Steam locomotive Passagers

The Illustrated Encyclopedia of the Worlds

Pauenger Locomolivei

CRESCENT BOOKS
New York



The Illustrated Encyclopedia of the Worlds

Paiienger locomotiwei

A technical directory of major international

express train engines from the 1820s to the present day

Brian Hollingsworth

A Salamander The author

Book BRIAN HOLLINGSWORTH, M.A., M.I.C.E.

i Salamander Books Ltd. 1982 Brian Hollingsworth has had an extrava- sides contributing to technical railway
gant passion for railways ever since he can
All rights reserved. remember. After qualifying in engineer- periodicals.
ing at Cambridge University, and after a
First English Edition published by brief excursion into the world of flying He is a director of the Romney, Hythe
Salamander Books Ltd. This edition is machines, he joined the Great Western and Dymchurch Railway and civil engin-
published by Crescent Books. Railway in 1946, his mathematical back-
Distributed by Crown Publishers, Inc. ground leading him into British Rail's eering adviser to the Ffestiniog Railway.
computers and also to a heavy involve-
hgfedcba He has a fleet of one-fifth full size loco-
ment with BR's TOPS wagon and train
Printed in Belgium motives which run on his private railway
control system.
ISBN 0-517-374862 in his own 'back garden' (actually a portion
He left British Rail in 1974 to take up
Library of Congress Catalog Card of a Welsh mountain!), and he actually
Number: 82-71276. writing and has published nine major
books on various aspects of railways be- LMSowns the full-size 'Black Five' Class
All correspondence concerning the
content of this volume should be 4-6-0 No. 5428 Eric Treacy, which oper-
addressed to Salamander Books Ltd.,
Salamander House, 27 Old Gloucester ates as a working locomotive on the North
Yorkshire Moors Railway for tourists and
Street, London WC1N 3AF, United
rail enthusiasts.
Kingdom.
The consultant
Credits
PATRICK B. WHITEHOUSE, O.B.E., A.R.P.S.
Editor: Ray Bonds
Patrick Whitehouse is the author of some line steam locomotives.
Designer: Philip Gorton 30 books on railway subjects, and has
been editor of and consultant to several An Associate of the Royal Photographic
Color artwork: Terry Hadler, David national railway magazines. He has also Society, Patrick Whitehouse has been
Palmer, Dick Eastland, Michael Roffe, been active in steam preservation, be-
coming the secretary of the very first taking photographs of railway subjects
and TIGA Ltd. (© Salamander British line to be rescued by amateurs, since the age of eleven, and over the years
the Talyllyn Railway in North Wales. In has built up a picture library of approxi-
Books Ltd.). addition, he is a patron of the world- mately 100,000 railway subjects world-
famous Ffestiniog Railway and has a wide. To keep himself up-to-date he sets
Picture research: Diane and John Moore direct involvement in the preservation aside at least a month in every year to
(lull picture credits are given at the back and indeed ownership of several main travel the world not only to look at the
ol the book) main lines but also to poke into the cor-
ners to seek out what is left of steam.
Filmset: Modern Text Ltd.
Author's acknowledgements
Color and monochrome reproduction:
Rodney Howe Ltd. The author wishes to express his special As regards all the wonderful artwork and
thanks to Arthur Cook who contributed rare photographs in the book, the author
Printed in Belgium by Henri Proost et Cie would also like to pay tribute to the team
22 of the locomotive descriptions, includ- of artists, to Diana and John Moore, and to
all those people and institutions who have
ing all the German entries, most of those scoured their archives and treasured
photo collections to help make the book
concerned with the Pennsylvania Rail- one of the best illustrated on the subject
road, and a number of others. His grati- of steam locomotives.

tude is also due to Peter Kalla-Bishop who Brian Hollingsworth
checked the manuscript, making many
valuable suggestions, and who prepared

the index, as well as to Margot Cooper
who took the main burden of the typing.

6711 .

Contents

Locomotives are arranged in chronological order, except where production problems have prevented it.

Introduction 6 BESA Class 4-6-0 (India) 72 A4 Class 4-6-2 (GB) 136
74 137
Class P8 4-6-0 (Germany) 76 No. 10000 4-6-4 (GB)
Cardean Class 4-6-0 (GB) 76
Glossary 14 78 Fold-out 138-145
20 AClass 4-6-0 (Australia) 80
Northumbnan 0-2-2 (GB) 20 81 Class 05 4-6-4 (Germany) 146
Planet Class 2-2-0 (GB) 20 4500 Class 4-6-2 (France)
Best Fnend of Charleston 0-4-0 (US) 21 Dovregrubben Class 2-8-4 (Norway) 1 46
Brother Jonathan 4-2-0 (US) 22 Class S 3/6 4-6-2 (Germany)
23
Vauxhall 2-2-0 (Ireland) 24 Class 10 4-6-2 (Belgium)
24
Bury 2-2-0 (UK) 25 Class 1-5 4-6-4 (US) 148
Adler 2-2-2 (Germany) 26
Campbell 4-4-0 (US) 28 Fold-out 82-89 Class 1 6E 4-6-2 (South Africa) 1 48
Hercules 4-4-0 (US) 30
Lafayette 4-2-0 (US) 30 231-132BT Class 4-6-2+2-6-4 (Algeria)
32
Fire Fly Class 2-2-2 (UK) 32 1 50 1 Class 4-6-2 (Argentina) 90 150
Lion 0-4-2 (UK) 33
Beuth 2-2-2 (UK) 34 Class A3/5 4-6-0 (Switzerland) 90 Class 142 2-8-4 (Roumania) 150
34
Medoc Class 2-4-0 (Switzerland) 36 Class 3700 4-6-0 (Netherlands) 9 Duchess Class 4-6-2 (GB) 1 52
Buddicom Class 2-2-2 (France) 38
Gloggmtzer Class 4-4-0 (Austria) 38 Fairlie 0-6-6-0 (Mexico) 92 Class GS-4 4-8-4 (US) 154
Crampton Type 4-2-0 (France) 40
40 George the Fifth Class 4-4-0 (GB) 92 Royal Hudson Class 4-6-4 (Canada) 1 56
Pearson 9ft Single Class 4-2-4 (GB) 42
American Type 4-4-0 (US) 42 Class S 2-6-2 (Russia) 94 Class U-4 4-8-4 (Canada) 1 58
Problem Class 2-2-2 (GB) 44
44 Class 685 2-6-2 (Italy) 94 Class Ul-f 4-8-2 (Canada) 1 58
Stirling 8ft Single Class 4-2-2 (GB) 46 96 160
Class 121 2-4-2 (France) 47 Class 23 1 C 4-6-2 (France) V2 Class 2-6-2 (GB)
Class 79 4-4-0 (Australia) 48
Duke Class 4-4-0 (GB) 48 Class 3 1 2-6-4 (Austria) 97 Class E4 4-6-4 (US) 160
Gladstone Class 0-4-2 (GB) 50
Vittorio Emanuele II 4-6-0 (Italy) 52 Remembrance Class 4-6-4 Tank (GB) 98 Class 56 4-6-2 (Malaysia) 162
52
Class X2 4-4-0 (GB) 54 Class F 4-6-2 (Sweden) 98 800 Class 4-6-0 (Ireland) 1 62
54 FEF-2 Class 4-8-4 (US) 1 64
Teutonic Class 2-2-2-0 (GB) 56 K4 Class 4-6-2 (US) 100
Rover Class 4-2-2 (GB) 56
Johnson Midland Single 4-2-2 (GB) 58 C53 Class 4-6-2 (Dutch East Indies) 102 Class 12 4-4-2 (Belgium) 166
Class 17 4-4-0 (Belgium) 58
Class S3 4-4-0 (Germany) 61 Class 231D 4-6-2 (France) 102 520 Class 4-8-4 (Australia) 166
Class 6 4-4-0 (Austria) 60 Class A 1 4-6-2 (GB) 104
No. 999 4-4-0 (US) 62 Class C38 4-6-2 (Australia) 168
64
I- 1 Class 4-6-0 (US) 64 Super-Pacific 4-6-2 (France) 106 Class Tl 4-4-4-4 (US) 168
66
Class D16sb 4-4-0 (US) 66 Class P 1 2-8-2 (Germany) 1 06 Challenger Class 4-6-6-4 (US) 170
Class Ql 4-4-0 (GB) 67
Camelback Class 4-4-2 (US) 68 El/Dl Class 4-4-0 (GB) 107 Class J 4-8-4 (US) 172
70 2900 Class 4-8-4 (US) 174
Class 500 4-6-0 (Italy) 70 Castle Class 4-6-0 (GB) 108
Class E3sd 4-4-2 (US)
Claud Hamilton Class 4-4-0 (GB) Class 424 4-8-0 (Hungary) 11 West Country Class 4-6-2 (GB) 176
11
Grosse C Class 4-4-0 (France) A24 1 Class 4-8-2 (France) Niagara Class 4-8-4 (US) 178
180
de Glehn Atlantic 4-4-2 (France) 4300 Class 4-8-4 (US) 11 242 A 1 4-8-4 (France)

Class Q 4-6-2 (New Zealand) Class 01 4-6-2 (Germany) 1 12 C62 Class 4-6-4 (Japan) 182

Class F15 4-6-2 (US) King Arthur Class 4-6-0 (GB) 114 Pt-47 Class 2-8-2 (Poland) 182
Large Atlantic Class 4-4-2 (GB)
Midland Compound 4-4-0 (GB) Lord Nelson Class 4-6-0 (GB) 1 14 Class A 1 4-6-2 (GB) 184
City Class 4-4-0 (GB) 116 184
Saint Class 4-6-0 (GB) XCClass 4-6-2 (India) WPClass 4-6-2 (India)
Class P 4-4-2 (Denmark)
Class 640 2-6-0 (Italy) Class S 4-6-2 (Australia) 11 Class 241P 4-8-2 (France) 186

Class Hv2 4-6-0 (Finland) 11 L-2a Class 4-6-4 (US) 186

Royal Scot Class 4-6-0 (GB) 1 18 Class 1 10 4-6-2 (Germany) 1 88
1 89
Class A 4-8-4 (US) 120 Class U23 1 1 4-6-4 (France)

Class Ps-4 4-6-2 (US) 122 P36 Class 4-8-4 (Soviet Union) 190

King Class 4-6-0 (GB) 122 Gelsa Class 4-8-4 (Brazil) 1 92
192
Class J3a 4-6-4 (US) 124 Class YP 4-6-2 (India)

Schools Class 4-4-0 (GB) 1 26 Class 1 1 4-8-4 (Angola) 194

Class 500 4-8-4 (Australia) 126 Selkirk Class 2- 1 0-4 (Canada) 1 94
128
KF Type 4-8-4 (China) Class 8 4-6-2 (GB) 196

Class K 4-8-4 (New Zealand) 128 Class 25 4-8-4 (South Africa) 1 98
200
Class P2 2-8-2 (GB) 130 Class 59 4-8-2 + 2-8-4 (Kenya) 200
130 Class A1 5 4-6-4 + 4-6-4 (Rhodesia)
VClass 4-4-0 (Ireland)

Turbomotive 4-6-2 (GB) 131 Class 498. 1 4-8-2 (Czechoslovakia) 202

Andes Class 2-8-0 (Peru) 1 32 242 Class 4-8-4 (Spain) 202
204
Class 5P5F 4-6-0 (GB) 132 RM Class 4-6-2 (China)
134
Class A 4-4-2 (US)

Class F7 4-6-4 (US) 134 Index 206

Introduction

THE PURPOSE of this book is to tell the story of the Above: Southern Railway "West Country 4-6-2
birth, development, triumph and, finally, slow Blackmore Vale hauls a tram on the Blueb
Iwaym 1981.
extinction of that best-loved of all mankind's
Above: A construction tram on the Mexican Railway is pulled
mechanical creations, the steam express passenger
across a spindly steel viaduct behind a Fairlie articulated locomotive.
locomotive. It attempts to do so by describing and
countries one can no longer stand beside the rail-
illustrating individually over 150 outstanding ex- way line and listen to the thrum, thrum, thrum of a
steam locomotive as an express train comes up fast
amples of the breed arranged (in general) chrono- towards us, then watch it go by with rods flailing
and a white plume of exhaust shining in the sun-
logically. shine; or maybe stand at the carriage window and
listen to the chimney music and the patter of cinders
The story begins over 150 years ago when those on the roof as a mighty steam locomotive up front
legendary "Rocket" class locomotives were built by pounds up some long hard grade in the mountains.
George and Robert Stephenson for the world's first
inter-city railway between Liverpool and Man- But this steam locomotive worship thing has

chester. All England held its breath as these little much more to it than that and for pointing this out
fire chariots began to annihilate space and time at we again owe Miss Kemble our gratitude. Almost
without realising —it not being familiar with today's
speeds up to 35mph (56km/h). In this way journey
times were reduced by a factor of three or more, in railway locomotives which are just noisy boxes on

comparison with those achieved by road carnages wheels — she pin-pomted one of the other great
hauled by the flesh-and-blood kind of horse. Within
a dozen years even these speeds had doubled, charms of the steam locomotive, the fact that most
while locomotive weights had trebled, power out-
puts had quadrupled and a fair degree of reliability of its secrets are laid bare for those who have eyes
had been achieved. In addition, two quite separate to see. Fanny wrote "...she (for they make all
lines of development had emerged on either side of

the Atlantic Ocean.

Even nowadays, when far more wonderful ex-

amples of man's mastery over Nature's physical

forces are commonplace, we find a working steam

locomotive a thrilling sight, but for people living

then it must have been awesome indeed. No wonder
people expected the cattle to be made barren, the

crops to fail, hens to cease laying and fruit to rot on

the trees when a steam locomotive thundered by.
None of these things happened but, nevertheless,

the coming of the steam locomotive changed the
world in a few short years by reducing both the
cost as well as the speed of travel again by a factor

of three or more. No longer did all but a favoured
few among people living in inland regions need to

spend all their lives in the same place. Of course, in
the wilder parts of the world the coming of steam
locomotion often marked the very start of civili-
sation: the railway actually opened up and built
many countries, the United States of America being
the most prominent example.

But there is another side to steam on rails and,
surprisingly, it was a young actress called Fanny

Kemble who is the first person (and both the first
and almost the last woman) on record as having
realised that here was a new art-form to thrill the
senses. On 26 August 1830 she wrote to a friend
that ". . .a common sheet of paper is enough for

love but a foolscap extra can alone contain a railroad

and my ecstasies". She went on to speak of "this

brave little she-dragon . . . the magical machine with
its wonderful flying white breath and rhythmical
unvarying pace" and finally she felt as if "no fairy
tale was ever half so wonderful as what I saw".
True, not everyone was conducted by George
Stephenson personally the first time they met a
steam locomotive but, even so, this perspicacious

lady really rang the bell in speaking of the iron

horse the way she did.
Many of the rest of us are only beginning to

realise the value of what we used to have now that

it has been or is being snatched away. In most

Above: "Duchess" class 4-6-2 Duchess of Hamilton leaves
York, England, on her first trip after restoration.

Left: "A4 " class 4-6-2 No. 60025 Falcon bursts
from Gasworks Tunnel, Kings Cross with the Flying Scotsman.

these curious little firehorses mares) consisted of a

boiler, a stove, a small platform, a bench she
...

goes on two wheels which are her feet and are

moved by bright steel legs called pistons; these are

propelled by steam and in proportion as more steam

is applied to the upper extremeties (the hip-joints, I

suppose) of these pistons, the faster they move the

wheels . . . The reins, bit and bridle of this wonder-
ful beast is a small steel handle, which applies and

withdraws the steam from the legs or pistons, so

that a child might manage it. The coals, which are

its oats, were under the bench and there was a

small glass tube fixed to the boiler, with water in it,

which indicates by its fulness or emptiness when

the creature wants water . . ."

Although steam locomotives up to six times lar-

ger, forty-six times heavier and with a nominal

pulling force sixty times that of Fanny's locomotive

steam locomotives as, say, the Niagara 4-8-4s of the

New York Central Railroad.

Efforts have been made to make the geographical
coverage as wide as possible; some priority has
been given to including examples from all those
nations — some of them surprisingly small and agri-
cultural—which built their own steam express loco-
motives. At the same time the examples chosen are
intended to have as wide a coverage as possible in

a technical sense: taking express trains across high

passes in the North American Rockies needed a

different sort of animal to doing high speeds across
the Plain of York in England.

Finally, not forgotten have been some brave
attempts to advance the technology of the steam
express locomotive beyond the original Stephenson
concept. Some of the most promising among com-
pound, articulated, condensing and turbine loco-

motives are included with the sole proviso that the
examples chosen did at least run in traffic on im-
portant trains, even if they did not represent the

main-stream of development.

Further difficulties arose over drawing the line
between express passenger locomotives and others.
Apart from such obvious signs as coloured liveries
and the carrying of names to help one to decide,
the principal question asked has been, "Was this
machine intended to be used on one of the world's

great trains?" If the answer was "yes", then we had

a candidate for inclusion.

The Descriptions

The individual descriptions which form the body of

the book attempt to look at each locomotive in

several different ways. First, one must take a glance

—at its nuts-and-bolts that is, weights, pressures,

sizes, etc. Second, comes the bare bones of its
history— how many there were, when they were
built, who designed and built them, how long they

lasted and the like. Thirdly, perhaps more interest-

ingly, there are the technical aspects. The steam

locomotive came in fascinating variety and, with

most of its mechanism being visible, even the

Above: A German Federal Railways class "01 " 4-6-2 smallest details have always attracted attention from
makes a hne show of exhaust smoke setting out with an express.
professional and amateur alike.
(it was Northumbrian, by the way) are included in
this book, her enchanting description fits them too. Next comes the tale of what the class of loco-
All the elements mentioned are similarly visible to motive was built to do as well as how (and whether)
the casual observer in the same way; and whether
their maximum speed is 25mph (40km/h) or 125mph if fulfilled its designers' aspirations. Then something
(200km/h), their working follows exactly the same
has to be said about the way it —looks its success or
principles.
failure as a work of art if you like. Lastly, a brief
However much the steam locomotive's vital stat- mention is made of any that survive today.
—istics may vary and this is reflected in extremes of
shape as well as size — one thing does not, and that As regards individual items on the description, the
is its degree of attraction for us. Whether it is
heading of each one begins with the class or class
elaborately painted and lined or just coated with
bitumen (or even rust), or whether given a brass- name. Different railways had different systems;
many of the designations were designed to tell you
plate complete with romantic name or simply a
stencilled-on number, the result is the same — it something about the locomotive. For example, the

instills in us a desire to find out everything there is British London & North Eastern Railway used a

to know about each and every one of these won- letter which told you the wheel arrangement, fol-

derful machines. lowed by a number which identified the actual class

In respect of the writing of this book, the most within that type. Hence the "A4" class were the
difficult problem has been to select the best
streamlined 4-6-2s (of which the record-breaker
examples from among so many well-qualified can-
didates. Naturally, the first choice has been those Mallard was the outstanding example), the fourth

that represent major steps along the road of evol- LNERclass of 4-6-2 introduced by the or its
ution from Stephenson's Rocket to such ultimate
predecessors.

