Steam locomotive Passagers

factors but even so it was con- action according to the position "Britannia" class in steam con- Above: Class "8" 4-6-2
sumed for a given amount of No. 7 1000 Duke of Gloucester.
siderable, especially as within of the reversing control in the work done It was a world record Note the shaft which drives the
for a simple locomotive rotary-cam poppet valve gear.
almost exactly the same weight cab.
limits they could develop nearly Alas, although the boiler was with steam", so nothing was
1,500 more cylinder horse- Permission was obtained in done and no more class "8"
power There was, however, cer- of impeccable lineage, being locomotives were built
tain reluctance in Britain to go 1953 to build a prototype for based on the excellent one used
compound, because for one thing So No 7 1 000 spent its brief life
there was no counterpart to the .future BR top-line express pas- on the LMS "Duchess" class,
French works-trained mech- as an unsatisfactory one-off loco-
anician drivers to handle such senger locomotives. As a two- there was some detail of its motive After it was withdrawn
complex beasts Past experience proportions which interfered with the valve chests and valve gear
had also shown the extra main- cylinder machine, the cylinder was removed for preservation,
tenance costs implicit in the com- economical steam production at but that has not prevented a
plexity to have over-ndden econ- size came out too big to clear high outputs It would have been more than usually bold preser-
omies due to the saving of fuel. platform edges so, in spite of a vation society from buying the
easy to correct the faults with a rest of the remains
A point was perhaps missed, yen for simplicity, three cylinders
little investigation Unfortunately Below: British Railways' ill-
though, that since the upper limit had to be used. Now it is a point (in the words of E.S. Cox, then fated, one and only class "8"
4-6-2, Duke of Gloucester,
of power output was a man concerning poppet valves that Chief Officer (Design) at BR No.71000.
shovelling, a more economical much of the mechanism is com- headquarters), "there were some
machine would also be a more mon, however many cylinders
powerful one And since more there are So poppet valves of the in authority at headquarters, al-
power involves faster running British-Caprotti pattern were though not in the Chief Mech-
times and faster running times anical Engineer's department,
more revenue, a more efficient specified for this sole example of
locomotive might be both a the British Railways class "8" who were determined that there
money saver and a money earner should be no more development
But there is another way of locomotive On test, No 7 1000
obtaining some of the advantages Duke of Gloucester showed a 9
of compounding and that is to
expand the steam to a greater per cent improvement over the

extent in simple cylinders. This

min its turn means that the point

the stroke at which the valves
close to steam (known as the
cut-off and expressed in terms of
per cent) must be very early
However, the geometry of normal

valve-gears precludes cut-offs less
than, say, 1 5-20 per cent This is
because, if the opening to steam

is limited to less of the stroke than
that, the opening to exhaust (the

same valve being used for both)
is also limited on the return
stroke This means steam trapped
in the cylinders and loss of
power The solution is to have
independent valves for admission
and exhaust and the simplest
way of doing this is to use poppet

valves actuated by a camshaft
Alas, it cannot be too simple
because the point of cut-off has
to be varied and, moreover, the
engine has to be reversed Both
these things are done by sliding
the camshaft along its axis, bring-
ing changed cam profiles into

1

ClaSS 25 4-8-4 South Africa^Roilways(SAR), 1953

Tractive effort: -15.3601b

Axle load: 44,0001b (20t)

Cylinders: 4 x 28in

:n)

Driving wheels: 60in

am)
Heating surface: 3.390sq ft

Superheater: 630sq ft (58 5m2 )
Steam pressure: 2251b/sq in

Grate area: 70sq ft (6 5m2)

Fuel: 42.0001b (19t)
Water: 4,400gall (5.300 US)
(20m 3)
Adhesive weight: 172,0001b

Total weight: 525,0001b

(238t)

Length overall: 107ft 6>4in
(32,772mm)

Two successful departures from care of the draught, now that =C"ES*
there was no exhaust blast to
the fundamental Stephenson prin- Above: Class "25NC" 4-8-4 Below: This superb drawing
ciples in one class of locomotive! induce it directly in the Stephen- of a class "25" condensing
South African Railways had a son manner. takes water en route from
locomotive gives a vivid
problem in operating the section Test indicated that the appar- De Aar to Kimberley on the mam impression of the extreme
of their Cape Town to Johannes- atus saved 90 per cent of the length of this "Puffer which
burg main line across the Karoo water normally used and 1 per line from Jo 'burg to Capetown. never puffs".
desert For many years they had cent of the coal, results that were This loco was ofnon-condensmg
lived with it, facing the expense promising enough to warrant type when originally built.

of hauling in water for locomotive SAR embarking on an unprece-
purposes in tank cars during the dented programme of intro-
dry season, as well as the expense
ducing condensing locomotives.
of maintaining deep wells, pumps To that end came the class "25"
4-8-4 described on this page.
and bore-holes in dry country
For a long time steam loco- The 4-8-4s were up-to-date in
all respects Roller bearings were
motive engineers had toyed with used not only for all the main
the idea of saving the heat which bearings but also for the con-
was wasted in steam exhausted necting and coupling rods. As
from the chimney. In power can be seen, the latter were
stations and ships this steam is arranged as individual rods bet-
condensed back to water and ween adjacent crank pins thereby
much less heat is wasted. The doing away with knuckle joints.
problem is that condensing equip- The cylinders were cast integrally
ment is bulky and complex,
numerous experimental con- with the frames, using a one-piece
densing locomotives had been
locomotive frame— a similar
built but savings in fuel costs one supported the equipment in
the tender. The boiler was the
were always swamped by higher
largest possible within the SAR
maintenance costs
In this case there were not only loading gauge and as a result the
chimney and dome were purely
fuel costs, but there were also
heavy water costs to be con- vestigial.

sidered, so the SAR decided to In all 90 condensing loco-
motives were supplied, Nos.345
look into the idea of condensing
locomotives for the Karoo Messrs to 3540, all except one Henschel
Henschel of Kassel, Germany,
had built a quantity of condens- prototype by the North British
ing locomotives during the war Locomotive Co. of Glasgow,
and in 1 948 they were asked to
make a class "20" 2-10-2 into a Scotland. A further 50 non-
condensing locomotive. The con-
denser was mounted on a great- condensing "25"s were also sup-
plied, known as class "25NC"
ly extended tender, while a and numbered 3401 to 3450.

