The evolution of the steam locomotive (1803 to 1898)

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.

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.

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.

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.

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.

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.

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.

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.

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:—

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:

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.

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.

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:

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.

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.

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.

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:

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:—

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:

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.