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THE LOCOMOTIVES OF THE GREAT NORTHERN RAILWAY.
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Mr. H. A. IVATT, M.i.Mech.E.
Locomotive Engineer,
Great Northern Railway.
The Locomotives of The Great Northern Railway^
1847^1910^
BY
GEO. FREDK. BIRD.
NEW AND REVISED EDITION,
With 8 Full-page Illustrations
and 121 Illustrations in the Text
by the Author.
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Published by the Locomotive Publishing Co., Ltd. 3, Amen Corner, London, E.G.
I 9 I o .
PRINTED BY PERCY LUND, HUMPHRIES AND CO., LTD., BRADFORD AND LONDON,
FOR THE
LOCOMOTIVE PUBLISHING CO., LTD., 3, AMEN CORNER,
LONDON, E.C.
Ok-
PREFACE.
V —
CL> T N presenting a history of the various types of locomo-
■j I tives which have been constructed for the Great
,^^ Northern Railway, the compiler is aware of many
.^ deficiencies in the work. So far from this being a history
^ of the line, the following pages cannot claim to comprise
1 1 anything more than a somewhat brief catalogue of loco-
J motives, many of which have earned fame in the annals of
L railway development. To have dealt with them as fully as
^^ might be is not in the power of the compiler, and equally
?. beyond the limits of space allowable in a publication of this
'S' character. The utmost that can be urged is that, principally
^owing to the disinterested assistance of many kind friends,
0--the writer has been enabled to produce what is, so far as he
^ is aware, the first approximately complete list of the
^locomotives built for the Great Northern Railway from
'Oits opening as a small branch line in Lincolnshire until
^. the present date.
It is largely due to the same kindly help that the
"--letterpress is so fully illustrated by outline drawings of
^iQ^ines, the particulars from which the drawings have been
Unbuilt up being obtained from a variety of sources, ranging
\from old note books to quite recent photographs. As
fi'741 <n
VI. PREFACE.
regards the earlier engines, the main groundwork of fact was derived indirectly from that doyen of locomotive superintendents, the late Mr. Archibald Sturrock, but much valuable assistance has also been given by friends who have freely placed their storehouses of information at the writer's disposal. Notable among these must be mentioned Mr. E. L. Ahrons, to whom the writer is indebted for a number of items of information, especially as regards the engines of twenty and thirty years ago, and whose first- hand knowledge of many of the engines extends back to 1876.
The writer is indebted to the late Mr. Patrick Stirling for some details as to the period covered by his efficient control of the G.N.R. locomotive department, but as regards details of dimensions and not a few photographs of that and the present time, thanks are especially due to Mr. H. A. Ivatt, the present chief of the Locomotive Depart- ment, who has most courteously acceded to every most iresome appeal for information.
It does not fall within the scope of the historical sketch to which this is a preface to dwell at length on the influence exercised on the Great Northern Railway by its three superintendents of the locomotive department. The some- what heterogeneous collection of locomotive stock introduced by Mr. Sturrock was in accordance with then existing conditions, and admirably fulfilled the requirements of the time. Mr. Stirling took over the command at a period when a change of policy was eminently desirable, and his complete scheme of standardisation, which was, moreover, capable of constant adjustment to more strenuous conditions of service, had a marked effect on the efficiency of the
PREFACE.
Vll
locomotive department. Towards the close of his career, however, the remarkable and sudden increase in speed and weight of express trains became so exacting as to require a thorough departure from conservative traditions, and when Mr. Ivatt took charge in i8g6 he was at once confronted with a serious problem in the task of bringing the locomo- tive department into closer touch with traffic requirements. How he has grappled with the difficulty, by introducing from time to time new locomotives of quite modern capacity, which have shown him to be instinct with resource and originality, this history may serve to indicate. It is safe to prophesy that the future of the locomotive depart- ment of this line is assured so long as it remains under the control of one who has proved himself so eminently capable of adapting his methods to new and decidedly exacting circumstances.
It is to be recorded with regret that since the publica- tion of the first edition of this little book Mr. Archibald Sturrock, the first locomotive superintendent of the Great Northern Railway, has passed away at the ripe age of 92. Though, with his retirement from that important position, Mr. Sturrock's engineering career may be said to have ended, he took a great interest still in locomotive matters, and he was good enough to express kindly appreciation of the writer's work in compiling this history.
G. F. B,
IX.
ILLUSTRATIONS.