special turbine-dnven fan took Ten came from NBL and 40 from

Henschel. The tenders hold 18
tons of coal and 12,000 gallons

(54 5m3) of water and were some- these condensing locomotives very few unconventional steam the air needed for combustion is
enabled a number of costly led in through short large-
what shorter than those attached watering points to be closed locomotive classes ever success- diameter tubes just above the
to the condensing locos. fully run in service and conse- fire The result is that the firebed,
down as well as obviating the quently a remarkable tour de behaving more like a chemical
Once in service the class was need to haul in water at others force of locomotive engineering
in most respects very successful, Over this section they dealt with reaction than a furnace, reacts to
The fleet of non-condensing give off producer gas, which
but that usually fatal departure everything from the famous "Blue "25"s, however, remain, with the
from the Stephenson principle of original 50 now increased to mixes with the air being drawn
using the jet of exhaust steam to Train" to train loads of coal It is a 139. They are now largely into the firebox and burns cleanly
strange sensation to watch a grouped at Beaconsfield Shed, there. The result— no more fire-
—draw the fire the Achilles heel "25" starting a heavy train, there throwing black smoke or clinker
—of all condensing locomotives at is complete silence apart from Kimberley. At the present time forming, coupled with a sub-
the whine of the blower fan. The they still work the main line south stantial decrease in coal con-
first nearly caused disaster. The condenser silently absorbs those sumption And all for the very
fan blades of the blower that was tremendous blasts of steam that from there to De Aar, and also minimum of expenditure
used in place of the blast-pipe so fascinate and thrill the ferro- east to Bloemfontein and north-
wore out rapidly, due to the ash west to Warrenton Many of them The system suggested by
and grit in the exhaust gases equinologist. have regular crews and with Chapelon was used by a certain
Eventually with Henschel's help, official encouragement are speci- South American engineer called
the problem was overcome As By the 1970s, a better solution ally polished, decorated, and in Da Porta on the locomotives of a
had been intended, over the was on hand for the waterless some cases named
"dry" section of the Cape Town Karoo— the diesel locomotive coal-hauling line not far from
to Johannesburg main line, bet- So these strange "puffers that More amazing than one could Cape Horn, after years of suc-
ween Beaufort West and De Aar, never puff" lost their justification cessful use there, a small South
for existence. It was therefore mimagine at this late stage the African class "19D" was con-
Left, above: A class "25" decided to convert the conden- verted in 1979. During 1981,
sing engines to non-condensing, history of steam locomotion, is
4-8-4 with condensing tender. the main alteration consisted of class "25NC" No 3450 was
converting the original conden- the fact that a South African class rebuilt to class "26" on the same
Below: Class "25NC" No.3530 "25" is undergoing fundamental lines as the class " 1 9D" Success
lays down a fine trail of smoke sing tenders to rather strange- further development The hon-
with a freight near Modder looking long low water-carts oured name of Andre Chapelon has been such that there is even a
Currently only one condensing
mRiver April 1979. The unusual locomotive remains, kept really is the source of a new way of prospect that the use of these
as a working museum-piece It is
shape of tender indicates where a reminder of what is one of the burning coal in a locomotive gas-fired locomotives might
the condensing eguipment was firebox The basis of the idea is to
removed by con version. arrest the decline of steam in this,
divert a proportion of the exhaust one of its last strongholds.
steam back into the fire. At the
same time a high proportion of

199

59 4-8-2+2-8-4ClaSS K^Afacan Railways (EAR), 955

Tractive effort: B3,3501b is the ascent from Mombasa to
Nairobi, up which every night
Axle load: ;. the legendary "Uganda Mail"
makes its way
Cylinders •. 28in
The building of the metre-
. 1mm) gauge Uganda Railway, begun
in 1892, was a strangely reluctant
Driving wheels:
piece of empire building, violently
Imm) opposed at home, yet suo

Heating surface: 3.560sq ft One of its objectives was the

Superheater: . 4m;.'sqft(69 2 suppression of the slave trade
) and that was quickly achieved;
the second objective was to
Steam pressure: 25psi facilitate trade and that also was
successful to a point where the
7mGrate area: .'.".sq ft (6 2 railway was always struggling to
)
move the traffic offenng By 1926
Fuel (oil): : 700gall (3,250 US) a fleet of 4-8-0s were over-
whelmed by the tonnage and the
Water: • OOgalll 10.400 US) Kenya & Uganda Railway (as it
then was) went to Beyer, Peacock
Adhesive weight: 357,0001b of Manchester for 4-8-2 + 2-8-4
Beyer-Garratts, with as many
Total weight: 564,0001b Above: East African Railways
mechanical parts as possible stan- dass "59" 4-8-2 +2-8-4 No. 5904
(256t) dard with the 4-8-0s. It was the Mount Elgon.
answer to mass movement on
Length overall: 1041 bore the attractive maroon livery
(31,737mm) 501b/yd(24kg/m) rails
As the years went by, other of the system.
Often in this narrative British waiting movement, the adminis-
climbs like Shap and Beattock Garratt classes followed and the tration ordered 34 of the greatest By British standards their stat-
have been spoken of with awe
Shap has 20 miles (32km) of 1 in K&UR became East African Rail- Garratt design ever built. Whilst —istics are very impressive over
75 (1.3 per cent) but what would their main role was the haulage
one say about a climb 350 miles ways In 1954 with the biggest of freight, these giant "59" class double the tractive effort of any
(565km) long with a ruling grade
of 1 in 65 ( 1 5 per cent) ? But such backlog of tonnage ever faced were regarded as sufficiently
passenger train oriented to be
given the names of East African

mountains Also, of course, they

Class ISA 4-6-4+4-6-4 Rhodesia:
Rhodesia Railways (RR), 1952

Tractive effort: 47,5001b

(21,546kg)

Axle load: 34,0001b (15.50-
Cylinders: (4) 17^x26in
(445 x 660mm)

Driving wheels: 57in

(1,448mm)

Heating surface: 2,322sq ft
(216m 2 )
Superheater: 494sq ft (46m2).
Steam pressure: 200psi

(14 1 kg/cm2).

Grate area: 49 6sq ft (4 6m 2
)

Fuel: 27,0001b (12t)

Water: 7,000gall (8,400 US)
(32m 3 )
Adhesive weight: 178,0001b

(81t)

Total weight: 418,0001b (190t)

Length overall: 92ft 4m

(28,143mm)

A railway linking Cape Town up

the whole length of Africa to

Cairo was the impossible dream

of an English clergyman's son

called Cecil Rhodes, who eventu-
ally was to give his name to
Rhodesia, now known as Zim-
babwe "The railway is my right

200

locomotive ever employed in pas- were fitted to the class, with Above: East African Railways 208, 18.8, 15 3, 15.5, 19.0,210,
senger service back home, coup- results that were controversial class "59" 4-8-2+2-8-4 No. 21.0, 190, 15 3, 15 3 The idea
led with a grate area nearly 50 operationally, and quite unam- 5916 Mount Rungwe was that the gradual rise in
per cent greater Oil-firing was
used but provision was made for biguously awful aesthetically Below: East African Railways axle-load should permit operation
a mechanical stoker if coal burn- Beyer Garratt No. 5928 Mount on 801b/yd (38 6kg/m) rail north
ing ever became economic in One feature which did not and west of Nairobi in addition to
East Afncan circumstances There work out was the tapered axle mKilimanjaro, depicted the 951b/yd (45.7kg/m) rail which
was also provision for an easy was by then general between
conversion from metre gauge to loadings, which gave successive superb crimson lake livery Nairobi and the coast.
the Afncan standard 3ft 6in axle-loads in tons when running of the original.
(1,067mm) gauge, as well as for forward of 154, 15.4, 19.0, 20.9, The results of fresh motive
fitting vacuum brake equipment, power were very impressive, the
should the class ever be required backlog of traffic was quickly
to operate outside air-brake terri- cleared and the new engines
soon found themselves the lar-
tory in Tanzania gest and most powerful steam
All the latest and best Beyer- locomotives in the world. That
they remained that way for 25
Garratt features were applied, years was due to the economical
use of well-maintained steam
such as the self-adjusting mam power long preventing any case
being made out for a change to
pivots, the "streamlined" ends to
the tanks, and those long hand- diesel traction
some connecting rods driving
on the third coupled axle Four Even so the diesel did win in
sets of Walschaert's valve gear
were worked by Beyer's patent the end, displacing the "59"s
Hadfield steam reverser with from the mail trains quite early on
hydraulic locking mechanism and gradually from the freights
The virtues of the short fat Garratt between 1973 and 1980. In ad-
boiler, with clear space beneath dition a proposed "61" class
the firebox, made 1 4 or 15 hours 4-8-4+4-8-4 with 27-ton axle-
continuous hard steaming no
problem Later, Giesl ejectors loading, 115,0001b (52,476kg)
tractive effort and 105sqft(9.8m2)
fire grate was shelved indefinitely

