Great Western “convertible” locomotives—The value of names
in locomotive practice—Water troughs on the G.W.R—Dean’s
7ft. 8in. singles—His “Armstrong” class—An extension
smoke-box on the G.W.R.; the “Devonshire” class—7ft.
“singles”—“2202” and “3225,” four-coupled G.W. engines—The
“Barrington”—Great Western passenger tanks—“Bull Dog”
design—“No. 36,” Great Western Railway —A six-wheel
coupled goods engine with a leading bogie —Ivatt’s
advent on the Great Northern, and his innovations
—“Domes” to the fore—New goods and tank engines —Rebuilt
“Stirlings”—Ivatt’s inside cylinder four-coupled bogie
engines—His chef d’œuvre “990”—A ten-wheel tank on the
G.N.R—“266,” the latest Great Northern engine—Possibilities
of the future—Great North of Scotland locomotives—Manson’s
designs—James Johnson’s tank and tender engines—Furness
engines, passenger and goods—The 1896 “express”
design—Pettigrew’s new goods engines—Highland Railway
engines—A Great Central Railway locomotive—Some Irish
locomotives—Belfast and Northern Counties Compounds—The
“Restrevor” class, G.N. (I.)—Great Southern and Western
standard passenger design—A locomotive for an Irish “light”
railway.
The broad-guage having been finally abandoned on the G.W.R. in May,
1892, it became necessary to re-arrange the locomotive power. Previous
to that date Mr. W. Dean, the G.W.R. Locomotive Superintendent, had
constructed at Swindon several six-wheeled express locomotives (Fig.
127), with “single” driving wheels, 7ft. 8in. in diameter, inside
cylinders 20in. in diameter, and a stroke of 24in., and weighing 44
tons 4 cwt., of which 13 tons 4 cwt. was on the leading axle.
This class of engine was designed to work the West of England expresses
between London and Newton Abbot, consequent upon the conversion of
the gauge, and the locomotives were therefore built upon strictly
narrow-gauge dimensions, but some few of them were worked on the West
of England expresses whilst the gauge was yet broad, and for this
purpose the wheels were fixed outside the framing. In this condition
they had a very curious and ungainly appearance, intensified by the
squat chimney, large dome, and bulged fire-box covering.
After the alteration of the gauge had been effected, and the wheels
of the engines of this class had been fixed in their normal position,
their appearance was considerably improved, but there still remained
about the locomotives a somewhat indescribable want of symmetry and
unison of outline. However, it was decided to substitute a bogie for
the pair of leading wheels, whilst the diameter of the cylinders was
reduced to 19 itches. These alterations, coupled with other minor
improvements, added to the admittedly good qualities of the engines as
locomotive machines, soon caused the class, thus improved, to gain a
high place in the estimation of both experts and the railway public.
The amount of bright brass about the engines and the names carried by
them—mostly those of famous broad-gauge engines, or popular broad and
narrow-gauge, Great Western Railway officials—have also added to the
prestige of the design. Let cynics say what they will, one feels more
interest for, say, the “Rover” than he can ever expect to for plain
“No. 999.”
The adoption of water troughs on the Great Western Railway, and the
addition of the “pick-up” apparatus to the tenders of these engines,
enables the Great Western Railway to perform many daily runs for length
and speed that, a few years back, would rightly have been considered
quite phenomenal. Happily, we improve with giant strides in matters
locomotive at the tail end of the 19th century.
[Illustration: Photo F. Moore
FIG. 127.—7FT. 8IN. “SINGLE” CONVERTIBLE ENGINE, GREAT WESTERN RAILWAY]
With the adoption of the normal gauge over the whole of the Great
Western Railway system, engines of this class are now used on the
expresses on all sections where the character of the gradients allows
such engines to be run with proper economy. Under these circumstances,
it is not surprising to learn that additional batches of engines of
Mr. Dean’s 7ft. 8in. “single” design (Fig. 128) are being added to the
Great Western Railway locomotive stock at not infrequent intervals.
At the present time, there are 71 of these engines at work, and nine
others under construction—probably a larger number of one class of
modern express locomotives than can be found elsewhere.
[Illustration: FIG. 128.—“EMPRESS OF INDIA,” A STANDARD GREAT WESTERN
7FT. 8IN. SINGLE EXPRESS LOCOMOTIVE]
The huge pipe for delivering the feed-water to the boilers of these
engines, formerly placed in a conspicuous position, has been removed,
an alteration that has added much to the beauty of outline of these
fine-looking locomotives.
Mr. Dean has constructed a class of four-coupled engines, with a
leading bogie, known as the “Armstrong” class. In its salient features,
the design is a modification of the 7ft. 8in. single class described
above, but naturally several of the dimensions are dissimilar in the
two classes. “Armstrong” is No. 7, “Gooch” (Fig. 129), No. 8, “Charles
Saunders,” No. 14, and “Brunel,” No. 16.
[Illustration: FIG. 129.—“GOOCH,” A 4-COUPLED EXPRESS ENGINE, GREAT
WESTERN RAILWAY]
Immediately subsequent to the change of gauge in May, 1892, a class of
tank engines, with wheels four-coupled in front and a trailing bogie,
was built for working the fast passenger traffic west of Newton Abbot.
The bogies of these engines were fitted with Mansel wheels—quite an
exceptional practice in locomotive building.
Mr. Dean has since designed another class of locomotive to work the
fast train traffic over the severe gradients and curves so common to
the Great Western Railway main line west of Newton Abbot.
[Illustration: FIG. 130.—“PENDENNIS CASTLE,” ONE OF THE GREAT WESTERN
“HILL CLIMBERS”]
These engines are popularly called the “Devonshire” or “Pendennis
Castle” class (Fig. 130), after the name given to the first engine
constructed on the plan. A prominent feature of the design is the
“extension” smoke-box—a feature copied from modern American practice.
Before constructing the “Pendennis Castle,” Mr. Dean had fitted another
engine—No. 426—with an extended smoke-box, and the result of the
trials made with this locomotive satisfied the Great Western Railway
locomotive superintendent as to the advantages of the arrangement.
The cylinders of this class are 18in. diameter, the stroke being 26in.
The coupled wheels (D. and T.) are 5ft. 7½in. diameter, that of the
(leading) bogie being 3ft. 7½in. The use of Mansel wheels has also
been adopted both for the bogies and the tenders of the locomotives of
this class. The frames are double, and are specially contracted at the
smoke-box end to allow sufficient play to the bogie wheels. Both inside
and outside bearings are provided for the driving axle. The boiler is
of steel, the heating surface being: Tubes, 1,285.58 sq. ft.; fire-box,
112.60 sq. ft.; steam pressure, 160lb.; grate area, 19 sq. ft.; weight
of engine, 46 tons, of which 15 tons 7 cwt. is on the driving axle, 17½
tons on the bogie, and 13 tons 3 cwt. on the trailing (coupled) axle.
The tender holds 2,000 gallons of water, and weighs, loaded, 24 tons.
Ten engines of this design were originally constructed at Swindon—viz.:—
3252 Duke of Cornwall.
3253 Pendennis Castle.
3254 Boscawen.
3255 Cornubia.
3256 Excalibur.
3257 Guinevere.
3258 King Arthur.
3259 Lizard.
3260 Merlin.
3261 Mount Edgcumbe.
These proved so satisfactory in performing the peculiar duties required
from passenger engines on the West of England main line of the Great
Western Railway that a second batch of twenty was put in hand. These
commenced running in the early months of 1898. They are named and
numbered as follows:—
3262 Powderham. 3277 Earl of Devon.
3263 Sir Lancelot. 3278 Eddystone.
3264 St. Anthony. 3279 Exmoor.
3265 St. Germans. 3280 Falmouth.
3266 St. Ives. 3281 Fowey.
3267 St. Michael. 3282 Maristowe.
3268 Tamar. 3283 Mounts Bay.
3269 Tintagel. 3284 Newquay.
3270 Trevithick. 3285 St. Erth.
3271 Tre Pol and Pen. 3286 St. Just.
3272 Amyas. 3287 St. Agnes.
3273 Armorel. 3288 Tresco.
3274 Cornishman. 3289 Trefusis.
3275 Chough. 3290 Torbay.
3276 Dartmoor. 3291 Tregenna.
Several of these engines have the tenders fitted with the water pick-up
apparatus.