To Face Mr. H. A. Ivatt, M. Inst. M.E., Locomotive Engineer,
Great Northern Railway Title page
The Development of G.N.R. Locomotives, 1847-1903 i
No. 548. 8-ft. Bogie Express Locomotive. Designed
by Mr. Patrick Stirling 37
No. 708. 6-ft. 6-in. Coupled Passenger Locomotive Designed by Mr. Patrick Stirling
No. 1 31 2. 6-ft. 6-in. Coupled Bogie Locomotive Designed by Mr. H. A. Ivatt
No. 267. 7-ft. 6-in. Bogie Express Locomotive Designed by Mr. H. A. Ivatt
53
85
117
No. 984. Atlantic Express Locomotive, with
Vestibule Train 149
No. 401. Eight-coupled Goods Locomotive. With
Train 181
King's Cross Station, Great Northern Railway 213
XI.
CONTENTS.
Part I. — Introduction. 1847-1850 ... . Part II. — Archibald Sturrock. 1850-1866 Part III.— Patrick Stirling. 1866-1872 Part IV. —Mr. Stirling's Rebuilds Part V. — Patrick Stirling. 1874- 1895 Part VI. — H. A. Ivatt. 1896-1910. ... Part VII.— Mr. Ivatt's Rebuilds
Page I
13 50
82 96
147 212
Table I. — List of G.N.R. Locomotives during Mr.
Archibald Sturrock's Superintendence ... 47
Table 11. — List of G.N.R. Locomotives designed by
Mr. Patrick Stirling 145
Table III. — List of G.N.R. Locomotives designed by
Mr. H. A. Ivatt 219
Table IV. — List of G.N.R. Locomotives built at
Doncaster Works, 1867-1910 220
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THE LOCOMOTIVES OF THE GREAT NORTHERN RAILWAY.
PART I. INTRODUCTION, 1847-1850.
THERE is no intention to give here a history of the rise and growth of the Great Northern Railway. That has already been done, and were it not so, the telling of so romantic a story as the elevation of what was, at its origin, a small local line in Lincolnshire into one of the great trunk lines of the United Kingdom, with the battles that were waged around it, and the legislation that had to be encountered in the process, could not well be compassed in the limited space here available. For the present purpose all that need be said of the beginning of this important through system of communication between
2 THE LOCOMOTIVES OF
London and the North can be of the briefest character. The first portion of what is now the Great Northern Railway- was opened on March ist, 1848, and extended from Grimsby to Louth. Then followed other sections, forming piece after piece of a fairly homogeneous whole, but it was not until October 14th, 1852, that the first train ran from King's Cross Terminus northwards along the present East Coast route.
So far for the history of the line. From the very beginning it happened that the Great Northern had to do that which it has so notably accomplished ever since — to show uncommon qualities of speed, for from the outset of its career it entered into active competition with established alternative routes for the main prize constituted in the through traffic to Scotland. As a consequence, the locomotives placed upon the line have always represented first-class practice, the passenger engines being of the speediest types possible, while the equally important mineral traffic passing over the line has also made a demand for exceptionally powerful goods locomotives.
The first of the Company's engines to be put to work were fifty built by the firm of Sharp Brothers & Co., of Manchester, who were formerly known under the style of Sharp, Roberts & Co., subsequently becoming Sharp, Stewart & Co., Ltd., of Atlas Works, Glasgow, and now one of the three component firms comprised in the North British Locomotive Co., Ltd. These engines, which were numbered in the company's books from i to 50, were deUvered to the G.N.R. during the years 1847, 1848 and 1849, and, as can be gathered from the accompanying
THE GREAT NORTHERN RAILWAY. 3
illustration, Fig. i, were of the builders' well-known design of the period. They had cylinders 15-in. in diameter, with a 20-in. stroke, and a pair of single driving wheels 5-ft. 6-in. in diameter, with leading and trailing wheels each 3-ft. 6-in. in diameter, the wheel-base being i2-ft. 8-in., of which 5-ft. g-in. separated the leading and driving wheel centres, and 6-ft. ii-in. separated the driving and trailing wheel centres. The boiler barrel was lo-ft. in length, with a diameter of 3-ft. 6f-in., and contained 147 tubes lo-ft. 5-in. long and if -in. in diameter. The inside firebox measured 3-ft.
