| No | Owning Railway. | Type. | Cylinders. | Diam of Driving Wheels. |
Weight (Ton=2240 ℔). | Grate Area. |
Total Heating Surface. |
Remarks. | ||||
| Position. | Diam. | Stroke. | Total of Engine. |
Total on Coupled Wheels. |
Total with Tender. | |||||||
| In. | In. | In. | Tons. | Tons. | Tons. | Sq. Ft. | Sq. Ft. | |||||
| “Rocket” (Liverpool & Manchester) | 0–2–2 | Outside | 8 | 16½ | 56½ | 4·25 | . . | 7·45 | 6 | 137·75 | In Victoria and Albert Museum, South Kensington. | |
| 1 | Caledonian | 4–4–0 | Inside | 19 | 26 | 78 | 51·70 | 34·65 | 96·7 | 23 | 1600 | “Dunalsitair III” (900) class. |
| 2 | London & South-Western | 4–4–0 | Inside | 18½ | 26 | 79 | 48·85 | 33·45 | 93·0 | 24 | 1500 | Fitted with cross-water tubes in fire-box giving 165 sq. ft. of heating surface. |
| 3 | Midland | 4–4–0 | Inside | 19 | 26 | 78½ | 58·5 | 38·75 | 104·4 | 28·4 | 1557 | Belpaire fire-box. Pressure 220 ℔ per sq. in. |
| 4 | Great Western | 4–6–0 | Outside | 18⅜ | 30 | 80½ | 72 | 54·8 | 112 | 27 | 2000 | Fitted with superheater contributing 360 sq. ft. of heating surface to the total. Boiler pressure 200 ℔ per sq. in. |
| 5 | Great Eastern | 4–4–0 | Inside | 19 | 26 | 84 | 50·3 | 33·20 | 85·35 | 21·3 | 1630 | Fitted with Holden’s system of liquid fuel. |
| 6 | London & North Western | 4–6–0 | Inside | 19½ | 26 | 75 | 65·75 | 46·75 | 102·75 | 25 | 1990 | Experiment class. Boiler pressure 185 ℔ per sq. in. |
| 7 | Great Western | 4–6–0 | 2 inside 2 outside |
14¼ | 26 | 80½ | 75·6 | 55·4 | 115·6 | 27 | 2076 | 4-cylinder simple. Fitted with superheater contributing 269 sq. ft. of heating surface to the total. Boiler pressure 225 ℔ per sq. in. |
| 8 | London & South-Western | 4–6–0 | 2 inside 2 outside |
16 | 24 | 72 | 73 | 51·5 | . . | 31·5 | 2727 | 4-cylinder simple. Working pressure 175 ℔ per sq. in. Fitted with cross tubes in fire-box. |
| 9 | Lancashire & Yorkshire | 4–4–2 | Inside | 19 | 26 | 87 | 58·75 | 35·0 | 89·41 | 26·05 | 2052 | Belpaire fire-box. |
| 10 | Great Northern | 4–4–2 | Outside | 19 | 24 | 78 | 58 | 31 | 99 | 26·75 | 1442 | 990 class. |
| 11 | North-Eastern | 4–4–2 | 2 inside 2 outside |
22 14½ |
26 | 85 | 53·6 | 39·15 | 116·2 | 29 | 1969 | |
| 12 | Highland | 4–6–0 | Outside | 19½ | 26 | 69 | 58·85 | 43·85 | 96·96 | 26 | 2050 | Steam pressure 200 ℔ per sq. in. |
| 13 | Midland | 4–4–0 | 2 L.-P. outside 1 H.-P. inside |
21 19 |
26 26 |
84 | 59·8 | 39·1 | 102·7 | 28·4 | 1458 | 3-cylinder compound. Working pressure 220 ℔ per sq. in. |
| 14 | Midland | 0–6–0 | Inside | 18½ | 26 | 63 | 43·8 | 43·8 | 84·95 | 21·1 | 1412 | 175 ℔ per sq. in. |
| 15 | North Eastern | 0–6–0 | Inside | 18½ | 26 | 55 | 34·4 | 34·4 | 82·05 | 20·0 | 1658 | |
| 16 | Caledonian | 4–6–0 | Outside | 18 | 26 | 60 | 60·4 | 45·9 | 98·4 | 21 | 2018 | Presure 175 ℔ per sq. in. |
| 17 | Lancashire & Yorkshire | 0–8–0 | Inside | 20 | 26 | 54 | 53·78 | 53·78 | 84·45 | 26·05 | 2038 | |
| 18 | Great Western | 4–4–2 | 2 H.-P. outside 2 L.-P. inside |
14·2 23·6 |
25·2 | 80·5 | 73·8 | 38·5 | 108·9 | 33·3 | 2755 | De Glenn compound. Boiler presure 227 ℔ per sq. in. |
| 19 | Chicago & Alton | 4–4–2 | Outside | 20 | 28 | 80 | 82·8 | 43·7 | 155 | 33·5 | 2696 | Balanced piston valves |
| 20 | Atchison, Topeka and Santa Fé | 4–4–2 | 2 outside 2 inside |
25 15 |
26 26 |
79 | 86·5 | 45·3 | 160 | 49.5 | 3215 | 4-cylinder balanced compound. Vauclain type. |
| 21 | Central of Georgia | 4–6–2 | Outside | 20 | 28 | 68 | 84·0 | 50·7 | 150 | 46.8 | 3357 | Balanced valve. |
| 22 | Pennsylvania | 2–6–0 | Outside | 20 | 28 | 62 | 71·43 | 62·09 | 125 | 30.2 | 2431·3 | |
| 23 | Chicago, Rock Island & Pacific | 2–8–0 | Outside | 23 | 30 | 63 | 88·8 | 79·2 | 147 | 49.7 | 2912 | |
| 24 | Atchison, Topeka and Santa Fé | 2–10–2 | Outside Outside |
19 32 |
32 32 |
57 | 128·4 | 104·5 | 201 | 58.5 | 4796 | Tandem compound. |
| 25 | Great Northern, U.S.A. | 2–6–6–2 | Outside Outside |
21½ 32 |
32 32 |
