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British Railway Rolling Stock by HC Webster Hard Cover
British Railway Rolling Stock by HC Webster
Hard Cover
159 pages
Copyright 1942??
CONTENTS
Introduction 6
Section I: Locomotives
4-6-2 Express Passenger, " Princess Coronation " Class. L.M.S.R. .10
4-6-2 Express Passenger, A4 Class. L.N.E.R.12
4-6-0 Express Passenger, " King " Class. G.W.R.14
4-6-2 Mixed Traffic, " Merchant Navy " Class. S.R. 16
4-6-2 Express Passenger, " Princess Royal " Class. L.M.S.R. 18
4-6-2 Express Passenger, Ai Class. L.N.E.R. 20
4-6-0 Express Passenger, " Castle " Class. G.W.R.22
4-6-0 Express Passenger, " Royal Scot " Class L.M.S.R.24
4-6-2 Express Passenger Turbine Locomotive L.M.S.R.26
2-6-2 General Utility, V2 Class. L.N.E.R. 28
4-6-0 Express Passenger, " Lord Nelson " Class 30
2-6-2 General Utility, V4 Class. L.N.E.R. 32
2-6-0-0-6-2 Beyer-Garratt Freight. L.M.S.R.34
2-8-0 Freight, 8F Class. L.M.S.R.36
2-6-0 General Utility, K3 Class. L.N.E.R. 38
2-8-0 Freight, 4700 Class. G.W.R.40
4-6-0 Express Passenger, " Remembrance " Class 42
4-6-0 General Utility, " Manor " Class. G.W.R. 44
4-4-0 Express Passenger, " Schools " Class. S.R. .46
4-6-0 General Utility, 5 Class. L.M.S.R.48
0-8-4 Pilot Engine, Si Class. L.N.E.R.50
2-6-4 Tank Engine, 47 Class. L.M.S.R.52
2-6-2 Tank Engine, V3 Class. L.N.E.R.54
2-6-2 Tank Engine, NV Class. S.R.56
2-6-2 Tank Engine, 61oo Class. G.W.R.58
Section II: Carriage Stock
Brake Third, " Coronation." L.N.E.R.60
Observation Car, " Coronation." L.N.E.R. 62
First-Class Coach, " Coronation Scot." L.M.S.R. 64
Third-Class Coach, " Coronation Scor." L.M.S.R. 66
Third-Class Coach, " Cornish Riviera." G.W.R. 68
First-Class Restaurant Car, " Cornish Riviera." G.W.R.70
Composite Coach, " Flying Scotsman." L.N.E.R. 72
Composite Sleeping-Car. L.M.S.R.74
Brake Third, " West Riding Limited." L.N.E.R. 76
Third-Class Saloon, " East Anglian." L.N.E.R.78
First-Class Coach, " Cheltenham Flyer." G.W.R. 80
Trailer Car, Waterloo and City. S.R. 82
First-Class Dining-Car, Coastal Services. S.R.84
Buffet-Restaurant Car. L.N.E.R.86
Articulated Long-distance Unit. L.M.S.R. 88
Buffet Car, Electric Services. S.R.90
Non-Smoking Open Car. L.P.T.B.92
Composite Suburban Coach. G.W.R. 94
Diesel Railcar. G.W.R.96
Diesel Railcar. L M.S.R. 98
Royal Saloon. G.W.R. 100
Pullman Car. S.R. 102
Ambulance Train Ward Car.104
Royal Mail Van. L.M.S.R.106
Invalid Saloon. S.R. 108
Cinema Coach. S.R. 110
Section III: Service and Freight Vehicles
45-tons Steam Breakdown Crane. S.R.. 112
Herbert Morris Track-Layer. L.N.E.R. 114
Track Weed-Killing Train. S.R. 116
Sleet Locomotive. L.P.T.B.118
431-tons Hopper Wagon 120
Boiler and Gun-Wagon. G.W.R. 122
Engineers' Department Gang-Trolley 124
3oo-tons Steel Ingot Wagon 126
7o-tons Transformer Wagon. L.N.E.R. 128
Caustic Liquor Tank-Wagon130
50-tons Sulphate Wagon. L.N.E.R. 132
65-tons Well Wagon. G.W.R. 134
20-tons Bogie Rail Wagon. L.P.T.B. 136
Trolley-Bus Well-Wagon. L.N.E.R. 133
Bogie Rail Wagon. G.W.R. 140
Special Traffic Van. G.W.R. 142
Glass-Lined Milk Tank-Wagon144
Road-Rail Wagon146
20-tons Hopper Wagon. L.P.T.B.148
12-tons Glass Wagon. G.W.R. 150
14-tons Hot Bitumen Tank-Wagon . . . 152
12-tons Open Shock Absorbing Wagon. L.M.S.R. . 154
12-tons Open Shock Absorbing Wagon. S.R. . 156
12-tons Shock Absorbing Covered Goods Wagon. G.W.R.158
INTRODUCTION
THE design and construction of its rolling stock is, of course, only one of the many activities incidental to the operation of the British Railway System-a vast organisation that carries every year more than a thousand million passengers and two hundred million tons of freight over one part or another of its 52,357 miles of track.
Nevertheless, it is an important activity, for there are nearly 20,000 locomotives to be maintained and added to; carriages sufficient to seat the entire populations of Leeds, Glasgow, Manchester, and Plymouth ; and over 600,000 freight vehicles, ranging in capacity from 5 to 15o tons.
In one recent year no fewer than 2000 new coaches were put into the passenger services.
All these vehicles are not built by the railway companies themselves; many, including locomotives, are purchased from independent engineering firms, although in all cases they are built to the design and specification of the Chief Mechanical Engineer of the particular line concerned. The great majority, however, are built by the railway companies in their own works.
