|THE INDUSTRIAL RAILWAY RECORD||
© FEBRUARY 1970
To the tally of inside cylindered 0‑4‑0 tank locomotives given by Frank Jones in RECORD 25 (page 80) should be added three by De Winton for Penrhyn Quarries, and two by Lewin for Laxey Mines. Then we must not forget the Ramsbottom 0‑4‑0 saddle tank for the LNWR of which at least one example became industrialised. And what about the Ramsbottom 1ft 6in gauge design for Crewe Works? Or the little Bagnall narrow gauge design which was copied by Peckett? And, finally, does not the Neilson single-cylinder locomotive also qualify?
INDUSTRIAL LOCOMOTIVES OVERSEAS (9) HOLLAND
On page 71 of RECORD 25, Oranje-Nassau 1 colliery loco 26 is said to be Davenport 2533 of 1943 and ex‑USA TC 4389. According to my records Davenport 2533 was USA TC 4384, and I have it as later Greek State Railways 66. The Oranje-Nassau 1 loco I suggest is Davenport 2538 of 1943 which was new as USATC 4389. (Possibly the numbers on the worksplate are now a little indistinct?) Incidentally, the boiler builders were Murray Iron Works of Burlington, Iowa - not Murrey Iron Company as stated on the last line of page 71.
|NEW YORK, U.S.A.||
H. L. GOLDSMITH
INDUSTRIAL LOCOMOTIVES OVERSEAS (9) HOLLAND
Verenigde Coöp Suikerfabriek, a beet sugar factory at Roosendaal, still had an "Austerity" with no works plates in April 1968 (see RECORD 25, page 69). The firebox bore a plate Hunslet 5123 of 1944 - and this engine, which has a modified cab, is believed to be Hunslet 3173 (not 3123), ex NS 8817, and formerly WD 75123. With regard to the list of locomotives at the Laura and Julia collieries, Hunslet 2873 (WD 75024) came via Bureau Overtollige Legergoederen in 1945. Incidentally, LV 13, 14, 15 and 17 were formerly numbered IV, V, VI and VII respectively.
J. K. WILLlAMS
(Horace Gamble has also written to suggest that the locomotive at Roosendaal is Hunslet 3173. - Hon. Eds.)
Reading the article about a preserved Swiss industrial locomotive in RECORD 23, page 17, has prompted me to send the accompanying photograph. It shows another such Swiss locomotive which is possibly not so well known as it might be, since it is not preserved on railway premises but in a garage forecourt on the main Rhone Valley road (Route No.9) through Canton Valais, near St Maurice. It is also visible from trains on the SBB main line between St Maurice and Martigny.
I took the photograph on 3rd September 1963 during a short break in a coach journey. The locomotive is an 0‑4‑0 well tank of about 60cm gauge, with outside cylinders and valve gear. It carries No.2 HERBERT on plates that are not visible in the photograph, but I could find no works plates. The inscription on the cab side reads, "ENTERPRISE E.G.T., LOCOMOTIVE 'ERBER', 5T, 1899, C.D.C.", and says that the locomotive worked on the construction of the "Barrages du St Barthélemy" between 1921 and 1931. Presumably 'ERBER' was the nearest the French-speaking Swiss could get to 'HERBERT'. In 1963, HERBERT had a livery that included blue, silver, black, yellow, red and grey! During June 1964, the locomotive was repainted in a similar style.
Incidentally, the embankment that can be seen in the background of the picture is that of a standard gauge industrial railway belonging to Fabrique Ciments St Maurice. In 1963 it was worked by a four-wheeled steeple cab battery electric locomotive, but I understand that there was also a steam locomotive, probably derelict in the works. Any information about this locomotive, or about HERBERT and the Barrages du St Barthélemy, would be very welcome.
ARTHUR G. WELLS
INDUSTRIAL LOCOMOTIVES IN TURKEY
In a letter in RECORD 18, page 224, Frank Stenvall asked if our records listed any industrial locomotives in Turkey. Among the few deliveries that are known from makers' lists are five of the Cockerill vertical boiler 0‑4‑0 tanks that were featured in an article in RECORD 8. The earliest of these, Cockerill 1513 of about 1887, was supplied to a Colonel Schentzoff of Sommarifia, Constantinople and the second, 1644 of 1892, went to M. Harentz, also of Constantinople. The others, 1979 of c1897, 2085 of c1898 and 2273 of c1901 all went to the S.A. d'Heraclée. These three and 1513 were all of Type 3 while 1644 was a Type 2. No gauge is shown in the Cockerill list for any of these but four metre gauge 0‑6‑0 side tanks, Corpet 655 and 656 of 1897 and Fives Lillie 3042 of 1899 and 3551 of 1909 are also recorded as supplied to the Minas d'Heraclée. The actual location of these mines in Turkey is not known and any observations of these or other Turkish industrial locomotives will be welcome for our records.