The names, it will be observed, should specially please the patrons of
the Great Western Railway residing in Devon and Cornwall, and help to
palliate the keen regret with which the abolition of the broad-gauge
was felt in those counties.
Among types of Great Western locomotives, one may be mentioned—the 7ft.
“singles” (Fig. 131), largely used for hauling the express trains on
the Birmingham and Northern lines. The cylinders are 18in. diameter,
the stroke being 24in. Heating surface, 1,250.31 square feet.
[Illustration: FIG. 131.—SINGLE EXPRESS ENGINE, 6-WHEEL TYPE, GREAT
WESTERN RAILWAY]
Many of the passenger trains on the Gloucester and Weymouth sections
are worked by the 6ft. 6in. four-coupled engines, illustrated by engine
2,202 (Fig. 132). The leading dimensions of this class are: Cylinders,
17in. diameter; stroke, 24in.; heating surface, 1,363.5 sq. ft. Weight
of engine and tender, in working order, 59 tons 8 cwt.
[Illustration: FIG. 132.—6FT. 6IN. 4-COUPLED PASSENGER LOCOMOTIVE,
GREAT WESTERN RAILWAY]
North of Wolverhampton, for working the West to North expresses, and
for other fast trains in the North Western district of the G.W.R., the
engines represented by 3,225 (Fig. 133) are largely used. This class
has cylinders 18in. by 24in. stroke; leading wheels 4ft. diameter,
and coupled, driving, and trailing wheels, 6ft. diameter. The heating
surface totals to 1,468.82 sq. ft.; and the weight of engine and
tender, including the load of 4 tons of coal and 3,000 gallons of
water, amounts to 74½ tons.
[Illustration: FIG. 133.—6FT. 4-COUPLED PASSENGER ENGINE, GREAT WESTERN
RAILWAY]
[Illustration: FIG. 134.—“BARRINGTON,” NEW TYPE OF 4-COUPLED ENGINE,
GREAT WESTERN RAILWAY]
“Barrington” (Fig. 134) is one of Mr. Dean’s latest type of express
passenger engine. These powerful locomotives are somewhat of the
“Devonshire” type, having an extended smoke-box, whilst the “Belpaire”
fire-box is also introduced. In the framing, it will be noticed,
early G.W. practice is reverted to. The cylinders are 18in. by 26in.
stroke. The bogie wheels are 4ft., and the coupled wheels 6ft. 8in. in
diameter. The engine weighs 51 tons 13 cwt.; the tender, with the same
amount of water and coal as “3,225” class, 32½ tons.
A good deal of the G.W. passenger trains are hauled by smart little
six-wheel (four-coupled) tank engines, which are specially noted for
getting away quickly, and immediately attained high speeds. “No. 576”
(Fig. 135) represents a coupled in front engine of this description,
but the more generally known Great Western Railway passenger tank
engines have the driving and trailing wheels coupled; these are 5ft.
diameter, the cylinders being 16in. diameter by 24ft. stroke.
[Illustration: FIG. 135.—4-COUPLED IN FRONT PASSENGER TANK ENGINE,
G.W.R.]
Mr. Dean’s latest creation for the Great Western Railway is named “Bull
Dog,” No. 3,312, and the design will be known as the “Bull Dog” class.
Except that the bogie wheels have spokes, the wheels, framing, and
motion are similar to the “Devonshire” class (Fig. 130). The boiler
is of gigantic proportions; the fire-box is of the Belpaire type, and
projects over the top and sides of the boiler barrel. The smoke-box
is extended, and steaming reversing gear is employed, whilst another
improvement, Davies and Metcalfe’s patent exhaust steam injector, is
fitted to the engine, and is being extensively adopted on Great Western
Railway locomotives. The name-plates are on the sides of the fire-box;
the clack valves are below the boiler barrel, behind the smoke-box. The
cab of the “Bull Dog” extends to the edge of the foot-plate, with a
door in the front on the fireman’s side.
Before closing these remarks on modern Great Western Railway
locomotives, some description of No. 36 is necessary. Here again we
have an adaptation of American practice—a six-wheels-coupled engine,
with a leading bogie, and an extension, smoke-box. The cylinders are
inside, 20in. diameter by 24in. stroke, with the steam chests below
them. The driving wheels are 4ft. 6in. diameter, the bogie wheels only
2ft. 8in. diameter. All the wheels have outside bearings, and the
driving wheels have inside bearings in addition. The boiler contains
150 “Serve” tubes of 2½in. diameter. The total heating surface is 2,385
sq. ft.; steam pressure, 165lb.; grate area, 35 sq. ft. The weight is
as follows: On bogie, 12 tons 6 cwt.; leading coupled wheels, 15 tons
12 cwt.; driving wheels, 16 tons 11 cwt.; and trailing wheels, 15 tons
1 cwt. Total weight of engine, 59½ tons; of tender, 32 tons; together,
91½ tons. The tender is fitted with a water pick-up apparatus. This
locomotive has been employed in hauling goods trains for many months
past, and it is stated to have hauled a train weighing 450 tons through
the Severn Tunnel—despite the severe gradients and length—in ten
minutes, although for such a load two goods engines of the usual Great
Western design would be required, and they would take 18 minutes to
perform the trip.
Consequent upon the death of the late Mr. Patrick Stirling—one of the
best locomotive superintendents of his time—the directors of the Great
Northern Railway appointed Mr. H. A. Ivatt to the supreme command at
Doncaster. Mr. Ivatt received his early training in the science of
locomotive construction at Crewe, and left the Great Southern and
Western Railway (Ireland), where he was locomotive superintendent, to
succeed Mr. P. Stirling on the Great Northern Railway.
Mr. Ivatt, having decided opinions of his own relative to locomotive
design, soon set to work to introduce his ideas on the Great Northern
system; so that after many years—more than two decades—of domeless
locomotives, Doncaster awoke one morning to find a Stirling 8ft.
“single” fitted with a steam dome encased in a green-painted cover.
It was certainly a great surprise—the colour especially, for many had
hoped to see bright brass—but those interested survived the shock, and
waited to see some engines of Mr. Ivatt’s design on the Great Northern
Railway.
Several engines, with pronounced Ivatt features, were soon running,
but the main designs of all of them are cast after distinctly Stirling
models, as they were already under construction at the time of Mr.
Ivatt’s appointment.
In the 1070 class (four-coupled, six-wheeled engines) we find that the
dome and cab, amongst external signs, are the work of the new chief
at Doncaster; whilst those of the 1073 design have his leading bogie,
splasher over the coupled-wheels, dome, and cab.
[Illustration: FIG. 136.—“No. 1312,” ONE OF MR. IVATT’S (1073) SMALLER
CLASS OF 4-COUPLED BOGIE ENGINES FOR THE GREAT NORTHERN RAILWAY]
Coming to “No. 34,” a rebuilt 8ft. “single,” Mr. Ivatt is responsible
for the dome, cab, and safety valve casing, whilst in the 1206,
six-coupled saddle tanks, we again find the dome and new pattern valve
casing.
Readers will notice that we have only referred to the apparent details
that are attributed to Mr. Ivatt, but, by reference to the appended
tables of dimensions, they will find that several alterations that
do not so readily meet with notice have been made in other matters
connected with the Great Northern locomotives.
6FT. 6IN. FOUR-WHEELS COUPLED ENGINE, No. 1070.
CYLINDERS.
Diameter 17½in.