hand, the telegraph my voice" were typical sound solid chunks as class " 15A", and to which the now Botswana. The Bulawayo-
said Rhodes at the height of his of Beyer, Peacock engineering, Cape Town and Bulawayo-
power When Rhodes died in they also showed the whole ob- particulars given here apply A Johannesburg expresses were
jective of the Garratt concept by final 10 came from Messrs.
1902 his Cape-to-Cairo line had having a tractive effort greater part of these duties, long-distance
reached the River Zambesi, 280 than and a grate area equal to the Franco-Beige of France, Beyer,
miles (450km) north of Bulawayo, trains of this kind were worked
but there was sufficient impetus largest "straight" locomotive ever Peacock being then swamped on the caboose system, whereby
to reach Bukama, 2,700 miles to run back in Britain, but within two crews would operate the
(4,345km) from Cape Town in an axle-load limit 30 p*er cent with Garratt orders. train, one in the cab on duty and
what is now Zaire, by 1914. the other taking their ease in a
less Delays in completing bndge The resulting 74 locomotives comfortable sleeping and eating
In 1930, for working a 484-mile strengthening works denied the
(778-km) stretch of this Cape-to- Cape-to-Cairo route to the new were the largest class ever van (the caboose) marshalled
Cairo line between Mafeking locomotives (known as the " 1 5th" next the engine The 970 mile
class) so they went into service acquired by the RR They were
and Bulawayo, what had now on the Bulawayo to Salisbury (1,556km) round trip from Bula-
become Rhodesia Railways or- main line, the haulage of the also the second most numerous wayo to Mafeking and back
dered four 4-6-4+4-6-4 Beyer- celebrated "Rhodesia Express" would take three days and two
Garratts from England They was entrusted to them In service design of Beyer-Garratt, as well
the class proved to be excellent as being the first Garratts to have nights
Above left: Class "15A"Beyer- runners and very light on main-
Garratt 4-6-4+4-6-4 No. 400 of tenance They played a large Onthe "streamlined" front tanks. When the railways in northern
Rhodesia Railways (now National a 50mph (80km/h) locomotive, Rhodesia became Zambian Rail-
Railways of Zimbabwe) under part in converting the RR man- ways, a number of "15"s were
steam test at Bulawayo Works streamlining could only be for allocated north of the Zambesi. A
agement to the idea of a mainly show, but the improved lines
after overhaul Garratt-operated system and so, few others have been withdrawn,
immediately after the war, a fur- greatly ameliorated the rather but some 50 remain It is a
Left: Rhodesia Railways ther 30 were ordered as all-
Beyer-Garratt 4-6-4+4-6-4 No. purpose locomotives for the rail- severe looks of previous Garratts pleasure to write not only that
358. This class "1 5" is running way Between 1949 and 1952 yet Their most notable assignment
bunker first on the Victoria Falls another 40 with slight modifi- most of these are still in service
to Bulawayo tram. cations were delivered, known was the British royal family's tour but also that a policy has been
in 1947, when two "15th" class
decked out in royal blue handled adopted by oil-poor but coal-rich
the 730-ton "White Tram" Not Zimbabwe to rebuild their fleet
until 1963 was the class able of Garratts In this way these fine
to take over the work for which locomotives should be good for
they were originally bought, and many more years of service
for the next ten years the "15"
and "15A" classes monopolised
the traffic between Bulawayo
and Mafeking, through what is

201

Class 498.1 4-8-2°Czechoslovak State Railways (CSD), 1954

Tractive effort: 4 I 9201b ings were fitted to all the main
axle bearings and also to the
Axle load: motion Most remarkably the
Cylinders centre big end was also a roller
bearing, the designers had suf-
Driving wheels: 72in
confidence to wall up this
mm) beanng between the webs of the
Heating surface: 2,454sq ft
crankshaft
Superheater: 797sq ft (74m 2 ) Other sophisticated equipment
Steam pressure: .'28psi
included powered reversing gear,
Grate area: 52sq ft (4 9m 2) mechanical stoking, a combustion
chamber, arch tubes and thermic
Fuel: .3.0O01b(15t) syphons in the firebox, as well as
Water: ;.700gall (9,200 US) axle load adjustment from
41,0001b (18.5t) to 37,0001b ( 16 8t)
Adhesive weight: see text with corresponding reduction in
Total weight: 428,5001b ( 194t) adhesive weight from 1 64,0001b
Length overall: 83ft 1 1 Vjin (74t) to 148,0001b (67.5t). The
(25.594mm) effect of this change was to
transfer weight from the driving
These remarkable locomotives wheels to the leading bogie and
in their handsome blue livery rear pony truck. The alteration
were some of the finest steam would enable the locomotives to
passenger express locomotives be employed on the country's
ever to be placed on the rails secondary main lines which would
Anyone with a gift for arithmetic only accept the lower axle-
could tell quite a lot about them loading, once the principal routes
by merely glancing at the number, had become electrified The
which has the class designation change involved moving the pos-
as a prefix The first figure gives
the number of driving axles, take ition of the pivot points of the
the middle figure, add 3, multiply compensating levers, provision
by 10 and the answer is the
being made to do this without
maximum permitted speed in making any physical modifi-

km/h, then take the last figure, cations. Incidentally, the three
add 10 and that gives the axle
load to the nearest ton So the domes are, respectively from the
498 1 class had four driving front, for top feed, sand and
steam. Amongst other unusual
axles, a maximum speed of 120
km/h (75mph) and a maximum features are the ten-wheel tenders
axle load of between 18 tons and with one six-wheel and one four-
19 tons Fifteen were built by
the famous Skoda Works dunng wheel bogie. The three sets of
Walschaert's gear are conven-
1954-55
Amongst things one can hardly tional except that the drive to the
inside set is taken from a return
tell from a glance would be the crank mounted outside on the
existence of a third inside cyl- third coupled-wheel crankpm on
inder, whose axis is inclined at 1
in 10 to the horizontal, driving, the left-hand side.
like the outside cylinders, on the This arrangement is similar to
second coupled axle Roller bear-
Right: A conspicuous red star

decorates the front end of a
Czechoslovak State Railways'

class "498.1 "4-8-2.

242 Class 4-8-4 Spain:
Spanish National Railways System (RENFE), .956

Tractive effort: 46,2831b only class of 4-8-4 in Western
Europe and the ultimate achieve-
(21,000kg). ment of Spanish steam locomotive
engineering. They were descen-
Axle load: 42,0001b (19t). ded from a long line of 4-8-2s
dating from 1925. Those built
Cylinders: (2) 25M x 28in before 1944 were compounds,
(640 x710mm). but since then the world standard
form of a two-cylinder simple has
Driving wheels: 74?4in
prevailed. In the case of these
(1,900mm) 4-8-4s the only departure from
this has been the use of the Lentz
Heating surface: 3, 1 6 1 sq ft system of poppet valves, with an
oscillating camshaft actuated by
(293m2 ). a set of Walschaert's valve gear
each side.
Superheater: 1 , 1 25sq ft
The ten locomotives were sup-
(1045m2 plied by the Maquimsta Terrestre
) y Maritima of Barcelona in 1 956
and were numbered 242.2001-
Steam pressure: 228psi
10. Details included a feed-water
(16kg/cm2) heater, equipment for the French
TIA water-treatment system, a
Grate area: 57sq ft (5 3m 2 cab floor mounted on springs,
). and a turbo-generator large
enough to supply current to light
Fuel (oil): 3,000gall (3,600 US) the train as well as the engine.
Lights on the locomotive included
(13.5 3 ). one just ahead of the Kylchap

Water: 6,200gall (7,440 US)

(28m 3 )
Adhesive weight: 167,5001b

(76t).