Fig. I.
in^^length by 3-ft. 6i-in. in breadth, and the heating surface was distributed as follows : firebox 57-9 sq. ft. ; tubes 690-3 sq. ft. ; total, 748-2 sq. ft. The weight of these " Little Sharps" was 18 tons 8^ cwt. At a subsequent date equalising levers connected the springs of the leading and driving wheels. These levers were not, however, intro- duced until some time after 1850, in which year the device was patented by Messrs. Hawthorn. A number of the " Little Sharps " were converted into tank locomotives inj^the year 1852, as will be shown more particularly in due course,
4 THE LOCOMOTIVES OF
Following the engines already mentioned came a class which were always known on the line as the " Small Hawthorns," so named after their builders, Messrs. R. and W. Hawthorn, of Newcastle-on-Tyne. There were twenty of these engines, numbered consecutively with the first lot, of which Nos. 51 to 62 were delivered during the years 1848 and 1849, and Nos. 63 to 70 during 1850. The illustration. Fig. 2, showing No. 51 of this class, indicates the chief features, and points the fact that except in matters of detail
Fig. a.
these engines were of the firm's standard pattern. Nos. 61 to 70 differed from the others in having no domes, but they all had cylinders measuring 15-in. by 21-in. and driving wheels 6-ft. in diameter, the leading and trailing wheels being 3-ft. 6-in. in diameter, and at distances of 7-ft. and 6-ft. g-in. respectively from the driving wheel centre, the total wheel-base thus being 13-ft. g-in. The boiler barrel was lo-ft. in length and 3-ft. lo-in. in diameter, containing 173 tubes each of i|-in. diameter, and the internal firebox measured 3-ft. lo-in. in length by 3-ft. 6-in. in breadth.
THE GREAT NORTHERN RAILWAY. 5
Heating surface formed a total of 907 sq. ft. of which 68 were apportioned to the firebox, and 839 to the tubes. The weight of these engines was 27 tons i cwt. Nos. 52 to 57 were for a time lent to tlie East Kent Railway, afterwards a portion of the London, Chatham & Dover Railway, and were the first engines at work on that particular line.
Passenger trafific on the infant line being provided for to the extent shown, orders were given to supply some engines for the goods department. Accordingly, two classes of four-coupled engines were soon put to work, the one set
Fig- 3-
having four wheels only, all coupled, while the others ran on six wheels, the leading and driving wheels being coupled. Of the former, six were built by Messrs. Bury, Curtis and Kennedy, and were all at work in 1848, receiving the railway Company's Nos. 121 to 126, and, as can be seen from the accompanying illustration of No. 121, Fig. 3, were of the well-known " Bury " type of the period, having inside cylinders measuring 15-in. by 24-in., four-coupled wheels 5-ft. in diameter, the bar-frame, which was an integral factor of the type, and the modified circular, dome-topped
B
6 THE LOCOMOTIVES OF
firebox casing. Six other engines of almost the same pattern, numbered from Nos. 127 to 132, were built in 1848 and 1849 by Messrs. William Fairbairn & Sons, of Man- chester, probably under contract with Messrs. Bury, who frequently sub-let part of their orders. The accompanying drawing of No. 127, Fig. 4, with its tender, shows the main features of these engines, which had 15-in. by 24-in. cylinders, and 3-ft. i-in. coupled wheels standing on a wheel-base of 7-ft. 8-in. The tender had four 3-ft. wheels on a 7-ft. 5-in. wheel-base, the total wheel-base of engine
Fig. 4.
and tender being 27-ft. ii-in., with a length over buffers of 39-ft. 5-ins.
As can readily be understood, these twelve engines did not distinguish themselves to any praiseworthy degree by their capability for dealing with main-line traffic, which on this particular line, at all events, was of a heavier character than they were competent to work. Mr. Sturrock, therefore, afterwards converted them into six-wheeled, front-coupled engines, by the simple process of extending the framing rearwards, and adding a pair of 3-ft. trailing wheels under the footplate. At the same time, he further
THE GREAT NORTHERN RAILWAY. 7
dispensed with the tenders, providing Nos. 121 to 126 with saddle tanks carried over the barrel of the boiler, in the manner shown in the accompanying illustration, Fig. 5,
Fig. 5.
and by this addition giving them a total weight of 29 tons 6 cwt., while Nos. 127 to 132 had side tanks.
The six-wheeled goods engines already mentioned were Nos. loi to 115, and were built by Messrs. R. & W. Hawthorn in 1848. The illustration, Fig. 6, here given of No. 1 01 shows the leading features of this class, which had
Fitj. 6.
four wheels coupled in front, with equalizing levers connect- ing the springs, and a pair of smaller trailing wheels. These wheels were respectively 5-ft. and 3-ft. 6-in. in diameter,
8
THE LOCOMOTIVES OF
the driving-wheel centres being 7-ft. 6-in. apart and the total wheel-base 14-ft. ; the cylinders measured 15-in. by 24-in. With a boiler barrel lo-ft. long and 3-ft. lo-in. in diameter, containing 166 tubes of 2-in. diameter, and an internal firebox 3-ft. 6-in. long by 3-ft. 5-in. broad, there was a total heating surface of 970 sq. ft., of which the firebox contributed 75 and the tubes 895 sq. ft. The weight of these engines was about 26 tons.