Other railways used class numbers which were as

random as those applied to some modern aircraft or

computers. Yet others (and these included such

opposite ends of the spectrum as feudal Great

Western of Britain as well haasdtnheamReasi—lw"aKyisngo"f the
Chinese People's Republic) and

Type Designations for Steam Express Passenger Locomotives

Configuration British and Continental Name
N. American European
mm American
0-2-2 Al
Atlantic
2-2-0 1A (Jubilee)*

alP# 2-2-2 1A1 Mogul
4-2-0
mmw 4-2-2 2A Prairie
4-2-4 (Adriatic)*
##W# 0-4-2 2A1 Ten-wheeler
##W## 2A2 Pacific
Bl
Hudson, Baltic
^M, 2-4-0 IB Consolidation
2-4-2 1B1 Mikado
,: ,0. 4-4-0 2B (Mastodon)*
4-4-2 2B1 Mountain
Northern
4-4-4 2B2 (Confederation)*
Challenger
2-6-0 1C Garratt
Garratt
m fc\ ? # 2-6-2 1C1
2-6-4 1C2
&Q 4-6-0
4-6-2 2C
SM 4-6-4 2C1
2-8-0 2C2
C^MM. ID

(^MM4

2-8-2 1D1
4-8-0
2D

mm § 4-8-2 2D1

&& f&\ jldLAJ 4-8-4 2D2
.
4-6-6-4 2CC2
&B-: •
:-^4^^ 4-6-2 + 2C1 +
1C2
.• 2-6-4 2D1 +
1D2
fk f 4-8-2 +
.
2-8-4

* These names were never frequently used.

"Castle" for the former and "March Forward" and
"Aiming High" for the latter— to distinguish different
designs in their locomotive fleet.

There then follows the type, the country of owner-
ship, the railway

As regards individual items in the descriptions, in
general they are arranged as follows. The heading
tells of the class (or name) and type, the country,
the railway and the date of introduction of the
particular locomotive in question. For steam loco-
motives, "type" has a special meaning and refers to

the arrangement of driving wheels. Many common

types have names; others are only referred to by
code. The list of types mentioned in this book is
given in the table in this introduction.

Locomotive Particulars Above: Indian Railways' metre-gauge class ri 4-b-ii
No. 2539 at Agra Fort station.
Each individual description begins with a list of

dimensions, areas, weights, loads, forces and capac-

ities applicable to the locomotive class in question.
Naturally these are offered to the reader in good

—faith, but it must be realised that only one of them

the length of the stroke of the cylinders, is at all

precise. Some vary as the engine goes along and

coal and water in the boiler and in the tender is
consumed or taken on. Others vary as wear takes
place and there are one or two which were often
deliberately falsified. Usually, too, there are some
members of a class which differ from the others in

various particulars.

All these things mean that the information is
offered with a certain reserve. To emphasise this
uncertainty, most of the figures have been suitably
rounded. The first figure in each case is given in

English gallons, pounds, feet or inches as appro-
priate; then comes (in brackets) the figure in metric

measure. Where capacities are concerned there is

an intermediate figure in US gallons. It should be

noted that, since both the imperial and the metric
figures have been appropriately rounded they are
no longer the precise equivalent of one another.
This applies particularly in respect of weights; it is a
point that the metric ton and the imperial ton differ
by far less (2%) than the amount the attributes they
are used here to quantify can vary. This will be 10%
more. The individual entries are as follows.

Tractive Effort This is a nominal figure which Above: The famous preserved locomotive Flying Scotsman
gives some indication of the pulling force ("drawbar near Clapham, Yorkshire, England. Note auxiliary water tender.
pull") which a locomotive can exert. It assumes a
the amount, but the other side usually specify the
steam pressure of 85 per cent of the maximum limits with some margin to allow for this. Axle load
also varies according to the amount of coal and
steam pressure in the boiler acting on the piston water in the boiler and, in addition, there are the
diameter. The figure takes into account the leverage dynamic effects while the engine is moving. The
implicit in the ratio between the distance from the axle load is specified in pounds and tons; but
axle to the crank-pin and the distance from the axle note that the variability is far greater than the dif-
to the rail. In locomotives with more than two cyl- ference between imperial tons of 2,2401bs and
inders the valve found is multiplied by half the metric tonnes of 2,2041bs.
number of cylinders. For compound locomotives
none of the formulae available give results that are Cylinders The number of cylinders as well as their
diameter and stroke are given; the latter can be
mmeaningful comparative terms, so this entry is relied upon for accuracy, but the former will in-

omitted in such cases. The value is specified both in crease as the cylinder is re-bored to counteract
pounds and kilograms.
wear. When new cylinders or liners are fitted the
Axle load This figure gives the highest static load diameter returns to that specified. Compound loco-
applied by any pair of wheels to the rails. For any
particular line the permanent way department of motives have high-pressure (HP) and low-pressure
the railway places a limit on this value dependent (LP) cylinders which differ in size and may differ in
on the strength of the rails and the sleeper spacing.
Mechanical departments who control the use of the
weighing apparatus usually cheat by understating

Above: Laying-in continuous welded rail from a special tram ne
Northallerton, Yorkshire, England.

C WHAbove: A "King" class 4-6-0 rolls a speciaJ train

alongside the crowded platforms of Snow Hill station, Birmingham.

Left: This picture of German Federal Railways 4-6-2 No.OOl- 192-4
shows perfectly the power and glory of steam.

number — both are specified when appropriate. If a is a measure of the size of its boiler and is made up

set of cylinders is described, say, as "(3) I6K2 x 28in. of the surface area of the fire-tubes, of the fire-box
and of any water tubes etc. in the firebox.
(419 x 711mm)", it means that there are three cyl-
inders 16'/2 inches (419 millimetres) in diameter and Superheater The area of the superheater elements
is specified in square feet and square metres.
with 28 inches (71 1 millimetres) stroke.
Steam pressure The steam pressure at which the
Driving wheels The diameter of the driving wheels boiler is intended to work is given here. It is also the
pressure at which the safety valves should be set to
might be thought to be reliable — but they are open, but of course at any given moment during a
run the steam pressure may be less than this, some-
turned in a lathe from time to time in order to
counteract irregular wear. So the actual diameter times considerably less if things are not going well.
Steam pressure is specified in pounds per square
may be up to 3in (75mm) less than the nominal inch and kilograms per square centimetre.
amount recorded, specified in inches and milli-
metres. The difference in weight between wheel
sets with new tyres and with tyres turned to the
permitted limit would reduce the axle-load by Vi ton.

Heating surface The heating surface area of a loco- Grate area This is a particularly important figure
motive (specified in square feet and square metres) because it represents the size of the fire, and the

because it represents the size of the fire, and the
fire is the source of a steam locomotive's power. It
is specified in square feet (square metres).

Fuel Unless otherwise stated, the fuel used in a

particular locomotive can be assumed to be coal.

The nominal amount which can be carried is speci-

fied in pounds (lb) and tons. If liquid fuel is used

the capacity is specified (with greater confidence

USthan for coal) in British gallons, gallons and

cubic metres.

Water The amount of water carried in tender and/or

tanks is specified in British gallons, US gallons and

cubic metres.

Adhesive weight A locomotive can only exert the Above: An American engineer at the throttle of a Denver & Rio
Grande Western 2-8-2 locomotive.
pulling power implicit in its nominal tractive effort
if there is adequate adhesion between its driving
wheels and the rails. The amount of adhesive
weight (often described as "weight on coupled
wheels") is specified in pounds and tons. The figure
quoted must be regarded as a nominal one.

Total weight The total weight of the engine and
tender fully loaded is specified in pounds and tons.
It is another figure (specified in pounds and tons)
whose variability is affected by the same factors as

the axle-load.

Overall length This is the length either over the
buffers of engine and tender, or over the coupling
faces where centre buffers are used, and it is speci-
fied in feet and inches as well as in millimetres.

Abbreviations The usual abbreviations are used

both in these lists and in the text; lb=pounds,

ft=feet, in=inches, sq ft=square feet; gall=

gallons, US = United States gallons, psi=pounds per

square inch, mph=miles per hour, kg=kilograms,
mm m mt=tons,
= millimetres, = metres, 2 =square
mmetres, 3 =cubic metres, kg/cm 2 =kilograms per

square centimetre, km=kilometres, km/h=kilo-

metres per hour, hp= horsepower.
A less common measure which appears from time

to time is the chain, used for specifying the radii of

curves. A chain (abbreviated as "ch") equals 66ft,

the length of an English cricket pitch, l/80th mile

and, for practical purposes, 20 metres.

How a Steam Locomotive Works Above: New Zealand Railways class "K" 4-8-4 No. 905 near

The steam locomotive is often derided for its Rotorua on an Auckland express, July 1956.
modest efficiency; yet few realise that its elegant
lead the hot gases from the fire to a smoke-box
simplicity betokens a mechanical efficiency that attached at the front. Hundreds of rods called stays
are provided inside the boiler in order to resist this
even today makes it a viable proposition in many
circumstances in spite of what those who have a Apressure. valve, known as the regulator (throttle)
is provided to control the flow of steam down the
vested interest in its successors have to say.
The principle on which the steam locomotive main steam pipe to the engine part. Once the steam
has done its work there, it is exhausted through the
works is that water heated above boiling point tries blast-pipe into the smoke-box and up the chimney.
to become steam and thus expands to a volume The so-called blast-pipe is arranged so that the
steam issuing from it produced a partial vacuum in
1,700 times greater. Inside the boiler it remains the smoke-box and hence draws the fire (in the
fire-box) proportionately to the amount of steam
confined and therefore the pressure rises. Once being used. Hence the more steam is used the
more steam is made. Other types of boiler have
steam is transferred to a cylinder with a piston, from time to time been tried but rarely adopted.

therefore, it will push. If the push from the piston is Most steam locomotives are coal-burning and in
transferred by a system of rods to the wheels, then these the fire burns on a grate formed of iron
steam from the boiler will produce movement. lire-bars. As the coal burns, ashes fall through these

The steam engine consists of these two quite

separate parts — the boiler part and the engine part.

The boiler is a closed vessel which in most loco-
motives contains a lire-box at the rear and tubes to

Above: The biggest and most powerful steam locomotive ever

mused passenger service— a Union Pacific "Challenger" 4-6-6-4.

Above: German Federal Railways class "0 1 " 4-6-2 No.00 1-187-4
at Neuenmarkt Wurzburg with a train to Hot, April 1970.

Left: The last steam locomotive built for British Railways,
2-10-0 Evening Star, at Didcot, Berkshire.

into an ash-pan underneath. Means of putting water latter consisting of cross-head and one or more
into the boiler have to be provided, as well as a
store of water to replace that which gets used as Aguide bars. circular piston rod connects the piston
steam. If the water tank is on a separate vehicle it is
to the cross-head via a steam-tight gland, while a
called a tender (and the locomotive a tender loco-
connecting-rod connects the crosshead to the
motive). A tank locomotive has the tank or tanks on
driving wheels. Further pairs of wheels may be
the locomotive. driven by means of coupling rods.

The engine part consists of frames which can be In order to lead the steam into or out of the end
built up from iron or steel plates or bars, or may be
a one-piece steel casting. In this are formed slots for of the cylinder when and — according to the direc-
axle-boxes which carry the wheel sets consisting of tion and speed of movement — where it is required,
pairs of wheels mounted on axles. The axleboxes
are connected to the frame by a system of springs. a valve or valves are provided. These are linked
The cylinders are fixed to the frames and each one with the wheels by means of valve gear. The types
contains a piston. The piston forces which result
from the admission of steam to these cylinders (it is of valves and valve gears used down the years have
done alternately at either end) are transmitted to been many and varied as the narrative to follow
the wheels by a system of rods and guides, the bears witness. But all of them exploit the principle

that if steam is admitted to one end of a cylinder
with a piston inside it, that piston will be pushed
with a force dependent on the pressure of the steam

and the area of the piston.

Glossary

Notes — American Railroad Articulated locomotive - a any steam (or diesel) engine motive is not being run under
locomotive whose driving wheels need balancing, if it is to work steam.
English and British Railway Eng- are in distinct sets one or more of smoothly Revolving masses can
lish differ slightly. Where this is which are hinged or pivoted. easily be balanced by counter- Blowdown valve — a means of
the case the fact is noted thus: Fairlie, Beyer-Garratt and Mallet weights, but the balancing of-
reciprocatmg parts is a matter of releasing water, plus impurities
Bogie (US = truck) or Truck (Br types form the subject of individ- compromise and judgement contained therein, from the lowest
= bogie). Both entries appear ual descriptions which follow water space of the boiler.

but the definition is given only Ash-pan 52 - a feature of a Bar frames — see frames Boiler tubes 75 see fire
against the British one locomotive which has the same
form and purpose as the dom- Beyer-Garratt locomotive tubes.
Where appropriate, items are see "23 1 + 1 32BT" class, pages
estic variety, ie., to collect the 150-151. Bogie (US=truck) 24, 27, 29, 30
referenced to the cut-away draw- — a pivoted truck, usually four-
ing below, viz Clack valve or ashes which fall through the bars Blast pipe 7 — the exhaust wheeled, provided at the front or
Check valve 72. of the grate. The only significant
difference is the size, measured pipes of a steam locomotive are rear of a locomotive to give
Adhesive weight — the weight in feet rather than inches. arranged so that the steam em- guidance and support. Most
erges as a jet through a nozzle in
on the driving wheels of a loco- Axlebox 28, 44 — the axle the smokebox below the chim- items of rolling stock and many
ney This creates a partial vacuum steam locomotive tenders.
motive. On its amount depends bearings of a locomotive are in the smokebox, which draws
air through the boiler tubes and Brakes — locomotives usually
the frictional grip between wheels known as axleboxes. It is usually through the fire, so enabling
and rail and hence the drawbar convenient to make them box- combustion to take place. (but not always) have a hand
pull which a locomotive can shaped to suit the guides and brake and (also usually) some
openings in the frames which Blower 2 — a steam ]et in the form of power brake. Power
exert. should constrain movement in brakes can be actuated by com-
smokebox or at the base of the pressed air, steam or vacuum.
Arch tubes — tubes connected the horizontal plane but allow chimney which can be used to Air and vacuum brakes normally
freedom vertically. draw up the fire when the loco- can be applied throughout the
to the water-space of the boiler tram by using the controls on the
provided in and across the fire- Balancing 88 — the recipro- locomotive
box in order to add extra high-
temperature heating surface. cating and revolving masses of
They also serve to support the
brick arch or equivalent.

King Class 4-6-0 Great Britain:
Great Western Railway (GWR), .927

77ie drawing shows the working 1 Chimney 14 Steam Chest 28 Outside Bogie Axlebox
2 Blower Connection 29 Bogie Spring
parts of a King Class 4-6-0 3 Smoke-box Door Baffle 15 Piston Valve 30 Bogie Side-Control Spring
4 Door-fastening Dart
(seepage 122), senior member 5 Smoke-box Door 16 Valve Rod Housing
6 Smoke-box 31 Crosshead
of a unique family of standard 7 Blast Pipe 17 Piston 32 Inside Cylinder Steam
8 Steam Port
engines. This uniqueness 9 Outside Steam-pipe 18 Piston Rod Chest
10 Steam-pipe from 19 Stuffing Gland 33 Valve Spindle Rocker
appears on the drawing m many 20 Front Cylinder Cover 34 Guide Bars
ways: e.g., the mouth of the mam Superheater 35 Guide Bar Bracket
11 Superheater Header 21 Buffer 36 Bogie Bearing Angle
steam-pipe (67) is placed at the 12 Regulator Valve 22 Screw Coupling
13 Jumper Top 37 Engine Mam Frame
highestpoint of the boiler instead 23 Life Guard
24 Bogie Frame 38 Crank Pin
ofmside a separate raised dome 25 Cylinder Drain Cocks 39 Coupling Rod
on top of the boiler as is more 26 Cylinder
27 Bogie Wheel
usual.
(Drawing reproduced with
acknowledgements to Railway Wonders of
Ihe World )

Air Brake — the commonest vision of a brick arch was neces- long-barrelled boilers be worked by conjugating levers
sary before coal could be used from the valve gears of two of
form of train brake, using com- without producing excessive Compensated springing — the
pressed air as the medium of smoke them.
inter-connection, by means of
application Chimney (US/Smokestack) - Connecting rod (US=Main
equalising levers, of the springs
Vacuum brake — the alternative the orifice through which the rod) 41 — these connect the
exhaust steam and the gaseous of adjacent axles The idea is to
to an air brake is a vacuum products of combustion are dis- avoid individual axles being over piston rods to the crank pins of
brake For steam locomotives persed into the atmosphere —or under— loaded by irregu- the driving wheels or crank-shaft.
the vacuum is much simpler than
the air brake, mainly because a Clack valve or Check valve .Y larities in the track Coupler — (Br-Coupling)
vacuum can be generated from — a non-return valve attached to
any steam supply by a simple the boiler at the points where Compound — a compound Coupling US=Coupler) 22 -
static ejector, whereas com-
pressed air needs a relatively feed water is admitted. steam engine has its cylinders couplings join the vehicles of a
complex pump The objection to arranged so that one or more train. Non-automatic couplings
the vacuum system is that the Coal pusher - a steam- take high-pressure steam from on passenger locomotives are
pressure available is limited to operated device in the tender the boiler as usual, then the usually of the screw pattern,
about three-quarters of the intended to push coal forward to remainder take the low-pressure formed of two links connected
atmospheric pressure, that is, a point where it can be shovelled steam exhausted from the high- by a screw Vehicles are coupled
some 12psi (0.8kg/ cm2) This pressure cylinders and use that by placing the coupling of one
means either very large cylinders directly into the fire to produce further useful work. over the hook of the other and
or a limited brake force tightening the screw, so that the
Combustion chamber — a re- Conjugated valve-gear buffers are in contact. Automatic
Brick arch 79 — a bnck or more man two cylinders were couplings are designed to couple
cessing of the firebox tubeplate often used in order to provide when, usually after the jaws have
concrete baffle provided at the inside the boiler in order to smoother running and also where been opened, the vehicles are
front of a locomotive firebox increase the firebox volume at an adequate total cylinder volume pushed gently together. The
below the tubes, in order to the expense of reducing the could only be provided in this couplings then engage and lock
extend the flame path. Early length of the tubes— in order to way. In order to reduce compli-
locomotives burnt coke; pro- promote better combustion in Coupling rod 39 — connects
cation, the valves of all the
cylinders could be arranged to

40 Leading Driving Wheel 53 Fire Bars 71 Safety Valves 88 Balance Weight
41 Connecting Rod 54 Damper Doors 89 Fusible Safety Plug
42 Sand-boxes 55 Ash-pan Damper 72 Clack Box 90 Foundation Pong
43 Dnving Wheel Springs 56 Cylinder Drain Handle 73 Water Delivery Trays 91 Tender Wheel Spring
44 Axle-box Horns 57 Sand Gear Handle 74 Longitudinal btays 92 Spring Hanger
45 Sand-pipes 58 Fire Door Handle 75 Fire Tubes 93 Brake Block
46 Brake Blocks 76 Superheater Elements 94 3rakeRod
47 Middle Driving Wheel 59 Cab Side 77 Superheater Flue Tubes 95 '.Vater Scoop
48 Vacuum Brake Train Pipe 60 Footplate 78 Firebox 96 Water Inlet Pipe
49 Trailing Wheel Spring 61 Reversing Gear Handle 79 Brick Arch
50 Covers for Indiarubber 62 Fire Door 80 rirebox Back Plate 97 Deflector Dome
63 Regulator Handle 81 Firebox Crown
Pads 64 Blower Valve 82 Firebox Tube Plate 98 Rear Buffer
51 Equalizer Guards 65 Whistle 83 Firebox Stays
52 Ash-pan 66 Regulator Rod 84 Firebox Throat Plate 99 ;ender frame
67 Mouth of Steam-pipe 85 Expansion Bracket 100 f ront Tender Buffer
68 Vertical Stays 101 Water Scoop Handle
69 Boiler Casing Position 102 Brake Handle
70 Internal Steam-pipe 103 Axlebox
86 Splashers 104 Vacuum Brake Reservoir
87 Smoke-box Tube Plate