Stroke 26 in.
WHEELS.
Driving 6ft. 6in. diameter.
Trailing 6ft. 6in. diameter.
Leading 4ft. 0in. diameter.
WHEEL CENTRES.
From centre of trailing to centre of driving wheels 8ft. 3in.
From centre of driving to centre of leading wheels 9ft. 8in.
Total wheel base 17ft. 11in.
BOILER.
Length of barrel 10ft. 1in.
Diameter of barrel 4ft. 5in.
Length of fire-box casing 5ft. 6in.
HEATING SURFACE.
Tubes 1,020.7sq. ft.
Fire-box 103.1sq. ft.
Total 1,123.8sq. ft.
Grate area 17.8sq. ft.
Tubes 215—1¾in. diameter outside.
6FT. 6IN. FOUR-WHEELS COUPLED BOGIE ENGINE, No. 1073. (Illustrated by
FIG. 136.)
CYLINDERS.
Diameter 17½in.
Stroke 26in.
WHEELS.
Driving 6ft. 6in. diameter.
Trailing 6ft. 6in. diameter.
Bogie 3ft. 6in. diameter.
WHEEL CENTRES.
From centre of trailing to centre of driving wheels 8ft. 3in.
From centre of driving to centre of bogie pin 9ft. 9in.
Centres of bogie wheels 6ft. 3in.
Total wheel base 21ft. 3in.
BOILER.
Length of barrel 10ft. 1in.
Diameter of barrel 4ft. 5in.
Length of fire-box casing 5ft. 6in.
HEATING SURFACE.
Tubes 1,020.7sq. ft.
Fire-box 103.1sq. ft.
Total 1,123.8sq. ft.
Grate area 17.8sq. ft.
Tubes 215—1¾in. diameter outside.
[Illustration: FIG. 137.—THE LATEST TYPE OF 6FT. 6IN. COUPLED ENGINE,
GREAT NORTHERN RAILWAY]
Fig. 137 represents the larger and later type (just out) of the 6ft.
6in. four-coupled engine, with a leading bogie, on the Great Northern
Railway. In these engines the boiler diameter has been augmented by
3in., so that it bulges out over the splashers; the heating surface is
increased to 1,250 sq. ft., while the fire-box is greatly enlarged,
having 120 sq ft. This enlargement of the fire-box has involved a
lengthening of the side-rods and coupled-wheel base by 9in. The
fire-grate area is 20.8in., instead of 17.8in., in the smaller engines.
The chimney, which is much shorter owing to the height of the boiler,
is built up in three pieces.
8FT. SINGLE PASSENGER ENGINE No. 34.
CYLINDERS.
Diameter 18in.
Stroke 28in.
WHEELS.
Driving 8ft. 0in. diameter.
Trailing 4ft. 6in. diameter.
Bogie 3ft. 10in. diameter.
WHEEL CENTRES.
From centre of trailing wheel to centre of driving 9ft. 0in.
From centre of driving wheel to centre of bogie pin 10ft. 9in.
Centres of bogie wheels 6ft. 6in.
Total wheel base 23ft. 3in.
BOILER.
Length of barrel 11ft. 2in.
Diameter of barrel 4ft. 2in.
Length of fire-box casing next to barrel 6ft. 9in.
Length of fire-box casing at bottom 7ft. 2in.
HEATING SURFACE.
Tubes 980sq. ft.
Fire-box 114.2sq. ft.
Total 1,094.2sq. ft.
Grate area 23.6sq. ft.
Tubes 184—1¾in. diameter outside.
4FT. 6IN. SIX-WHEELS COUPLED SADDLE TANK ENGINE, No. 1206.
CYLINDERS.
Diameter 18in.
Stroke 26in.
WHEELS.
Driving 4ft. 6in. diameter.
Trailing 4ft. 6in. diameter.
Leading 4ft. 6in. diameter.
WHEEL CENTRES.
From centre of trailing to centre of driving wheels 8ft. 3in.
From centre of driving to centre of leading wheels 7ft. 3in.
Total wheel base 15ft. 6in.
BOILER.
Length of barrel 10ft. 6in.
Diameter of barrel 4ft. 5in.
Length of casing 5ft. 6in.
HEATING SURFACE.
Tubes 1,061.13sq. ft.
Fire-box 103.1sq. ft.
Total 1,164.23sq. ft.
Grate area 17.0 sq. ft.
Tubes 215—1¾in. diameter outside.
Mr. Ivatt’s express passenger engine No. 990 (illustrated as a
frontispiece to this volume) is quite a new departure in British
locomotive practice, having a leading bogie, four-coupled wheels
in front of the fire-box, and a pair of trailing wheels under the
foot-plate. The dimensions are:—
CYLINDERS.
Diameter 19in.
Stroke 24in.
WHEELS.
Trailing 3ft. 6in.
Coupled 6ft. 6in.
Bogie 3ft. 6in.
WHEEL CENTRES.
From centre of trailing to centre of driving wheels 8ft. 0in.
Centres of coupled wheels 6ft. 10in.
Centre of leading coupled to centre of trailing
bogie wheel 5ft. 3in.
Centres of bogie wheels 6ft. 3in.
---------
Total wheel base 26ft. 4in.
BOILER.
Length of barrel between tube-plates 13ft. 0in.
Diameter of barrel 4ft. 8in.
Length outside fire-box casing 8ft. 0in.
HEATING SURFACE.
Tubes 1,302sq. ft.
Fire-box 140sq. ft.
------------
Total 1,442sq. ft.
Grate Area 26.7sq. ft.
Tubes 191—2in. external diameter.
Mr. Ivatt has also designed a new class of 10-wheel tank engines for
the G.N.R., the leading dimensions being—
CYLINDERS.
Diameter 17½in.
Stroke 26in.
WHEELS.
Coupled 5ft. 6in.
Trailing 3ft. 6in.
Bogie 3ft. 6in.
WHEEL CENTRES.
From centre of trailing to centre of back-coupled 6ft. 0in.
From centre of back-coupled to centre of driving 8ft. 3in.
From centre of driving to centre of trailing bogie 6ft. 9in.
Centres of bogie wheels 6ft. 3in.
---------
Total wheel base 27ft. 3in.
BOILER.
Length of barrel 10ft. 1in.
Diameter of barrel 4ft. 5in.
Length of fire-box casing 5ft. 6in.
HEATING SURFACE.
Tubes 1,020.7sq. ft.
Fire-box 103sq. ft.
--------------
Total 1,123.7sq. ft.
Grate Area 17.8sq. ft.
Tubes 215—1¾in. external diameter.
[Illustration: FIG. 138.—LATEST TYPE OF GREAT NORTHERN RAILWAY EXPRESS
LOCOMOTIVE; 7FT. 6IN. “SINGLE,” WITH INSIDE CYLINDERS AND A LEADING
BOGIE]
There now remains to be described Mr. Ivatt’s newest engine, a 7ft.
6in. single-wheeler with leading bogie, a large boiler, 11ft. 4in.
long and 4ft. 5in. diameter, giving 1,268 sq. ft. of heating surface,
175lb. steam pressure, and a fire-box 7ft. long. The boiler centre
stands 8ft. 3in. above the level of the rails. The cylinders are 18in.
diameter by 26in. stroke. The grate area is 23 sq. ft. As this engine
is only just out of the Doncaster shops none of her performances have
as yet been recorded, but if she prove as good as she looks the Great
Northern Railway will have a valuable addition to its already numerous
“single” locomotives.
And now, perhaps, may be ventured an opinion on Mr. Ivatt’s innovations
in Great Northern locomotive practice. In the first place, from an
aesthetic point, there can be no two opinions that a dome greatly
improves the appearance of a locomotive, but one of bright brass is
infinitely superior to one covered with green paint. “To win the
eye is to win all,” and plenty of bright brass about a locomotive
is certainly an attraction; a large amount of the popularity of the
Great Western engines is due to the fine display of brass. The same
reason that causes us to prefer a brass dome makes us sorry to see
the Stirling brass casing of the safety valve give place to Mr.