Total weight: 469,5001b (2 1 3t).
Length overall: 88ft O^in
(26,840mm)

These magnificent locomotives,
built to a gauge of two Spanish
yards or 5ft 5.9in (1,674mm),
were the final European express
passenger locomotive class, the

202

"

that found on Chapelon's These were built in 1949 were excellent performers both It is understood that 4-8-2 No
"242A1" 4-8-4 and it reflects a It was found, though, that the
good deal of contact between on heavy international expresses 498 106 has been set aside for
simple locomotive was better on preservation but it is not known
him and the CSD before politics an all-round basis and the "498 1 Onand lighter faster trains test if the work has been completed

put an end to such interchanges. class followed directly on previous speeds up to 93mph ( 1 49km/h) Below: A fine view of class
4-8-2s, that is, the rune "486" "498.0" 4-8-2 No.498.82. Note
It is interesting to find amongst were achieved and in normal
the progenitors of the "498.1" class of 1933-38 and the forty the unusual design offender with
"498 0" class of 1946-49 The running the maximum permitted one four-wheel and one
class a group of three three- new 4-8-2s, known as the "Al- six- wheel bogie.
cylinder compound 4-8-2s very batross" class by their crews, speed of 75mph ( 1 20km/h) was
much in the French tradition
often achieved.

Steam traction has recently

come to an end in Czechoslovakia.

double chimney, so that at night restriction of 68mph (1 lOkm/h).
as well as in the daytime the Even so, the "242" class demon-
fireman could judge by the colour strated on test an ability to run at
of the exhaust whether he had 84mph (134km/h) on the level
adjusted the oil-firing controls with 480 tons, as well as to
correctly All axleboxes had roller
develop 4,000hp in the cylinders.
beanngs. A special green livery In service they could maintain a

—lesser Spanish steam loco- speed of 35mph (55km/h) with
motives were painted plain black 600 tons along 1 in 100 (1 per
—set off a truly superb appear- cent) gradients The tenders of
ance the 4-8-4s were absurdly small
for such a huge locomotive No
The 4-8-4s were built to work
the principal expresses over the doubt the size of turntable avail-
unelectnfied section of the main able prevented any larger ones
line from Madrid to the French being attached, but in the absence
border at Irun, that is, from Avila of water troughs there was no
to Miranda del Ebro. They had possibility of making long non-
no problems in keeping time stop runs in the face of a need for
with such trains as the "Sud some 70 gallons (0.3m3 ) per mile
Express" loaded up to 750 tons, with less than 6,200 gallons
although really fast running was (28m 3) available.
precluded by an overall speed
Steam has now been eliminated
Left: Note the small tender on
this Spanish class "242" 4-8-4. in Spain for normal use. Whilst
various steam locomotives have
Right: Spanish National been seen on special excursion
Railways class "242" 4-8-4 trains, they have not so far in-
No.242.2001. cluded a "242", although one
(No.242.2009) is set aside in the
depot at Miranda del Ebro

203

RM Class 4-6-2 China:
Railways of the People's Republic, 1958

Tractive eHort: ! 5971b anese to the railways of their motives outside the USSR — was Above: Brand new "Forward"
( 1 5.698kg) puppet kingdom of Manchukuo, class steam locomotive No. QJ
Axle load: --6.2841b (2 It) otherwise Manchuria. The older in the position of the main steam- 3404 on test at the People's
engines in pre-liberation days pipe. This normally ran forward
Cylinders: ) 22W x 26in were known as class "PF-1" Locomotive factory at Datong,
(570 x 660mm) ("PF" stood for "Pacific") but from the dome inside the boiler,
Driving wheels: 69in afterwards they became re- but in these engines there was mChina, October 1980.
(1.750mm) designated "SL" standing for room for it to be situated much
Heating surface: 2,260sq ft "Sheng-Li" or "Victory". Loco- more accessibly in well-insulated superheater and a mechanical
(210m 2 ) motive construction to Chinese trunking above the boiler An stoker Apart from this last feature
Superheater: 700sq ft (65m 2) British readers could reasonably
Steam pressure: 2 1 3psi design did not begin for several interesting detail shared with regard the "RM" class as what a
years after the Communist victory other Chinese steam power, is class "7" 'Britannia' 4-6-2 might
cm 2 ) of 1949, but by 1958 the con- the provision of an air horn, in have been if the designers had
Grate area: 62sq ft (5 75m2 ) addition to a normal deep- had similar axleload limitations
struction of the "RM" class was sounding dragon-scaring steam but another 3ft of vertical height
Fuel: 32,0001b (14 50 under way at the Szufang (Tsing- chime whistle. In other ways, with which to play.
Water: 8,700gall ( 1 0,400 US) tao) Works. It was an enlarged though, these fine engines fol-
lowed what had been for many Visitors to' China report that
(30 5m3 ) version of the "SL" class, years the final form of the steam these engines can frequently be
capable of a power output 12^ encountered travelling at speeds
Adhesive weight: 137,750 per cent greater locomotive. Thus we find two
Below: The world's final steam
(62 5t) The main difference between cylinders only, using outside- express design, a "People" class
Total weight: 38.3491b ( 174t) the "RM" and "SL" class— and admission piston-valves driven
indeed between the "RM" class 4-6-2 No.RM 1201 near Jinan,
Length overall: 73ft 5!^in and virtually all other steam loco- by Walschaert's valve gear, December 1980.
(22,390mm) coupled with a wide firebox
boiler with no frills except a big
This unusual but neat-looking
4-6-2 is thought to be the final
design of steam express passen-
ger locomotive in the world

There is another reason why it is
treated as the last word in this
book and that is because the
country which produced it is also
the last in the world to have steam
locomotives in production Those
now being built are basically
freight locomotives but are used
for express passenger trains on
certain mountain lines in the
People's Republic of China With
many new lines under construc-
tion it is possible in China to ride
a 1980s railway behind a 1980s
steam locomotive

The "RM" — "Ren Ming" or

"People" class— 4-6-2s are des-
cended from some passenger
locomotives supplied by the lap-

204

around 65mph (105km/h) on locomotive can match the diesel not surprising that an Amencan Above: Displacing a fine plume
level routes hauling 600 ton in performance and availability consortium is going ahead with
the development of a steam loco- of steam, "People" class 4-6-2
passenger trains There is reason for service (see New York Cen-
to suppose that about 250 were motive for the 2 1 st century- No.RM 1019 heads north
built during the years 1958 to tral Railroad's "Niagara" class)
1964 and that the numbers run Shall we in conclusion then, through an autumnal snowfall
and ease of servicing (see Norfolk wish success to Amencan Coal from Harbin, Manchuria,
from RM1001 to RM1250 Wide & Western's "J" class) and being
variations in the insignia and fully aware that it is now practical Enterpnses, Inc., without being with a passenger tram m
to make steam environmentally really sanguine that one day in
slogans which decorate present acceptable— as well as more the future steam could be found October 1980.
day Chinese steam locomotives efficient— by means of the at the head of a luxury Twenty-
introduce some variety into the producer-gas firebox (see South First Century Limited running Below: A view of a beautifully
plain (but always clean) black
finish used An "RM" class, speci- African Railways's class "26"), it is between New York and Chicago cleaned "People" class 4-6-2,
ally painted in green, was used to
haul the inaugural train across No.RM 1049 at Changchun
the great new bridge across the
Yangtse River at Nanking Shed, northeast China, 1980

