cwt. 3 qr. The tractive force is 12,900lb.
[Illustration: FIG. 124.—“CARBROOK,” ONE OF DRUMMOND’S EXPRESS ENGINES
FOR THE CALEDONIAN RAILWAY]
To give full details of all the 44 types of Caledonian Railway engines
would be rather wearisome to the reader, so of the remaining classes,
particulars only are appended:—
PASSENGER ENGINES WITH TENDERS.
Diameter of Driving Wheels:
5ft. 9in. four-coupled, with leading bogie. Cylinders, 18in.
by 26in. stroke.
7ft. single, with leading bogie and pair of trailing wheels.
Cylinders, 18in. by 26in. stroke.
7ft. four-coupled, with leading bogie. Cylinders, 18in. by
24in. stroke. (This is a rebuilt type of engine.) Tender
only holds 1,880 gallons.
7ft. four-coupled, with a small pair of leading wheels.
Cylinders, 17in. diameter by 24in. stroke. No dome on
boiler.
6ft. 6in. four-coupled (D. and T.), with a small pair of
leading wheels. Cylinders, 17in. by 24in. stroke. No
dome to engine, and only four wheels to tender, with a
water capacity of 1,428 gallons.
6ft. D. and T. coupled, small leading wheels. No dome.
Cylinders, 17in. diameter by 22in. stroke. Six-wheel
tender.
8ft. 2in. single, small leading and trailing wheels. No
dome. Cylinders, 17in. diameter by 24in. stroke.
Six-wheel tender.
6ft, D. and T. coupled, small loading wheels, rebuilt by
Drummond, with safety valve on dome. Cylinders, 18in.
by 24in.
5ft. D. and T. coupled, with leading bogie. Cylinders,
18in. by 24in. Four-wheel tender; water capacity,
1,550 gallons.
7ft. single. Cylinders, 17¾in. by 22in. No dome.
Four-wheel tender, 1,384 gallons.
[Illustration: FIG. 125.—McINTOSH’S 5FT. 9IN. CONDENSING-TANK ENGINE,
CALEDONIAN RAILWAY]
PASSENGER TANKS.
5ft. L. and D. coupled, trailing bogie; cylinders, 16in.
by 22in.; Drummond valve; water capacity of tanks, 830
gallons.
5ft. single (for use of officials): cylinders, 9½in.
diameter by 15in. stroke; well-tank holds 520 gallons;
bunker, 30 cwt. of coal; wheel base: L. to D., 6ft.
6in.; D. to T., 7ft, 6in. Weight: L., 7 tons 10 cwt. 3 qr.;
D., 11 tons 6 cwt. 2 qr.; T., 7 tons 16 cwt, 1 qr.;
tractive force, 2,489lb.
5ft. D. and T. coupled; cylinders, 17½in. by 22in.
Water, 820 gallons.
5ft. 6in. L. and D. coupled; cylinders, 16in. by 20in.
Water, 450 gallons.
4ft. 6in. L. and D. coupled with trailing bogie; cylinders,
18in. by 22in. Water capacity, 950 gallons.
3ft. 8in. L. and D. coupled, and pair of trailing wheels;
cylinders, 14in. by 20in. stroke. The saddle tank holds
800 gallons.
5ft. 8in. radial L. and T. wheels, and 4 coupled wheels
(eight wheels in all); cylinders, 17½in. by 22in. Water
in side tanks, 1,200 gallons. Coal in bunker, 3 tons.
5ft. D. and T. coupled with leading bogie; cylinders, 17in.
by 24in.
5ft. 9in. L. and D. coupled, with trailing bogie; cylinders,
18in. by 26in. This class is fitted with condensing
apparatus. (Fig. 125.)
GOODS ENGINES WITH TENDERS.
6ft. D. and T. coupled, with pair of leading wheels.
Cylinders, 18in. diameter, by 24in. stroke. Six-wheel
tender; water capacity, 1,840 gallons.
5ft. six-wheels coupled. Cylinders 18in. by 26in. 6-wheel
tender; water capacity, 2,500 gallons.
The following engines have no domes:—
5ft. 6-wheels coupled. Inside cylinders, 17in. by 24in.