In the first week of January, 1849, Messrs. Bury, Curtis & Kennedy delivered to the company a passenger
Fig. 7-
engine. No. 100, which claims some attention. As can be seen from the illustration, Fig. 7, it was not of the standard pattern of the firm, being carried on six wheels, while the shape of the firebox also differed from that almost invariably associated with the " Bury " engines. The maker's No. of this engine was 359, and it had inside cylinders 15-in. by 22-in., a pair of leading wheels 4-ft. 3-in., and four coupled wheels 5-ft. 9-in. in diameter respectively. During 1855 and 1856 this engine was rebuilt, having in the first-named year broken its crank-shaft and run off the rails, and as it
THE GREAT NORTHERN RAILWAY. g
issued from the shops it presented quite a changed appear- ance, the inside bar frames being concealed by the provision of a new plate framing outside the wheels, the external aspect of the engine as thus converted closely approximating to that of the coupled passenger engines subsequently built with the Nos. 71 to 75, which will be referred to later. At the same time the cylinders had their diameter increased to i6-in. Some years later, in 1871, this No. 100 was again renewed with wheels of the same diameter as those origi- nally placed under her, and still later, in 1875, she was
Fig. 8.
provided with a new set of wheels, the leaders being 4-ft. 6-in., and the drivers 6 ft. in diameter, respectively, thus raising the whole engine by about 3 inches.
Four locomotives were purchased from Messrs. Peto, Brassey & Betts in 1849 and 1850, to which were given the G. N. R. Nos. 133 and 159 to 161. When at work on the G. N. R. No. 133 presented the general appearance shown in the accompanying illustration. Fig. 8, having four driving wheels of 5-ft. diameter, coupled in front, and a pair of 3-ft. 6-in. trailing wheels. The wheel-base was 14-ft. 6-in., of which 8-ft. 3-in. divided the driving wheel centres. Inside
lo THE LOCOMOTIVES OF
cylinders measuring 15-in. by 24-in., outside bearings throughout, a raised firebox and a dome placed well forward on the boiler barrel, and equalizing levers between the driving springs, were features of this engine, and Nos. 159 to 161 were apparently of much the same general design and dimensions. All these engines were built by Messrs. C. Tayleur & Co.
Five engines which received the G. N. R. Nos. 162 to 166 were also purchased a year or two later. Engine No. 1 62 was purchased from a Yorkshire line, and was originally built by Messrs. Kitson. No. 163 was a standard Hawthorn double-framed goods, with 5-ft. driving wheels and i6-in. by 24-in. cylinders, built in 1850. Nos. 164 and 165 were standard Wilson goods engines of similar dimensions to No, 168, described and illustrated on p. 19, and were built in 1852. No. 166 was a single-framed goods engine, built by Messrs. Shepherd & Todd, of Leeds, in 1850, with i6-in. by 24-in. cylinders and 5-ft. driving wheels, each of which was built up of a solid disc instead of with spokes. It had single inside frames, the coupling rods being connected directly with the wheels with crank pins. All these engines came from the Yorkshire railway already referred to, and did good service. No. 165 was lately running at Bradford, and more recently still was stationed at Ardsley, and is the oldest goods engine on the G. N. R.
So far, the goods engines built for the Great Northern had consisted of four-coupled types, but in 1850 a notable movement was made in the putting to work of a six- coupled engine, which was followed during that and the following year by a number of similar locomotives. These had inside cylinders, outside frames and axle bearings, and
THE GREAT NORTHERN RAILWAY. ii
equalizing levers between the leading and driving springs. Other leading details in their construction may be seen from the accompanying illustration, Fig. 9, of No. 116. In all there were 31 engines built of this class, 15 being built by Messrs. R. & W. Hawthorn and 16 by Messrs. E. B. Wilson & Co. Of these the former firm built Nos. 116 to 120 in the year 1850, and Nos. 134 to 143 (makers' Nos. 739 to 748) in 1850 and 1851, while Messrs. Wilson's engines, of the same dimensions, but differing in details of fittings, as was customary at the time, bore the Nos. 144 to 158 and 167, and were built and delivered in 1850 and 1851.
j^^^^mm
Fig. 9.
Nos. 116 to 120 had cylinders i6-in. by 22-in. and driving wheels 5-ft. in diameter, equally distributed over a total wheel-base of 14-ft. The other engines of the class had cylinders also i6-in. in diameter, but with a stroke of 24-in. The boiler barrel was lo-ft. in length, with a diameter of 3-ft. lo-in., and contained 158 tubes of 2-in. diameter. The internal firebox measured 3-ft. io|-in. in length by 3-ft, 3^-in., and the heating surface was — firebox 78, tubes 815, total 893 sq. ft.