WELLlNGTON COLLlERY, CANADA
By any chance do you have any information on the two 6‑ton English locomotives (3ft 0in gauge) which were delivered to the Wellington Colliery of Dunsmuir, Diggle & Company at Nanaimo, Vancouver Island, British Columbia, in November 1875? The local press, reports of the Ministry of Mines, and the records of Canadian Collieries (Dunsmuir) Ltd successors to Dunsmuir, Diggle & Company - do not contain any information as to the builder or specifications of the locomotives, which are listed only as "six‑Ton English locomotives, three-foot gauge".
|VANCOUVER, BRITISH COLUMBIA.||
M. F. H. HALLERAN
(We have no information on these 3ft 0in gauge locomotives, but it seems that Manning Wardle 647 may have been at this location. This was a standard gauge class E 0‑4‑0 saddle tank (9in cylinders) supplied on 20th February 1877 to William Baird & Co, Vancouver Island, and named NANAIMO. - KPP)
TONQUIN COAL MINES
Referring to the letter on page 94 of RECORD 25, the St Leonard order book contains the following information about numbers 920‑923. They were ordered by an unknown company on 7th March 1892 (order no. 5601) as four 4AC8 type engines for 1000mm gauge. It would appear that this company did not purchase them, and new orders are recorded in the order book as indicated.
|920:||order 135 of 28-10-1892:||Jose Maria Arbola.|
|921:||order 352 of 24- 7-1893:||Charbonnages du Tonkin: (named MODY).|
|922:||order 427 of 12-10-1893:||P. Monin, Paris.|
|923:||order 425 of 7-10-1893:||Wimby & Westwood|
PROF. DR. IR. A.D. de PATER
You may wish to publish this official photograph of Kitson 4624, the locomotive mentioned your paragraph headed "Colliery Engine" on page 97 of RECORD 26.
THE BILSTON SHAY
Reading the letters on this subject in RECORD 26 (page 127) prompts me to make a few observations on Shay locomotives in general from the information in a 1911 Lima catalogue. The Class A Shays were 2‑truck locos having a 2‑cylinder engine with the valve chests facing front and back; cylinder sizes varied from 5in x 8in, 6 x 10, 7 x 12 to 8 x 12; and weighed from 10 to 20 tons. CIass B - 2 truck; 3‑cylinder engine with the front two cylinders facing forward and the rear one facing back; cylinder sizes 8 x 8, 8 x 10, 8 x 12, 10 x 10, 10 x 12, 11 x 12 to 12 x 12; weighed from 24 to 60 tons. Class C - 3‑truck; 3‑cylinder engine as Class B; weighed from 70 to 125 tons. Class D - 4‑truck; 3‑cylinder engine as Class B; weighed 150 tons.
The Bilston Shay was thus presumably a Class B. Mr Barnes' statement on page 22 that all Shays "had three cylinders mounted vertically" is wrong. As mentioned above the Class A Shays had two cylinders, and on many locos the cylinders were inclined inwards at the top and often fitted with piston valves. The standard chimney fitted was a cast-iron stovepipe and balloon stacks were charged extra; of the fourteen Shays illustrated in my catalogue only one is fitted with a spark arrester. The buffers and drawgear I would not expect to have American features as the Americans were quite used to the fittings required on locos exported to overseas railways which were "English" in style.
R. A. FOX
One of the locomotives preserved by Rhodesia Railways for their future railway museum at Bulawayo is Manning Wardle 1159 of 1889; an 0‑6‑0 saddle tank which started life as a contractors' engine named JACK TAR for J.P. Edwards at Chapel-en-le-Frith. About 1896 it was sent out to Pauling & Co Ltd, the famous contractors in southern Africa. After being altered from 3ft 0in gauge to the standard South African 3ft 6in gauge, this little locomotive with 11½in by 17in cylinders, 2ft 9in coupled wheels and a total weight of 19 tons 1 cwt, worked for Pauling's on the construction of the Mashonaland Railway between Umtali and Salisbury in 1897/1898. Later on in 1900 it assisted with the widening (2ft 0in to 3ft 6in) of the Beira Railway (Mocambique) from Umtali to Beira. JACK TAR was then sold to the Mashonaland Railway. As MR No.7 JACK TAR it shunted the wharves at Beira and for a while in 1904/1905 helped during the construction of the famous Victoria Falls bridge. When working trucks over one night its side rods killed a leopard crouching on the "walk" beside the rail track across the girders of the incomplete bridge. In 1927 JACK TAR became Workshops shunting engine at Bulawayo, and later on did similar duty at Umtali Workshops until in 1953 it was set aside for preservation and display. While JACK Tar's history in Rhodesia and Moçambique is well known, I wonder whether any reader can enlarge on its industrial work in England. As I am compiling a history of Rhodesian locomotives any information will be most helpful.