1

together the crank-pins of the the pressure of trapped water the firebox to the boiler at the vertical axis.
driving or coupled wheels on lowest point of both.
one side of a locomotive. when the piston reached the end Piston 17 — see cylinders.
Frames 37 - often main
Counter-pressure brake of its stroke frames — are the foundation Piston rod 75 - the rod
using the pumping action of the upon which the locomotive is connecting the piston to the
cylinders to brake the train. Great Drawbar — horsepower hour crosshead.
heat is generated and the cylin- — a unit of work done by a built In British practice the frames
ders are kept from overheating are generally formed of plates; Piston valve 15 — see valves.
dangerously by the injection of locomotive in hauling a train
water, which instantly flashes into USA practice orginally favoured Pony truck — a two-wheel
steam, thereby absorbing the One of these units represents the
energy generated bars, but cast-steel was used pivoted truck provided at the
exertion of a single horse-power front or rear of a locomotive to
Crank axles — the inside cylin- at the locomotive drawbar for an generally in later years. provide guidance and support
hour.
ders of locomotives drive on to Fusible plugs 89 — a last-ditch Poppet valve 15 — see valves
axles with sections off-set to form Driving wheels 40, 47 — the
cranks defence against the conse- —' Port 8 see valves.
driven wheels of a locomotive, quences of boiling the top of the
Crank-pins 38 — locomotive sometimes referred to as coupled firebox dry, consisting of screwed Priming - this occurs either
wheels. brass plugs with a lead core If when the water level in the boiler
wheels are driven by rods which there was no water present the is too high or when impurities
transmit the driving force to the Drop-grate or Dump-grate lead would melt and the leakage which cause foaming are present.
driving wheels through these when disposing of a locomotive of steam would (to some extent) It means that water is carried
large steel pins fixed in the douse the fire. over down to the cylinders
wheels after use the residue of the fire
needs removing Traditionally this Grate 53 — usually formed of
Crosshead 31 — in conjunction was shovelled out through the
fire-hole door, but an arrange- cast-iron bars and on which the
with the guide-bars the cross- ment to allow the whole grate to fire burns
head guides and constrains the
piston rod to keep in line as it be dropped or dumped was Guide bars 34 — see crosshead. Radial axles — provide the
moves in and out of the cylinder. effect of a pony truck but without
sometimes provided. Indicated horsepower — the a separate pivoted frame. The
Cut-ofi — the point during the horns and axleboxes of a radial
Eccentric — a device consisting power developed in the cylinders axle are made to allow sideways
cylinder stroke at which steam is of a locomotive movement and are shaped so
cut off by the valves. It is usually of an eccentrically-bored sheave that such movement is sensibly
expressed as a percentage of and a metal strap, having the Horns 44 — these are guides,
that stroke. Typically, a steam purpose of converting revolving radial about a vertical axis
locomotive would be set to cut-off to reciprocating motion and used attached to the frames, in which
for valve-gears and pumps. the axleboxes can move vertically Regulator US =( throttle) 12 -
at 75% when starting and at when running.
between 15% and 40% when Equalisers — see compensated serves the same purpose as the
accelerator pedal on a car, in the
running. springing case of a locomotive, though, it is
a large and usually rather stiff
Cylinders 26 — in a steam Fairlie locomotive -- see —Injector a static device for
pages 92-93 steel handle.
locomotive the energy contained feeding water into the boiler by
in steam is turned into mechanical Feed-pump — a pump to feed Return crank — a revolving
force in the cylinders. Each cyl- means of a series of cones It is lever fixed on the end of a driving
inder contains a piston and the water into the boiler; either driven
pressure of the steam on this from the motion or indepen- driven by a supply of live steam crank-pin so that it provides the
piston produces the force. dently by steam from the boiler. reciprocating motion, of correct
taken from the boiler or (in the magnitude and phase, to drive
Dampers 54, 55 — the amount Firebox 80-84 — made of steel the valve gear.
case of an exhaust-steam injector)
of heat produced by a fire is or copper and fixed inside the Reversing wheel or handle 6
governed by the amount of air boiler. The box in which the fire from the locomotive's exhaust — the wheel provided to alter the
admitted to it. This can be ad- burns. cut-off point of the valve gear and
justed by opening or closing when running. to move it between forward and
damper doors in the ashpan
assembly These are worked by Fire door or Fire-hole door Jumper blast-pipe 13 — this Reversing lever — a lever used
levers in the locomotive cab. —58, 62 for the same purpose as the
device was sometimes attached
Deflector dome 97 — This is reversing wheel, but not often
to the blast-pipe in order to limit found on express passenger
provided in or on the tender in locomotives.
connection with the water pick- the draught when the engine is
up apparatus. Water scooped working hard. Rocking grate — an arrange-
from a set of troughs between
the rails is first fed skywards up a the entrance to the ment to enable the grate bars to
vertical pipe, the deflector dome be rocked or shaken, to en-
at the top of this pipe then turns firebox, through which coal is Lead — the amount which a courage the residues of combus-
the flow downwards so that the mam steam port of a locomotive tion to fall down into the ash-pan.
tender is filled. shovelled is closed by a fire door
cylinder is open when the appro- Safety valves 71 — allow steam
Dome — the steam is usually Fire tubes 75 — the hot gases
priate piston is at its limit of travel to escape if pressure exceeds the
taken from the boiler at its highest from the fire pass through these
fire tubes (often, boiler tubes or Liie guard 23 — Provided in safe limit.
point. Where height is available, simply tubes) in the boiler be-
a chamber known as the dome is tween the firebox and the smoke front of the leading wheels of a Sanding gear 42, 45 — a device
provided above the top of the box, so heating the water with locomotive with the idea of throw-
which they are surrounded ing aside objects encountered to put sand on the rails to
boiler barrel in order to collect on the rails Often also called a improve adhesion, particularly in
the steam Flange lubricators — on sharp guard iron
damp conditions It is worked
Draincocks 26, 56 — when a curves, wheel flanges bear heavily Low-water alarm — an auto- from the cab, and the sand is
against the rails. To ease wear
locomotive is starting from cold and reduce friction, devices to matic device to warn the crew either allowed to fall by gravity,
the first steam which enters the lubricate these flanges are pro- or is sprayed into position with
cylinders condenses to water. vided on the locomotive. More that boiler-water level is getting steam or compressed air
Draincocks are provided, usually, though, they are attached dangerously low
worked from the cab, to allow Slide-bars 34 — see crosshead
this water to escape. Otherwise to the rail Main rod (BR = connecting rod)
the cylinder would be burst by — see connecting rod. Slide valves — see valves.
Flues 77 — large fire tubes,
Mallet — see Union Pacific
often referred to as superheater
flues, which contain the super- 'Challenger', page 170
heater elements.
Manganese steel liners
Footplate 60 — the surface on
hard wearing lining surfaces used
which a locomotive crew stands to minimise wear on the horns.
In fact it usually extends all
round the engine, but the term is Motion — a generic term used
now taken to mean the floor of
the driving cab to describe the moving parts
(other than the wheels and axles)

of the engine.

Foundation ring 90 — the Nosing — an oscillating move- Smokebox 6 — a chamber at

rectangular ring which connects ment of a locomotive about a the front end of the boiler which

16

admitted either in between or

outside the pistons; these ar-

rangements are known as mside

admission or outside admission
respectively, the former being

the most usual one

A few steam locomotives used

poppet valves, not dissimilar to
those fitted to the family motor

Valve gears — provided in

order to move the valves of a

locomotive to a precise timing in
relation to the movement of
pistons It is necessary to cope
with requirements for early and
late cut-off, as well as forward

and reverse working Numerous
linkages have been devised to do
this Walschaerts gear became
almost universal in the later days
of steam. With reference to the
diagram herewith, its working is

—as follows:

RCA return crank is fixed to the

—Throttle ( BR = regulator) see main crank-pin so that its little

Above and below: The parts of Walschaerts valve gear. The letters regulator end revolves 90° out of phase

mare referred to the glossary description under Valve gears. (The ATI — a form of water treatment, with the main motion. By means
©diagram was produced from reference Eleanora Steel.)
developed by Louis Armand of of the eccentric rod ER, a curved
the French Railways, known as
Traitemant Integral Armand. It slotted link EL is oscillated about
a centre TR A die-block which
involved dosing the water in the
tenders, regular tests of the acidity slides in this link is pivoted to the
or alkalinity of the water in the
boilers and decimated boiler Valve-Rod VR It can be lowered
repair costs in France and
elsewhere. by the lifting arm LA, in which

Top feed — feed water is rela- case the fore-and-aft movement

tively cold and is best fed into the ERof the eccentric rod is trans-
top of the boiler, with clack or
check valves fitted there. Hence mitted to the valve rod VR If LA
the term 'top feed'.
is raised the movement of VR is
Tractive effort — this a theo-
retical figure which indicates how reversed In this way forward
hard a locomotive can pull when
85% (usually) of full-boiler press- and reverse timing of the valve is

ure is applied to the pistons. catered for By a partial move-
ment of the lifting arm LA a
—Tubes see firetubes
reduced opening of the valve is
Tyres — the wearing surfaces of
provided A combination lever
locomotive wheels are steel tyres
separate from the wheel centres CL serves to bias the opening of

Valves — three types of valves the valve towards the beginning

were used on steam locomotives. of the stroke by, as it were,
The slide valve was virtually
universal during the first 75 years injecting a dose of the movement
of steam construction It con-
sisted of a flat valve which slides of the cross-head into the move-
on flat port face in the steam
ment of the valve rod
chest. A recess in the valve face
serves to collect ashes drawn the boiler barrel Its shape, there- Baker valve gear is a version of
fore, needs retaining and this is connects the exhaust port with
through the tubes. A partial one or other cylinder according Walschaerts which- replaces the
vacuum formed in the smoke done by a mass of rods known as to the position of the valve Also,
according to the position of the curved slotted link EL with a
box by a jet of exhaust steam stays connecting the firebox to valve, one or other cylinder port series of plain links and this was
emerging from the blast pipe the boiler shell is exposed by its edge as it used to some extent in the USA
provides a flow of air from and moves in time with the movement
through the fire Stuffing gland 19 - where a of the piston, steam can then flow in recent times.
into the appropriate end of the
Snifting valves — have the moving piston rod emerges from cylinder Stephenson's gear would cer-
same function as by-pass valves a cylinder in which steam at high
pressure is contained, a form of In the later years of steam tainly rival Walschaerts if a count
but function by admitting air to gland containing packing is piston valves became almost
the steam circuit at an appropriate needed to prevent leakage universal The steam chest is of the total number of sets fitted
point when a vacuum is formed cylindrical, boiler steam and ex- was the criterion Other gears
in them Tank locomotive — one which haust steam are divided by two such as Allan, 'gab' and Gooch
pistons which cover and uncover were used in small numbers and
Spark arrester — a device in carries supplies of fuel and water the cylindrical ports as the valves references are made to these
the smokebox or chimney to on its own chassis rather than on move The boiler steam can be linkages in the body of the book,
a separate tender
prevent sparks being thrown as follows:
Tender — a separate carnage
Splashers 86 — Provided to Stephenson see Beuth, page 30
for fuel and water attached to a Gooch see 'Rover' class, page
cover the portion of large driving locomotive 46
wheels if they protrude through Allan see 79' class, page 40.
the footplate or running board Thermal efficiency — the pro- 'Gab' see Beuth, page 30

Spring hangers 92 — The tips portion of the heat value of the Water gauge a glass tube

of leaf springs on a locomotive fuel consumed which appears as fixed to the boiler to allow the
are connected to the frames by useful work
links known as spring hangers water level to be seen — This is
Thermic syphon — vertical or
—Stays 68, 74, 83 by its nature, the most important indication
near vertical water ducts in the that there is on a steam locomotive
the firebox of a locomotive cannot firebox provided with the idea of and hence the gauge is usually
be circular like the front part of adding heating surface and im-
proving circulation in the boiler duplicated

Westinghouse brake see air
brake

Northumbrian 0-2-2 '-poohS^Manchester Railway (L&M), 1830

Tractive effort: 1,5801b to the honzontal and not surpris- Above: 1980 replicas of 1829 was what gave the Stephensons,
locomotives. Rocket to left, father and son, their triumph.
(720kg) ingly the out-of-balance forces Sans Pareil to right.
Axle load: circa 6,5001b (3t) caused the locomotive to rock It also says enough that the
Cylinders: 1 2) 11 x 16in badly Moreover, Northumbrian's The other important feature of boiler fitted to Northumbrian
cylinders were fitted in an acces- Rocket was the blast-pipe, once came to be known as the
(280 x 406mm) sible position, attached to but more something that was funda- locomotive-type boiler Of all the
Driving wheels: 52in outside the wheels although, it is mental to the success of 99 9 per locomotives described in this
cent of the steam locomotives book, only one (London & North
1mm) true, still at the wrong end. The ever built By arranging that the Eastern No. 10,000) had another
Heating surface: 4 2sq ft Northumbrian weighed 7 35 tons exhaust steam was discharged type of boiler and only one
(38m2 ) less tender, nearly double the through a jet up the chimney, a
Superheater: None 4.25 tons of Rocket and her partial vacuum was set up at the (South African Railways' class
Steam pressure: circa 50psi destructive forces were recog- chimney end Air would rush in "25") failed to have the blast-pipe.
nised by the provision of a front to fill this vacuum and the only This was not through the lack of
Grate area: circa 8sq ft buffer beam complete with leather way (it was hoped) it could do so trying for something better, for
was through the fire grate at the
(0 75m2 ) buffers stuffed with horse-hair other end of the boiler. Hence many attempts were made to
Another quite important improve- there was a situation where the introduce new ideas. But only
Fuel ( coke): circa 2,2001b (It) amount of air being drawn very few prevailed far enough to
Water: circa 400gall (480 US) ment was the use of vertical iron through the fire and thus the
(18m 3 ) plates as the main frames and a amount of heat produced would enter revenue service at all and,
Adhesive weight: circa proper tender— rather than a depend on the amount of steam of course, none has managed to
being used. More than anything topple the Stephenson boiler
6,5001b (30 barrel on wheels — was provided else, this automatic connection from its throne whilst steam trac-
Total weight: 25,5001b ( 1 1 50 between the amount of heat
The features that made Rocket needed and the amount supplied tion exists Incidentally, credit for
Length overall: 24ft Oin a success at the trials were
(7,315mm) suggesting the multi-tubular boiler
continued in Northumbrian, but was attributed by Robert Stephen-
Readers might be surprised that in larger and stronger form. The
Stephenson's immortal Rocket multi- tubular boiler— that is to son to a Mr Henry Booth,
does not lead this book's caval- say one which had numerous treasurer of the L&M Company.
cade of passenger-hauling steam tubes instead of one big flue for
locomotives. The reason for this the hot gases to pass through As regards the mechanical
is that between Rocket's triumph while they exchanged their heat part of Northumbrian, the prin-
at the Rainhill trials in October with the water in the boiler ciple of having two and only two
1829 and the opening of the Numerous little tubes have a cylinders outside the frames and
world's first inter-city steam rail- directly connected to the driving
way on 15 September 1830, much greater surface area than wheels became more and more
there had been as many funda- one big flue of equivalent size the world standard as the years
mental changes in steam loco- and so heat is passed across to went by. Towards the end of
motive design as were to occur the water at a higher rate, hence steam this principle became vir-
over all the years that were to tually universal, apart from articu-
follow Steam locomotives built in such a boiler has high steam- lated locomotives Even so, the
1982 are no further from those raising capacity in relation to its actual layout of Northumbrian's
built in 1 830 than are those built machinery had serious draw-
in 1829— at any rate in funda- size backs
mentals Of course they got a
little bigger and heavier— by a Below: An early rephca of Because the driving wheels
factor of 40 or thereabouts Rocket before rebuilding. were at the front, the heavy
firebox and the heavy cylinders
Northumbrian, which hauled were at the end where the carry-
the opening train on that disas- ing wheels were There was only
trous opening day in 1830, had a box full of smoke at the other
several important things which end and yet the driving wheels
Rocket had not; first, she had a needed all the weight the track
smokebox in which ashes drawn could stand to keep them from
through the boiler tubes could slipping Moreover, when the
accumulate. Second, the boiler
was integrated with the water Below: Northumbrian depicted Top right: A contemporary
jacket round the firebox These
two things meant that the (so far as is known) m new engraving of the Stephenson
locomotive-type boiler, fitted to Northumbrian. Afote the head-
99.9 per cent of the world's condition, as the "brave little she- lights, and the crew's attire.
steam locomotives to be built
over the next 1 50 years, had now lion "so a dmired by Miss Kemble.
fully arrived. The third thing was
that the cylinders had now come

down to the horizontal position
— the axis of Rocket's cylinders
were fairly steeply inclined at 35°

engine began pulling the force opening day When William Hus-
on the drawbar tended to lift the
front end of the engine, thereby kisson MP, stepped out into the
further reducing the weight avail- path of Rocket, Joseph Locke

able for adhesion who was driving had no means
Another problem arose
of breaking (to use the spelling of
through the combination of out- the day) and the famous accident
took place Northumbrian cov-
side cylinders with a short wheel- ered herself with glory in rushing
base The alternate piston-thrusts
tended to swing the engine about the fatally injured man to medical
a vertical axis so that it proceeded aid, but to no avail
with a boxing motion and in a
serpentine manner It was not Northumbrian is regarded as
until the Northumbrian layout
was considerably altered by hav- belonging to the "Rocket" class,
ing an extended wheelbase and seven examples of which had
moving the cylinders to the front previously been delivered to the
that these problems were solved.
In the meantime the route of Liverpool & Manchester Railway
development left the main line for in 1829 and 1830 Rocket's im-

a branch, as we shall see. mediate successors, Meteor,
A rather dubious feature of Comet, Dart and Arrow, were
delivered with the cylinders in an
Northumbrian was the primitive
means of reversing. An eccentric almost horizontal position, while
Rocket was so altered very
—a device to convert rotation to quickly Phoenix also had a
—oscillation was provided on the
smokebox and so did North
driving axle in order to move the Star. Majestic, which followed
valve of each cylinder To reverse Northumbrian, also had all the
new features Only Rocket's
the direction of rotation, the remains survive, in London's
Science Museum, but in fact they
eccentric on each side has to be come much closer to the later
turned nearly 180 degrees relative engines than Rocket as delivered

to the crank It is easy to leave the
eccentrics loose on the axle and

provide stops so that they take
up the correct position whichever
way the wheels turn. The draw-
back to this simple and excellent
valve gear is that it is difficult to

devise an arrangement to move
the eccentrics upon the axle
while the engine is stationary that
is not complicated and incon-

venient Otherwise the locomotive
can only be reversed by giving a

push.
Both Rocket and Northumbrian

had such an arrangement, one
snag was that it could not be
used while in motion. This was
vividly demonstrated on that

Above: A dubious wooden

replica of Northumbrian

m L&Mconstructed 1 930 for the

centenary celebrations.