In 1850 and 1851 two passenger engines which had been ordered from Messrs. E. B. Wilson & Go. were
12
THE LOCOMOTIVES OF
put to work, bearing Nos. 201 and 202. They were built in accordance with the firm's speciaUty in single driving engines, with inside bearings to the driving wheels and outside bearings to the leading and trailing wheels, this conjunction of details, together with others less conspicuous, constituting what was known as the " Jenny Lind " pattern, over which some heated discussions have at times been centred. These two engines for the G. N. R. had driving
and carrying wheels of 6-ft. and 4-ft. respectively, and had cylinders i6-in. in diameter, with an original stroke of 2o-in., which was subsequently lengthened to 22-in., when they were rebuilt some years later by Mr. Stirling. The accompanying illustration of the original " Jenny Lind," Fig. 10, may be taken as representing Nos. 201 and 202 on the G. N. R. when built. Neither of these engines, however, bore the name-plate shown here on their prototype, and they also probably presented a few minor dififerences in matters of detail.
THE GREAT NORTHERN RAILWAY. 13
PART II. ARCHIBALD STURROCK, 1850-1866.
UP to tliis period in its history the Great Northern Railway can scarcely be said to have had an actual locomotive superintendent. At the outset Mr. Cubitt, brother to the well-known contractor, did indeed virtually occupy that position for a few months, and on his death Mr. Bury, whose engagement on the London and Birmingham Railway had terminated at the close of the year 1846, also for a brief space took over the locomotive department of the Great Northern. But it was soon felt that Mr. Bury's position could not fail to be one of considerable delicacy, in view of his dual capacities as an official of a railway company and a member of a firm of locomotive builders; and in 1850 a new arrangement was suggested, whereby the services of Mr. Archibald Sturrock were secured, and that gentleman was definitely installed as locomotive engineer. INIr. Sturrock had pre- viously gained upwards of ten years' experience in the Great Western Works at Swindon under 'Sir. Daniel Gooch, and there can be no doubt that the excellent training thus acquired fitted Mr. Sturrock in a most eminent degree to undertake the duties of his new appointment on a railway to which the qualities of speed and power in its locomotive stock were absolutely necessary for a continued and prosperous existence. From the start the new^ locomotive
14
THE LOCOMOTIVES OF
engineer kept two main ideas strongly to the front in providing engine-power for the railway, those two ideas being the vital influence of the firebox in determining the capability of an engine, and the need of a high boiler pressure to develop the full capacities of the machine. Accordingly we find that in all the engines built to his speci- fications there was an unusually large provision of heating surface, especially as regards the firebox, which, as Mr, Gooch had always maintained, is the true measure of the power of a locomotive ; while from the outset he adopted
Fig. II.
what, at that time, was the comparatively high pressure of 150 lbs. to the square inch, as the standard working pressure of all the locomotives turned out to his orders.
The first passenger locomotive built for the G. N. R. Company to Mr. Sturrock's instructions was No. 71, which began work in 1851, and was one of twenty constructed to the same leading dimensions. Of these Nos. 71 to 75 were built by Messrs. R. & W. Hawthorn, and Nos. 76 to go by Messrs. E. B. Wilson & Co., and the two accompanying illustrations. Figs. 11 and 12, showing respectively Nos. 71 and 76, indicate that, while in details
THE GREAT NORTHERN RAILWAY. 15
each firm still continued to follow its own practice, the general dimensions of the railway company's locomotive engineer were closely adhered to. These twenty engines were all built to the following chief particulars :— cylinders i6-in. by 22-in. ; leading wheels 3-ft. 6-in., four-coupled driving wheels 6-ft. in diameter; wheel-base 15-ft., of which 7-ft. 3-in. divided the centres of the coupled axles ; boiler barrel lo-ft. in length, with a diameter of 3-ft. gi-in., containing 157 tubes of 2-in. diameter; internal firebox, length 4-ft. 6-in., width, 3 ft. 3^-in.; heating surface : firebox
Fig. 12.
102 sq. ft., tubes 904 sq. ft., total 1006 sq. ft. ; boiler pressure 150 lbs.; weight 27 tons 18 cwt.