Ivatt’s design. Green paint undoubtedly is a good thing, but then you
can have “too much of a good thing.” Again, a curved splasher for
coupled wheels, following the outlines of both wheels, looks much
neater than the design used with Class 1073. The bogie is decidedly
an improvement; so is an extended cab, but graceful outlines might be
used in connection with the latter. Mr. Ivatt has certainly introduced
some decided improvements into the composition of the Great Northern
Railway locomotives, but the _tout ensemble_ might be more pleasing;
a few alterations in matters of detail would give observers a more
appreciative opinion of modern Great Northern Railway engines.
Now water troughs are so much in fashion, it should not be difficult to
find suitable locations for them on the Great Northern system, and with
a double-bogie tank engine, with, outside cylinders, a 9ft. or larger
driving wheel, York ought to be reached in less than three hours from
King’s Cross, and without an intermediate stop. Will the 19th century
see such an achievement? We hope so, but fear to prophesy; its sands
are almost run.
The Manson engines of the Great North of Scotland Railway deserve
notice. As long ago as 1878 and 1879 it was decided to place heavier
and more powerful engines on that railway. The engines weighed 41
tons 5 cwt. each, and the tender 28 tons 5 cwt. in working order. The
working pressure was 150lb. per square inch.
In 1884 Mr. Manson, who succeeded Mr. Cowan, got some six-wheel coupled
inside cylinder tank engines from Kitson and Co., of Leeds. The
following are the principal dimensions, viz.:—
Cylinders 16in. by 24in.
Coupled wheels 4ft. 6in. diameter.
Wheel base 13ft. 8in.
Tubes 140—1¾in. external diameter.
Heating surface—Tubes 690sq. ft.
Heating surface—Fire-box 66sq. ft.
----------
Total 756sq. ft.
Working steam pressure 140lb. per sq. in.
Weight in working order 37 tons 7 cwts.
In the same year Messrs. Kitson and Co. also supplied some four coupled
passenger engines, with leading bogie and a six-wheeled tender.
The cylinders are “inside,” and the bogie is Kitson’s swing link type,
which this Company has used since 1884. These engines were delivered
with a brick arch in the fire-box, but this was afterwards taken out
and air-tubes put into the front and rear of the fire-box, so as to
consume the smoke. The principal dimensions are:—
Cylinders 17½in. by 26in.
Coupled wheels 6ft. 0in. diameter.
Bogie wheels 3ft. 0in. diameter.
Tender wheels (6), 3ft. 9in. diameter.
Wheel base of engine 20ft. 8in.
Wheel base of tender 11ft. 0in.
Total wheel base of engine and tender 40ft. 3⅝in.
Tubes 189—1¾in. external diameter.
Heating surface—Tubes 946sq. ft.
Heating surface—Fire-box 90sq. ft.
-----------
Total 1,036sq. ft.
Tank capacity 2,000 gallons.
Working steam pressure 140lb. per sq. in.
Weight in working order—Engine 37 tons 2 cwts.
” ” ” Tender 29 tons 0 cwts.
---------------
Total 66 tons 2 cwts.
In 1888 Mr. Manson brought out his engine with inside cylinders,
having the valves placed on the top, which were of the balanced type
introduced by Mr. Cowan. The valves were driven by the ordinary
Stephenson link motion working on a rocking-shaft. In other respects
the engine very much resembled those just described, except that the
engine and tender were coupled by a central bar and one solid central
rolling block in place of side spring buffers.
The cylinders were 18in. by 26in.
and the coupled wheels 6ft. 0½in. diameter.
The engine weighed 41 tons 9 cwts.
The tender weighed 29 tons 0 cwts.
In working order.
They were built by Messrs. Kitson and Co.
In 1890 Mr. Manson increased the capacity of the tender to 3,000
gallons, and in doing this introduced a bogie tender. The tender was
carried on eight wheels 3ft. 9½in. diameter. The four trailing wheels
were fixed, and the four leading carried a bogie similar to that on the
engine.
[Illustration: FIG. 139.—“No. 100,” ONE OF THE “T” CLASS, 4-COUPLED
PASSENGER ENGINES, GREAT NORTH OF SCOTLAND RAILWAY]
The wheel base of the tender was 16ft. 6in., and the weight in working
order 38 tons. The engine for these tenders was the same as that just
described. These were built by Stephenson and Co.
In 1893 Mr. James Johnson, who succeeded Mr. Manson, designed some
heavy bogie tank engines. They were four-wheels-coupled in front, with
trailing four-wheeled bogie. The valves were of the ordinary type,
placed between the cylinders, which were “inside.”
These engines were fitted with the brick arch, and since that time all
the Company’s engines have had the air-tubes removed, and brick arches
fitted.
The following are the principal dimensions:—
Cylinders 17½in. by 26in.
Coupled wheels 5ft. 0in. diameter.
Bogie wheels 3ft. 0½in. diameter.
Fixed wheel base 7ft. 6in.
Bogie wheel base 5ft. 6in.
Total wheel base 22ft. 0in.
Tubes 220—1¾in. external diameter.
Heating surface—Tubes 1,093.5sq. ft.
” ” Fire-box 113.5sq. ft.
--------------
Total 1,207.0sq. ft.
Grate area 18sq. ft.
Working steam pressure 165lb. per sq. in.
Tank capacity 1,200 gallons.
Bunker capacity 2 tons coal.
Weight in working order 53 tons 15 cwts.
Built by Neilson.
In the same year Mr. Johnson designed some inside cylinder passenger
engines (Fig. 139), which had the same size of boiler as the bogie tank
engines.
They had a four-wheeled bogie in front, and four-coupled driving
wheels. The tender was on six wheels, and carried the same amount of
water as the bogie tenders previously described. Spring buffers are
used between engine and tender. The principal dimensions are:—
Cylinders 18in. by 26in.
Coupled wheels 6ft. 1in. diameter.
Bogie wheels 3ft. 9½in. diameter.
Tender wheels 6—4ft. 1in. diameter.
Wheel base of engine 21ft. 9½in.
Wheel base of tender 13ft. 0in.
Total wheel base of engine and tender 43ft. 4½in.
Working pressure 165 lb. per sq. in.
Weight in working order—Engine 43 tons 18 cwts.
” ” ” Tender 35 tons 0 cwts.
----------------
Total 78 tons 18 cwts.
Built by Neilson and Co.
This is the present standard type of passenger engines on the Great
North of Scotland Railway.
In addition to the engines of the Furness Railway, previously
described, others deserve recognition, and it should be placed on
record that the red-brown colour distinguishing the locomotives of
this line has been the standard colour for a number of years. Some
sixteen years or so back, the Midland Railway discarded green as the
distinguishing colour for its engines, and adopted the red-brown shade
of the Furness Railway. Some people have imagined that the Furness
Railway locomotives are painted in imitation of the Midland, but the
facts show the opposite to be the case.
In 1870 a type of four-wheels-coupled passenger engines were introduced
on the Furness Railway. The leading dimensions of these were:—
Diameter of cylinders 1ft. 4in.
Stroke 1ft. 8in.
Diameter of coupled wheels 6ft. 7½in.
Diameter of leading wheels 3ft. 8in.
CENTRE TO CENTRE OF WHEELS.
Leading to driving 6ft. 6in.
Driving to trailing 7ft. 9in.
Total wheel base 14ft. 3in.
Diameter of boiler (mean) 3ft. 11in.
Length of barrel 10ft. 0in.
Length of fire-box (shell) 4ft. 4in.
Number of tubes 157—2in. external diameter.
HEATING SURFACE.
Tubes 839.5sq. ft.
Fire-box 77.0sq. ft.
------------
Total 916.5sq. ft.