Crewe, the locomotive works of what used to be the London and North-Western Railway, Swindon (Great Western Railway), Doncaster (the old Great Northern works), and Derby (late Midland Railway) are known all over the world. Other railway works where rolling stock is built or repaired are at Ashford and Eastleigh for the Southern, Horwich for the L.M.S., and Darlington, Gorton, and Stratford for the L.N.E.R. In Scotland there are works in Glasgow (Cowlairs, L.N.E.R. and St. Rollox, L.M.S.), and Inverurie (L.N.E.R.). Carriages and wagons only are built at Wolverton (L.M.S.), Lancing (S.R.), and Temple Mills (L.N.E.R.).
All these works have expanded and developed from small beginnings as increasing demands were made upon them. It is probable that fifty years ago the present works at Crewe and Swindon could alone have serviced all the lines in the country; but during that fifty years rolling stock of every description has been developed and improved to a degree that makes its construction a much more extensive and complicated process.
Not only is it larger and heavier, but it embodies, besides, the later ideas and inventions of many eminent engineers. Nearly all locomotives, for instance, now use superheated steam, the great discovery of the late Sir John Aspinal in 1906; several types of valve-gear have been perfected, making possible the use of three and four cylinders instead of the original two; boiler pressures have been increased, and immense improvements made in methods of lubrication.
The science of metallurgy has given us the use of such materials as nickel chrome high-tensile steel for the manufacture of connecting rods, and that of chemistry, among many other things, has made practicable large-scale water softening processes for locomotive use.
The most recent innovation-streamlining-made its first appearance on any railway in September 1935, with the inauguration of the London and North-Eastern Railway's King's Cross-Newcastle high-speed unit, " Silver Jubilee ". It had been established that the power required to overcome the resistance on the front of an engine travelling at 7o miles per hour is approximately 5o per cent. greater than in the case of one travelling at 6o miles per hour; and on account of the speeds the " Jubilee" was booked to average, it became necessary to counter this resistance by a special design of contour. It took the form of a horizontal wedge, the conception originally of Bugatti, who had used it on his highspeed railcars in France, and before that on his racing motor-cars.
In the design of carriages no less important advances have been made, particularly in recent years, under the spur of the competition of luxurious road vehicles. 1874. saw the first bogie coach, when five Pullman cars were put into service on the Midland between London and Bradford ; and 1893 the first vestibule train, on the afternoon express between King's Cross and Edinburgh. That year also saw the introduction of the dining-car, although such cars had been experimented with two years earlier in 1891.
Today, anything from 85 to nearly 100 tons of the total tare weight of many trains is devoted exclusively to the service of meals, of which nine million are taken annually in 68o restaurant and 93 buffet cars.
In 1907 the late Sir Nigel Gresley, at that time Chief Mechanical Engineer of the Great Northern Railway, perfected the " articulation " of carriage stock-i.e., the mounting of two coach ends upon a single bogie-by which means a very appreciable economy both in the weight and in the length of trains for an equal seating capacity was made possible. The principle is now widely adopted, 480 such sets having been put into service since that date on the L.N.E.R. system alone.
Later still came the general use of electric lighting and the adoption of air-conditioning and temperature-regulation; sound-insulation and the " all-electric " kitchen car; and most recent of all is the practice of some of the railway companies of enlisting the services of artists and designers, such as Miss Helen McKie, Mr. Kruger Gray, and Mr. Murray Adams Acton, to decorate the interior of carriages.
A good illustration of the development that has taken place in British railway rolling stock is provided by comparing one famous train, the " Flying Scotsman ", with its prototype of fifty years ago. The " Flying Scotsman " of 1888 comprised seven six-wheel vehicles, two being brake vans. They averaged in weight 14 tons and in length 4.3 ft. 9 ins., the entire train weighing only 98 tons and having an overall length of 299 ft. 32 ins. It seated 170 passengers, 8o first- and 90 third-class. There was, of course, no corridor, nor were there dining facilities, and all but four of the compartments were entirely without lavatory accommodation.
The " Flying Scotsman " of 1938 comprised twelve coaches (fourteen in the Spring working) of an 8 average weight of 351 tons and length of 61 ft. 5 ins., the exact weight of the twelve-coach train being 426 tons ro cwt. 2 qrs., and its total length 807 ft. 0 ins. It seated 36 first- and 213 third-class passengers, excluding dining-car seats-249 in all.
Wagon stock naturally does not offer the same scope for invention and development, and improvements have been principally on the constructional side. Mass production and belt systems in the big railway works have multiplied rate of output, aided by the much wider use of steel as a body material and of oxyacetylene and electric welding processes as the means for assembling it.
Twenty-ton wagons are beginning to displace the i o-ton as the standard vehicle for conveying minerals and goods, and attention is being given to the possibilities of reducing damage to the more fragile classes of consignment by equipping wagons with a shock-absorbing device.
For these and other reasons, the study of modern railway rolling stock is full of interest, not only for the railway enthusiast, but for the non-railway-minded traveller, who is apt to take things for granted, and not give a thought to the essential brain work, the ingenuity and resource, not to mention the real hard work, that have gone to secure his comfort and safety. It is hoped that this book, which illustrates representative examples of rolling stock-locomotives, carriages, and wagons-in use on British railways today, will satisfy the needs of both classes of reader.
The author wishes to express to the appropriate officers of the railway companies, as well as to several outside manufacturers, his indebtedness for their help in supplying data and photographs, thereby enabling him to make a much more complete survey of the subject than would have been possible without such help.
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