|FISH HOEK, CAPE, SOUTH AFRICA.||
A. H. CROXTON
A PRESERVED SWISS INDUSTRIAL
Referring to this article in RECORD 23 (page 17), SLM 3834's two sisters are now used as corner pieces in the forecourt of Messerli's garage at Kaufdorf, Switzerland. They have had their cylinders removed, stand on 750mm track, and have geraniums in their chimneys – but are otherwise cared for.
R. A. BOWEN
In RECORD 25 (page 80) Frank Jones wonders why only a small number of inside cylindered four-coupled tanks were built. I, too, have wondered about the rarity of this design and have come to the following conclusion. In the 0‑4‑0 design the drive is to the rear axle. If inside cylinders are fitted the axle must be set well away from the firebox/ashpan to give sufficient clearance to the cranks. This means that either the wheelbase will be shorter (or the rear overhang longer) than normal. Alternatively the boiler must be pitched high with the crankshaft beneath the firebox (as on KING GEORGE V - illustrated on page 81) which might make for lubrication or maintenance difficulties. With outside cylinders the drive can be on to a simple axle (i.e. not a crank axle) which can be placed close to the firebox or beneath it with no difficulty. On inside cylindered six‑coupled tanks the extra length permits the firebox to lie between the rear pairs of wheels without any problems of overhang. Incidentally I notice that J & C Rigby on their Holyhead breakwater contract used inside cylindered four-coupled well tanks by Longridge on the 7ft 0in gauge; E B. Wilson built some similar locos, but presumably these count as "dark ages".
S. A. LELEUX
It may be of interest to readers to learn something of the progress that has been made at Brockham Museum since the article on the Museum appeared in RECORD 9, page 212. A planned policy for future exhibits and their display has been formulated and a Deed of Trust drawn up. This latter has been officially recognised, and an application is being made to have the Museum registered as a Trust. However, the rapid development of the Museum is revealing that its activities are exceeding its facilities. Restoration and repairs have commenced on many of the thirteen locomotives, as well as the fourteen items of rolling stock at the site, but the position has now been reached where all the available covered space is fully occupied by restored or partially restored exhibits. Obviously we do not wish to place these at the mercy of the elements by pushing them outside to make room for other items to be worked on. Outline Planning Consent has been given for an extension of the main shed to be built, 40ft long and 20ft wide. This will enable, at least, all the locomotives at Brockham to be housed securely under cover, together with the tools and machinery to repair them. We are launching an appeal to help raise the funds to allow us to erect this extension and all donations, large and small, will be gratefully received by the Hon. Secretary, Brockham Museum Association, 4 School Flats, Kingstone, near Hereford. Further details of the Museum can be obtained from myself on receipt of an S.A.E.
|130 PORTSMOUTH RD., COBHAM, SURREY.||
DAVID J. S. BILLlMORE
MONTY (Orenstein & Koppel 7741 of 1937), 7th September 1968, prior to final painting. (A.W. Deller)
THE NEWCASTLE GRANITE AND WHINSTONE COMPANY
After some research I find that this company had Motor Rail 1349. This was built for the War Office, dated 4th November 1918, and despatched for France although probably it got no further than the English port. The original petrol engine was a 4‑cylinder Dorman, type 4JO, No.7390. I imagine that this is the "Simplex" loco mentioned by Mr Charlton on page 125 of RECORD 26.
With reference to John Morley's letter on page 128 of RECORD 26, the drive on each bogie was to an intermediate shaft between the wheels and each axle was connected to the intermediate shaft by chains. There is a very detailed description of this engine in Lionel Wiener's Articulated Locomotives (Constable, 1930), together with a number of photos showing the bogies etc., and a table of dimensions for locos of various gauges.
CONTINENTAL RAILWAY JOURNAL No.1 (New Series). 28pp, 9¼in x 7in, papercovers, 8 illustrations, 2 maps. Published by the Continental Railway Circle, 9 Westlands Avenue, Huntercombe, SLOUGH, Bucks. Annual subscription 9/-. Single copies 3/6 post free.