TENDER (Four Wheels).
Grate area 11.5sq. ft.
Diameter of wheels 3ft. 8in.
Wheel base 9ft. 6in.
Capacity of tank 1,200 gallons.
Capacity coal 3 tons.
Total wheel base, engine and tender 12ft. 0in.
WEIGHTS IN WORKING ORDER.
T. C. Q.
Leading 8 10 0
Driving 11 10 0
Trailing 10 5 0
----------
Total 30 5 0
Total weight of tender 17 5 0
Working pressure in lbs. per sq. in. 120.
At this period the standard goods engines of the Furness Railway were
six-wheels-coupled, of the following dimensions:—
Diameter of cylinders 1ft. 4in.
Stroke 2ft. 0in.
Diameter of coupled wheels 4ft. 7½in.
CENTRE TO CENTRE OF WHEELS.
Leading to driving 6ft. 9in.
Driving to trailing 8ft. 0in.
Total wheel base 14ft. 9in.
Diameter of boiler (mean) 3ft. 11in.
Length of barrel 10ft. 4in.
Length of fire-box (shell) 4ft. 11½in.
Number of tubes 156—2in. external diameter.
HEATING SURFACE.
Tubes 871.27sq. ft.
Fire-box 88.08sq. ft.
-------------
Total 959.35sq. ft.
TENDER (Four Wheels).
Grate area 13.8sq. ft.
Diameter of wheels 3ft. 8in.
Wheel base 9ft. 6in.
Capacity of tank 1,600 gallons.
Capacity coal 3 tons.
Total wheel base, engine and tender 32ft. 7in.
WEIGHTS IN WORKING ORDER.
T. C. Q.
Leading 10 11 0
Driving 11 10 0
Trailing 8 18 0
---------
Total 30 19 0
Total weight of tender 19 10 0
Working pressure in lbs. per sq. in. 120.
The modern main line Furness Railway passenger engines have four wheels
coupled of 6ft. diameter, with a leading bogie, the wheels of which are
3ft. 6in. diameter. The cylinders are inside 18in. diameter, with a
24in. stroke. The other dimensions are:—
CENTRE TO CENTRE OF WHEELS.
Centre of bogie to centre of driving axle 9ft. 6½in.
Centre of driving to trailing 8ft. 6in.
Centres of bogie wheels 5ft. 9in.
Total wheel base 20ft. 11in.
Diameter of boiler (mean) 4ft. 3in.
Length of barrel 10ft. 3in.
Length of fire-box (shell) 5ft. 9in.
Number of tubes 230—1¾in. external diameter.
HEATING SURFACE.
Tubes 1,109.0sq. ft.
Fire-box 99.5sq. ft.
--------------
Total 1,208.5sq. ft.
TENDER (6 wheels).
Grate area 17sq. ft.
Diameter of barrel 3ft. 10in.
Wheel base 12ft. 0in.
Capacity of tank 2,500 gallons.
Capacity coal 4½ tons.
Total wheel base, engine and tender 42ft. 1in.
WEIGHTS IN WORKING ORDER.
T. C. Q.
Leading bogie 13 12 0
Driving 14 10 0
Trailing 13 4 0
---------
Total 41 6 0
Total weight of tender 28 5 0
Working pressure in lbs. per sq. in. 150.
This express class of passenger engines was introduced in 1896.
[Illustration: FIG. 140.—PETTIGREW’S NEW GOODS ENGINE FOR THE FURNESS
RAILWAY]
When Mr. W. Pettigrew, M. Inst.C.E., who was, during the latter years
of Mr. Adams’ _régime_, practically the chief at Nine Elms Locomotive
Works, was appointed locomotive superintendent at Barrow, to succeed
Mr. Mason, he got out designs for a new and powerful class of goods
engines, which are now being delivered to the Furness Railway. Fig. 140
represents one of these engines, the leading dimensions of which are:—
Diameter of cylinders 18in.
Stroke 26in.
Diameter of coupled wheels 4ft. 8in.
Wheel base of engine 5ft. 6in.
Diameter of boiler (inside) 4ft. 4in.
Length of barrel 10ft. 6in.
Length of fire-box (outside) 6ft. 9in.
The boiler contains 208 tubes, 1¾in. external diameter.
HEATING SURFACE.
Tubes 1,029sq. ft.
Fire-box 105sq. ft.
----------
Total 1,134sq. ft.
Grate surface 20.5sq. ft.
Weight of engine in working order (about) 38½ tons.
Working pressure 150lbs. per sq. in.
TENDER.
Diameter of wheels 3ft. 10in.
Wheel box 12ft.
Weight in working order (about) 28¼ tons.
Capacity of tanks 2,500 gallons.
Coal 4 tons.
Total wheel base of engine and tender 37ft. 11in
Total weight in working order (about) 66¾ tons.
Fig. 141 represents one of the Highland Railway’s 10-wheel main line
engines, with outside cylinders. The six-coupled wheels make this
design to be well adapted for the heavy traffic of the system, whilst
the leading bogie gives sufficient facility for easily negotiating the
curves of the Highland Railway.
The first newest class of express engines, designed by Mr. P. Drummond,
is just delivered, and is very similar to those designed for the
Highland Railway by Mr. D. Jones, the late locomotive superintendent,
except that the new class has inside cylinders, whilst those built two
years ago had outside cylinders. The dimensions of No. 1, “Ben-y-Gloe,”
just delivered, are: cylinders, 18¼in. by 26in. The coupled wheels 6ft.
and the leading bogie wheels 3ft. 6in. diameter. Heating surface, 1,175
sq. ft. Steam pressure, 175lb. per sq. in. Weight, in working order:
engine, 46 tons; tender, 37½ tons.
Mr. H. Pollitt’s design of locomotive for working the express traffic
over the London extension of the Great Central Railway has four-coupled
wheels 7ft. diameter; cylinders, 18½in. by 26in., with piston valves;
a Belpaire fire-box, and steam-pressure 170lbs. per sq. in. The tender
holds 4,000 gallons of water and 5 tons of coal.
[Illustration: FIG. 141.—SIX-WHEELS-COUPLED BOGIE ENGINE, WITH OUTSIDE
CYLINDERS, HIGHLAND RAILWAY]
Before closing this account of locomotive evolution, some few details
of modern Irish locomotives will be of interest.
Fig. 142 represents a four-coupled passenger engine of the Belfast and
Northern Counties Railway. This engine is of the compound type, and is
fired by petroleum on Holden’s system.
[Illustration: FIG. 142.—LIQUID FUEL ENGINE, BELFAST AND NORTHERN
COUNTIES RAILWAY]
“Jubilee” (Fig. 143) is also a compound express passenger engine of the
same railway. Both these engines were designed by Mr. B. Malcolm, the
Company’s locomotive superintendent. The modern passenger engines on
the Great Northern Railway (Ireland) are of the four-coupled type, with
a leading bogie, and are known as the “Rostrevor” class. The leading
dimensions are as follows:—
CYLINDERS.
Diameter of piston 18½in.
Stroke of piston 24in.
Centre to centre 2ft. 7in.
Steam ports 14½in. by 1½in.
Exhaust ports 14½in. by 3¼in.
Outside tap 1 in.
Lead ⅛in.
Maximum travel 3¾in.
WHEELS.
Diameter of bogie wheels 3ft. 1½in.
Diameter of driving wheels 6ft. 7in.
Diameter of trailing wheels 6ft. 7in.
Bogie wheel base 5ft. 3in.
From bogie wheel centre to trailing 17ft. 9in.
Total wheel base 20ft. 4½in.
HEATING SURFACE.
In fire-box 109sq. ft.
Tubes 1,013sq. ft.
Total 1,122sq. ft.
Grate area 18½sq. ft.
Working pressure per sq. in. 160lb.
WEIGHT. In working order.