The type of locomotive still
being produced (and used on
trains in the mountains) in China
is the standard 2-10-2 freight

locomotive of the "Qian Jing" or
"March Forward" class. Even in
1982 they are still being pro-
duced at a rate of about 300 per
year at a special factory at Da-

tong in Northern China. Various
reasons are given for this con-
tinued construction of steam
locomotives, unique in the world
and recently reprieved indefi-
nitely, but the basis seems to be a
combination of cheap indigenous
coal and traffic rising at some 1
per cent per year The construc-

mtion of diesel locomotives China

absorbs five times as many skilled
man-hours as steam locomotives
of equal capacity so one can

understand the reluctance of the
Chinese railways to dispose of
this cheap and reliable way of
coping with their ever-increasing

haulage problems.
It is very pleasant indeed to be

able to end this book on such a

satisfactory note, indicating a

real possibility that our beloved
steam locomotive might even

now be brought back from bnnk
of extinction South Africa, India,
Poland, Zimbabwe are, as we
have seen, other places where
the forces which toppled steam
from its throne may yet be con-

tained But is there a possibility of
any reconquest by steam in
places where it had seemingly
vanished from the commercial
railway scene forever7

Britain, where steam began, is
a poor prospect, a new and huge
oilfield, combined with coal sup-
plies that are expensive because
of the small seams and old-
fashioned pits from which it is
mined, make it so. Any return
to steam (apart from steam for
pleasure) seems likely to take the
form of steam turbines on the
ground generating electricity for
electric trains It is some compen-

sation to Britons though, that

mnostalgic steam activities exist

their country to an extent pro-

portionately unparalleled else-

where The United States, on the

other hand, presents a different

aspect — indigenous oil supplies
are now inadequate and, not

only that, coal production and

costs in a vast land are responding

in an excellent style to character-

istic Amencan drive and know-
how Having demonstrated in

the recent past that the steam

205

1

Index

A Bete Humaine. La, lilm, 103 Canadian Pacific Railway, 135, 156 Danish State Railways. 70 Franklin's poppet valve gear, 169.
Beuth. Professor, 30 'E' class Pacifies, 99 187
58 'F-la' and 'F-2a' classes, 135 P' and 'P2' classes, 70
- acock & Co 40, 130, 132, HI' class 'Royal Hudson, 156 'PR' class, 71 French National Railways Co, 32,
Alabama Great Southern Railroad. . 'Tl' class (Selkirk > 194 110
Datong Works, 204, 205
Algerian Ra » 148.200,201 Capreol, Ontario, preserved Dautry, Raoul, 102 23 1C class (ex-PLM), 96
150 locomotive, 159 Dean, William, 68 '23 ID' class, 103
RBillinton. Col 98J . '23 IE' class, 78
i2, 106 Birmingham & Gloucester Railway, Caprotti, Arturo, 95 Deeley. RM, 59,66, 108 '231F, '231G'and'231H'
"actions Caprotti rotary cam valve gear, 95, Denver & Rio Grande Western classes, 103
ioc, 62 26 23 IK class (ex-PLM), 97
Birmingham Railway Museum, 109, 133, 150, 197 Railroad footplate view, 12 '232R' class, 189
v served Case School of Science, Cleveland, Didcot Steam Centre, 109, 177 '232S' class, 189
160 Dinting Railway Centre, 1 19 '232U' class, 189
locomotive, 101 Birmingham Science Museum, 153 125 Dodge Park, Council Bluffs, '240P' class, 78, 79
n Coal Enterprises Inc. 205 Bissell, Levi. 33 Cavour, Count. 44 '241A' class, 110
Blanc-Misseron. Lille, 106 Cegielski Works, 182, 183 preserved locomotive, 165 24 IP' class, 186
American Locomotive Co . 64, 78, Bloom, Alan, 119, 153 Central of Aragon Railway, 1 48 Dreyfus, Henry, 125 '242A1' class, 180
Bluebell Railway, 127. 177 Drummond, Peter, 43 Fnchs A/S, 99
in Standard' 4-4-0, 25, 36 Central Pacific Railroad Jupiter, 37
Andrews raid. 36 Bogie, first, 2 Central Railway, India, 185, 193 Dubs & Co , 40, 42 o
Dublin & Kingstown Railway,
Ansaldo & C . Sampierdarena. 44 Booth, Henry, 18 Central Railway of Peru 'Andes'
Armstrong-Whitworth & Co , 127 Bornes, August von, 50 class, 132 Vauxhalf, 22
Borsig, August, 30 Duddington, driver, 136
Assmboine Park, Winnepeg. Borsig & Co, Berlin, 27, 30, 106, Central Vermont Railway, 158
preserved locomotive. 159 Champlain & St Lawrence Railway, E
147
Atchison, Topeka & Sante Fe Boston & Albany Railroad, 124 26 East African Railways '59' class,
Railwa Bousquet. Gaston du, 62 200
Chapelon. Andre, 78, 97, 102, 180,
•2900- das 174 Bowen, HB, 157 East Indian Railway, 116
3751 class 174. 175 Bowen-Cooke, W) , 92 192, 199 Eastern Railway of France, 34, 63,
Chesapeake & Ohio Railway, 64,
Mallet locomotives, 174 Brazilian National Railways metre- 102
_:ty Railroad 'Camelback' gauge 4-8-4 class 1 92 186 '241' class, 110
i Steam Centre, 1 19, Chapelon Pacifies, 78
class, 56 153 'F15' class, 64 'Crampton' class, 34 Gab valve gear, 30
"oast Line, 57 'F17' and 'F18' classes, 64 Eastwick & Harrison, Philadelphia,
type, first, 57 Bnstol & Exeter Railway. 29. 35 '9ft 'F16' class, 64 Garbe, Robert, 51
inneenng Pty. Sydney. 40 single' class, 34 F 19' class, 64, 186 25
'L2' class, 187 Egyptian State Railways, 63 Garratt, H W, 150
Australian Railway Histoncal British Columbia Railway Royal Electro-pneumatic brakes, 154
Society museum. Mile End. Hudson, 157 'L-2a' Eiesco feed water heater, 123 Garratt locomotives, 150, 151,200,
127, 167 Elliot, John, 115 201
British Engineering Standards :.:, 'iaSS 'Empire State Express', train, 52,
Australian Railway Histoncal Association locomotives, 72 Garrett & Eastwick, Philadelphia,
Society museum. Newport. 77 Mallet simple locomotives, 170 124, 179
Railway Museum. 33, 97 British Rail. 48 Chicago, Burlington & Quincy Esshngen Co, 27 25
'5P5F' class, 133 Euskalduna, Bilbao, 148
Austro-Hunganan State Railways AT class, 184 Railroad, 134 Exhaust steam injector, 159 General San Martin National
Co. 40 A2' class, 185 Chicago, Milwaukee, St Paul & Railway '1501' class, 90
'A3' and 'A 10' classes. 105 F
A4' class 4-6-2. 7, 137 Pacific Railroad, 134 George V king, 109
'CI class, 66, 67 Fairlie, Robert, 92 German Federal Railway, 1 88
'El' class. 107 A class, 134 Fawcett, Brian, 132
'N15X' class. 99 Federal Railway of Austria. '210' '01' class, 8, 11, 13, 112, 113,
V2' class. 160 F7' class, 134
Advanced Passenger Train, 31 class, 97
Britannia' class 196 Chicago & North Western Railway, Federal Railway of Austria '214'
'Castle' class, 108
152, 153 134, 160 class, 148
Duke of Gloucester 196 Federated Malay States Railways,
'King' class, 123 E4' 160 '0110' class, 113, 188
'King Arthur' class, 114 162
Locomotive trials 1948, 119, Chicago Museum of S> and 'H' class, 162 '03.' and '0310', classes 8, 11.
137, 177 'O' class, 162 13, 113, 118
'Merchant Navy' class, 176 Industry, 175 Fenton, Murray & Jackson & Co, '05' class, 147
'Midland Compound' class, 66 Chicago World Fair 1933, 119
Royal Scot' class, 118, 119 Chinese Railways, 128, 190 28 '011' class, 189
'Saint' class, 69 Ferrymead Museum of Science and
'Schools' cla 127 t'.r 128 German State Railway, 51, 11 2 '0 1 ,
Industry, 129
Brooks, James, 24 'PF-r class, 204 Festiniog Railway, 93 •011°', '02', 03' and '031°'
Brooks Locomotive Works, 'QJ' class, 204, 205 Festival of Britain 1951, 33
'RM' class, 204 Finnish State Railways, 1 17 classes, 112, 188
Dunkirk NY, 24, 55 'SL' class, 204 '05' class, 146
Brunei, Isambard Kingdom, 28 'Hg' class, 117 '18 4' class, 80
Brunei, Marc, 34 Chitteranjan works, 184 'Hv2' class, 1 17 '38' class, 74
Brunswick Railway, 26 Christian, king. 99 Hv3' class, 117 '39' class, 106
Brussels Exhibition 1897, 48 Chrzanow Works, 183, 184 Flamme, J B , 81
Churchward, George Jackson, 68. Florida East Coast Railroad, 159 'P10' class, 106
Buddicom, WB. 32 Floridsdorf works, Vienna, 52
Buenos Aires & Pacific Railway 108 'Flying Scotsman' train, 7, 39 'Flying Hamburger,' 136
Forges et Acieres de la Marine et
'1501' class Pacific, 90 Cincinnati. New Orleans & Texas Kaiserlautern Works, 25
Bullied, Oliver, 176 d'Homecourt, Soc des, 180
Bury, Edward, 23 Railroad, 123 Forrester, George, 22 Germany Museum, Munich, 31
Clarke, J T, 152 Fourquenot. Victor, 40
Fowler, Sir Henry, 66 Gibbs, AW, 68
Clegg, Anthony, 159 Fowler, Sir John, 40
Clyde Engineering Co . Sydney, Franco. Attilo, 95 Gibson, driver. 76
Franco-Beige. Raismes, 201
168 Franco-Crosli boiler, 95 Giffard injector, 39
Franklin's automatic axle box
Baden State Railway, 74, 80 Cockerill & Co Belgium, 27, 167 Giovi incline, 44
, wedges. 181 Glasgow Museum of Transport, 77