Planet Class 2-2-0 Great Britain:
Liverpool & Manchester Railway, 1830

Tractive effort: circa 1 ,4501b split — and hence weakened — so and by others. Outstanding his first locomotive that he de-
amongst the imitations was a clared he would build no more!
(660kg) that they could be removed and 2-2-0 called Old Ironsides, built The Stephensons, on the other
replaced Even so, some 5 per hand, when they developed
Axle load: 1 1,2501b (50 cent of the world's steam loco- in Philadelphia, USA in 1832 by Planet into their celebrated six-
UHxCylinders: (2) motives were to have two inside wheel locomotives, decided that
16in cylinders and crank-axles, Robert a Matthias Baldwin Starting with this time they would discourage
Stephenson & Co. supplied some this first full-size locomotive imitators by taking out a patent.
(292 x 406mm) to British Railways as late as Baldwin went on to build up the
greatest locomotive manufactory Even so it was Planet that
Driving wheels: 62in 1953 the world has ever known, with a finally convinced a sceptical
Planet was quite successful world that a form of reliable
(1,575mm) production of 60,000 locomotives mechanical transport had
and many of these engines, some arrived and that the Stephensons
Heating surface: I07sq ft with four coupled wheels, were during the 1 30 years of its exis-
made both by the Stephensons tence. It is said that Baldwin had
(38m 2 ) such trouble getting payment for
Superheater: None

Steam pressure: circa 50psi

(3 5kg/ cm 2 )

Grate area: 7 2sq ft (0 67m 2
)

Fuel (coke): circa 2,2001b (It)

Water: circa 400gall (480 US)

(1 8m 3 )

Adhesive weight: 1 1,2501b

(5t)

Total weight: 29,5001b ( 1 3 50
Length overall: 24ft 4in
(7,420mm)

Planet arnved on the Liverpool &
Manchester Railway in October
1830, soon after it was opened
The Stephensons had changed

two things since they completed
Northumbrian only a few weeks
before The first one was to put
the cylinders at the front end
instead of the back This helped
to get a good weight distribution,
the dnve was on to the rear pair
of wheels which supported the
heavy firebox, and, moreover, 99
per cent of the world's steam
locomotives were to have two

horizontal cylinders at the front

end
The second thing which was

done was aimed at curing the
"boxing" motion which plagued
the earlier locomotives. This was
achieved by putting the cylinders
between instead of outside the
wheels and connecting them to
the driving wheels by making the
main axle in the form of a double
crank. Crank-axles continued to
present a senous technical prob-

lem, not only in themselves but
also because the big-end bearings
of the connecting rods had to be

TankBest Friend of Charleston 0-4-0 u

South Carolina Railroad (SCRR), 1830

Tractive effort: 4531b (206kg)
Axle load: 4,5001b (2t).
Cylinders: (2) 6 x 16in

(152 x406mm)
Driving wheels: 54in

(1,371mm).

Steam Pressure: 50psi
(35kg/cm2 )
Grate area: 2 2sq ft (2m 2 )
Fuel (coke): not recorded
Water: 140gall (165 US)
(0 64m 3 )
Adhesive weight: 9,0001b (4t)
Total weight: 9,0001b (4t).
Length overall: 14ft 9in
(4,496mm)

History was certainly made on
1 5th January 831 1 , the day when

the first full-size steam locomotive
to be built in the United States
went into service. Thus was Best
Friend of Charleston, running on

the New World's first commercial

steam railway, the South Carolina
Railroad. This little contraption
foreshadowed the building of
170,000 further steam loco-

20

were the people to provide it. Brother Jonathan 4-2-0
Soon enough it took them from
a humble cottage by the Tyne to United States:
being millionaires in the £'s of Mohawk & Hudson Railroad (M&HRR), 1832
those days, as well as a name
that is and will be remembered
wherever and while railways

exist

Below: A drawing of the Planet
locomotive of the Liverpool &

Manchester Railway, Stephenson s
first msirle-cylinder locomotive.

motives for service in the USA handle a train of five cars carrying Tractive effort: circa 1,0231b Above: Brother Jonathan, a
more than 50 passengers at (464kg) pioneer bogie locomotive.
during the years to come Best 20mph(32km/h).
mAxle load: 7,0001b (3.2t). None of these other features
Friend was constructed at the In one rather tragic way, how- became the norm on the world's
Cylinders: (2) x 16in
West Point Foundry in New York ever, the locomotive did contri- locomotives, but as regards ex-
(241x406mm) press passenger locomotives, the
in late 1 830 Features included a bute to the story of steam traction Driving wheels: 60in
development The firemen had four-wheel bogie certainly is much
vertical boiler, a well tank integral become annoyed with the noise (1,524mm). used. It will be found that all the
of steam escaping from the safety Boiler: details not recorded
with the locomotive, four coupled Boiler pressure: circa 50psi classes of locomotive described
valves and used to tie down the (3.5kg/cm 2 ). in this book have leading four-
wheels and two modestly inclined lever which controlled them One Adhesive weight: circa wheel bogies according to the
day in June 1 83 1 he did this once principle pioneered with Brother
cylinders It was built at the West —too often and the boiler ex- 7,0001b (3 2t) Jonathan. Incidentally, Brother
ploded and he was killed In due Total weight*: 14,0001b (6.4t). Jonathan was then an impolite
Point Foundry in New York to time tamper-proof valves became way of referring to the English,
the rule — people normally need Length overall*: 16ft 5^m
no doubt the name was a gesture
shock before they take action (5,017mm) of triumph at having thrown off
Later, the locomotive was re- ''Engine only without tender any possible continued depen-
dence on English technology
built with a new boiler and As regards express passenger
trains, certainly one of the great The idea was to provide guid-
re-entered service, appropriately benefactors of mankind was John ance by having two wheels pres-
B. Jarvis, who in 1 832 introduced
named Phoenix. By 1834, the sing against the outer rail of
South Carolina Railroad went the pivoted leading truck or curves as near as possible in a
the whole 1 54 miles from Char- bogie into the locomotive story, tangential attitude For any par-
leston to Hamburg, just across an idea suggested to him by ticular radius, or even at a kink in
the track, the bogie would take
the river from the city of Augusta, Robert Stephenson when he
visited England Although very up an angle so that the three
Georgia When opened, this was contact points between wheel
few particulars have survived, and rail on each side would lie
by far the longest railway in the this little 4-2-0, originally known correctly on the curve This was
as Experiment, was the vehicle particularly important on the light
world used This pathfmding design of rough tracks of the time.
locomotive was built at the West
This locomotive demonstrated
Point Foundry in New York and very clearly that the principle
delivered to the Mohawk & was a sound one and for many
Hudson River Railroad years thereafter the majority of
American locomotives of all kinds
Amongst the features of the had the advantage of this device
locomotive, one notes that the Brother Jonathan itself was suc-
boiler was rather small (copied cessful in other ways, converted
from Robert Stephenson's later to a 4-4-0 it had a long and
"Planet" type) and that there was useful life
room for the connecting rods in
the space between the sides of Below: A replica of Brother
the firebox and the main frames,
which were situated outside the Jonathan, alias Experiment.
driving wheels These in turn
were located behind the firebox,
as on a Crampton locomotive

ELthe design of Miller engineer

of the South Carolina Railroad.

Although, apart from the

coupled wheels, none of its prin-

ciples of design were adopted

generally, the locomotive was

quite successful, but the next one

built for this railroad followed the

same principles only as regards

—mechanical parts the later ver-

sion had a horizontal boiler, the

first to be built in America Even

so, the original design could

Left: Best Friend of Charleston

Some contemporary accounts

tell of additional cylinders

driving the tender wheels

Vauxhall 2-2-0 Ireland:
Dublin & Kingstown Railway, 1834

Tractive effort: circa 1.5501b built the world's first locomotive ends of the axles Even so, in priate position But it could not
be used while the engine was in
(700kg) with accessible outside cylinders later years this arrangement
Cylinders: 1 2) 1 1 x 18in motion.
placed horizontally at the leading was much used on locomotives Another feature of the first
(280 x 457mm)
Driving wheels: 60in D&Kend Incidentally, the line which ran on very narrow gauges, Forrester locomotives which was
(1,524mm) not repeated was the substitution
Steam pressure: circa was built to the English standard 4mm)that is, 3ft (9 1 or less.
of a swing-link parallel motion
cm 2 gauge of 4ft 8^in (1,435mm), it Forrester's fundamental im- This was intended to constrain
was long before the days when the joint between the end of the
): the railway gauge in Ireland was provement of the valve gear piston rod and the little end of the
standardised at 5ft 3m ( 1 ,600mm). connecting rod to travel in a
Overall length: circa 24ft was also important but as a
(7.315mm) So already the cylinders had straight line, even when the latter
stepping-stone rather than an was at an angle and therefore
George Forrester of Liverpool
was a locomotive builder whose arrangement which became trying to force the former out of
name is now hardly known; yet line The Stephensons had pre-
he introduced two fundamental reached their final position with much used in the long term. It viously used a cross-head run-
improvements in the mechanism ning between slide-bars for this
of the steam locomotive, one of this arrangement. Since then it has been mentioned that the "slip purpose and this simple arrange-
which prevailed to the end of has been applied to most of the ment has never been displaced
steam The other was also an eccentric" valve gear was difficult from its throne The only engine
important move forward apart from Vauxhall in this book
world's locomotives built over to reverse from the cab, so which did not have it was the
How Northumbrian had two "Turbomotive" and that one
the subsequent 1 50 years, even Forrester provided a separate only because there were no
outside cylinders but at the wrong
end and how Planet had two though express passenger loco- eccentric set for each direction cylinders!
cylinders at the front but hidden
away inside, has already been motives are the ones most prone for each cylinder— making four Wide apart outside cylinders
described With Vauxhall, con- combined with a short wheelbase
structed in 1 832 for the Dublin & to being given sophisticated in all on the driving axle The was not a recipe for steady
Kingstown Railway, Forrester
cylinder layouts. reversing lever could move the

One way in which the Forrester eccentric rods (which were set
engines differed from modern
vertically) and engage or disen-

steam locomotives (except for gage the appropnate valve pin

those built for very narrow by means of V-shaped "gabs"

gauges) was that the cylinders fitted to the ends of the rods No

may have been outside the skill was required as in the

frames, but the frames were previous arrangement, merely

outside the wheels. Separate enough muscle to move the

cranks were provided at the reversing lever into the appro-

Bury 2-2-0 Great Britain:
London & Birmingham Railway (L&B), 1837

Tractive effort: i, 3861b Edward Bury had a small engi- on until bar frames were super- fire-box was D-shaped, with the
(629kg) neering works in Liverpool and seded by cast steel ones Bury flat part facing towards the front,
Axle load: 1 2,6001b (5.7t) in 1829 he began work on a managed to secure the contract
Cylinders: (2) llxl6^in to allow the insertion of the tubes
(280 x415mm). locomotive with a view to entering for providing locomotives for the at right angles. The trouble was
it for the Rainhill trials, but it was that with the circular shape the
Driving wheels: 60%n not completed in time In the end London and Birmingham Rail- length could not be larger than
he supplied the locomotive, which way, by far the most important the width. Since the width was
(1,546mm) was called Liverpool, to the railway to be completed in the also limited, because it had to go
Heating surface: 357sq ft 1830s All 58 of these passenger between the wheels, the size of
Liverpool & Manchester Railway 2-2-0s had been supplied by 1841 the fire (and hence the power
(33 2m 2 ) during 1830. It had two large
coupled wheels 72m. (1829mm) One problem with these loco- output) was strictly limited. Nor
Superheater: None motives was their small size and could the frames be extended
Steam pressure: 50psi m diameter. It had cylinders this was a fundamental limitation backwards past the round fire-
(3 5kg/ cm2 ). box, so a 2-2-2 development
Grate area: 7sq ft (0.65m 2). arranged like Planet's but, unlike of the design, rather than some- would cause some difficulty
Fuel (coke): c2,2001b (It). Planet, had frames formed of thing that could be overcome
Water: c400gall (480 US) bars rather than plates This was just by a little stretching. Bury So in 1837 England's first
a significant innovation, for Bury considered nghtly that pressure long-distance trunk railway route
Adhesive weight: 12,6001b sold some bar-framed loco- vessels should be circular and so out of London was opened,
motives to America and bar his outer firebox was circular in using a fleet of locomotives that
(5.7t) frames for many years became a were under-powered even by
trademark of engines built on plan and domed on top, attached the standards of the day. For
Total weight: 22,0001b ( lO.Ot). that side of the Atlantic, this went
Length overall: 26ft 9^in to a normal cylindrical barrel by
(8,168mm). circumferential joint. The inner

running and by 1836 these
2-2-Os, as well as others supplied
to the Liverpool & Manchester,
London & Greenwich and other
railways had been converted to
2-2-2s Even so, on the opening
day in Ireland, 31mph (50km/h)
was achieved, passengers were
delighted and amazed that they
could read and wnte with ease
while moving at this stupendous
speed. Few particulars of this
pathfinding engine have sur-
vived, but the details missing
from the specification above
would approximate to those of
Planet (see page 20).

Left: George Forrester's Vauxhall
locomotive built for the Dublin

& Kingstown Railway m 1834.

Note the horizontal outside
cylinders at the front end, a
mechanical arrangement which
most of the world's locomotive

mengineers followed time

example, in the same year the some items more within the the times a few years later reliable and Bury held
London to Bristol railway (then scope of the technology of the
under construction) received a day And if heavy passenger Below: 2-2-0 No.lof on to his principles of
Stephenson 2-2-2 called North trains needed two or three
Star which had double the grate locomotives (or even four) at the the London & Birmingham mhttle-and-often
area and double the adhesive head, then so be it. Labour was
weight of a Bury 2-2-0 cheap, while powerful loco- Railway, the most locomotive design for
motives were expensive as well important line to have
The small size and power of been opened during many years, in fact
these engines had advantages as relatively untried the 1830s. Edward Bury until he was- forced to
They were cheap to build and designed these rather
Assuming that Bury was nght small locomotives which resign in 1847 This
—reliable in service the low tended to be a little under-
—in thinking like this in 1 837 and powered for express was soon after the
stresses on the crank axles passenger work. Even so,
brought these always trouble- there are many subsequent ex- they were cheap and LNWR had been
amples in locomotive history —his
railway had certainly fallen behind formed from the

amalgamation of the

Grand Junction
and London &
Birmingham lines

23

Adler 2-2-2 Germany:
Nuremberg-Furth Railway, 1835

Tractive effort: 1,2201b contractors had decamped to loading of Stephenson's engines
(550kg) Austria He pursued them there,
Axle load: 1 3.2501b (6t). and was told that the price had supplied to the L&M had been
Cylinders: 9 x 16in doubled The opening of the
railway was approaching, and increasing steadily since "Rocket",
(229 x 406mm) Scharrer had no alternative but
Driving wheels: 54in to place an urgent order with which had been built to the
(1,371mm) Robert Stephenson on 15 May severe weight restrictions which
Heating surface: 1 96sq ft 1835 for a 2-2-2 locomotive, at a
(18 2m2 ) price of £ 1 ,750 delivered to the the directors of the railway
Superheater: None
Steam pressure: oOpsi line. deemed necessary.
(4 2kg cm 2 ) The improvements incorpor-
Grate area: 5 2sq ft (0 48m 2 ) Despite the historical impor-
Adhesive weight: 13,2501b ated in the 2-2-2 were patented,
tance of this engine, information
(60 and the first engine to incorporate
Total weight*: 3 1 ,5001b ( 14 5t) about it is scanty, even its name the patents was named "Paten-
tee". This engine weighed 1 1.45
Length overall: 25ft 0m being uncertain Early references tons, but the weight of "Adler"
are to "Der Adler" (The Eagle), was quoted in English sources
(7,620mm) but more recently it has dropped as 6.6 tons, and in German
the definite article, and is usually
* Engine only — tender details sources as 14 tonnes, with 6
known simply as "Adler". Surviv-
not available ing records of the builder do not tonnes on the driving axle. A

The first locomotive to be built in record details of the engine, but similar uncertainty applies to the
Germany was constructed in contemporary illustrations show
1816, but it was unsuccessful, as a locomotive resembling the boiler pressure, which has been
was a second one built in the quoted in an English source as
following year It was not until 7 "Patentee", supplied to the Liver-
December 1835 that successful pool and Manchester Railway in
steam locomotion was inaugur- 1834, developments of which
figure largely amongst products
ated in the country, with the of Stephenson's Newcastle works

opening of the Nuremberg to at this period
Furth railway, known as the
Ludwigsbahn, after Ludwig I of In 1 830 Robert Stephenson &
Bavana, who had given his royal
Co supplied to the L&MR a 2-2-0
assent to the railway in 1834.
named "Planet", which was no-
The promoter of the railway,
Herr Scharrer, tried Robert table as being the first engine
Stephenson & Co of Newcastle with inside cylinders and a crank
for the supply of material to the axle However.the art of forging
line, but Stephenson's pnces were axles was new, and the combina-
considered to be too high, and tion of the forces from the flanges
Scharrer therefore resolved to of the wheels and from the
"buy German". Two Wurtem- connecting rods soon showed

bergers then contracted to supply the vulnerability of these delicate

an engine for the equivalent of forgings. In 1833, therefore,
Robert Stephenson designed a
£565, "equal to the best English 2-2-2 locomotive, in which the

engines and not requmng more driving wheels had no flanges,
fuel". Time passed and Scharrer so that the crank axle was relieved
enquired about the progress of
Aof flange forces. further advan-
his engine, only to find that the
tage of the extra axle was that the
axle loading was reduced, a
desirable measure, as the axle

Campbell 4-4-0 United States:
Philadelphia, Germanstown & Nornston Railroad (PG&NRR), 1837

Tractive effort: 4,3731b and successful of all passenger-
hauling wheel arrangements
(1,984kg).
The layout of Brother Johnathan
Axle load: 8,0001b (3 6t) was followed, the additional
Cylinders: (2) 14 xl5^in driving axle being coupled to the
9356 x 400mm) first by cranks outside the frames.
The cylinders were thus inside
Driving wheels: 54m the frames, driving the leading
coupled wheels by means of a
(1,370mm) crank axle, an arrangement
which was to become popular
Heating surface: 723sq ft on a few railways back in Europe,
even if very rarely repeated in
(67 2m 2 America The high boiler pressure
) is notable for the time. Whilst this
remarkable locomotive demon-
Superheater: None strated great potential, the flexi-
bility provided in order to cope
Steam pressure: 90psi with poorly lined tracks was not
accompanied with flexibility in a
(63kg/cm2). vertical plane to help with the
Grate area: Circa 1 2sq ft humps and hollows in them. In
(1.1m 2 ). consequence, Campbell's 4-4-0
Adhesive weight: 16,0001b was not in itself successful.

(7.25t). Left: The world's first 4-4-0,
designed by Henry Ft. Campbell,
Length overall:* 16ft 5)&n engineer to the Philadelphia
Germanstown and Nornston
(5,017mm). Railroad. It was built in 1837
by James Brooks of Philadelphia.
*Engine only— tender details not

known.

Henry Campbell, engineer to the satisfactorily round sharp or New York) and he produced the
Philadelphia, Germanstown & world's first 4-4-0 in May 1837.
Nornston Railroad had the idea irregular curves. He patented the
of combining coupled wheels, as Although in fact this locomotive
fitted to Best Friend of Charles- idea and went to a local mechanic was intended for coal traffic, it
has its place here as the prototype
ton, with the leading truck of called James Brooks (not the of perhaps the most numerous
Brooks who founded the famous
Brother Johnathan. In this way Brooks Loco Works of Dunkirk,
he could double the adhesive
weight, while at the same time
have a locomotive that could ride

24

601b/sq in (4.2kg/cm2), and in a other parts, for its scrap value
German source as 471b/sq in
(3 3kg/cm2) Amongst details In preparation of the centenary
of the engine which are known
are that it had 62 copper tubes, of the Nuremberg-Furth Railway,

and that it had shifting eccentrics. a working replica of the engine
The "Adler" was followed by was built at the Kaiserslautern

other engines of similar type Works of DR This replica is now

from Stephenson's It remained in the transport museum at Nu-
at work until 1857, when it was remberg A second non-working
sold, without wheels and some replica was made in 1 950 for use
at exhibitions Both are based

on contemporary paintings

Left: This Adler rephca was built Below: Adler was built lor the
for the German State Railways'
Nuremburg-Furth Railway m
centenary celebrations in 1 935.
1835. This was the first railway
mIt appeared the ill-starred to be built in what is now known

"der Stahltier" film, whose as Germany, but the locomotive
director was imprisoned by the
Nazis for emphasising Adler s was built by the famous firm of
Stephenson & Son of Newcastle-
English origin.
upon-Tyne, England.

