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The New Zealand Railways Magazine, Volume 8, Issue 1 (May 1, 1933)

Our London Letter — The Future of the “Iron Horse”

page 17

Our London Letter
The Future of the “Iron Horse”

Swiss electric train at Lake Lugano, on the Swiss-Italian frontier.

Swiss electric train at Lake Lugano, on the Swiss-Italian frontier.

While electric operation is doubtless destined to replace steam working in many main and branch railway lines in the years that lie ahead, there still remains a very big future for the steam locomotive. Improvements and refinements are constantly being introduced with the idea of increasing the power and efficiency of the steam engine, and the days of the trusty “Iron Horse” are certainly far from being numbered—as some of the electrification enthusiasts would have us believe.

Among new locomotive equipment to be introduced on the English railways is the A.C.F.I. feed water heater apparatus, for reclaiming heat from the exhaust steam and utilising it for the boiler feed water, thus saving the combustion of an equivalent amount of coal in the firebox. A batch of standard 0—8—0 type heavy mineral locomotives of the London, Midland and Scottish Railway have been equipped with this device, with most satisfactory results.

Exhaust steam from the blast pipe is carried to a drum on the boiler barrel, where it meets cold water from the tender. Falling through a perforated pipe, the water is rapidly heated by the steam and passes to the hot water cylinder of the steam pump, which forces it into the boiler through a clack box, in the usual fashion. The hot and cold water cylinders of the feed pump are so arranged that the cold water cylinder always supplies more water to the mixing chamber than the hot water cylinder can pump into the boiler, the excess water being returned through a special valve to the feed pipe leading from the tender. In addition to the feed water pump and heating equipment, an ordinary live steam injector is fitted to the locomotives. Apart from fuel economy, the new equipment is found to result in valuable savings in maintenance, the special apparatus preventing the introduction of gases into the boiler and lessening scale deposit.

Modern Locomotive Developments.

Another interesting locomotive development is the building by the L.M. and S. Railway of a heavy-oil locomotive of unique design, intended principally for shunting duties. An existing 0—6—0 shunting engine has been rebuilt with a heavy fuel-oil unit as prime mover, and with transmission of the hydraulic type. The locomotive has driving compartments at each end, the controls being duplicated on either side of each cab. The total weight is 46 tons, and the engine, of the six-cylinder heavy fuel-oil type, has a brake horse-power of 400. The engine works on the four-stroke cycle, and has a normal running speed of 750 r.p.m. An page 18 interesting feature is the design of the transmission gear, which is capable of absorbing 400 h.p. continuously when running at normal speed. The main shaft of the motive unit is coupled directly to a pumping unit, the pump transmitting its power hydraulically to the transmitter.

The new locomotive has a self-starter, in the shape of air reservoirs maintained at a pressure of 3001b. per sq. in. by a 5 h.p. compressor. When running, this is driven from the main shaft, but a small petrol engine is installed to charge the reservoirs when at rest. Some 125 gallons of oil fuel and 134 gallons of water are carried on the engine, and the new locomotive is proving most useful for shunting duties in busy yards.

L.M.S. heavy mineral locomotive fitted with A.C.F.I. feed-water heater apparatus.

L.M.S. heavy mineral locomotive fitted with A.C.F.I. feed-water heater apparatus.

Famous Locomotives of the L.M. and S.

The total steam locomotive stock of the L.M. and S. Railway is actually 9,060. With the exception of the unified State railway system of Germany, which comprises a number of State lines under one general direction, the L.M. and S. is by far the largest locomotive owner in the whole world.

The various types of steam locomotives in daily use comprise giant machines like the “Royal Scot,” powerful “Garratt” articulated freight engines; and many smaller designs of locomotive for both passenger and freight haulage. The “Royal Scot” class consists of three cylinder engines having a working pressure of 2501b. to the sq. in. Because of the enormous size of the boiler, the chimney and dome have had to be pared down almost to vanishing point.

Thirty-three examples of the “Garratt” articulated locomotive are found on the L.M. and S.—all of them in service on the Midland division of the line. A boiler of large capacity is carried on a girder frame, which, in turn is mounted on two 2—6—0 locomotive chassis, arranged back to back. The result is to give an engine with a tractive capacity equal to that of two ordinary freight locomotives, yet supplied with steam from one boiler and manned by one crew.

Among other L.M. and S. engines may be noted the standard 2—6—4 tank locomotive for short passenger journeys; the 2—6—2 tank engine for suburban haulage; and the standard 0—8—0 freight locomotive, employed so largely for working over the extremely steep gradients of Lancashire and Yorkshire. All these engines represent British locomotive practice at its best, and all are peculiarly adapted for the special services they are called upon to perform.