Ten engines of unusual design were built by Messrs. Longridge cS: Co., and delivered to the railway company during the years 1851 and 1852, though it appears that they were actually ordered prior to Mr. Sturrock's assumption of office on the line. They were of practically the same type as the well-known "Folkestone" of the South-Eastern Railway, and were built in accordance with one of Mr. T. R. Crampton's patents, a principal feature of the design consisting " in the boiler resting upon three points : one on
i6
THE LOCOMOTIVES OF
the centre of a cross-spring, which bears upon the axleboxes of the driving wheels at the back of the firebox, and one on each side in the front, on compensating springs, each of which springs bears upon the two axleboxes of the small supporting wheels." In the case of the G. N. R. engines, the large reversed springs at each side, which, in the original specification spanned the interval between the two sets of leading wheels, were not employed, each of the four leading axleboxes having its own spring, with equalizing levers between the two on each side, this method of
Fig. 13-
suspension being, for all practical purposes, the same as that above quoted. An important feature of the design consisted in the use of inside cyhnders, which necessitated the employment of a " dummy " crank axle in front of the firebox, with outside cranks coupling it to the driving wheels at the extreme rear of the engine. These engines bore the G. N. R. Nos. 91 to 99 and 200, and one of them had the honour, at seven o'clock on the morning of October 14th, 1852, to draw the first train out of King's Cross terminus on its way to York. The illustration of No. 91 as here given. Fig, 13, shows the general external appearance of
THE GREAT NORTHERN RAILWAY. 17
these engines as originally built. They were speedily found, however, to be wholly unsuitable for the service they were intended to work, one very vital reason undoubtedly being the small proportion of weight available for purposes of adhesion, consequent on the position of the driving wheels. INIr. Sturrock, therefore, undertook the task of altering the arrangement of wheels to a more usual design, and in course of time they were all modified to the condition shown in our second illustration of No. 91, Fig. 14, in which the driving wheels are shown in the normal
Fig. 14.
position, with the crank axle in front of the firebox casing, one pair of the carrying wheels being removed from the front of the engine to a more suitable place immediately behind the firebox. In this form the engines had outside bearings to all the wheels, and the driving axle had inside bearings as well. One of the engines, No. 200, passed through an intermediate stage, which is shown in the accompanying illustration. Fig. 15, being for a short period a four-coupled engine, having in its outside appearance a strong resemblance to the handsome coupled engines afterwards put upon the line by Mr. Patrick Stirling ; but
i8
THE LOCOMOTIVES OF
this form only existed for a comparatively short period, and the engine was subsequently reconstructed in the single- driving form to which the others liad been transformed. In their new condition these ten engines became known as the " converted Cramptons," and did excellent service for many years. The dimensions of the converted engines were: — cylinders 15-in. by 21-in.; driving wheels 6-ft. 6-in.; carrying wheels 3-ft. 6-in. in diameter ; wheel-base: leading to driving wheels, 9-ft. 6-in., driving to trailing wheels 7-ft., total i6-ft. 6-in. ; boiler barrel lo-ft. in length by 4-ft.
Fig. 15.
diameter, containing 168 tubes 2-in. in diameter, inside firebox 4-ft. 2-in. by 3-ft. 5-in. ; heating surface : firebox 97 sq. ft., tubes 875 sq. ft., total 972 sq. ft. ; weight in working order 28 tons 7 cwt.
The next engines put upon the line were a number of six-coupled goods locomotives of considerable size and power. Thirty of these were delivered in the years 1851 and 1852 by Messrs. E. B. Wilson & Co., with the G. N. R. Nos. 168 to 197, and ten during 1852 and 1853 by Messrs. W. Fairbairn & Sons, with the Nos. 198, 199 and 300 to 307. The accompanying illustration, Fig. 16, which shows
THE GREAT NORTHERN RAILWAY. ig
No. 1 68, will give an idea of the leading external character- istics of Messrs. Wilson's engines, which were, indeed, of a type that was subsequently adopted to a large extent by different railway companies. With six-coupled wheels having a diameter of 5-ft., cylinders measuring i6-in. in diameter with a stroke of 24-in., and a total adhesive weight of 2gi tons, it will be seen that this class of goods locomotive was exceptionally powerful for the period at which it first made its appearance. The three pairs of wheels were equally divided over a total wheel-base of 15-ft. 6-in., and all had
Fig. 16.
outside bearings in frames measuring 23-ft. 9-in. over the buffer beams, these frames being of the "sandwich " pattern with a centre of sapling ash lo-in. deep by 3f-in. broad, having on each side an iron plate iV"i^- thick. In addition, the crank axle had two inside bearings between the wheels, in two iron frame-plates which extended from the cylinders to the firebox. A peculiarity about the boiler consisted in the adoption of a slightly oval section, the barrel having a vertical diameter of 4-ft. 3-in., while the horizontal diameter was only 4-ft. i-in. Inside this barrel were 187 tubes of 2-in. diameter and lo-ft. 9j^-in. in length between
20
THE LOCOMOTIVES OF
the tube plates. The firebox casing, which was of the raised pattern, had an outside length of 5-ft. 2-in., and a width of 4-ft. 3-in., while the copper firebox itself, which was provided with a transverse mid-feather, measured in its two divisions respectively a length of 2-ft. o|-in. each, with a conmion width of 3-ft. 7-in., and a uniform height of 5-ft. 2-in. above the grate bars, all inside measurements. This firebox had a grate area of 14-5 sq. ft. The engines of this class weighed 26^ tons empty, and icjk tons in working order, the weight being distributed as follows: leading
r^
Fig. 17-
wheels loh tons, driving wheels 11^ tons, and trailing wheels 7^ tons.