Hercules 4-4-0 u
Beaver Meadows Railroad, 1837

Tractive effort: 4,5071b pivoted at its centre The pivots
were connected to the main-
(2,045kg). frame of the locomotive by a
large leaf spnng on either side.
Axle load: area 10,0001b
In this way eight wheels were
(4.5t). made to support the body of the
locomotive at three points. It was
Cylinders (2) 12 x 18in a brilliant notion which solved
(305 x 457mm) the problem of running on rough
Driving wheels: 44in tracks and was the basis of the
(1,117mm) three-point compensated spring-
Steam pressure: 901b/sq in ing system which was applied to
(6 3kg/cm2) most of the world's locomotives
Adhesive weight: circa from simple ones up to 4-12-2s.
20,0001b (9t)
Total weight: *30,0001b Hercules was well named and
many similar locomotives were
(14t) supplied. Joseph Harnson was
made a partner in the firm which
Length overall:* 18ft 1 lin (since Garrett was retiring) be-
came known as Eastwick &
(2,564mm). Harrison. The famous "American

* Without tender — boiler and Standard" 4-4-0, of which 25,000

tender details not recorded. were built for the USA alone, was

In 1836, the Beaver Meadows legged stool on the floor The two early 4-2-0s by Noms, also of directly derived from this most
saying "right as a trivet" comes Philadelphia Harrison had the
Railroad ordered a 4-4-0 from idea of making his two pairs of innovative engine.
vividly to mind, the three legs
Garrett & Eastwick, in nearby being, respectively, the two driving wheels into a kind of Left: Hercules, built by
Philadelphia The workshop fore- driving wheels and the pivot of
man, Joseph Harrison, had be- the leading bogie or truck There non-swivelling bogie by connect- Garrett & Eastwick of
come aware of the problems was also the example of one or ing the axle bearings on each
encountered by Henry Campbell side by a large cast iron beam, mPhiladelphia 1836, marked
man important step forward
in keeping all the wheels of his
4-4-0 pressing on the rail, yet he locomotive development.
also remembered 4-2-0 Brother
Jonathan of 1832 which sat on
the rough tracks like a three-

Lafayette 4-2-0 United States:
Baltimore & Ohio Railroad (B&O), 1837

Tractive effort: 2,1 621b and frames and the valves were Washington County Farmer and mania and Jugoslavia) were the
on top of the cylinders The
(957kg) driving wheels were in front of asked him to build a series of best customers, but even before
rather than behind the firebox, 1840 Norris had also sent his
Axle load: 1 3.0001b (6t). eight similar engines. The first 4-2-0s to the Brunswick and
so increasing the proportion of
Cylinders: x 18in the engine's weight carried on was Lafayette delivered in 1 837; Berlin & Potsdam Railways in
Germany. A large fleet of 15
(268 x 457mm) them. B&Oit was the first locomotive to went to the Birmingham and

Driving wheels: 48in In this way the final form of have a horizontal boiler. Edward Gloucester Railway in Britain,
the steam express passenger
(1,220mm) locomotive had almost arrived. Bury's circular domed firebox where they had some success in
Northumbnan had the locomotive- easing the problems involved in
Heating surface: 394sq ft type boiler and two outside cyl- and bar frames were there and taking trains up the 1 in 37 (2.7
inders, Planet had the cylinders per cent) Lickey Incline at Broms-
(36 6m 2 ) the engine is said to have had grove in Worcestershire
Superheater: None at the front while Forrester's
VauxhaJJ had cylinders outside cam-operated valves of a pattern The demand for Norris loco-
and at the front Bury's loco- motives was so great that the firm
Steam pressure: 60psi motives had the bar frames and devised by Ross Winans of the was able to offer the design in a
Brother Jonathan had the bogie range of four standard sizes.
Grate area: 8 6sq ft (0 80m2) B&O. It says enough that later Class "C" had a cylinder bore of
Now we find outside cylinders, members of the class had the 9in (229mm), class "B" 10&in
Fuel (coke): 2,2001b (It) (268mm), class "A" 1 1 J^in
Water: 450gall (540 US) bar frames and a leading bogie normal "gab" motion of the day. (292mm), class "A extra" 12^in
(318mm). Grate areas were, re-
in combination. The locomotives were a great spectively, 6.4, 7.3, 7 9 and 9 5sq
success, giving much better per- ft (0.6, 0.69, 0.73 and 88in2 )
In 1827, the Baltimore & Ohio while engine weights were
Adhesive weight: 30,0001b Railroad was the first public formance at reduced fuel con- 15,750, 20,600, 24,100 and
railroad for passengers and 29,6501b (7.1, 9.4, 10 9 and
(5t) sumption. They were also rela-
freight transport to receive a 13.45t).
Total weight: 44,0001b (20t) tively reliable and needed few
Length overall: 30ft 40>4in charter It was opened for twelve The Norris locomotives which
(9,250mm). repairs. The same year Norris came to England were particu-
miles out of Baltimore in 1830,
built a similar locomotive for the larly interesting as of course the
but for a number of years horses English railway engineers were
provided haulage power— Champlain & St. Lawrence Rail- more accustomed to sending
although there were trials with engines abroad rather than im-
The so-called Norris locomotives steam locomotives. Steam took way in Canada This was the first porting them Seventeen loco-
have a very important place in over in 1834 in the form of motives came over from Philadel-
vertical-boiler locomotives, known proper locomotive exported from phia between March 1839 and
locomotive history, being a design as the "Grasshopper" type
which took steam another great America, and the hill-climbing May 1842 and they included
The Ohio River was reached examples of the three larger out
step forward in 1842 via a route which then ability of these remarkable loco-
William Norris had been build- included a series of rope-worked of the four standard Norris sizes
motives led to many further sales There were nine B's, three A's
ing locomotives in Philadelphia inclined planes, but long before
since 1831. Although a draper this more powerful locomotives abroad. Aand five extras, the latter used
by trade, after a few years in than could be encompassed
partnership with a Colonel within the vertical-boiler concept The first Old World customer as bankers on the heavy grade
Stephen Long, he set up on his
were needed. The B&O manage- was the Vienna-Raab Railway
own and by the beginning of
1 836 had produced some seven ment were impressed with Norris' and their locomotive Philadelphia

locomotives. In that year he built was completed in late 1837.

a 4-2-0 for the Philadelphia & Before the locomotive was ship-

Columbia Railroad called Wash- ped it was put to haul a train
ington County Farmer. In ar-
rangement it bore some resem- weighing 200 tons up a 1 in 100
blance to Brother Johnathan with
leading bogie, but the two cyl- ( 1 per cent) gradient, a feat then
inders were outside the wheels descnbed as the greatest perfor-

mance by a locomotive engine so

far recorded. Railways in Austria

(not the small republic we know

today but a great empire also

embracing much of what is now

Czechoslovakia, Poland, Rou-

Certain improvements were locomotive building plant, it was
made to reduce what was orig- other builders who adopted
inally a very high coal consump-
tion on the arduous banking Norris' ideas, produced hundreds
duties All five A-extras were
converted to tank locomotives of locomotives based on them,
and this saved hauling the weight
of the tenders Steam blown from and made the money.
the safety valves and some ex-
haust steam was turned back The first of the European
into the new saddle tanks builders who built Norris-type
Copper fireboxes replaced iron
ones and various other examples locomotives was John Haswell of
of rather shaky workmanship
replaced. The result was that a Vienna Others were Sigl, also of
coal consumption of 921b/mile
(26kg/km) in 1841 was reduced Vienna and Guenther of Austria,
by 53 per cent by 1 843
Cockenll of Belgium, Borsig,
The best of the Norris engines
remained in service until 1856. Emil Kessler and his successor

In his native America, Norris' the Esslingen Co of Germany. In

list of other customers in the Bntain, Hick of Bolton and Nas-
1 830s included 27 predecessors
myth of Manchester also built
of the railroads of the great age
A4-2-0s of this pattern. 4-2-0
of steam, situated in Connecticut,
called La Junta supplied to Cuba
Georgia, Louisiana, Maryland,
circa 1840, was for many years
Massachusetts, New York State,
preserved at the United Railways
North Carolina, Pennsylvania,
of Havana station in Havana. No
Tennessee and Virginia. One of
reports have been received either
them, the Richmond, Fredericks-
burg and Potomac Railroad, is Aof its survival or destruction.
even still trading under the same
name today Norris went on to full-size replica of an early Norris
become for a time the largest
locomotive builder in the USA, locomotive was constructed in
supplying 4-4-0s, 0-6-0s and fi-
the USA about 1941 and was
nally 4-6-0s in addition to the
reported to be preserved on the
4-2-0s which made his name. On
Tallulah Falls Railway in northern
the other hand the success of
these engines in Europe did not Georgia.
bring commensurate prosperity
there. Although William Norris Below: A typical standard Norris Above: 77ie gravestones
and his brother Octavius went to
Vienna in 1844 and set up a 4-2-0 locomotive is portrayed m the churchyard at
in this side view. The elementary
controls of a locomotive of the Bromsgrove, Worcestershire,
1840s can all be clearly seen.
The horizontal handle behind the m memory of a locomotive

firebox is the throttle, while the crew who were killed in
vertical one alongside the firebox
controls the "gad" reversing a boiler explosion in
gear The spring balance
pressure gauge is above the November 1870. The engine
concerned was not a
firebox together with the whistle. Norris one, but nevertheless

A brake on the engine was the headstones display

regarded as a luxury. carvings of locomotives
of this type, more typical

of the railway at

Bromsgrove.

Fire Fly Class 2-2-2 Great Britain:
Great Western Railway (GWR), 1840

Tractive effort: 0491b larger than the one employed by man called Daniel Gooch, a locomotives were for express
the Stephensons This 7ft 0'/4in north countryman who had
<929kg) (2,1 40mm) gauge was the largest trains and these concern us. The
Axle load: 25,0001b (11.20. ever employed by any railway in
worked with the Stephensons. first of these to be delivered was
the world
Cylinders: (2) 15 x 18in Following long struggles — often Fire Fly which came from Jones,
When it came to locomotive —all night in the running shed at Turner & Evans, Newton-le-
381x457mm)
matters the Great Western Rail-
Driving wheels: 84in way was truly great, but this was Paddington with the collection of Willows, Lancashire, in March
not so at the beginning. Brunei
1mm) perhaps a little casually had not-too-mobile disasters which 1840, to be followed by Spit Fire,
ordered a series of locomotives
Heating surface: 700sq ft from various manufacturers; and GWRformed the locomotive Wild Fire, Fire Ball, Fire King
it was not one of his best efforts.
(65m 2 ) They were given a free hand fleet of the time, Gooch formed and Fire Brand from the same
within certain almost impossible
Superheater: None constraints, that is, that the weight some very strong views on what firm. On 17 March Fire Fly took

Steam pressure: 50psi of a six-wheeled locomotive should have been done. In the a special tram from Twyford to
should not exceed 10!^ tons and
rm 2 ) that piston speeds should not ex- end when it was clear that no sort Paddington in 37 minutes for the
ceed 280ft per minute (85m per
Grate area: 1 3 5sq ft of timetable could be kept to with 30% miles (49 5km). The maxi-
minute) at 30mph (48km/h). The things as they were, Gooch had
(1 25m2 ) mum speed was 58mph (93
results were totally unsatisfactory
Fuel (coke): 34001b (1 5t) to report over this chief's head km/h). By the end of 1840, for
GWRand in its earliest days the
Water: 1,800 gall (2, 160 US) upon the situation to the Directors. the opening to Wootton Bassett
had only one locomotive upon Brunei was angry but soon made
(8 25m 3 ) which it could rely, the fortuitously beyond Swindon, a further 25 of

Adhesive weight: 25,0001b acquired Stephenson six-wheel it up and the two remained these locomotives were available
'Patentee' locomotive North Star
(1 1.20 which weighed 18.2 tons, over friends as well as colleagues until and a timetable worthy of the
Total weight: 92,5001b (42t). 75 per cent above Brunei's stipu-
lated weight Even the piston the older man's death in 1859. name could be issued at last.
Length overall: 39ft 4in None of these little fire-horses
(11.989mm) speed at 30mph (48km/h) was Eventually Gooch was respon-
over the top at 320h7min (98
sible for drawing up plans and had their dignity insulted by the
m/min)
To take charge of the locomo- specifications for a wholly prac- attachment of numbers, but there

In 1833 Isambard Kingdom Bru- tives Brunei had engaged a young tical fleet of more than 100 was some attempt at giving re-
nei was made engineer to what
he referred as "the finest work in six-wheeled locomotives, based lated names to the products of
England" He was not one to be a
follower and he thought little of again on Stephenson's 'Paten- each supplier. The results, show-
what he called contemptuously
"the coal waggon gauge" He tees', and including 2-4-0s and ing some considerable bias to-
said, "I thought the means em-
ployed was not commensurate 0-6-0s for freight work, as well as wards the classics, were:
with the task to be done . . ." and
accordingly chose a gauge for 2-2-2s for passenger traffic. Sharp, Roberts and Co, Man-
his railway almost 50 per cent
Boilers, tenders, motion and many chester Tiger, Leopard, Panther,
other parts were common to all
Lynx, Stag, Vulture, Hawk, Fal-

the types— it was standardisation con, Ostrich, Greyhound.

on a scale the world had never Fenton, Murray & Jackson, Leeds

seen before. This time the manu- Charon, Cyclops, Cerberus,

facturers were allowed no latitude Pluto, Harpy, Minos, Ixion, Gor-

— as was to be the case so often gon, Hecate, Vesta, Acheron,

Right: Centaur was in future years, there were only Erebus, Medea, Hydra, Lethe,

one of Daniel Gooch s two- ways to do things —the Phlegethon, Medusa, Proserpine,
Great Western Way and the
famous standard Wrong Way As well as drawings, Ganymede, Argus.

locomotives, and was templates were issued to the G & J Renme, Blackfnars, Lon-

built by Nasmyth, don: Mazeppa, Arab.
Gaskell & Co. of
Manchester, and makers, moreover, the builders R.B. Longndge & Co Bedling-
.,
mdelivered 1841.
were responsible for any repairs ton Jupiter, Saturn, Mars, Lucifer,
It ceased work
needed during the first 1,000 Venus, Mercury
m 1867.
miles (1,600km) running with Stothert & Slaughter, Bristol:

proper loads Sixty-two of the Arrow, Dart.

Nasrnyth. Gaskell & Co, Man- Gooch took the Queen's husband Exeter, when Gooch personally Above: Queen belonged to the
Prince Albert down to Bristol to drove the official party there and
chester: Achilles, Milo, Hector, launch the famous steamer Great back with the locomotive Onon. later 'Prince" class of 1847.
Britain, using an unrecorded loco- The 194 miles (312km) back
Castor, Mentor, Bellona, Actaeon, motive of this class As Gooch from Exeter to London were run The mam difference was the
records in his diaries, "On the in 280 minutes including several
Centaur, Onon, Damon, Electra, down journey we had some long Astops for water year later this absence of outside frames
Priam, Pollux, Phoenix, Pegasus, journey was being performed by
Stentor (which was the last to be stops for the Prince to receive and Darlington. Ixion was the
delivered in December 1842) addresses, but having no delays regular express trains with a last of these famous locomotives
schedule of 270 minutes, includ- to remain in service, ceasing to
Incidentally, both the custom on the return journey it was done run in 1879 The class thus
of naming as well as the style and in 2hrs 4mins. Few runs have ing stops (totalling 1 3 minutes) at spanned almost 40 years, during
shape of the brass letters used been made as quick as this since which railways grew up as a
persisted for the company's ex- over so long a distance" In fact, Didcot, Swindon, Bath, Bristol
the average speed was 57mph means of transport When Ixion
press locomotives until after the and Taunton.
railways of Britain were national- (92km/h) for the 1 18fc miles. stopped work the decision to
ised in 1948 The frames were There is little doubt that the During the "Battle of the abandon the broad gauge had
interesting, being of the sandwich been taken, although it was not
stability afforded by Brunei's Gauges" m 1845, Ixion made to disappear finally until 1 3 years
type made from thin sheets of broad gauge tracks with 7ft L4in
(2,140mm) between the rails, test runs on behalf of the broad- later
iron enclosing a thick in-falling of plus the remarkable running gauge faction for the Govern-
oak The "gab" type valve gear ment's Gauge Commissioners, By 1879 that young man who
was used This was later altered qualities of these early standard runs were made from Paddington had (with the aid of another
in most cases to Stephenson's to Didcot and back With 60 tons young draughtsman, also to be
pattern, so allowing for expansive locomotives led to locomotive the 53 miles (85km) journey was famous, called Thomas Cramp-
working of the steam All the loco-
motives were coke burners and performances unequalled in the performed in 63 h. minutes with a ton) laid out the original Fine Fly
world at the time. on his drawing board, had be-
had large domed "gothic" type maximum speed of 61mph (98
fireboxes Both four-wheel and Another example was on 1 km/h), a feat far beyond anything come Sir Daniel Gooch, MP, and
May 1844, the opening day to the narrow gauge people could Chairman of the Great Western
six-wheel tenders were attached do on their tests between York Railway Company
to different members of the class
at different times; the dimensions

given refer to the use of the

six-wheel pattern

Phlegethon had the honour of

hauling the first Royal Tram,

provided for Queen Victoria's
first railway journey from Slough
to Paddington on 13 June 1842
Gooch drove and Brunei was on
the footplate with him The journey
of 18!^ miles (30km) took 25 min-
utes and the young Queen was

delighted
Castor hauled the opening

train between London and Bristol
on 30 June 1841 This was the

GWR,original full extent of the

but at that time the associated

Bristol & Exeter Railway was
under construction and Castor
was able to continue as far as

Taunton
Brunei, as is well known, had

GWRthe idea of extending the

from Bristol to New York and it
was on yet another fane summer

day, 19 July 1843 that Daniel

29

Lion 0-4-2 Great Britain:
Manchester Railway (L&M), 1838

Tractive effort: of Leeds and was one of a class

Cylinders: named after

Driving wheels: 1! beasts It was also a
Superheater: None
Steam pressure: L&M.:ien the railway
Length overall:
began to manufacture its own

: a policy that has

led through successive

world's firs:

Grand Jur.

Railway, London & North Wes-

tern Railway, London, Midland &

Railway and British Rail-

i

x press A happy chance led to Lion
e loco-
' >ld to the Mersey Docks
Liver-
ter Railway in 59, for
•.usual claims
use as a shunting engine Some
nit at a time. years later the Board set her up

a decade after the famous as a stationary engine In this
guise the engine lasted in com-
locomotive design had begun to
lown and one could order mercial service until 1920, when
the LMS railway bought the
is for specific duties with
•able confidence Lion Right: Liverpool and Manchester

dd, Kitson & Laird mRailway 0-4-2, Lion still

running order after 140 years.

Beuth 2-2-2 Germany:
Berlin- Anhalt Railway, 1843

Tractive effort: I 1201b many was well illustrated in a by levers attached to the crank
pin, and extending back to a
Axle load; 0.0001b (9.5t). 2-2-2 locomotive supplied to the position under the cab As in the
Cylinders:! 2) 13 1 x 22 3 in Berlin- Anhalt Railway in 1843 Norns engines, bar frames were
(330 x 560mm) used The firebox was elliptical in
Driving wheels: and named Beuth in honour of horizontal section and the upper
August Borsig's former teacher,
Heating surface: 500sq ft part formed a capacious steam
Professor Beuth of the Royal
space A cylindrical casing on
Industrial Institute of Berlin.
top of the firebox housed the
The equal spacing of the axles
Superheater: None gave a better weight distribution
than in the Norns 4-2-0s The
Steam pressure: 78psi design was advanced for its day.
The flat side valves above the
(5 5kg cm 2 cylinders were driven by the new
) Stephenson's link motion, which
had been first applied in 1842. It
Grate area: 8 9sq ft (0.83m 2 ) was actually an invention of an
employee of Robert Stephenson,
Adhesive weight: 20,0001b by name William Howe, whose
part in the affair was always
Total weight: *4 1,0001b acknowledged by his employers.

118 50 Like all great inventions it was
Length overall: *20ft 2in
very simple. Existing valve gears
(6,143mm) had separate eccentrics for for-
ward and reverse, and "gabs" or
r— Engine only Tender details claws on the ends of each
eccentric rod which could en-
not known). gage or disengage with the valve
spindle as appropriate Howe's
The year 1 84 1 was important in idea was to connect the two
the development of the German eccentric rods by means of a link
with a curved slot formed in it In
locomotive-building industry, for this slot was a die-block to which
in that year three works delivered the valve spindle was connected.