Railway Traffic in London.

London's railway facilities grow apace. Recently there has been opened a new extension of the Metropolitan line from page 19 Wembley Park to Stanmore, giving easy access to a rapidly developing residential area north-west of the metropolis. On this extension is found the first example of centralised traffic control in the British Empire, all traffic at Stan-more being controlled, and the points and signals operated from Wembley Park, at a distance of no less than four and a half miles. Made and installed by the Westinghouse Brake and Saxby Signal Company, of London, the centralised control equipment opens up an entirely new field in scientific railway operation.

London's immense traffic movements may be realised by a study of the passenger census figures recently compiled by the Underground Railway Group. During a typical week, eight of the largest stations on the system handled no fewer than 4,250,000 passengers. The busiest station was Charing Cross, with 770,000 passengers. Next came Oxford Circus, with 616,000 passengers; and Piccadilly Circus, with 537,000. At Tottenham Court Road, 485,000 passengers were handled during the week; at the Bank Station 482,000 and at Leicester Square 477,000. Out in the suburbs, Morden Station accounted for 160,000 passengers in a single week. Rightly has this Empire capital beside the Thames been termed “the great modern Babylon.”

London to the Orient by Rail.

Fast and frequent rail connections between London and the Continent are an imperative need. For many years efficient rail and steamship services have been maintained by the Southern and London and North Eastern lines, linking London with the Continent, while for some time an ocean-going train-ferry has been operated by the L. and N.E. and Belgian State Railways between Harwich and Zeebrugge. Largely as a result of the success attained by the Harwich - Zeebrugge train-ferry, the Southern Railway is now introducing a train-ferry service between Dover and Dunkirk. At the outset freight traffic mainly is to be catered for, but it is the intention eventually to run sleeping cars from London to Paris by way of the new ferry.

Publicity aids. The L. and N.E.R. Tourist Bureau in the North British Hotel, Edinburgh.

Publicity aids. The L. and N.E.R. Tourist Bureau in the North British Hotel, Edinburgh.

Three ferry vessels are being acquired, each having a length of approximately 365ft., beam 60ft., and a loaded draught 12ft. 3in. They will have a speed of 16 knots, and will accommodate fifty-five 20-ton wagons and a number of motor cars. Train-ferry operation will result in a reduction of handling at the ports, with a consequent lessening of the risk of damage or deterioration of freight. Quicker operations at the ports also, will result in a marked saving in transit time. In a few years, thanks to the working of the new ferry, it may be possible for a passenger to make the through journey from London to the Orient without once changing his railway car.

Train-ferries have been found exceptionally useful in connection with the movement of freight between Britain and Italy. The Italian railways are greatly appreciative of the outlet for their wagons page 20 afforded by the Zeebrugge-Harwich ferry, and motor cars from the Fiat factory at Turin have been shipped in large numbers by this route, as well as a heavy tonnage of fruit traffic from Southern Italy.

The Railway Position in Switzerland.

While in a few countries—like New Zealand, India, Italy, and Britain—railway returns recently have been a little more promising, in general the study of world railway affairs remains disappointing. Typical of the situation of many of the European railways is that of Switzerland, where the recently issued annual report of the State Railways confirms the heavy decreases in traffic common throughout the Continent.

Passengers over the Swiss State Railways dropped from 127,900,000 in 1930 to 122,500,000 in 1931, and passenger receipts from 159,100,000 francs to 150,700,000 francs. Similar losses were recorded on the freight side. The development of road competition was largely responsible for the fall in traffic, although the prevailing business depression also hit the Swiss lines. There is no question of the efficiency of the Swiss railways, for they are far-famed as progressive and well managed. As a leader in the electrification field, Switzerland stands pre-eminent, owning some 403 mainline electric locomotives and 38 electric shunting locomotives. Plans are now under review for placing the whole question of the relative places to be taken by rail and road transport respectively upon a more equitable basis in Switzerland, and as a result of this move the railways should be able to make a better showing.

Central passenger station, Trieste, Italian State Railways.

Central passenger station, Trieste, Italian State Railways.

Recapturing Business

Commenting upon the improvement in net revenue shewn in the railway returns, the “Otago Daily Times” of recent date, concludes: “There are various explanations, of course, of the recapture by the railways of some of the traffic which they had lost, and one of them consists in the policy that is being adopted by the Railways Board of energetically seeking business rather than of merely accepting what would come to it if no effort were made on its behalf to attract traffic.”

page 21
Fire Lookout Station on Maungakakaramea's Summit.

Fire Lookout Station on Maungakakaramea's Summit.