In Fig. 17 is shown the general design of No. 198, which was one of the ten locomotives of the class built by Messrs. Wm. Fairbairn & Sons. Apparently these diflfered slightly from the earlier engines of the type, not only in general appearance, but also in some dimensions. For example, the boiler barrel seems to have been of a circular section lo-ft. 7-in. in length, with a diameter of 4-ft. 4-in., and contained only 184 tubes. The firebox had internal measurements of 4-ft. 6-in. in length by 3-ft. lo^-in. in
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(X)
THE GREAT NORTHERN RAILWAY. 21
breadth, with a grate area of 15 sq. ft., and the heating surface formed a total of 1,109-3 sq. ft., of which the firebox accounted for 116-3 sq- ft-, and the tubes for the remaining 993 sq. ft. While the total wheel-base remained the same as in the Wilson engines, it was unequally divided, the driving axle being i-in. in advance of the central position, thus giving divisions of 7-ft. 8-in. and 7-ft, lo-in. between the leading and driving, and driving and trailing wheels respectively. The total weight of the engine is given as 30 tons II cwt., and the capacity of the tender tank 1,400 gallons of water.
Within a very short space of time orders were given for a further twenty goods locomotives of the same general design, but with wheels 5-ft. 3-in. in diameter, and cylinders measuring iG^-in. by 24-in., and slightly larger dimensions throughout. Of these, Nos. 308 to 317 were built by Messrs. R. Stephenson & Co. in 1851 and 1852, and Nos. 318 to 327 by Messrs. Nasmyth & Co. in 1852 and 1853 (builders' Nos. 100 to 109).
During the years 1852 and 1853 twelve fine engines were delivered to the railway company by Messrs. R. and W. Hawthorn, which became known as the " Large Hawthorns." They received the company's Nos. 203 to 214. In external appearance, as can be seen from the illustration here given. Fig. 18, which shows No. 203, they greatly resembled the No. 51 class, but were of larger dimensions throughout. Nos. 203, 213 and 214 were dome- less, as shown in the accompanying illustration, while others had domes of the shape shown in preceding drawings of Hawthorn engines. Leading dimensions of these twelve
locomotives were as follows : diameter of driving wheels c
22
THE LOCOMOTIVES OF
6-ft. 6-in., and of leading and trailing wheels 4-ft. ; wheel- base : leading to driving wheels 7-ft. 9-in., driving to trailing wheels 7-ft. 3-in., total 15-ft. ; cylinders i6-in, diameter with 22-in. stroke; steam ports 14-in. by i-|-in.; exhaust ports 14-in. by 3i^-in. ; diameter of blast pipe 4f-in. ; boiler barrel, consisting of |-in. plates, length lo-ft., diameter 4-ft., containing 171 tubes each lo-ft. 5-in. in length, with an outside diameter of 2-in. ; firebox casing 5-ft. i^-in. long and 4-ft. wide ; inside firebox, which was provided with a transverse raidfeather, 4-ft. 6-in. long and 3-ft. 5-in. wide ;
Fig. 18.
heating surface : firebox 114 sq. ft., tubes 874-4 sq. ft., total 988-4 sq. ft. ; grate area 13-64 sq. ft. The total weight of each engine of the class in full working order was 27 tons 16 cwt., and the capacity of the water tank in the tender was 1,500 gallons. No. 210 of this class subsequently earned considerable distinction on one memorable occasion by charging right through a M. S. & L. R. goods train on the dangerous level crossing just south of Retford Station, thus carrying the "Flying Scotsman" of the period safely through an obstacle which it could not avoid. INIr. Michael
THE GREAT NORTHERN RAILWAY. 23
Reynolds describes this incident thus : " The down Scotch express was going down Retford bank, signals all clear, when Oliver Hindley saw a train going east from Sheffield to Lincoln, which would meet him on the level crossing. He could not stop, and with that clear mind which is so marked in Englishmen in time of danger, he put on full steam, and sent Mr. Sturrock's beautiful express engine clean through the goods train, scattering the trucks like match splinters, and carrying all safe. When asked about the matter Hindley said he could not keep clear, so he would clear away his obstruction. There is no doubt that, had he hesitated or feared, many lives would have been sacrificed. No. 210 engine carried the dents and scars like an old warrior, and looked handsomer than ever for this brush with the enemy of express trains."