—their first locomotives Borsig of The link now just needed to be
raised for one direction of travel
Berlin, Maffei of Munich and Emil and lowered for the other, the
Kessler of Karlsruhe. August arrangement worked very well
Borsig was a man of immense and the majority of the world's
ability and energy, who built an
industrial empire which included steam locomotives over the next
an iron works and a large water 60 years used it
works At the time of his entry
into locomotive building the It was also possible to use
4-2-0s built by Norns of Phila-
delphia were being imported by intermediate positions to give
a number of European railways, cut-off of the steam at an early
and Borsig's first products were
1 5 engines of this wheel arrange- point in the stroke, to allow of
ment supplied to the Berlm-
Anhalt Railway They closely more economical working thro-
resembled the Norns products ugh expansion of the steam
in having bar frames and a large Borsig, however, used an auxili-
haycock fire-box, but they in- ary slide-valve to control expan-
cluded a number of improve- sion The fitting of cylinder drain
ments due to Borsig They were cocks operated from the footplate
highly successful and further was an improvement on Norns'
engines, in which the drain
orders followed. cocks were operated by levers
By 1843 Borsig had incor- on the cylinders themselves. The
boiler feed pumps were dnven
porated further improvements,

some of his own devising and
some drawn from English prac-

tice This blending of the practices
of America, England and Ger-

remains for restoration In 1930
Lion was run at the centenary

celebrations of the Liverpool &
Manchester Railway and after-
wards the engine was preserved
to what is now the Merseyside
County Museum at Liverpool

Lion also ran in the cavalcade to
celebrate the 150th anniversary

of the L&M, in 1980, and is now
the world's oldest working loco-

motive
Interesting features of the loco-

motive include the impressive
"haycock" shape firebox and
sandwich frames enclosing the
wheels

Lion has also been a film star,
playing the title role in that en-
chanting frolic called "Titfield
Thunderbolt", still a favourite-

Right: 140 years of railway

progress- Liverpool & Mancheste.

Railway Lion of 1841 alongside
the Advanced Passenger Tram.

steam pipe and one of the two by Borsig, and it enhanced his the works in that period
Salter safety valves The firebox growing reputation as a loco- The original engine was scrap-
motive builder Orders flowed in,
was finished m bnght metal, and the works expanded, and by ped, but in 1921 the builders

the boiler barrel was lagged with 1846 a total of 120 locomotives made a full-size replica which is
wood. The six- wheeled tender had been built, a remarkable housed in the German Museum
had outside frames, and screw- achievement for the first five
operated brakes acted on both years of a new works Beuth was Below, left: ."he locomotive
sides of all tender wheels typical of many of the products of Beuth as built for the Berlin

This was the 24th engine built mto Anhalt Railway 1843.

Medoc Class 2-4-0 Switzerland:
Swiss Western Railway (O-S), 1857

Tractive effort: 8.9861b Above: The "longboilertyp'
kg) 2-4-0 of the Swiss Western

Axle load: 20. 1501b (9 2t) Railway, later the Jura-
Cylinders: (2) 16 x 24m Simplon Railway.
(408 x612mm)
Driving wheels: 61
(1,686mm)
Heating surface: 1 ,023sq ft
(95m 2 )
Superheater: None
Steam pressure: 1 14psi
(8kg cm 2 )
Grate area: 10 75sq ft ( 1 00m2).
Fuel: 5,2801b (2 4t)
Water: 880 gall (1,050 US)
(40m 3 )
Adhesive weight: 40,0001b

(18 It)
Total weight: 88,5001b (40t)

Length overall: 44ft 9!^in
( 1 3,650mm)

Below: 2-4-0 No. 58 Simplon of
the Jura-Simplon Railway,
previously No. 1 1 of the Swiss
Western Railway It ran from
1857 to 1901.

Buddicom Class 2-2-2 F
Pans-Rouen Railway, 1843

Tractive effort: 3, 1 001b pleasure today li Above right: "Buddicom" 2-2-2

(1,460kg). The designer, W.B Buddicom, two wheels. The results were as restored to original condition
was one of that band of British extremely successful and the
Axle load: 14,5501b (6.6t). engineers who spread the gospel engines continued in use for at Bricklayers Arms depot,
Cylinders: (2) 12 5 x 21in according to Stephenson round many years. Latterly 22 of them London, 1951.
(318 x533mm) were converted to 2-2-2 tank
Driving wheels: 63in —the world though in this case locomotives, but in 1 946 the last Above: "Buddicom " 2-2-2 as
(1,600mm). survivor, long out of use, was converted to a tank locomotive
Heating surface: 534sq ft travelling his own different road
(48 5m 2 ) and one that in the end proved
Superheater: None the right one. The Buddicom
Steam pressure: 70psi 2-2-2s represent one more step
(5kg/ cm2). as regards the European loco-
Grate area: 9 5sq ft (0 86m 2 ). motive from Northumbrian via
Adhesive weight: 14,5501b Planet and Vauxhall towards the

(66t) world standard steam locomotive
with two outside cylinders—
(Original tender details not although it was a close race with
very similar and equally famous
available). 2-2-2s built at Crewe to the
design of Alexander Allan for the
This locomotive class is the 2nd
oldest in this book of which a London & North Western Railway
genuine survivor (not a replica) in England and known as the
survies in runnable condition. "Crewe" type. The motivation
French National Railways must behind the new design lay in the

take the credit (together with constant breakages of the crank
their predecessors the Western
axles of inside-cylinder loco-
Railway and the State Railway)
because it is their loving care motives.
which has enabled this significant
and wholly delightful 139-year In addition to just two outside
old creature to be there to give us cylinders, Stephenson's new link
motion was fitted, as well as a
deep firebox between the rear

32

Gloggnitzer Class 4-4-0

The Stephensons pioneered led to a tendency for these Austria:
much concerning the locomotive, Vienna-Gloggnitz Railway, 1848
yet Forrester, Norms, Crampton locomotives to pitch at speed,
and others were ahead in adop- Tractive effort: 5,7501b Pass in 1857 their sphere of
ting what became the final but their other qualities led to action— except over the pass
(2,610kg)
arrangement of the cylinders many being built of the 2-2-2, itself — became extended beyond
The famous 'long-boiler' six- 2-4-0 and 0-6-0 wheel arrange- Axle load: 1 6,5001b (7.5t).
wheeled design offered by Robert ments, both at home and under Cylinders: (2) 14^x23in Gloggnitz to Laibach, 284 miles
licence (or not) in many European (460km) from Vienna Laibach is
Stephenson & Co from 1846 countries The word longboiler (368 x 579mm) now known as L)ublana and is

onwards, with two horizontal entered the railway vocabularies Driving wheels: 55%in situated in Jugoslavia

outside cylinders at the front, of several lands (1,420mm) Amongst the features of these
The example depicted in the locomotives should be mentioned
was usually combined with an Heating surface: 760sq ft the leading bogie, which was
increased length of boiler, in an artwork below was a late long- arranged to be able to move
attempt to extract more of the boilertyp of which 1 5 were built (706m 2 ) radially instead of merely to pivot
in 1856-58 at Karlsruhe in Ger- Superheater: None about its centre, as in the Norris
heat from the hot gases in the many for the Swiss Western engines Because the coupled
tubes Many of the earlier long- Railway, later the Jura-Simplon Steam pressure: 78psi wheels were situated close to the
boiler engines had a raised hay- Railway The design was known
as the Medoc, an almost standard cm(5. 5kg/ 2 bogie, thus constraining the axis
cock firebox instead of a dome French type of the period They
The firebox was outside the all had long and useful lives, the ). of the locomotive, some sideways
last being withdrawn in 1902. movement of the bogie was im-
wheel-base which was pro- Grate area: lOsq 94mft (0 2 portant Haswell introduced this

portionately rather short This ). device well before Levi Bissell of

Fuel: 4,5001b (2t) New York (whose name it usually

Water: l,500gall( 1,800 US) bears) obtained his patent. Also

(6.8m3 ). interesting are the gen-u-ine
Yankee pattern spark-arresting
Adhesive weight: 33,0001b
smoke stack (there was not a
(15t) Norns factory in Vienna for

Total weight: 70,0001b (32t). nothing), the circular-section
Length overall: 42ft 2in
coupling and connecting rods,
(12,853mm). and the bundles of brushwood
attached to the leading guard
The story of how the Norns irons to sweep the rails clear of
stones and other small obstruc-
brothers had better-than-average
tions
technical insight but less-than-
One of these famous engines
average commercial acumen has has survived and is displayed in
already been related One of the Vienna Railway Museum
those who combined these quali-
This is the Stembruck, which
ties was a Scotsman called John happily in 1860 passed into the
Haswell who in 1836 went out to hands of the Graz-Koflach Rail-
Austria to put some locomotives way, a concern whose kindly
reluctance to scrap ancient ma-
exported from Britain into ser- chinery is greatly appreciated by
the locomotive historian
Hevice. did this satisfactorily and
Below: Haswell "Gloggnitzer"
was asked to stay on in charge of 4-4-0 Stembruck as preserved
in the Vienna Railway Museum.
the locomotive department of the

27-mile (43km) Vienna-Gloggnitz

Railway. He died in 1897 at the

age of 85 having twice been
knighted by the Emperor for

services to Austria.

One of his most successful

designs was for some 4-4-0s

based on the Norris layout They
were known as the "Gloggnit-

zers" even though with the com-

pletion of the Southern State

Railway over the Semmering

restored to near original con- and run in the Bncklayers Arms
Locomotive Depot, London It
dition was welcomed into Bntain by
Miss Buddicom, a descendant of
The preserved engine is No. the builder Normally it is kept at
33 of the Pans to Rouen Railway, the National Railway Museum at
named Saint Pierre. It visited
England for the 1 95 1 Festival of Mulhouse.
Bntain and was actually steamed

33

Crampton Type 4-2-0 France:
Eastern Railway (Est), 1852

Tractive effort: 5,0401b

Axle load: 27,5001b (12.50.
Cylinders: (2) 15^x21^in

(400 x 500mm)

Driving wheels: 82%iin

(2.100mm)

Heating surface: l,059sqft

(98 4m2)
Superheater: None

Steam pressure: 92psi

(6 5kg cm 2 )

Grate area: 3sq51 ft ( 1 42m2 ).

Fuel: 1 5,5001b (70.
Water: l,540gall( 1,850 US)

(7m 3 )
Adhesive weight: 27, 1001b

(12 50

Total weight: 105,0001b (47.50

Length overall: 4 i ft 9in

(12,728mm)

Thomas Russell Crampton's en- very convenient layout as the Above: Crampton 4-2-0 No. 170 Below: Eastern Railway of
gines are a legend— the word machinery was all accessible— in of the French Northern Railway. France Crampton 4-2-0 No.80
Note the huge single pair of before restoration as the working
Crampton for a time entered the fact, in that respect (but little else) driving wheels at the back. museum exhibit we know today.
French language to mean "train"
the Cramptons followed the final
— yet they in no way formed a form of the steam locomotive

step forward in the art of loco- Crampton was working on a
broad gauge railway and he
motive engineering But they must have regarded standard
gauge locomotives as having
were magnificent
little better stability than the
Crampton was born in August
penny-farthing bicycles of the
1816, the same month as Daniel
Gooch He learnt his trade as an day In the typical Crampton
design illustrated here the height
engineer under Marc Brunei, of the centre of the boiler was
about the same measurement as
father of the Great Western Rail-
the rail gauge, very similar to the
way's builder In due tone Cram- same ratio for a conventional
GWRpton joined the design on the 7ft 0!4in (2, 140mm)
himself gauge

and worked with Gooch on the He was also concerned about

design of his celebrated standard pitching, which affected certain
locomotives having a short wheel-
locomotives base, especially if this was com-
bined with having much of the
In 1842, whilst still working for weight of the engine concen-
trated on a single central driving
this company, he applied for a wheel It could be said that the
idea was only dubiously original
patent for a high-speed express but even so Crampton got his
patent and went into business. It
locomotive with a low centre of was a case of a "prophet not
being without honour save in his
gravity yet having an adequate- own country" and the first engine

size boiler The problem was the was the 4-2-0 Namur for the

driving axle— if you used big Namur-Liege Railway in Bel-
gium The builders were the little
wheels to permit fast running,

then the bottom of the boiler had

to clear the revolving cranks and known and long vanished firm of tons were built, most of them for
had to be mounted high. So that Tulk and Ley of Lowca Works, various French railways, notably
the Northern and Eastern com-
he could set the boiler low and Whitehaven, and since the Belgian panies Amongst many notable
line was not complete when the doings of theirs in that country
thus keep the centre of gravity locomotives was ready, trials were might be noted the haulage of
held in Great Britain as well as on the last train to leave Pans when it
also low Crampton put the driv- the Belgian State Railway was besieged by the Germans in

ing axle behind it. The cylinders Altogether some 320 Cramp-
were outside the wheels and

were mounted well back from

the front of the engine It was a

Pearson 9ft Single Class 4-2-4 -^ip^: Railway <b&eri. 1854

Tractive effort: 7,3441b
(3,330kg)
Axle load: 41.5001b

Cylinders: 2) 18x24in

Driving wheels: 106in
(2,743mm).
Heating surface: l,235sqft

Superheater: None
Steam pressure: 120psi

Grate area: 23sq ft
(2.15m 2 )
Fuel: 4,4801b (20.
Water: 1 ,430gall( 1 ,720 US)
(6.5m3).
Adhesive weight: 41,5001b

(18 50.
Total weight: 1 1 2,0001b (49 7t).

Length overall: 30ft 9m

(9,372mm).

34

1 870 Another Crampton belong- driving wheels to last longer. of the world's first steam loco- The considerable mark which
ing to the Eastern Railway and Crampton was also one of the motive, was built in 1 847 by the Thomas Crampton made in the
rebuilt with a strange double- world of locomotive engineering
barrelled boiler, was responsible first locomotive engineers to un- London & North Western Railway is recognised by the preservation
for breaking the world speed derstand and apply the principles at their Crewe Works. It had 9ft of 4-2-0 No.80 Le Continent,
of balancing the reciprocating (2,742mm) diameter wheels and
—record not only for trains but and revolving weights of a loco- originally of the Paris-Strasbourg
for everything — when No 604 motive mechanism. This also con- presented an exceedingly strange Railway, later the Eastern Railway
was run at 89 5mph (144km/h) tributed to the success of his appearance It was not a success. of France This beautiful loco-
engines, as did his patent regu- motive relic, superbly restored
with a load of 157 tons, during lator or throttle valve. Crampton Crampton took out a further and in working order (but only
trials on the Pans-Laroche main had clearly a most original mind, patent in 1849 to cover loco- steamed on great occasions) is
although sometimes his ingenuity motives provided with an inter- usually to be found in the French
line of the Pans, Lyons & Mediter- outran his good sense In addition
to the well-known Crampton lay- mediate shaft, either oscillating National Railway Museum at Mul-
ranean Railway on 20 June 1890 out which was only secondary in or revolving, between the cylin- house. She is the subject of the
The main drawback of the the application, his original patent ders and the driving wheels or vital statistics given at the head of
of 1842 claimed the idea of axle Its application to steam
Crampton design was the limited locomotives was brief (but not this article.
adhesive weight which could be locomotives with a driving axle quite so brief as the underslung
above the boiler. The first (and boiler) but after Crampton had Below: Crampton 4-2-0 of the
applied to the rails, with a single almost certainly the last) of these, died in 1 888 and the patent had Eastern Railway of France as now
driving axle right at the end of expired the idea found extensive superbly restored makes one of
the wheelbase this limitation was named Trevithick after the builder use for the drive mechanisms of her rare appearances in steam.
a fundamental one Because of
this the success of the Cramptons early electric locomotives.
in handling light trains at high

speeds was to some extent self-

defeating — because of the fast

service more people used the
trains, more coaches had to be
added and the limit of these
engines' capacity was soon

reached It is also true to say that,
whilst at first sight it would

appear that a low centre of
gravity would make a locomotive
more stable, in fact it is a case
where the cure can be worse
than the disease. Such loco-
motives may be less liable to
overturn when driven round cur-
ves at two or more times the

permitted speed, but liability to
serious oscillation and conse-
quent derailment from that cause

is increased.

Nevertheless, other features

made the Crampton engines into
sound propositions Their layout
enabled beanngs of really ade-
quate size to be applied to the
driving axle and this made for

long periods of trouble-free run-
ning between visits to the shops
Similar advantage sprung from
the fact that a rear wheel of a
vehicle tends to run with its
flanges clear of the rails on

curves, leaving the leading wheels
to do the guidance Hence the
small (and cheap) carrying wheels

bore the brunt of the flange- wear,
leaving the large and expensive

These remarkable tank loco- previous to one of 81 8mph a replacement — at the B&ER's bered 200 1 ) derailed with loss of
motives were designed for the ( 1 30km/h) made behind a Pear- life at Long Ashton near Bnstol
broad-gauge Bristol & Exeter own works at Bnstol. But the
Railway by Locomotive Superin- son single while descending the so-onginal first design was In consequence the remaining
tendent Pearson and eight (run- Wellington incline south of
ning numbers 39 to 46) were followed three locomotives were again
Taunton completely rebuilt on more con-
built by Rothwell & Co of Bolton The engines were guided by a
The B&ER had only taken over four-wheel bogie at each end, ventional lines as 4-2-2 singles,
in 1853 and 1854 They were and they were propelled along
intended specially for working from the Great Western the work- by that mighty pair of flangeless regarded by some as the most
the B&ER's section of the London dnving wheels placed more or
to Exeter express route, including ing of its own railway in 1849, a less centrally between the bogies. handsome (this was not hard to
the famous train "Flying Dutch- As with all locomotives that ran
man", at that time the fastest train bare five years before this very on Brunei's broad-gauge lines, achieve) ever to run on the 7ft
in the world They had the largest onginal piece of locomotive think- the cylinders and motion were
driving wheels ever successfully ing was turned into hardware. It 0!4in (2, 140mm) gauge
used on a locomotive and no one says enough of the relationship inside the frames. Had the broad-gauge con-
has come up with an authentic between the two companies that
recording of any higher speed they were as far as possible Water was carried in the tank tinued into the twentieth century,

Left: A side view of a Pearson removed from the Gooch 4-2-2s at the rear as well as in a well-tank it would seem as though these
first supplied Most onginal pieces between the frames Pearson's rebuilds might have formed the
4-2-4 tank locomotive as used singles were untypical, though,
on the broad-gauge fines of the of thinking in respect of loco- in that they earned no names, basis upon which development
only numbers. might have taken place The
Bristol & Exeter Railway. motive design spent more time in design of a modern broad gauge
sidings than on the road, but it GWRIn 1876, shortly after the
was not so with these so-called 4-6-0 with two large inside cylin-
had finally taken over the B&ER,
nine-footers After 14 years in a Pearson single (No 39, renum- ders and a power and size similar

—traffic four of them were rebuilt to that of the Saint class 4-6-0s

to an extent that counted more as GWRof the would be a fascin-

ating exercise, especially if

followed up by a working model

35

American Type 4-4-0 United States:
Western & Atlantic Railroad (W&ARR), 1855

Tractive effort: 6,8851b

(3.123kg)

Axle load: 1 ,0001b (9.5t).
Cylinders: 1 2) 15x24in
(381 x 610mm)
Driving wheel: 60in
(1,524mm)
Heating surface: 98 Osq ft
(91m 2 )
Superheater: None
Steam pressure: 90psi

(6.35kg
Grate area: 14 5sqft

(135m 2 )
Fuel •. ood) 2 cords
(7 25m 3)
Water: 1,250 gall (2,000 US)
(575m 3 )
Adhesive weight: 43,0001b

(19 5t)
Total weight: 90,0001b (4 1 t).