T. C. Q.
Bogie 13 5 0
Driving axle 14 15 0
Trailing 14 0 0
----------
Total 42 0 0
[Illustration: FIG. 143.—“JUBILEE,” 4-WHEELS COUPLED COMPOUND
LOCOMOTIVE, BELFAST AND NORTHERN COUNTIES RAILWAY]
Fig. 144 represents one of the engines of the Great Northern (Ireland)
Railway, as decorated to haul the Duke of York’s train during his
recent visit to Ireland.
[Illustration: FIG 144.—“No. 73,” STANDARD PASSENGER ENGINE, GREAT
NORTHERN RAILWAY (IRELAND)]
[Illustration: FIG. 145.—FOUR-COUPLED BOGIE EXPRESS ENGINE, GREAT
SOUTHERN AND WESTERN RAILWAY]
Fig. 145 is from a photograph of one of the standard passenger engines
of the Great Southern and Western Railway. This engine was designed
by Mr. R. Coey, the Company’s locomotive superintendent. The coupled
wheels are 6ft. 6in. diameter, the cylinders being 18in. diameter, with
a stroke of 24in.
Our last illustration (Fig. 146) is produced from a photograph of
“Peake,” one of the “light” engines of the Cork and Muskerry Light
Railway. Engines of this type are specially designed for working on
“light” railways.
[Illustration: FIG. 146.—“PEAKE,” A LOCOMOTIVE OF THE CORK AND MUSKERRY
LIGHT RAILWAY]
[Illustration: THE END.]
INDEX.
[_N.B.—The letters B.G. denote a Broad-Gauge locomotive._]
A
Adams, Bridges, combination engines and carriages, 130, 133
Adams, Bridges, radial axle-boxes, 209
Adams, Bridges, system of intermediate driving shafts, 133
Adams, Bridges, spring tyres, 211
Adams, W., engines for the N.L. Ry., 226
Adams, W., engines for the L. & S.W. Ry., 272
“Æolus,” B.G., 71
“Agenoria,” 27
“Agilis,” with double flanged wheels, 86
“Ajax,” B.G., 73, 75
“Albion” on the “Cambrian system”, 125
Allan claims to have introduced “back-coupled” engines, 97;
link motion, 97
American engines for the Birmingham & Gloucester Railway, 87
“Apollo,” B.G., 72
“Areo-steam” engines, 234
“Ariel,” B.G., 75
“Armstrong” class, G.W.R., 297
Aspinall, J. A. F., locomotives for the Lancashire &
Yorkshire Railway, 280
Aston, W., engines for the Cambrian Railways, 264
“Atlas,” B.G., 75
“Atlas,” M. & S.R., 110
B
“Bacchus,” B.G., 72
Back-coupled engines by Allan, 97
Balanced locomotives, 84
Beattie’s engines, 162, 169
(coal-burning), 185, 194, 203, 207, 226, 231, 240
Belfast & Northern Counties Railway engines, 316
Beyer’s single iron plate frames, 97
Beyer’s “Atlas,” for the M. & S.R., 110
Billinton, R. J., engines for L.B. & S.C.R., 260
Birmingham & Gloucester Ry., American engines on, 87
Birmingham & Gloucester Ry., McConnell’s engine for, 102
“Black Prince,” L. & N.W.R., 247
Blackett, Hedley, and Hackworth construct an engine, 10
Blenkinsopp’s, J., engine, 5
“Blucher”, 14
“Boat engines,” B.G., 73
Bodmer’s reciprocating engines, 100
Bogie tenders, 241, 277, 310
Bogie engines (early), 56, 173
Braithwaite & Ericsson’s “Novelty”, 30
Braithwaite & Ericsson’s “William the IV.” and “Queen Adelaide”, 46
Bristol & Exeter Ry. locomotives, B.G., 173
Broad-gauge engines (see G.W. & Bristol & Exeter Railways)
“Brougham,” S. & D.R., 206
Brunel, I. K., and broad-guage locomotives, 67, 75;
Vale of Neath Ry., 39
(See also Great Western Railway engines)
Brunton’s “leg-propelled” engine, 7
“Bull Dog,” G.W.R., 302
Burnett’s tanks for the M. & S.J.W.R., 233
Bury, Edward, inventor of the inside cylinder locomotive, 40
Bury, his first “Liverpool”, 40
Bury, Authentic list of his first engines, 43
Bury, Contractor to the London & Birmingham Ry., 82
Bury, Engines on the Furness Ry., 123, 179
Bury, Extract from the Minute books of the L. & M.R.
relating to the “Liverpool”, 42
Bury, “Liver,” for the L. & M.R., 52
Bury, “Meteor,” N. & C.R., 62
C
Cambrian locomotive system, 125
Caledonian Ry.:—Engine “No. 15,” 152;
8ft. 2in. “single,” 207;
modern, 285 to 292
“Caledonian,” L. & M.R., 54
Canterbury & Whitstable Railway, 44
Cambrian Railways engines, 209, 264
“Canute,” an early coal-burning engine, 186
Chapman’s chain locomotive, 6
“Charles Dickens,” L. & N.W.R., 239
Clark’s smoke-consuming engines, 191
Coal-burning locomotives, 64;
Chanter’s system, 84;
Dewrance’s, 102;
London & North Western, 167;
Beattie, 185;
Yorston, 188;
Cudworth, 189;
Yarrow, 190;
Clark, 191;
Wilson, 191;
Lee and Jacques, 192;
Sinclair, 192;
Douglas or Frodsham, 192
Coey, R., engines for the G.S. & W.R., 319
Cork & Muskerry Light Railway, 319
Combined engines and carriages, 130, 136, 224
“Comet,” Newcastle & Carlisle Railway, 60
Compound locomotives, 169, 242, 249, 316
Compressed air locomotive, 169
“Cornwall,” 119
Cork & Bandon Ry., Adams’ light engines on, 140
“Caithness,” L. & N.W.R., 205
Cowan, W., goods engine, 225
Cowlairs incline, 98;
rope traction on, 100
Crampton, T. R., locomotives, 75;
on the 10ft.-wheel. B.G., 112, 145, 159, 203
Crewe Works erected, 97
Cudworth, I., coal-burning engines, 189
Cudworth, coal-burning engines, 189
“Cycloped” horse locomotive, 38
Cylinder valves, fitted to Roberts’s “Experiment”, 57
D
Davis & Metcalfe’s exhaust steam injector, 302
Dean, W., locomotives for the Great Western Ry., 294
“Devonshire” class, G.W.R., 297
Disc wheels, 74, 75
Dodd’s engines for the Monkland and Kirkintilloch Ry., 50
Douglas, coal-burning engine, 192
Drummond, D., engines for the L. & S.W.R., 276
Drummond, D., engines for the Caledonian Ry., 288
“Dunalastair,” Cal. Ry., 285
Dundee & Newtyle Ry. engines, 57
“Duplex,” a two-boiler engine, 158
E
Eastern Counties Ry., Hancock’s locomotive for, 86;
“Essex,” 111;
compressed air engine, 169;
coal-burning, 192;
Sinclair’s engines, 195;
(See also, G.E.R.)