6-wheel tender; water capacity, 1,800 gallons.
5ft. (mineral engine) L. and D. coupled, small trailing
wheels, no dome. Cylinders, 17in. by 24in. 4-wheel
tender; 1,542 gallons.
5ft. 6-wheels-coupled mineral engine. Wheel base: L. to D.,
5ft. 6in.; D. to T., 5ft. 6in.; all wheels under boiler
barrel. Cylinders, 18in. by 24in. 6-wheel tender; water
capacity, 1,840 gallons.
5ft. 6-wheels coupled mineral engine. Cylinders, 17in. by
24in. 4-wheel tender; water capacity, 1,383 gallons.
5ft 6in. L. and D. coupled and small pair trailing wheels;
inside cylinder, 16in. by 20in. 4-wheel tender.
4ft, 8in. L. and D. coupled, mineral engine. Cylinders,
17in. by 20in. 4-wheel tender; water capacity, 1,000
gallons.
(A similar class of engines has cylinders 17in. diameter
by 18in. stroke.)
5ft. D. and T. coupled, with pair of small leading wheels.
Cylinders, 17in. by 24in. 4-wheel tender; 1,545 gallons.
5ft. D. and T. coupled, with small leading wheels.
Cylinders, 17in. by 20in. 6-wheel tender; water
capacity, 1,700 gallons.
MINERAL TANK ENGINES.
4ft. 6in. 6-wheels coupled, saddle tank, holding 1,000
gallons of water; safety valves on dome; cylinders
18in. by 26in.
4ft. 6in. 6-wheels coupled, side tanks, with condensing
apparatus; cylinders, 18in. by 26in.
4ft 6in. 6-wheels coupled; saddle tank; cylinders, 18in. by
26in.
4ft. 6-wheels coupled; saddle tank, 1,000 gallons;
cylinders, 18in. by 22in. stroke.
4ft. 6-wheels coupled; saddle tank, 940 gallons. Cylinders,
17in. by 20in. No dome.
3ft. 8in. 4-wheels-coupled; wheel base, 7ft.; saddle tank,
800 gallons. Cylinders, 14in. by 20in.
There is a similar class of engine built by Neilson’s, the
difference being in the weight. That of the former is,
on leading axle, 13 tons 14 cwt. 1 qr.; on driving
axle, 13 tons 13 cwt. 1 qr.
Weight of Neilson’s class: L., 13 tons 10 cwt. 3 qr.;
D., 13 tons 9 cwt. 1 qr.
3ft. 8in. 6-wheels-coupled, saddle tank; water capacity, 900
gallons. Drummond’s safety valves. Cylinders, 14in. by
20in. stroke.
Lastly, a class of 4-wheel engines, with coupled wheels,
3ft. 6in. diameter; side tanks hold 500 gallons. No
dome, cab, or weather-board; wheel base, 6ft. 3in.
Cylinders, 14in. diameter, 22in. stroke.
[Illustration: FIG. 126.—“No. 143,” TAFF VALE RAILWAY INCLINE TANK
LOCOMOTIVE]
Engine “No. 143” (Fig. 126) is one of three peculiar locomotives,
specially constructed for working on the Pwllyrhebog Incline, of 1 in
13, on the Taff Vale Railway. The fire-box and roof slopes backwards,
so that when the engine works bunker first up the incline, the water is
level over the top of the fire-box. She is fitted with, two draw-bars
for attaching a wire rope. This rope is coupled to a low draw-bar under
the drag-plate, so as to keep the rope below the axles of the wagons,
which follow the engine down the incline, or are pushed up before the
engine. “143” has cast-iron “Sleigh” brakes acting on the rails, in
addition to the usual steam brakes on the wheels. The dome is placed on
the fire-box, and the regulator is within it, so as to ensure dry steam
when working on the incline. Wheels, 5ft. 3in. diameter. Cylinders,
17½in. by 26in. Weight, 44 tons 15 cwts.
[Illustration: A FAVOURITE LOCOMOTIVE OF THE ISLE OF WIGHT CENTRAL
RAILWAY]