Length overall: 52ft 3in
(15,926mm)

The General was built by Thomas To allow flexibility on curves, that by the 1880s a bigger breed Above: The "General" as
Rogers of Paterson, New Jersey early examples of the breed of 4-4-0 as well as "Ten-wheelers" currently preserved in working
(4-6-0s) were taking over from order. The wood "stacked" in
in 1855 and it is a wholly appro- inhented flangeless leading driv- the "American" the tender hides an oil fuel tank.
priate example of the most numer- ing wheels from their progenitors,
but by the late 1 850s the leading There was another revolution about 25,000 of them were built,
ous and successful locomotive trucks were being given side taking place too The earlier differing only marginally in de-
design ever to have been built movement to produce the same years of the type were character- sign. The main things that varied
The reason is that Rogers was effect. Naturally the compensated ised by romantic names and were the decor and the details
responsible for introducing most spring suspension system giving wonderful brass, copper and They were simple, ruggedly con-
of the features which made the three-point support to the loco- paint work, but the last quarter of structed machines appropriate
the nineteenth century was a time for what was then a developing
true "American" the success it motive was continued. Wood- country, at the same time a
burning was also nearly universal of cut-throat competition, with leading bogie and compensated
was The most significant develop- weaker roads going to the wall. springing made them suitable
USAment, so far as the in these early years of the type, for the rough tracks of a frontier
was and the need to catch the sparks There was no question of there
being anything to spare for frills land.
concerned was the general intro- led to many wonderful shapes in
the way of spark-arresting —of this kind so it was just a case The subject of the specification
duction of Stephenson's link smokestacks above is perhaps the most famous
motion, which permitted the of giving a coat of bitumen and of all the 25,000. The General
expansive use of steam This was Within two or three years other painting big white running num- came to fame when hijacked by a
bers in the famus "Bastard Rail- group of Union soldiers who had
in place of the "gab" or "hook" makers such as Baldwin, Grant, road Gothic" fount on the tender infiltrated into Confederate terri-
reversing gears used until then, Brooks Mason, Danforth and tory during the American civil
Hinkley began offering similar sides. war. The idea was to disrupt
which permitted only "full for- locomotives. To buy one of these communications behind the lines,
ward" and "full backward" locomotives one did not need to For most of the second half of in particular on the 5ft ( 1 ,524mm)
be a great engineer steeped in the nineteenth century this one
positions the theory of design— it was type of locomotive dominated

In other aspects of design rather like ordering a car today. railroad operations in the USA.
It was appropriately known as
Rogers gained his success by One filled in a form on which
good proportions and good detail the "American Standard" and
rather man innovation. An certain options could be specified
example was the provision of and very soon an adequate and Below: Typical United
reliable machine was delivered. States "Standard" 4-4-C
adequate space between the cylin-
Speeds on the rough light illustrating the elaborate
ders and the driving wheels, tracks of a pioneer land were not
which reduced the maximum high— average speeds of 25mph decor that was often
(40km/h) start-to-stop, implying applied in the early years
angularity of the connecting rods a maximum of 40mph (64km/h), of American railroading
were typical of the best expresses but which was aband-
and hence the up-and-down for- Although the 4-4-0s were com- oned in the 1880s.
pletely stable at high speeds, the
Aces on the slide bars. long increased power required meant

wheelbase leading truck (in

English, bogie) allowed the cylin-
ders to be horizontal and still

clear the wheels. This permitted

direct attachment to the bar

frames, which raised inclined

cylinders did not

gauge line 135 miles (216km) before what had now become a "America built the railroads and Above: American Standard
long connecting Atlanta with Confederate posse came within the railroads built America"; sub- 4-4-0, as refurbished to
Chattanooga The Union forces stitute "American 4-4-0" for "rail-
were approaching Chattanooga rifle range In the end, after eight road" and the saying is equally resemble the Cental Pacific RR s
after their victory at Shiloh and hours and 87 miles the General
the Confederates were expected expired when it ran out of fuel, true Jupiter, ready to re-enact the
to bring up reinforcements by the Union group then scattered completion ceremony of the first
rail There was a major trestle into the woods All were later The "American" type was a transcontinental railroad at the
bridge at a place called Oosten- captured and seven of the senior Golden Spike National
abula and the intention was to universal loco, the only difference Monument, Utah.
steal a train, take it to the site and men shot between those built for passenger
Leaving out the human drama a century after Rogers put the
burn the bridge A replacement traffic and those for freight was
for a moment two qualities of the between 66in (1,676mm) diam- first on the rails in 1852 A few
would take weeks to build "American Standards" emerge eter driving wheels and 60in
The Union force, twenty in (1,524mm). It also served all the survive in industrial use in the
from this affair First, in spite of thousands of railroad companies remoter parts of the world even
number under the command of a who then operated America's today. Numerous examples are
the rough track high maximum 100,000 miles (160,000km) of
Captain Andrews, having stayed speeds of around 60mph (100 line, from roads thousands of preserved in museums and else-
km/h) were reached during the miles long to those a mere ten. where all over North American, a
overnight at a place called Mari- chase and both locomotives few (a very few) perform on
etta and having bought tickets to stayed on the rails The second The last "American" class in
travel on the train, took over the thing was that the range between the U.S.A. did not retire from tourist railroads, while others are
Afuel stops was very short. full normal line service for more than set aside for and occasionally
locomotive at a place called Big load of two cords of wood fuel (a star in western films.
cord is 1 28cu ft or 3 62m2 ) would
Shanty, some 30 miles (48km) last for a mere 50 miles (80km).

north of Atlanta, while the pas- Both the General and the Texas
sengers and crew were having (or what purports to be them)
have survived. The former, nor-
breakfast in the depot's eating
mally in store at Chattanooga, is
house The conductor of the
train, whose name was Fuller, occasionally run Oil fuel is used,
gave chase first on a handcart the tank being concealed under
and then on a small pnvate a fake woodpile. The Texas, as
ironworks loco, the Yonah. befits a Confederate conqueror,
has an honoured place in Grant
The raiders' intention was to Park at Atlanta Both were con-
cut telegraph wires behind them, verted from the 5ft (1,524mm)
remove the occasional rail and
demand immediate passage at gauge of the Western & Atlantic
stations they came to in the name Railroad after the war was over
of Confederate General Beau-
The American Civil War was
regard A problem Andrews one of the first great wars to be

faced was the presence of trains fought using railway transpor-
coming the other way on the tation, most of which was pro-
single line and perhaps the game vided on both sides by this
was lost at Kingston where he "American" type. The earliest
had to wait an hour and twenty transcontinental railroads were
five minutes until one divided first built and then operated by
into two sections had finally them, the well-known picture of
the last spike ceremony at Pro-
arrived
montory, Utah, has placed the
In the end the Yonah arrived
Cental Pacific's Jupiter and the
there only four minutes after
Andrews and the General had Union Pacific No 119 second
left Here Fuller took over another
"American" 4-4-0, the Texas and only to the General on the scale
after this Andrews never got of locomotive fame It is said that
enough time to block the track

Problem Class 2-2-2 Great Britain:
London & North Western Railway (LNWR), 1862

Tractive effort: 9.8271b any locomotive John Rams-
bottom's "Problem" or "Lady of
kg) the Lake" class singles, intro-

Axle load: 33,0001b (15t) duced on the LNWR in 1859
Cylinders: (2) 16 x24in
managed nearly 50, although a
x 610mm)
Driving wheels: 93in considerable element of luck en-
(2.324mm) tered into the achievement
Heating surface: 1 ,097 sq ft
(102m 2 ) In the tradition of all the best
Superheater: None steam locomotives from North-
Steam pressure: 1 50psi
(8 54ku umbrian of 1 830 to the Chinese
Grate area: 5sq1 ft ( 1 39m2) "March Forward" class of 1980,

Fuel: 1 1.0001b (5t) mamthe characteristic of the
Water: 1,800 gall (2,160 US) "Problem" was simplicity No
(8m 3 )
Adhesive weight: 26,5001b one could call the Stirling singles
described elsewhere complex,
(12t) but the "Problem's were simpler
still, having no bogies, the leading
Total weight: 133,0001b axle being earned in the frames

(60 5t) like the others

Length overall: 43ft 8in The first of the 60 built was
(13,310mm) turned out in 1859, the last in

A working career on top main Right: A "Problem " class 2-2-2
line expresses lasting more than
at speed on the LNWR mam
40 years is quite exceptional for
line hauling an almost
unbelievable 15-coach load.

Stirling oft Single Class 4-2-2 rea riain

. .

.

. ;: .
.

Tractive effort: 1 1 ,2451b
(5,101kg)
Axle load: 34,0001b

(15 5t)

Cylinders: (2) 18x28in
(457 x711mm)
Driving wheels: 97m

(2,463mm).

Heating surface: l,165sqft

(108m2 )

Steam pressure: 1 40psi

(9 8kg/ cm2).

Grate area: 1 7 65sq ft

(1 64m2 )

Fuel: 7.5001b (3.5t)

Water: 2,900 gall (3,480 US)

(13m 3 )

Adhesive weight: 34,6001b

(15.5t).

Total weight: 145,5001b

(66t)

Length overall: 50ft 2in
(15,240mm)

Above right: Preserved Stirling Below: Stirling 4-2-2 No. 1 of the elegant brass safety valve cover
Great Northern Railway of England, and, on the tender, the gong which
mNo. 1 ready to take part the showmg the huge smgle pair of was connected to an early form
of communication cord. No. 1 is
Cavalcade celebrating 150 8-foot diameter driving wheels. preserved in working order
years of mam-hne railways,
Note the domeless boiler and the
August 1975.

38

1865 The outside-cylinder m- Left : Problem " class No.610
side-valve arrangement was ex-
Princess Royal before bemg
LNWRfitted with a cab, but in
tremely basic, and a further s

simplification occurred after the "blackberry black" livery
first ten had been built when the

Giffard injector replaced tiresome per cent increase in the total

pumps for feeding the boiler A weight over the original An

]ob for which the "Problem" earlier rebuild had provided the
locomotives were noted was the
locomotives with cabs and no

haulage of the Irish mail trains, doubt little remained of the orig-

known as the "Wild Irishmen", inals of 1859 by the end except

from Euston to Holyhead, chang- their identities The changes

ing engines at Stafford, made, however, did little to obviate

Francis Webb took over from their worst fault which was the

John Ramsbottom in 1871 and tendency to violent oscillation

he, like other locomotive engin- about a vertical axis at speed

eers both before and after, made As regards these identities, a

the mistake of thinking that com- LNWRhallowed tradition was

plexity was the nght path. The closely followed, with numbers
compound locomotives that re-
and names chosen and allocated

sulted were not as reliable as at random. Many of the names

they should have been and in were evocative, for example,

LNWRtime the operating depart- (about 270 tons) should be pi- discreetly rebuilt in the 1890s Erebus, Harlequin, Atalanta, Lady
loted In this task the "Problem" The dimensions given in the
ment laid down that any express locomotives, now 30 years old, specifications refer to the final of the Lake, Tornado, Pandora,
found a niche and for it they were rebuilding, which involved a 25
with a load greater than the but others such as Problem,

equivalent of 1 7 six- wheel coaches Soult, Edith and Fortuna, less so

The "Stirling 8-foot single" is 47th of the class was completed Many authentic recordings were stock for the "Flying Scotsman"
considered by many to be the The domeless boiler was very made showing speeds around express Journalists were invited
75mph (120km/h) with surpris-
epitome of the locomotive re- apparent to the onlooker, it was to Kings Cross for a preliminary
garded as an art form The both unusual for the time as well ingly heavy loads being hauled run on the Flying Scotsman of
graceful lines set off by lovely as being a Stirling trademark. 1888, before joining the new
paint- and brass-work combine Mechanically the engine was as by these locomotives, but the luxury train at Stevenage The
to produce a sight that has few coming of such developments as event caused a group of railway
simple as can be, with outside eight- and twelve- wheeled bogie enthusiasts known as the Railway
rivals for beauty stock, corridor carnages and Correspondence and Travel So-
cylinders but inside valve chests, ciety to charter No. 1 and its train
Patrick Stirling, Locomotive the slide valves being driven dining cars spelt their removal to
direct by sets of Stephenson's lesser tasks All had been with- of six-wheelers for an excursion
Supenntendent of the Great Nor- link motion. drawn by 1 9 1 6 except the legen- from Kings Cross to Cambridge
thern Railway had the first of dary No. 1 which survives at what It was the first occasion that a
them built in 1870 at the line's In those days, when trains
own Doncaster Locomotive Plant. were formed of six-wheel non- was the boundary of her home museum piece main-line steam
corndor coaches, these engines locomotive was run to give steam
As was the GNR custom, sub- handled all the crack expresses territory at the National Railway enthusiasts pleasure, and was
of the line including the famous
sequent numbers were allotted 10am Kings Cross to Edinburgh Museum at York. the precedent for such activities
at random, but the prototype express, known then only unof- In 1938 Stirling's No.l was starting in earnest after World
was actually No 1 and as such War II
enjoyed considerable fame It ficially as the "Flying Scotsman". taken out of the museum, restored
was 23 years before the last and and used for a publicity stunt in
connection with some new rolling

Class 121 2-4-2 France:
Pans, Lyons & Mediterranean Railway (PLM), 1876

Tractive effort: 12,2251b

^5,545kg)

Axle load: 3 1,0001b (140
Cylinders: (2) 19 7 x 23 7in
(500 x 650mm)
Driving wheels: 82^ir.
(2,100mm)
Heating surface: l,280sqft

(119m»)

Superheater: None
Steam pressure: 129psi

:n 2 )

Grate area: 23sq ft (2.2m 2).
Adhesive weight: 61,0001b

(27 5t)
Total weight: 109,5391b (49 7t).

Length overall: 56ft S^in
(1,7215mm)

(Tender details not available).

French steam locomotives always Oullms shops shanng the work Below: Pans, Lyon & Above: PLM 2-4-2 locomotive
had great distinction and none
more so than these enchanting of construction. Mediterranean Railway class No. 67. Four hundred of this
creations which belonged to the "121 " 2-4-2 No.90. Note the class were built
famed Route Impenale, otherwise Still more power was found to
be necessary and in 1876 an outside Gooch valve gear, the
known as the Pans, Lyons & enlarged version of these 2-4-0s dome nearly as fat as the boiler,
was produced. It was necessary
Mediterranean Railway Previous to go to the 2-4-2 wheel arrange- the spring-balance safety valves,
ment and, indeed, the earlier the bell to provide communication
to their construction the PLM
and the flap to cover the chimney
had relied on Crampton-type
4-2-0 locomotives Finding they
needed more power, in 1 868 the
company built 50 long-boiler
2-4-0s, both their Pans and

ViaaSceS 71Q9 **WCI ZL 4. ft Australia: .877

New South Wales Government Railways (NSWGR),

Tractive effort: 13,8001b which was later converted to a came from Beyer, Peacock in feature which is hidden from
1 88 1 and the final four were built
(6,260kg). 4-4-2 tank locomotive in fact sight is the Allen's straight-link
in New South Wales by the Atlas
Axle load: 32,0001b (14.5t). came close to working on its Engmeenng Pty of Sydney, motion which was fitted to these
100th birthday, for it was shun-
Cylinders: (2) 18x24in making 68 in all. It was a pleasant locomotives.
(457 x610mm) ting at the NSWGR Clyde Work- change from so much contem- Originally the locomotives had
porary locomotive engmeenng,
Driving wheels: 67in shops as late as mid- 1972. no sides to the cab but later some
most of which was to NTA (No shelter was provided The resul-
(1,702mm) In spite of ongins as an under- Two Alike) standards ting side-sheets had plain circular
ground city railway locomotive, windows and this is a trade mark
Heating surface: 2 sq1 , 11 ft As we have seen and will see of these and other contemporary
these 4-4-0s were intended for again many times throughout
(104m 2 ) this narrative, simplicity was the NSWGR locomotives Another
top-line express passenger' trains steam locomotive's trump card
Superheater: None They were based on the layout of and designers who thought to odd aesthetic feature of the "79"s
introduce complications, however is the sloping front to the smoke-
Steam pressure: 1 40psi some famous and successful box door, inhented from their
4-4-0 tanks built by Beyer, Pea- promising they might seem, did
(9.8kg/cm 2 ). cock of Manchester from 1864 Metropolitan progenitors
onwards for London's Metro- so at their peril. Beyer, Peacock's
Grate area: 14.75sq ft (1.40m2). politan Railway. The original The New South Wales rail-
Australian order was for 30, classic design (the original is
Adhesive weight: 64,0001b delivered between 1877 and ways were notable for a large
1879. Later 26 more were sup- attributed to Sir John Fowler),
(29t) plied by Dubs & Co. of Glasgow repeated so many times for so Right: New South Wales
(later part of the North British many railways, came near the
Total weight: 1 33,5001b (60.5t). Locomotive Co) A further four Government class "79" 4-4-0 as
ultimate in this respect One restored and displayed at the
(Tender details not available).
NSW Railway Museum
An active working life of over 80
years says more for the qualities
of these handsome locomotives
than pages of print One of them

40

2-4-Os were soon rebuilt with the a sbghtly elaborate wind-shield) cent greater than the originals, efficiency, that is, in the amount of
extra rear carrying axle This is distinctive seen from any there were three features incor- fuel burnt per unit of power
extra pair of wheels gave in- porated in the design, each of
creased stability when running. direction. which meant a "Great Leap produced.
Forward" in French locomotive Other very similar 2-4-2s were
Interesting features included a Sixty of this sub-class (to which design: first, there was Wal-
Belpaire firebox, outside Gooch's the dimensions etc given above built from 1 876 onwards for the
valve gear (described in connec- refer) were built, numbered from schaert's valve gear, later to
tion with Gooch's "Rover" class 5 1 to 1 1 0, following the 50 earlier neighbouring Pans-Orleans Rail-
2-4-0s converted to 2-4-2s become a world standard for way. In fact, it seems likely that
4-2-2s) and, later on, big reser- steam locomotives, second the
voirs on the boiler in connection So successful were these en- boiler was designed for an the PLM copied what they saw
gines that between 1879 and unprecedented pressure of
with the PLM air brake system 1883 their numbers were in- 15kg/cm2 (2 14psi), again typical being done over the fence by one
creased to 400, all except 40 of of latter day steam engines the of the greatest of French loco-
Delicious rather than vital were this huge fleet, being built "in world over and representing a
vanous lesser features The mag- 65 per cent increase over the motive engineers, Victor Four-
nificent chimney, for example, is house" by the PLM These 40
pure poetry, with that immense were built by Sharp, Steward & boiler pressure of the parent quenot In all 126 of the 2-4-2s
capouchon and lever-worked Co of Manchester. They worked design. Thirdly, the design were built for the P-O and some
flap to close it shut The sandbox marked a change on the part of were even in use 70 years later.
all kinds of passenger trains. the greatest of French railway
too, whilst a plain rectangle in the companies from simple loco- One has survived to be restored
side view, is exohcally curved A further development took motives to compound. This was and displayed in the National
place in 1888, when yet more Railway Museum at Mulhouse
when seen from the front. The eventually to lead, in France, to Not only the PLM copied the
superb dome with spring-balance 2-4-2s were built. This final ver- locomotives that beat the world P-O Between 1882 and 1891,
safety valves certainly is no anti- sion of the design was a water- by a big margin in thermal
climax, while the shape of the shed of steam development in forty of the 2-4-2s were built for
cab (if that is the right word for France Although in overall the Austro-Hunganan State Rail-
weight they were a mere 10 per way Co. The P-O is said to have
had a financial interest in the
Austro-Hunganan company

number of long lightly-laid

branch lines serving the farming

community. While the crops -are
growing traffic is minimal and so,
long after the "79" class has been

superseded on the crack trains
of the system, there were the mail
trains on these branches needing
agile and light-footed loco-
motives. Hence one finds these
4-4-0s, now re-designated class
"Z- 12", (between 1885 and 1923
they were known as the "C"

mclass) still at work the 1960s,

85 years after the design was
introduced One notes, however,
one interruption to this peaceful
and prolonged old age when,
one day in 1932, 7,000 tons of
elderly locomotives placed buffer-

to-buffer were used to test the
Sydney Harbour Bridge.