55 | 158·5 | 141 | 225 | 78 | 5658 | Driving-wheels divided into two groups of six-coupled wheels. Leading group drven by L.-P. cylinders, trailing group by H.-P. cylinders. Mallet type. |
| 26 | Erie Railroad | 0–8–8–0 | Outside Outside |
25 39 |
28 28 |
51 | 183 | 183 | . . | 100 | 6108 | Mallet type. |
| 27 | Argentine Great Western | 2–10–0 | Outside | 19½ | 28 | 51 | 79·5 | 70·8 | 124·7 | 36 | 2440 | 5 ft 6 in gauge. |
| 28 | Belgian State | 2–6–0 | 2 outside 2 inside |
17⅛ | 24 | 78 | 82·0 | 52·0 | . . | 32·4 | 1672 | 4-cylinder simple expansion. Pressure 205 ℔ per sq. in. |
| 29 | Nord | 4–4–2 | 2 outside 2 inside |
13·4 22 |
25·2 | 80·3 | 66·2 | 32·5 | 107·3 | 29·7 | 2368 | Serve tubes. Boiler pressure 235 ℔ per sq. in. |
| 30 | Est | 4–6–0 | 2 H.-P. outside 2 L.-P. inside |
13·78 21·65 |
25·2 | 70 | 62·4 | 48·7 | . . | 27·6 | 2155 | Serve tubes. |
| 31 | Austro-Hungarian State | 2–10–0 | 2 H.-P. inside 2 L.-P. outside |
14·56 24·80 |
28·34 | 57 | 77·2 | 67·4 | . . | 49·5 | 2777 | Fitted with superheater contributing 678 sq. ft. to the total |
| 32 | Nord | 6–2–2–6 | 2 outside 2 ouside |
15·75 22·8 |
26·8 | 57·2 | 100 | 71 | . . | 32·3 | 2660 | Articulated tank engine on two motor bogies mounted on a central girder, splayed at ends to take buffer beams. H.-P. cylinders drive one bogie, L.-P. the other. |
| 33 | Paris, Orleans | 4–6–0 | 2 outside 2 inside |
14·17 23·62 |
25·19 | 57 | 72·6 | 53 | 109·5 | 33·37 | 2577 | Serve tubes. Boiler pressure 235 ℔ per sq. in. |
| 34 | Italian State | 6–4–0 | 2 H.-P. on one side 2 L.-P. on other |
14·17 23·22 |
23·62 | 75·6 | 69·5 | 42·6 | 106 | 32·29 | 2217 | Serve tubes. Boiler pressure 220 ℔ per sq. in. |
| 35 | Austrian State | 2–6–2 | 2 H.-P. inside 2 L.-P. outside |
14·56 24·80 |
28·34 | 71·5 | 68·9 | 42·9 | 107·9 | 43·0 | 2775 | Boiler pressure 220 ℔ per sq. in. |
| 36 | Prussian State | 4–4–2 | 2 H.-P. inside 2 L.-P. outside |
14·17 22·04 |
23·62 | 78 | 61·0 | 29·9 | 107·9 | 29·0 | 2520 | Lenz double-beat equilibrium valves. Serve tubes. Boiler pressure 205 ℔ per sq. in. |
accelerating the train to the journey speed. The nature of this problem is illustrated by the numerical example in § 9. When the service is frequent enough to give a good power factor continuously, the steam locomotive cannot compete with the electric motor for the purpose of quick acceleration, because the motors applied to the axles of a train may for a short time absorb power from the central station to an extent far in excess of anything which a locomotive boiler can supply.
With regard to the working of the locomotive, J. Holden developed the use of liquid fuel on the Great Eastern railway to a point beyond the experimental stage, and used it instead of coal with the engines running the heavy express traffic of the line, its continued use depending merely upon the relative market price of coal and oil. Compound locomotives have been tried, as stated in § 17, but the tendency in England is to revert to the simple engine for all classes of work, though on the continent of Europe and in America the compound locomotive is largely adopted, and is doing excellent work. A current development is the application of superheaters to locomotives, and the results obtained with them are exceedingly promising.
The leading dimensions of a few locomotives typical of English, American and European practice are given in Table XXII.
(W. E. D.)
Rolling Stock
The rolling stock of a railway comprises those vehicles by means of which it effects the transportation of persons and things over its lines. It may be divided into two classes, according as it is intended for passenger or for goods traffic.
Passenger Train Stock.—In the United Kingdom, as in Europe generally, the vehicles used on passenger trains include first class carriages, second-class carriages, third-class carriages, composite carriages containing compartments for two or more classes of passengers, dining or restaurant carriages, sleeping