Baker's vaive gear, 17, 123, 124, Collett. Charles, 108 Glehn, Alfred de, 62
Columbian Exposition 1893, 52
128. 16 Compound Locomotives, 15, 46, Golsdorf, Karl, 52, 97

Baldwin Locomotive Works. The. 50, 52, 57, 58 60, 62, 66, 70, Gooch, Daniel, 28
78.90,96,98, 102, 106, 110,
20, 101. 120. 123. 131. 149. Gooch's valve gear, 45, 47

:68. 174. 182. 184. Gorley, Ray, 159

186, 192 Gotthard Railway, 91

Baldwin. Matthias. 20 130, 137, 146, 170, 171, 180, Grand Junction Railway, 23
Baltimore & Ohio Railroad. 26 186, 189 Grand Trunk Western Railroad, 1 58

locomotive. 168 Coras Iompair Eireann 800 class, Graz-Koflach Railway, 33
163
Fair of the Iron Horse. 1 22 Great Eastern Railway, 60, 1 58
Grasshopper' type, 26 Corpet-Louvet & C, 189
Cossart valve gear, 107, 149 'Claud Hamilton' class, 60
Cox, ES, 196
26 Crampton' locomotives, 34 Great Northern Railway, 39

Mallet pioneer in USA, 170 '8ft single' class, 38
Bangladesh locomotives, 73. 116
c 'Large Atlantic' class, 66
Bar frames, first. 23. 26
Bayview Park. Sarnia. preserved Crampton. Thomas, 29, 34 Pacific class, 104
Crawford, D.F.. 100
Crosti, Piero, 95 Great Northern Railway of Ireland

locomotive. 159 'V and 'VS' classes, 130
Great Southern Railways '800'
Beardmore. William. & Co, 73 Currie, James, 76
ABeattie, Caledonian Railway, 76 Czechoslovaks State Railways class, 162
Great Southern & Western Railway,
Beaver Meadows Railroad '123' class single, 77 '498 1' class, 202

Hercu> 25 162

Belfast Transport Museum. 163 '908' class, 76 Great Western Railway, 28. 35, 63
Belgian National Railways Co '12'
'Cardear. t 76 Broad gauge, 28, 29

class 166 'Dunalastair' class, 48 'Castle class, 104, 108, 1 18
Campbell. Henry R 24
Belgian State Railway. 34 'City' class, 67
.
10' class Fa 81 'Fire Fly' class, 28
Canadian Locomotive Co, 158,

'17' class 48 184 French compounds, 68, 108
'18' das
Canadian National Railways, 1 58 Great Britain, steamer, 29

Belpaire. Alfred, 48 'Ul-a."Ul-b,"Ul-c,"Ul-d.' 'Hall' class. 69

Benguela Ra 194 'Ul-e,' classes. 158 'King' class, 11, 14, 122

Berlin-Anhalt Railway Beulh. 30 'Ul-f class, 158 'North Star' class, 23, 28
Berlin & Potsdam Railway, 26
'U-4' class, 158 'Prince' class, 2-2-2, 29