After sustained pressure the Continental Railway Circle has at last discarded the duplicator used to produce its Journal, and the November 1969 issue, printed RECORD style on art paper, is a most welcome improvement. Although basically providing an up-to-date news service of steam operation on the public railways of continental Europe, there are occasional reports of industrial locomotives and railways. The Circle has come a long way since its first Journal appeared in 1962, and a regular subscription is undoubtedly a good buy for all prospective and/or regular continental travellers. (KPP)
SIR BERKELEY : The Story of a Manning Wardle, by Roger Crombleholme. 36pp, 8.4in x 5.4in, letterpress, card covers, 13 illustrations. Published by Town & Country Press Ltd. (Society members may wish to order copies from the author at 51 Pensnett Road, DUDLEY, Worcs., price 5/- post free.)
Your reviewer has a favourite length of cine film showing two well-known members of the Society emerging into the open from under the doors of Byfield engine shed. They had been inside to take what they thought would be their last look at a vintage Manning Wardle, No.1210 of 1890. Fortunately, however, the author subsequently acquired SIR BERKELEY for preservation on the Keighley & Worth Valley Light Railway, to which it journeyed on 18th‑19th January (not as stated on page 319 of RECORD 21). SIR BERKELEY has had varied life, working first for Logan & Hemingway on various railway construction contracts from 1890 to 1935, before settling down to a more idyllic existence at the ironstone quarries of Pilton and Byfield.
There are a few minor errors in Chapter 1. The early Manning Wardle six‑coupled engines were referred to as 'old class I', class 'I' being a four-coupled design. Classes 'K', 'L' and 'M' were in production long before the turn of the century, the 'K' and 'M' dating from 1864 and the 'L' from 1874. The dimensions of these classes did not remain constant, for the Engine Record books record occasional minor variations in cylinder or wheel sizes to suit individual orders: the wheel diameter of 'K' locomotives from No.1000 onwards was reduced from 3ft 13/8in to 3ft 0in. It seems unlikely (page 7) that Logan & Hemingway Nos.27, 29 and 30 were despatched "in convoy from Leeds to Derbyshire"; for the Manning Wardle Engine Book shows varying despatch dates - 12th, 29th, 22nd December 1890 respectively. SIR BERKELEY went to Manning Wardle's for overhaul in 1908 (not late in 1909 as on page 10) and it would appear it was ex‑works in 1909 rather than 1910. Manning Wardle records the fitting of a new Best Yorkshire Iron boiler, copper firebox and brass tubes under date of 5th November 1908 which is probably about the time when the overhaul commenced.
The author is to be congratulated on producing such a readable and enjoyable book with a complete absence of waffle; the type fount is attractive, the cover striking, and the cost minimal. Highly recommended, and a "must" for all Manning enthusiasts. (KPP)
NORTH WILLlAMSTOWN RAILWAY MUSEUM. 32 pages, 9½in x 7in, paper covers, printed on art paper throughout, 32 photographs including one in full colour. Published by the Australian Railway Historical Society, P.O. Box 5117AA, Melboume, Victoria 3001, Australia. Price A$ 0.50 (5/- sterling) post free. Make Money Orders payable to Australian Railway Historical Society (Vic. Div.) at Melboume.
Alarmed at the rapid replacement of steam locomotives by diesels in 1960, the Victorian Division of the Australian Railway Historical Society suggested to the Victorian Railways Commissioners that examples of various classes should be preserved without undue delay. This had the desired effect.
The VR and other bodies donated locomotives and on 10th November 1962 an open-air museum was officially opened close by the station of North Williamstown, near Melbourne. Today, the fifteen steam locomotives (including a Beyer Peacock 4‑6‑0, a Vulcan Foundry 2‑8‑2, a North British 4‑6‑4, and a 3ft 6in gauge Australian Standard Garratt from the Fyansford Cement Works railway) and other exhibits attract over 25,000 visitors annually.
This brochure is the finest museum guidebook we have seen, and the large page size allows full justice to be done to a magnificent set of photographs, many being taken when the locomotives were in action. Dimensions are given in tabular form so that the descriptions of exhibits can be read and digested easily. They are of sufficient length to make this brochure a handy guide to VR steam motive power. Highly recommended. (KPP)
(We have just been advised by Mr W.A. Pearce who compiled this book, that two minor errors have come to light. These in no way detract from the publication but are mentioned here for the sake of the record. Page 12 : the A2 class were fitted with Walschaerts valve gear in 1915, not 1925. Page 14 : the K class were originally numbered 100‑109; later renumbered 140‑149. - VJB)