“Eclipse,” Dr. Church’s tank engine, 62
Eight-wheels-coupled engines, early, 195
Eight-wheels-coupled engines, Webb’s, 246
Eight-wheel rolling stock, the first, 46
“Enfield,” combined engine and carriage, 133
England’s “Little England” locomotives, 141
“Essex,” E.C.R., 111
Exhaust steam blast (see Hackworth)
Exhaust steam injector (Davies & Metcalfe’s patent), 302
“Experiment” engine for the L. & M.R., 56
“Experiment,” L. & N.W.R., 243
F
“Fairfield” combined engine and carriage, B.G., 131, 133
Fairlie’s “double-bogie” engines, 224, 234
Festiniog Railway, Fairlie’s engines on, 223
Fell’s steep gradient engines, 219
Fletcher’s 4-wheel tank engine, 201
“Folkestone,” a Crampton engine for the S.E.R., 159
Four-cylinder engines, L. & N.W. Railway, 248
Four-cylinder engines, S.W.R., 276
Fowler, Sir J., “hot-brick” engine, 200, 217
French locomotive on the Eastern Counties Ry., 195, 207
Furness Ry. engines, 123, 179, 236, 312
“Fury” and “Firefly” classes, G.W.R., B.G., 90
G
Galloway’s incline climbing experiments, 109
Gauge locomotive experiments, 105
Geared-up engines, B.G., 77, 79, 147
Giffard’s injector, 197
“Gladstone” class, L.B. & S.C. Railway, 252
Glasgow & South Western Ry. locomotives, 241
“Globe,” the first engine with a steam dome, 47
“Goliath,” Newcastle & Carlisle Railway, 61
Gooch, Daniel (see G.W.R.)
Gooch, J. V., engines by, 161, 162
Grand Junction Ry., opening, 64
Grand Junction Ry. early locomotives, 64
“Grasshopper,” B.G., 73
Gray’s expansion gear, 93
“Great Britain,” M’Connell’s, 102
“Greater Britain,” L. & N.W.R., 245
Great Central Ry., Pollitt’s engines for, 316
Great Eastern Ry., locomotives
(see also Eastern Counties Ry.), 206, 217, 249, 255 to 259
Great Northern Railway engine, “215”, 171
Great Northern Ry. engines, 171, 216, 236, 303 to 309
Great North of Scotland Ry. engines, 225, 309 to 311
Great Northern (Ireland) Ry. engine, 318
Great Southern & Western Ry., 319
“Great Western,” B.G., 106
Great Western Ry. locomotives, the original, 66;
first trial of, 69;
table of dimensions, 70;
the 10ft. wheel engines, 73, 76;
geared-up engines, 77, 79;
table of mileage of original engines, 81;
Gooch’s first engines, 90;
first engine built at Swindon, 105;
“Great Western,” 106;
trial trips, 107, 108;
Galloway’s engine, 109;
“Iron Duke,” 113;
first narrow-gauge engines, 182;
“Robin Hood,” 184;
Metropolitan Ry., engines for, 213;
Dean’s designs, 294 to 303;
“Grosvenor,” L.B. & S.C.R., 242
H
Hackworth, Timothy, first engine, 10
Hackworth, Timothy, and the Stockton and Darlington Ry.
locomotives, 21
Hackworth, Timothy, “Royal George,” 24
Hackworth, Timothy, “Sanspareil,” 32
Hackworth, Timothy, and the exhaust steam blast, 24;
the secret stolen at Rainhill, 33
Hackworth, Timothy, “Globe” for the S. & D.R., 47
Hackworth, Timothy, “Majestic” and Wilberforce “classes”
for the S. & D.R., 52, 53
Hackworth, Timothy, trunk or ram engine, 61;
“Arrow,” 61
Hackworth, Timothy, builds “Jenny Linds,” 104
Hackworth, Timothy, “Sanspareil 2,” 149;
challenge to R. Stephenson concerning, 150
Harrison’s patent engines, B.G., 76
“Harvey Combe” ballast engine, 60
Hancock’s engine for the Eastern Counties Ry., 86
Haigh Foundry engines, B.G., 79
“Hawthorn,” 157
Hawthorne’s engines, 52, 59, 156
Hedley (see Blackett), 10
Highland Railway locomotives, 316
Historical locomotives sold by auction, 51
Holden, J., liquid fuel locomotives, 254, 316
Holden, J., engines for the G.E.R., 253
Holmes, M., engines for the N.B.R., 253, 277
“Hot-brick” locomotive, Fowler’s, for Met. Ry., 200, 217
Howe and the “link” motion, 96;
3-cylinder engine, 105
“Hundred miles an hour!” B.G., 79
Hurricane 10ft. wheel engine, B.G., 76, 79
I
Injector, Gilford’s invention of, 197
“Iron Duke” B.G., 113
Inside cylinder locomotive, “Liverpool,” the first, 40
Inside cylinder locomotive—extract from the minute books
of the L. & M.R. relating to same, 42
“Inspector,” L.B. & S.C.R., 261
International Exhibition, 1851, locomotives at, 156
“Invicta,” Canterbury & Whitstable Ry., 44
Ivatt, H. A., engines for the G.N.R., 303 to 309
J
“Jason,” B.G., Gooch’s first goods engine, 92
James and the link motion, 96
“Jenny Lind” engines, 104, 115
“Jenny Sharps,” 116
“Jinks’s Babies,” 234
Johnson, S. W., engines for the Midland Ry., 250
K
Kirtley, W., engines for the L.C. & D.R., 262
Kendall, W., 3-cylinder engine, 231
Kennedy’s, James, testimony regarding the first
inside cylinder locomotive, 42
L
“Lablache,” 124
“Lambro,” 95
Lancashire & Yorkshire Ry. engines, 234, 280
L.B. & S.C.R. locomotives, 240, 242, 252, 260
L.C. & D.R. locomotives, 203, 262
“Light locomotives,” Samuels’ 130;
Adams’, 139;
England’s, 141
Liquid fuel locomotives, 253, 285
“Little Wonder,” Festiniog Ry., 224
“Little England”, 141
“Little Wonder,” Samuels’ combined engine and carriage, 130
“Liverpool,” Crampton’s engine for the L. & N.W.R., 145
“Link” Motion, 96; Allan’s 97
“Liver,” Bury’s, for L. & M.R., 52
“Liverpool,” the first engine with inside cylinders
and crank axles, 40
“Liverpool,” description of, 44
Liverpool & Manchester Ry.,
early locomotives on, 45, 46, 50, 52, 85
Liverpool & Manchester Ry., opening of, 46
Liverpool & Manchester Ry.,
8-wheel passenger carriage at opening, 46
Liverpool & Manchester Ry., Rainhill contest, 28;
the competitors, 30
“Locomotion,” S. & D.R., 20
London & Birmingham Ry., opening, 82;
Bury’s engines for, 82
London, Brighton & S.C.R., Bodmer’s engine on, 101
“Long boiler” engines, 94, 103, 111, 122, 137
London, Brighton & S.C. Ry., “Jenny Linds”, 116
“London,” Crampton’s engine for the L. & N.W.R., 113
“Lord of the Isles,” B.G., 115
L. & S.W.R. locomotives, 162, 169, 187, 194, 202,
207, 226, 231, 240, 272
L. & N.W.R. locomotives, 163, 122, 153, 155, 205,
238, 239, 243, 281
(See also London & Birmingham Ry.)