206

11

Speed record, 67 Jodphur State Railway Pacific, 192 59 Museum of Science and
'Star' class. 108 Johnson, R P. 168
Zeiss optical selling out of Johnson. S W. 48, 66 D 18 class, 57 Technology. Ottavi
frames, 69 Jones, David, 42 National Railway Museum. Delson.
Great Western Railway Museum, 67 Jones. Turner & Evans & Co., 28 'P2' class 130
Great Western Society. 109 'V2' class Green Arrow', 66. 160 Quebec, 135, 137. 157. 159.
Green Bay Railroad Museum, Jugoslav State Railways, 1 10 'V4' class. 160 195
Jura-Simp!on Railway, 32. 33, 90 Wl* class (No 10000). 137 National Railway Museur.
Wisconsin. 137 Museum, York, 43 33. 35, 40. 63. 79
Gresley-Holcrof t derived valve gear. Speed record, world, 136 Jo. Otahuhu. 129
London & North Western .- 37. 189
116. 131 National Railway Museum. Great Pakistan locomotives. 73. 1 16
Grestey. Sir Nigel. 104. 184 23
Croupewent ({'Exportation des Crewe works, 92 Britain. 39. 43. 44.66. 114, Pans Exhibition 1900. 51
'Dreadnought' class 46 ! 137, 153. 161
Locomotives en Sud- Experiment' compound class, Pans. Lyons & Mediterranean
Awenque (GELSA). 192 National Railways of Zimbabwe.
George the Fifth class, 92 201 Railway, 35. 43
- ::na. 27 'Lady of the Lake - 38- -
Medusa compound, 46 40
lschinehbau AG
- '231-132AT'c:a
(Hanomag), 70
Hamson. Fairfax. 122 Precursor class, 93 'Coupe-vent' locomotives, 60
Harrison. Joseph, 25 'Problem class 38
Haswell, John, 33 'Queen Mary' class, 93 C'Grosse class 60
Haswell, John works, Vienna. 27 Teutonic
Heinl feed water heater, 1 88 London i South Western Railway. inds Railways '3700' class, 96
Helsinki Technical Museum. 1 17
Henschel & Sohn, 148. 198 44. 114 91 Speed record. 35
Heritage Park. Calgary, preserved 'N15' class, 114
New South V/ales Government Pans-Orleans Railway. 40, 63, 102
locomotive. 195 44 Railways. 40
Hick of Bolton. 27 Kemble, Fa 'Long boiler' locomotive type, 33 '3500' class Pa: 78
Highland Railway Duke' -.- 42 Long. Col Stephen, 26 79' clas 40 '4500' class Par:'.
Hitachi. 183 Kenya & Uganda Railway. 200 Long Island Railroad, 1 58
Holcroft-Gresley derived valve gear. Kessler. Emil. works, 27, 30 4-8-0 rebuilds. 78
Kiefer, Paul W. 124, 178 Longridge, R.B. & Co.. 28
iam, 30 Kipling. Rudyard. 55 Longfellow, HW. 134 •C36" class 168 Paris-Rouen Railway Buddicom'
Hungarian State Railways '424' Louisa Railroad. 64 '2-12' class. 41 '? 32
Kisha Seizo Kaisha. 183 Love. William. 43
class. 110 Lucerne Transport Museum. 91 New South Wales Railway Museum. Pans-Strasbourg Railway
im 19 Kitson & Co . 73. 162
Mcintosh. JF. 48. 76 40 Le Con:.: 35
I - 190. 191 Maffei of Munich. 30 44 New York Central Railroa i
Malayan Railway '56' class, 162 Pearson. ]. 35
Imperial Airways. 44 Krauss-Helmholtz truck, 183 Malaxa Works, 148
Imperial & Royal State Railways. Mallet. Anatole, 170 11' class 124 in. 105
Krauss-Manei, Munich. 147. 193 Mallet locomotives, 170
Austria, 52 Krupp of Essen, 147 N'aqu:r.:sra lerrestre v N'.ar.tirr.a 124. 3 Railroad. 54, 63
'6' class 52 Kylchap exhaust system, 8 1 , 181,
210' and '3 Iff classes. 97 202 Niagara r:. 178 54
India Railway Standard 185. 192. 194. 203 Mary. Queen, 109
Maunsell, Richard, 107, 114 'Sla' and 'Sic' classes. 178 D16a' class. 54
locomotives, 73, 1 16 Mechanical lubricator, 172 New York Central & Hudson River
Indian Railways. 72 Mecklenburg State Railway, 74 'D16sb :
Mediterranean System, 44 Railroad No 9- 52
Mail Engine' 4-6-0 class. 72 Mersey Docks & Harbour Board. 30 New York. New Haven & Ha ass, 58
WP' class. 184 Merseyside County Museum, 13.' and E6' classes. 58

XA class, 1 16 Liverpool, 31 Railroad :lass 148 K3' classes. 100
Metropolitan Railway, 40
XB' class. 116 Metro poll tan -Vickers Co, 131 New Zealand Government 100
Mexican Rly Fairhe. 6, 92
XC class. 116 Railways. 128 • classes. 100
Miani & Silvestn, Milai
YB' class, 192 L Midi Railway, France. 63 12, 128
YP' class 10, 192 Midland Railway, 48
Indonesian State Railways C53' Kb' classes. 128 168
Johnson Single ?._; 48 'Q' class 64
102 Midland Compound' class, 59. Altoona te
International Railway Congress. 66 ONock, S, 162 Crawford mechanical stoker. 100

Pans 1900. 59 126 Norfolk & Western Railwav Duplex' locomotives. 168
Italian State Railways. 59. 70 Missouri Pacific Railroad, 64
Lake Shore & Michigan Southern Mohawk & Hudson Railroad 172 Peppercorn. Arthur, 185
iss, 70 Iphia & Columbia Railroad
'670' class, 59 Brother Johna th ai 21 Noms locomotives, 26, 28
Mohawk & Hudson Railroad Washington Cou: rj
ass, 59 Railroad 1-1 class, 54 Noms. Octavius, 27
685' class, 94 Experiment, 2
Italian bogie. 70 Le Chateher counter pressure romotive Works, 135, Noms, William. 26 26
lvatt. Henry, 66 59, 184 : stown &
brake. 42 Norns Works. Vienna. 27
J Museum of Transportation,
Legem, -, 81 North British Locomotive Co, 40, Nomston Railroad 24
'."ational Railways N
'C-62'cla- 182 Lehigh Valley Railroad, 148 48, 73, 90. 102. ! . - Philadelphia & Reading Railroad.
Jams, John B, 21
Lemaitre blast pipe. 115, 176 193. 194. 198 57

r-.nch, 80 Piedmont State Railroads. 44
Plancher compounds. 59
n L. 179 :

;line, 26 :stem Railway Ql and Q2 Polish State Railways. 182, 183

Lima Locomotive Co.. 186 classes 56 lass, 183
North Korea Railways. 1 10 182
Lima. Peru, preserved tocon North London Railway, 44
North Western State Railway, India,
Lincoln, President Abraham, 121 'Pu-29' class, 182
72
Lindbergh's Atlantic flight. 59 Northern Frontier Railway, India,
Liverpool & Manchester RIy, 6, 22
193
-cool' class, 23 Northern Pacific Railroad, 120

30 A Aand 1' classes. 120

Northumbenan. 18, 19 A-2' class 120
'A-3' and A-4' classes. 120
Patentee' class. 24, 28 A-5 class. 120
Northern Railway of France
'Planet' clas 20
102. Ill
Rocket. 18 Chapelon Pacifies 79

'Rocket' class. 6. 18 De Glehn Allan:: 62
4-6-4 locomotives. 106. 189
Sans Pared 18 'Super-Pacific' class, 106

Locke, Joseph, 19 Norwegian State Railway? Rail, continuous welded, 1
Dovregnibben o. : 147 Railway Correspondence & Travel
Locomotive, largest, 170
Nuremberg-Furth Railwav Society, 39
Loewy. Raymond, 100. 168. 169 Preservation Society of
Nuremberg transport museum. 25.
Lokomo. Tamper*- 147 1 131

London & Birmingham Railway Nydquist & Holm. 98

'Bury 2-2-0' class, 23 Raton Pass
London, Brighton & South Coast

Railway PC' poppet valve gear, 148. 162

98 GRennie. & 1 . 28

Gladstone' clas; 42

'Terner' class. 43 Resita Works and Museum, 148
London & Greenwich Railway, 22 Rhemgold Express, 80. 81
London, Midland & Scottish Rhodes, Cecil. 200
Rhodesia Railways '15' and '15A
Railway 43. 48
class 200
'5P5F' class 132 o Richmond. Fredencksburg &

Fury 6399. 118 Potomac Railroad. 27
Rogers. Thomas, and works. 36
Duchess' class. 7, 152
Roller beanngs. 98. 120. 172. 185.
'George the Fifth' class. 93
Midland Compound' class, 66 202
Rothwell & Co . Bolton. 35
'Princess Royal' class, 153 Roumanian State Railways, 148

Royal Scol 118 I4S

Turborr/j- 131

London & North Eastern Railway

104

i
1

Swiss Fe I 90 United Railways of Havana I Western & Atlantic Railroad
36
111 Swiss L ' loc' 27
154 United States Railroads ,

74 •at Britain). 32 motives, Western Pacific Railroad, 155
51 Western Railway of France, 32, 102
50 107 Sydney Harbour Bridge, 4 122, 172
Szufang (Tsingtaol works, 204 Upper Italy Railroads Vittono niway, India, 193
94.95 . Whale, Gei
Emanuel' 44
f i
Urcqhart, Thomas, 95
v.ngton. i:rangements, 9
Williams, Robert. 194
: Willoteaux piston valves, 78, 103
Winans P
ways & Wolff, AH. II
Worsdell, Wilson, 56
148
198 5A) Ps-4 class. vv Norns model,, ^m ¥