Duke Class 4-4-0 Great Britain:
Highland Railway (HR), 1874

Tractive effort: 12,3381b When they were introduced in considerably smaller driving drive the train. The idea was to
wheels. In all, these engines added
Axle load: 3 1 ,5001b (14.250. 1874 the Highland Railway up to a very competent fleet of 30 ii| ili '[in ill h.ini i .i| i| »1m '. 1 1 H'.iki
Cylinders: (2) 18x24in "Duke" class were the most locomotives, which profoundly 'i
improved speeds and loads on
1 0mm). powerful locomotives in Britain the Highland lines That famous blocks on the long down grades
Driving wheels: Although a small concern with but the equipment never became
fewer than 60 locos on its books HR feature the louvred chimney, standard The principle was very
nm)
Heating surface: 1 ,228sq ft the HR needed strong engines to intended to throw the exhaust up similar to descending a long hill
(114m 2 ) in a motor car by engaging a low
Steam pressure: 1 40psi • . trains across the moun- clear of the cab as well as assist gear. The later-fitted front vacuum
tains. These ten 4-4-0s, built by the draughting, appeared for the brake pipe was arranged to fold
(9 84kg cm 2 ) Dubs of Glasgow and the first first time on this class, which also
Grate area: 16 25sqft design of newly appointed Loco- had the graceful double frame down to permit the mounting of a
(1 51m 2) motive Superintendent David wedge-type snowplough Run-
Jones, were the forerunners of arrangement of previous HR ning numbers were 60 to 69
Fuel:
Water: : .800 gall (2, 160 US) several other very similar classes locomotives. As befitted a line Although a ride over the High-
(8m 3 ) whose first locomotive chief was land main line was and is one of
Adhesive weight: 59,5001b These were the "Lochgorm Alexander Allan, Allan's straight the finest railway journeys of the
Bogie" of 1876, the "Clyde Bogie" link valve gear was used. world, it has never been one of
(270 of 1886 and the "Strath" class of the fastest In the early days of
Total weight: 161,5001b 1889. The celebrated "Skye Another interesting feature was David Jones' locomotives the jour-
(73 50 Bogie" class of 1882 were also Le Chatelier's counter-pressure ney from Perth to Inverness 143
brake, by means of which the miles (230km) took 5!4 hours by
Length overall: 5 1 ft 3in very closely related, but with cylinders could be used to pro- the best train, and the continuation
(15,621mm on the Wick, a further 162 miles
vide the brake force as well as

Right: David Jones' "Duke"
class 4-4-0, depicted in original
hvery. Later a more sombre
green was adopted.

Gladstone Class 0-4-2 Great Britain:
London, Brighton & South Coast Railway (LBSCR), 882

Tractive effort: 13,2111b

(5,993kg)

Axle load: 32,5001b (14.750.
Cylinders: (2) 18>4x26in
(464 x 660mm).
Driving wheels: 78in

(1,980mm).
Heating surface: l,492sqft
(139m 2 )

Superheater: None
Steam pressure: 1 40psi
(9.8kg/cm 2).
Grate area: 20.3sq ft

(1.88m 2)
Fuel: 9.0001b (4t).
Water: 2,240 gall (2,700 US)
(10.2m 3)
Adhesive weight: 63,5001b
(290
Total weight: 153,0001b

(69.50

Length overall: 51ft lOin

(15,800mm).

Ever since the days of Stephen- motives needed guiding wheels 0-4-2 type locomotives to haul Above: "Gladstone" class
son's first "Patentee" 2-2-2 it had ahead of their driving wheels. So
been taken as a matter of course when one of the most able of the London, Brighton & South No. 188 Allen Sarle at Oxted
that express passenger loco-
locomotive engineers introduced Coast Railway's principal ex- mSurrey, 1901. Note its
presses, his colleagues won-
spectacular cleanliness.

42

—

(260km), occupied another 8 : 4 provided for the 18 miles (29km) last "Duke" to survive was the Above: "Duke" class No.82
of 1 in 75 ( 1 3 per cent) from Blair one which gave the class its
hours When this fleet of bogie Atholl to Druimachdar Summit, name No.67, The Duke, later Fife passing Welch s Cabin at
engines had become established, 22 minutes had been lost against Cromarbe, ceased work in 1923;
the schedule by the time King-
improvements were made, the ussie was reached. These 4-4-0s the last of the associated classes
stayed in charge of principal
timings for the two sections of (No.95 Strathcarron) was with-
Highland expresses until Peter drawn as London, Midland &
main line coming down to 4 Drummond's bigger 4-4-0s and
Scottish No 14274 in 1928, well
hours and 6 hours respectively 4-6-0s arrived at the turn of the
This occurred in 1 890 before the age of preservation
century
One of the problems of the HR David Jones' predecessor at

was that traffic was either a Inverness was William Stroudley,

feast — during the beginning and who introduced to the HR his

end of the shooting season for original, handsome and cele-

example — or a famine. Foxwell brated livery of yellow ochre,
more famous for its use on the
{Express Trams, English and
London, Brighton & South Coast
Foreign, 1895) records the Railway. The "Duke" class first

Euston-Inverness mail train leav- appeared in this colouring al-
though it was not long before
ing Perth one August morning David Jones's own green livery
1888 with two 4-4-0s and 36 was adopted The only Highland
carnages, including horseboxes locomotive which is preserved,
and saloons from companies all
over Britain Not surprisingly "Jones' Goods" 4-6-0 No 103 of

and in spite of a banker being 1894, is (incorrectly) decked out
in the yellow colour— this being
as near as one can get to a Inverness en route to the
preserved Highland 4-4-0. The
south. The lines to the left

lead into the departure platforms

Amvmgof the station. trams

both then and now proceed

straight on and back mto

the arrival platforms.

dered But there was no need. was over No 189 was tned out springs on the leading axle and main-line express locomotive to
William Stroudley had been on the Pans, Lyons & Mediter- more flexible coil spnngs on the be preserved by a pnvate group
centre axle One complication —in this case the Stephenson
enticed away from the Highlands ranean Railway's Pans-Laroche that was considered worthwhile
section of the main line The was the installation of equipment Locomotive Society, who bought
of Scotland by the LBSCR direc- locomotive did very well, achiev- to allow the exhaust steam to be
her in 1927 from the Southern
tors in 1871 in order to put the ing 69^mph (1 1 lkm/h) on level condensed in the feed water,
Company's then rather messy some of the waste heat being Railway, successor to the LBSCR
road with a heavy train, but, alas, recovered thereby Another was
locomotive affairs in order He William Stroudley caught a chill air-dnven assistance— air was They were asked the princely
was a man who believed that the during the tnals and died in Pans sum of £140 and this included
best practice was also the most at the early of age of 56 But some conveniently available from the re-boilenng and other work to
economical, and that good looks of his locomotives (the famous restore the engine to near enough
"Terner" class) were still in service Westinghouse air brake supply her original appearance She
were important in locomotives for the screw reversing gear
with Bntish Railways in the 1960s was painted in that wonderful
Stroudley belongs to that handful The success of the "Gladstone" Whilst Stroudley was a man of
his time and therefore a strict Stroudley yellow ochre livery
of locomotive men whose crea- locomotives lay, like that of most disciplinanan, the above was an
tions stayed in service for more of the successful types described and given a home m the London
in this book, as much in their example of his consideration for
than seventy years robustness and simplicity as in & North Eastern Railway's orig-
their sound design For example, the men. He also insisted that the inal museum at York
The last of his masterpieces the slide-valves were placed under driver's name should be painted
was the express passenger loco- up in gold paint in the cab of the As regards their work, the
motive class known as the "Glad- the cylinders, but the port faces "Gladstone" class worked most
stone", after the name bestowed locomotive he drove; anyone visit-
on the prototype which first saw were inclined when seen in elev- of the principal LBSCR expresses
ing No.216 Gladstone, now on
the light of day outside the ation so that the Stephenson's including the London-Bnghton
company's own Brighton works valve gear would work them display in the National Railway
in December 1882 Over the direct without the intervention of Pullman trains, predecessors of
next eight years 35 more were rocking levers In the absence of Museum at York, should look for the famed "Bnghton Belle" They
guiding wheels in front, springing William Love's name This practice were capable of keeping a 60-
built In 1889 No 189 Edward had special attention with leaf minute timing with the Bnghton
Blount crossed the channel and led to a wonderfully high standard
won a Gold Medal at the Pans of service Incidentally, Gladstone Sunday Pullman train, introduced
Exhibition Once the exhibition was almost certainly the first in 1898 The fastest timing today

by express electric train is only

five minutes less

Emanuele 4-6-0Vittorio Italy:
II
Upper Italy Railroads (SFAI), 188

Tractive effort: 15,3351b The old kingdom of Piedmont, were used by the Piedmont State No. 1 81 1 Vittorio Emanuele 11.
home of Count Cavour, who with Railroads with some success for It was proposed to use this
(6,958k King Victor Emmanuel was res- working the incline
ponsible for ending the Austrian class for working the new and
Axle load: 35.5001b (160 In 1 859 Italy was united and in more sensibly graded Giovi
Cylinders: occupation in the north of Italy 1865 the Giovi line became part diversion line then under con-
(470 x 620mm) and going on to create a united of the Upper Italy Railroads struction, on which (at some cost
Driving wheels: 66in Italy, had one of the first important (SFAI), which concern in 1872 in extra mileage) the ruling grade
(1.675mm) mountain railways in Europe. It set up the first railway locomotive would be reduced to 1 in 62 ( 1 .6
Heating surface: 1 720sq ft connected the capital, Turin, with design office in Italy The last per cent) It was opened in 1889,
(124m2 ) the port of Genoa, via the Giovi production of this establishment by which time many more 4-6-0s
Superheater: None Pass The 103-mile line was before the SFAI was absorbed had been completed By 1896
Steam pressure: !421b/sqm opened throughout in 1853 after into the Mediterranean System in the class numbered 55 Ansaldo
a nine-year construction period 1885, was this absolutely remark- of Genoa, Miani & Silvestn of
m2 Milan and Maffei of Munich,
) The problem was the crossing able machine, Europe's first 4-6-0, -
of the Apenines at 1,180ft.
Grate area: 24sq ft (2.25m2 ). (360m) altitude, 14 miles (22 5km)
Fuel: :7001b (3 5t) from Genoa. The chosen grade
Water: 2.200gall (2.630US) up from the port involved an
(10m 3 ) horrendous 1 in 28^ (3^ per
Adhesive weight: 106,0001b cent) 0-4-0 and 0-6-0 saddle
tank locomotives, working in
(48t)
pairs back-to-back with one crew.
Total weight: 184,4751b

(83 7t)
Overall length: 54f1
(16,500mm)

PvlladcSeS AA VItO "*-*-d. J. ft Great Britain:
London & South Western Railway (L&SWR), 1891

Tractive effort: 16,4261b South Western Railway in 1878. front covers of each cylinder, so everything that had wheels in the
His masterpiece was a group of the rod could be seen plunging south of England, the war-time
(7,453kg). 60 express passenger 4-4-0s for out and in when the engine was survivors were pressed into
the London to Bournemouth and in motion. These were removed moving heavy troop trains at the
Axle load: 33,5001b (15.5t). London to Exeter services of the time of the evacuation from Dun-
Cylinders: (2) 19x26in company, constructed over the after Adams had retired in 1 895, kirk. No.657 starred in the absurd
(483 x 660mm) years 1891 to 1896. In the usual Adams' elegant store-pipe chim- but famous and still shown film
Driving wheels: 7ft lin neys were also replaced The "Oh, Mr. Porter", which was shot
tradition of the day, a few small inside slide valves were worked on the long-closed Basingstoke
(2,160mm)..
Heating surface: l,350sqft dimensional differences divided by Stephenson link motion. Run- to Alton line
(126.3m2 ).
the group into four classes known ning numbers were:— "X2" — Withdrawals began in 1930
Superheater: None as "X2", "T3". "T6" and "X6". and by the outbreak of war in
Steam pressure: 1 75psi The main difference lay in the 7ft 577 to 596, "T3"-557 to 576, 1939 the Adams 4-4-0s had
(12.3kg/cm2 ). "T6"-677 to 686, "X6"-657 to almost vanished, only a dozen or
Grate area: 18.2sqft(1.7m2 ). lin (2,160mm) driving wheels 666, there was no change when so examples being left. Most of
fitted to the X2s and T6s and the these were reprieved for the
Fuel: 8,0001b (3.5t). 6ft 7in (2,008mm) ones fitted to the L&SWR was absorbed into duration but by 1946 all had
Water: 3,300gall (4,000 US) the others. All four classes, how- gone, except No 563 which in
(15m 3 ever, were uniform in giving first the Southern Railway 1948 was restored for an ex-
class performances. Speeds over The coming of corridor hibition held at Waterloo Station,
) 80mph ( 128km/h) were recorded London, in connection with its
on many occasions, a reflection coaches and restaurant cars in centenary. In due time No. 563
Adhesive weight: 65,0001b on the excellent nding qualities became part of the national col-
the early years of the century lection and can be seen in the
(29.5t). of the Adams own celebrated museum at York.
meant that the Adams 4-4-0s
Total weight: 182,0001b (82.5t) design of bogie, which gave the Right: London & South Western
drivers confidence to run at were soon displaced by larger
Length overall: 53ft 8m locomotives from normal top-line Hallway class "X2" 4-4-0
these speeds. No. 563, designed by Wilham
(16,383mm) The outside cylinders originally express work, but in their last
years these handsome engines Adams, as now restored.
These lovely engines were the had the unusual and spectacular could occasionally be seen on
brain-children of William Adams, feature of naked tail-rods— that
who, having served his time as a is, the piston rods were extended such fast prestige trains as the
machine engineer and spent a to pass through glands in the three- and four-car pullman
period in charge of the loco- specials from Southampton to
motive affairs of the North London in connection with Im-
London Railway, became Mech- perial Airways' Empire flying-
boat services. Of course, like
anical Engineer of the London &

Bavaria, shared in the con- can be seen that when the this they recessed the firebox (40km/h). The maximum permit-
ted speed, of course, was double
struction reversing rod leading from the tubeplate into the boiler This
cab is moved, the valve rod is that.
The locomotives had several raised or lowered, rather than the reduced the length of the tubes
unusual features including eccentric rods and link, as in the and increased the firebox volume, These 4-6-0s had another re-
Gooch's valve gear outside the Stephenson's gear thereby forming one of the cord—the unenviable one of
wheels The working of this gear first-ever applications of a very being the first main-line steam
is explained in connection with The rearward position of the modern feature known as a locomotives to be displaced from
Gooch's "Rover" class 4-2-2s, cylinders and the forward posi- combustion chamber The steam the work for which they were
but here its workings are dis- tion of the short-wheel base bogie pressure was later raised to built by a more modern form of
played in full view. The gear is and smoke-box will be noted 1561b/sqin(llkg/cm2) traction The old Giovi line went
actuated by two eccentrics The designers were concerned over to three-phase electric trac-
mounted on a return crank, which that the boiler-tubes would be These engines were very suc-
in turn has its pivot set in line with too long to allow the fire to be cessful and could climb the new tion at 3,300 volts, 15 cycles (Hz)
drawn properly and to obviate Giovi line with 130 tons at a in 1910 and the diversion line
the centre of the driving axle. It steady speed of 25mph followed in 1914.

Below: The "Vittono Emanuele
II" 4-6-0 as built for the
Upper Italy Railroads in 1884.
These locomotives worked the
famous Giovi incline near Genoa.

Teutonic Class 2-2-2-0 Great Britain:
London & North Western Railway (LNWR), 1889

Axle load: -5,0001b (16t)
Cylinders, HP: i") 14 x 24in

mm)
Cylinders, LP: 1 ) 30 x 24in

^Omm)
Driving wheels: 85in

mm)

Heating surface: 1 ,402sq ft

(130m 2 )
Superheater: None
Steam pressure: 1 75psi

(12.3kg

Grate area: 20 5sq ft

(1 9m2 )

Fuel: 11, 0001b (5t).

Water: l,800gall(2,160US)

(8m 3 )

Adhesive weight: 69,5001b

(31 5t)

Total weight: 1 58,0001b (72t)
Length overall: 5 1 ft : un
(15,552mm)

The story of Francis Webb, the 66 Experiment The system Webb one who suggested that his be- Above: A 2-4-0 Webb
London & North Western Railway loved compounds were less than compound being given an initial
and the compound locomotive is adopted was to have two outside perfect was regarded as ques-
one of the saddest episodes in starting movement, manually
the whole of locomotive history Mmhigh pressure cylinders, 1 1 tioning his superior officer's judg- with a pinch bar. Note the
Both the man and the railway ment and hence offering his single central large low-
were of gigantic stature and with (292mm) diameter driving the pressure cylinder.
good reason Not for nothing rear driving wheels and a great resignation So no one told Webb
how awful they were even when, familiar to manufacturers of steam
was the LNWR known as "the dustbin of a low pressure cylinder toys than to full-size builders In
26in (660mm) diameter to drive inevitably, another 40, the this arrangement a single eccen-
Premier Line, the largest joint the front driving axle. There tric is mounted loose on the
were no coupling rods. Three "Dreadnought" class only slightly
stock corporation in the World", sets of Joy's valve gear were modified, appeared 1884-88 The driving axle A pin attached to

whilst Webb himself made Crewe provided only thing his hard-pressed staff this eccentric and a stepped
Works into a manufacturing unit Apart from the mechanism of collar on the axle is arranged to
—could do was to "repair" actually drive it in one position relative to
without a rival in its ability to compounding and the three cyl- the crank for forward motion,
to renew in more powerful form and in another one for going
make everything needed by a inders, the rest of the locomotive backwards The cut-off point of
great railway, starting with raw — the fleet of simple express steam admission to the high
LNWRwas basically a standard pressure cylinders could be ad-
material His superb non- passenger 2-4-0s By this means justed in the normal way, using
compound 2-4-0s (on which his 2-4-0 of which a large number 256 new non-compound loco- the unusual inverted outside ar-
first three batches of compounds were in use Experiment needed motives were turned out under rangement of Joy's valve gear
were based) included Hardwicke modifications and the first pro- the Chief's nose between 1887 visible in the drawing above The
and 1901. arrangement worked well except
which still survives and runs. duction batch of 29, built in
This locomotive showed what 1883-84, had 13^in (343mm) In 1889 came the best of the Below: L&NWR Webb
Webb compounds, the ten "Teu-
Webb locomotives were capable diameter high pressure cylinders compound 2-4-0 Jeanie Deans of
of when on 22 August 1895, the in place of 1 1 Vz (292) They were tonic" class, they are the basis of
not specially economical and the drawing on this page and the "Teutonic" class.
last night of the famous Race to their particulars are listed above
were bad starters — men with
Aberdeen, she ran the 141 miles The further modification in this
(226km) of hilly road from Crewe pinch bars were needed to give case concerned the valve gear of

to Carlisle at an average speed of the engines an initial starting the inside low pressure cylinder
67Mmph(107 5km/h) and with a movement before they would go Its Joy's valve gear was replaced
maximum of 88(141). by a "slip eccentric", a gear more
One of the problems was that
In the late 1870s the idea of Webb was an autocrat and any-
compounding was in the air and

Webb made up his mind that this

was a world that he was going to
conquer. He first had a Trevithick
2-2-2 Medusa converted to a
two-cylinder compound 2-4-0 and
then in 1 882 came his first three-
cylinder compound 2-2-2-0 No.