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The New Zealand Railways Magazine, Volume 9, Issue 8 (November 1, 1934)

The Supremacy Of The “Iron Horse.”

The Supremacy Of The “Iron Horse.”

Leicester Goods Station, a typical L.M. and G. freight terminal.

Leicester Goods Station, a typical L.M. and G. freight terminal.

For long-distance main-line haulage, steam locomotives still remain supreme. Electrification continues to make steady progress, but when consideration is given to motive power improvements in main-line services it is to the trusty steam-operated “Iron Horse” that railway engineers and operating officers normally turn.

In Britain, and especially in the mountainous districts of the north, exceptionally severe demands are made upon locomotives, in handling heavy loads over the steeply-graded tracks, which, in many ways, remind one of the mountain sections on some New Zealand routes. Unusually powerful steam engines have for some years been utilised on the Scottish main-lines. Now, the London & North Eastern Railway has stepped into the limelight by putting into traffic, between Edinburgh and Aberdeen, an exceedingly interesting new 2-8-2 type express passenger locomotive.

Built in the Doncaster railway shops, the new engine, aptly named “Cock o' the North”, strikes quite a new note in several of its features. On top of the boiler barrel there is a steam collector (integral with the dome) formed of a steel pressing riveted to the top of the boiler, on the outside. A number of slots in the top of the boiler barrel admit steam to the collector, and prevent water being carried over with the steam. The three cylinders and valve chests are in one casting, steam admission and exhaust being controlled by poppet valves operated by rotary cam gear. To maintain boiler pressure in the steam chest, unusually large regulator and steam pipes are introduced; while with the idea of reducing back pressure there is fitted a double blast pipe with a pair of chimneys, on somewhat similar lines to the design of certain French locomotives. Special wing plates ensure the smoke being thrown clear of the cab, and the front of the cab itself is V-shaped, on stream-lined principles.

The working pressure of the new locomotive is 220 lb. per sq. in.; grate area 50 sq. ft.; total heating surface 2,714 sq. ft., or with superheater 3,349 sq. ft; cylinders, 21 ins. dia. by 26 ins. stroke; tractive effort 43,462 lb.; total length of engine and tender over buffers, 73 ft. 8 1/2 in.; and total weight, with 8 tons of coal and 5,000 gallons of water aboard, 110 1/4 tons.