.eminent 122 lata Engineering & Locomotive Vanderbilt tender, 111, 158 Yarrow & Co, 137
126 Southern Slate Railway, Austria, 33 Young, Robert R, 16
166 Soviet Railways, 190 Thompson, Edward, 184 Vauclain compounds, 57
Thornton, Sir Henry, 158 I
3d Best •E' class 0-10-0, 98 Thune A/S, 147 Victor Emmanuel, king, 44
20 'FD' class, 190 Timken Roller Bearing Co , 120 Zambian Railways, 201
JS' class. 190 Todd, Kitson & Laird & Co.. 30 Victorian Government Railways, 76 Zara, Giuseppe, 58. 70
Chatham Railway 'P36'cUr 190 Traitment Integral Arniarui Zara truck, 70, 147
'S'. 'Su'. "Sum' and 'Sv' classes, 'A class 4 l 76 Zola, Emile, 103
94,95 187, 203
Spanish National Railways System Transandine Railway, 90 'DD' class 4-6-0, 77
Transportation Museum, Roanoke,
242' class 202 'R' class, 77
Speed records, world, 136, 147 173
Spencer. Bert, 105 Triple expansion locomotive. 181 'S' class, 1 16
Stahllier, Der, lilm, 25 Truck, first, 2 1
Tulk & Ley, Lowca, 34 Vienna-Gloggnitz Railway
Stamp, Lor Turbine locomotive
'Twentieth Century Limited, 'Gloggnitzer' class, 33
• 131.
54, Vienna Locomotive Works, 184

1) Vienna-Raab Railway Philadelphia,

Uganda Railway, 200 26
Umekoii Museum, 183
State Railway of France, 32, 63, 102 Union Pacific Railroad, 37 Vogt, Axel, 59

Centipede' tenders, 120 Vuillet, Baron Gerard, 181
Challenger' class Mallet, 13, 170
101 class, 180 FEF-r to'FEF-3' classes 164 Vulcan Foundry, Newton-le-
2-8-8-0 Mallet locomotives, 71 1
Pacific locomotives, 102 4-12-2 locomotive, 171 Willows, 73, 92, 116, 127, 133

70State Railways i Holland I 1' class, W

91

State Railways (lava) Pacific. 102

Steamtown. Bellows Falls, 127, 135,

157, 159

Steamtown. Carnforth, 97

Stephe , George, 6

Stephe i Locomotive Society.

Stephensc Wagner, Dr R P, 112. 188
Stephenso Wamwnght. H S 107

162 ,
Stephenson's valve gear. 1 7. 30
Walschaerl. Egide, 48, 65
itrick, 39 Walschaert's valve gear, 1 7, 65
Washington, George, 64
Stothert & Slaughter & Co . 28 Webb, Francis W. 39,46,92

Strasburg Rail Road. 55. 101 WWebb. A, 126
Stroudley, William. 43
Superheaters, locomotive, 50 Werkspoor, Utrecht. 91, 102
Swedish State Railways F' class, 98 1 Foundry, USA. 21

Picture Credit bottom, Swedish State Railways 99: Swedish State Railways/MARS 100: top, IM larvis, bottom.

- ers wish to thank the following organisations and individuals who have supplied GFA 101: CV 102: i 'V 102-103: CV 103: LG Marshall 104: CV 105: ( 'V 106: CV 106-107: GFA
rjook Photographs have been credited by page number Some references C CV GFA107
108: 109: ". 110:. ,[- 1 10-1 1 1: top, Gammell, bottom, 1 1 1: 1 12:
isons of space, been abbreviated, as follows
,

top, J Winkley, bottom R Bastm 113: R Bastin 114: D Cross 115: R Bastin 116: Victorian

RMGovernment Railways 116-117: Colour-rail' Quinn 117: top, CV, centre, GFA, bottom,

CV CVFinnish State Railways 1 18: ".'.'....- .-,- 119: 122: Southern
in-Alien 120: Burlington Northern 121:

& Research Services Railway System/MARS 123: CV 124: IM Jarvis 125: top, GFA, bottom, AAR 126: South
tern Amencana
Australian Railways 127: top, D Cross bottom, South Australian Railways 128: K Cantlie 129:
top, C Gammell, bottom D Cross 130: top, CV, bottom, CV 131: CV 132: CV 133: CV 134: top.

JMJarvis, centre, IM i 134-135 1EA 135: top, GFA, bottom, Canadian Pacific 136:top,CV,
CVcente, CV, bottom. Colour-rail Htl James 137: top, CV, bottom left, CV, bottom right,
Pa 9e enson, bottom, BBC Hultoi 7: CV, right, R Ba 8 146:

55 bottom. N Trotter 11: left. B Stephenson. lo| top, Bundarchiv, bottom, Norwegian State Railways 147: Norwegian State Railways 148:
72-73:
81: 90 D R12: !F A, bottom, Cross, top, i 13: CGammeli 148-149: •' I 149: top, AAR, bottom CV 150: GFA 151: CV 152: DCross 153: top.
94 95
17 18: r, CV, bottom. CV CV. bottom ". 154: "155:- GFA bottom, CV 156: British Columbia Railway/MARS 157:
;
20: top. Science Museum, bottom, AAR 21 British Columbia R„ 158: Canadian National Railways/MARS 159: '. 160-161:

22: ': - 24 ' 25: 27 Chicago & North We t( 161: Colour-rail 163: top. CV. bottom, CV 164: C Gammell
.

30 31 32: 165: top, IM Jarvis, 1. 166: top, CV. bottom. I Dunn 167: top, CV bottom, SAR
I
168: top, CV, bottom GFA 169:- p D Cross, bottom, GFA 170: CV 171: Union Pacif.c RR 172:
34 : Horn. Science Mm--- 35 36

1 39 40 41: 42: 43: ' 45 JM larvis 173: top, IM Jarvis, bottom, GFA 174: GFA 175: left, Santa Fe RR, right, GFA 176: CV

47 48: 49. 50 berg 51: 177 178: IM Jarvis 179: top, GFA. bottom. JM Jarvis 180: top, VR/Femno, bottom. VR

IR; bottom, 181: 182:top, K Yoshitani. bottom, CGammeli 183: K Yoshitani 184: Colour-rail/R Hill 185:

56-57: ' i State Railways bottom, GFA top, CV, bottom, C Gammell 186: B Stephenson 187: C&ORR/MARS 188: top, R Bastin centre

' 65 66 ".' 66-67: - e\ 67: MCV, bottom, Whitehouse 189: top, CV, bottom, VR 190: top, CV, centre R Ziel, bottom,

70-71 71 J Westwood 191: top, I Westwood, bottom, R Ziel 192: Colour-rail/RM Quinn 193: top, CV,
bottom. Colourrail/RM Quinn 194: Canadian Pacific 195: CV 196: top, D Cross, bottom, CV
V 75: top. CV. bottom, i . 76 77

197:Colou: 198: i, .| i.South African Railways/MARS, bottom, CV 199:CGammell

90-91 91 200: top, CV, centre, CV, bottom, CV 201: CV 202: top, CV, bottom, Colour-rail/JG Dewing 203:
top, CV, bottom, RENFE/MARS 204: top, Y Hollmgsworth, bottom, C Gammell 205: lop
icy. bottom. Italian State Railway 96 CVR Gillard, bottom,

MC 97: '

nebl.l 98: i







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