M
“Magnet,” S. & D.R., 54
“Majestic” class, S. & D.R., 52
Malcolm, B., engines for the Belfast & Northern Counties Ry., 316
Manson, engines for the G.N. of S. Ry., 309
“Mars,” B.G., 73
McConnell’s “Great Britain,” 102;
counterbalancing experiments, 122;
“most powerful N.G. engine,” 122;
“Mac’s Mangle,” 153;
“Bloomer’s,” 155;
“300,” 163;
“Caithness,” 205
McIntosh, J. F., locomotives for the Caledonian Ry., 286
Metropolitan Ry., hot-brick engine for, 200;
B.G. engines on, 213;
first engines, 214
“Meteor,” L. & S.W.R., 203
“Meteor,” Bury’s, for the N. & C. Ry., 62
Metallic piston packing, first used, 51
“Michael Longridge,” for the S. & D. Ry., 64
Midland Ry., trials of “Jenny Sharps”
and “Jenny Linds” on, 116 to 118
Midland Ry., Johnson’s engines, 250
Monkland & Kirkintilloch Ry., first engines on the, 50
Murray’s, M., engine [see Blenkinsopp], 5
N
“Namur,” on Crampton’s system, 112
Narrow-gauge engines on the G.W.R., the first, 182
Neilson’s type of goods engine, 180
Newcastle & Carlisle Ry., opening of, 59
Newcastle & Carlisle Ry., “Goliath” locomotive, 61
Newcastle & Carlisle Ry., “Atlas” locomotive, 61
Newcastle & Carlisle Ry., “Tyne” locomotive, 61
Newcastle & Carlisle Ry., “Eden” locomotive, 62
Newcastle & Carlisle Ry., “Meteor” locomotive, 62
Norfolk Ry., light engines on, 140
North British Ry. engines, 253, 276
North Eastern Ry. locomotives, 249, 252
North London Ry. engines, 191, 226, 230
“No. 266,” G.N.R., 308
“No. 990,” G.N.R., 306
“Nunthorpe,” S. & D.R., 193
O
“Old Coppernob,” Furness Ry., the oldest engine now at work, 123
Opening of the Canterbury and Whitstable Railway, 44
Opening of the Liverpool and Manchester Ry., 46
Opening of the Stockton & Darlington Ry., 47
Opening of the Newcastle & Carlisle Ry., 59
Opening of the Grand Junction Railway, 64
Opening of the Great Western Ry., 72
Opening of the London & Birmingham Ry., 82
Opening of the London & Southampton Ry., 85
Opening of the East Kent Ry., 195
Opening of the Metropolitan Ry., B.G., 213
Opening of the Metropolitan & St. John’s Wood Ry., 233
P
Pambour, on the early L. & M. Ry. engines, 50
Pasey’s compressed air locomotive, 169
“Patentee,” Stephenson’s 6-wheel passenger engine
for the L. & M.R., 59
Paton’s Cowlairs Incline engine, 98
Pearson’s design for a double tank locomotive, 147;
9ft. singles, 173
Pettigrew, W., engines for the Furness Ry., 315
“Perseverance,” at Rainhill, 37
“Planet,” L. & M. Ry., 49
“Plews,” Y.N & B.R., 144
Pollitt, H., engines for the Great Central Ry., 316
“Precedent” type, L. & N.W.R., 238
“Precursor” type, L. & N.W.R., 239
“Pretolea,” G.E.R., 255
“Premier,” B.G., 105
“Problem,” L. & N.W.R., first engine fitted with the injector, 197
Pryce, H. J., engines for the N.L.R., 230
“Puffing Billy”, 12
“Python,” L. & S.W.R., 231
Q
“Queen Empress,” L. & N.W.R., 246
R
Rainhill locomotive contest, “Cycloped” at the, 38
Rainhill locomotive contest, Manumotive carriages at the, 38
Rainhill locomotive contest, “Perseverance” at the, 37
Rainhill locomotive contest, “Rocket” at the, 35
Rainhill locomotive contest: “Sanspareil” at the, 33
Rainhill locomotive contest, “Novelty” at the, 30
Ramsbottom’s water pick-up apparatus, 198
“Red Star,” B.G., 136
Rennie’s “Lambro,” 95
Ritchie’s design for a locomotive, 148
Roberts’s “Experiment,” L. & M.R., with cylinder valves, 56
Robertson’s steam brake, 97
“Rocket,” at Rainhill, 35;
later history, 37
“Rocket,” Colburn’s opinion of her, 36
“Rocket,” her tubular boiler invented by Booth, 36
“Rocket,” awarded the Rainhill prize, 36
Russia, Hackworth’a trunk engine, the first locomotive in, 61
“Royal George,” first financially successful locomotive, 23
“Royal William”, 19
S
Samuels’ “Little Wonder,” 130
“Sanspareil,” at Rainhill, 33;
later history, 34
“Sanspareil 2,” 149
Sheffield & Manchester Ry., Bodmer’s engines on, 100, 101
Sheffield & Manchester Ry., “Atlas,” 110
Short-stroke engines, 60, 61
Sinclair’s smoke-consuming engines, 192;
“singles,” 206;
tanks, 217
“Snake,” 122
Steam organ, fitted to the “Tyne,” 62
Steam tenders, 217
Steam blast (see also Hackworth), 24
Stephenson, Geo., & Hackworth, 11, 21, 25, 33
Stephenson’s engines: first, 14;
second, 15;
third, 16;
later types, 26, 27, 35, 43, 46, 49, 50, 51, 56, 59, 60, 64;
long boiler, 103;
3-cylinder, 105;
“A,” 105;
“White Horse of Kent,” 111;
double engine, 194
Stephenson’s, Robt., valve gear, 94;
link motion, 96
Stephenson’s, Robt., challenge to, _re_ “Sanspareil 2,” 150
Stewart., W., early locomotives by, 13
Stirling, P., 8ft. 1in. “singles” for the G.N.R., 236
Stirling, J., design for the G. & S.W.R., 241
Stirling, J., reversing apparatus, 241
Stirling, J., locomotives for the S.E.R., 266
Stockton & Darlington Ry., opening of, 20
Stockton and Darlington Railway, “Royal George,” 23
Stockton & Darlington Ry. locomotives, 22, 27, 47, 52, 53,
54, 61, 64, 65, 193, 206, 234
Stroudley’s engines for the L.B. & S.C.R., 242, 252
Sturrock, Archibald, apprenticed, 58;
“215,” G.N.R., 171;
and Met. R., 214;
condensing engines, 216;
steam tenders, 217
“Soho,” 86
South Eastern Ry., Bodmer’s engines on, 101
South Eastern Ry., “White Horse of Kent,” 111;
“Folkestone,” 159;
Sharp’s engines, 161;
Cudworth’s, 189, 225;
Watkin’s, 241;
Stirling’s, 266
South Devon Ry. locomotives, B.G., 179
“Sunbeam,” S. & D.R., 64
“Swiftsure,” Forrester’s, engine for the L. & M.R., 59
T
Tayleur’s short-stroke locomotives, 60
Tank engines, early, 137, 158
Taff Valley Ry. engines, 163, 202, 233, 292
Ten feet driving wheel engines, B.G., 69, 73, 76
“Teutonic,” L. & N.W.R., 244
“Thunderer,” B.G., 77
Three-cylinder engines, Stephenson & Howe’s, 105
Three-cylinder engines, Kendall’s, 231
“Tiny,” Crewe Works, engine, 209
Tosh’s goods engine, 182
Trevithick’s, F., “Cornwall,” 119
Trevithick, R., inventor of the steam locomotive, 1
Trevithick, R., his first railway engine, 2
“Tyne,” N. & C.R., 62
V
Vale of Neath Railway (see Brunel).
Valve gears, “Experiment,” 57;
“Soho,” 86;
Gray’s, 93;
Dodds & Owen’s, 93;
Stephenson’s, 94;
link motion, 96;
vertical, 123;
rotatory, 181;
Dubs’, 199
“Venus,” B.G., 72, 136
“Vulcan,” B.G., 69, 70
W
“Wallace,” Dundee & Arbroath Railway, 82
Water pick-up apparatus, Ramsbottom’s, 198
“Welsh Pony,” Festiniog Ry., 223
Webb, F. W., engines for the L. & N.W.R., “Precedents,” 238;
“Precursors,” 239;
compounds, 243;
“Greater Britain,” 245;
8 wheel coupled, 246;
“Black Prince,” 248
Whishaw on Great Western Ry. B.G. engines
(see Chapter VI., pages 66 to 81)
Williams and the “link” motion, 96
Wilson’s, Ed., system of smoke-consuming, 191
“Wilberforce,” S. & D.R., 53
“William the 4th,” and “Queen Adelaide” locomotives, 46
Winans’ Manumotive carriages at Rainhill, 38
Worsdell’s compounds, 249
“Windcutter,” locomotive, 274
Wood, N., on Great Western Ry. B.G. engines
(see chapter VI., pages 66 to 81)
“Wrekin,” 161
Y
Yarrow’s coal-burning engine, 190
Yorston’s coal-burning engine, 188
“Ysabel,” 168