Closely following the fine engines just mentioned came one still finer, which enjoyed the distinction of being the only specimen of its class. This noteworthy engine was No. 215, an illustration of which, with its original tender, is here given in Fig. 19, and concerning which Mr. Sturrock wrote a brief description some ten years ago to the following effect : " An engine with 7-ft. 6-in. driving wheels, a four-wheeled bogie in front, and a pair of carrying Avheels in rear, was delivered to the Great Northern Railway on August 6th, 1853, and having a large tender, could and did run loo-mile lengths at the highest present speeds. This engine was constructed to prove tc the directors of the Great Northern Railway that it was quite practicable to reach Edinburgh from King's Cross in eight hours by only stopping at Grantham, York, New- castle and Berwick. This service was not carried out,
24
THE LOCOMOTIVES OF
because there was no demand by travellers for nor competition amongst the railways to give the public such accommodation." No. 215 was built by Messrs. R. andW. Hawthorn, and was an eight-wheeled engine having outside bearings to all the wheels, including those of the bogie, a large raised firebox with a mid-feather, and no steam dome. The driving wheels had no flanges. It had a six- wheeled tender of large capacity which, as is shown in the illustration here given, had originally a hooded seat pro- vided at the rear in a similar manner to the old broad gauge tenders on the Great Western Railway. The leading dimen- sions of the engine were : dia- meter of driving wheels 7-ft. 6-in., and of bogie and trailing wheels 4-ft. 3-in. ; wheel-base : bogie wheels 7-ft. 2 -in. ; hind bogie wheels to driving wheels 6-ft. 4i-in. ; driving to trailing wheels 8-ft. 2-in., total wheel- base 2 1 -ft. 8^-in.; cylinders 17-in. by 24-in. ; boiler barrel
THE GREAT NORTHERN RAILWAY. 25
i2-ft. long by 4-ft. 4-in. diameter, containing 240 tubes i2-ft. 5i-in. long by 2-in. diameter ; internal firebox 5-ft. 5-in. by 3-ft. 9-in. ; heating surface: firebox 155-2 sq. ft., tubes 1,564-0 sq. ft., total 1,719-2 sq. ft.; weight of engine empty 32 tons 1 1 cwt. 3 qrs., in working order 37 tons 9 cwt. 2 qrs. The tender was on six wheels of 4-ft. 3-in. diameter, and carried 2,505 gallons of water, its weight in working order being 33 tons.
As originally built, this engine does not appear to have been an unqualified success. Its blast-pipe orifice was only 3|-in. in diameter, which was subsequently increased to 4^-in. At first it caused great trouble by the ease with which it left the metals in going round sharp curves. This tendency was undoubtedly due to the design of the bogie, the sandwich frame of which made a very close fit with the main frame of the engine, and in damp weather the wood on both frames swelled to such an extent as to bind them together, thus neutralizing the eff"ect of the bogie. Eventually the wood was cut well away, and iron plates were provided to give the necessary sliding surfaces, and with this increased freedom of action to the bogie, the engine seems to have given no further trouble in the way of derailments. No. 215 ran upon the G. N. R. until the year 1870, when it was broken up, and the driving wheels were utilized for a new engine. No. 92, which was then built, and to which further reference will be made in due course.
During 1853 and the two or three years immediately following, Mr. Sturrock provided no fewer than 63 six-coupled goods engines with cylinders i6-in. by 24-in. and 5-ft. 3-in. driving wheels. These were supplied by different makers, as follows : — Nos. 32S to 332 by Messrs. R. & W. Hawthorn
26
THE LOCOMOTIVES OF
(makers' Nos. 858 to 862), in 1853 and 1854; Nos. 333 to 337 by Messrs. Kitson & Co., in 1853 ; Nos. 338 to 347 by Messrs. E. B. Wilson & Co., in 1854; Nos. 348 to 353 by Messrs. Sharp, Stewart & Co. (makers' Nos. 811 to 816) ; Nos. 354 to 356 by Messrs. Sharp, Stewart & Co. (makers' Nos. 820 to 822), and Nos. 357 to 362 by Messrs. Sharp, Stewart & Co. (makers' Nos. 826 to 831), all in 1854; Nos. 363 to 367 by the Vulcan Foundry Co. (makers' Nos. 367 to 371), in 1854 ; Nos. 368 and 369 by Messrs. E. B. Wilson & Co. in 1853; Nos. 370 to 380 by the same firm
Fig. 20.
in 1854 ; Nos. 381 to 385 by Messrs. Kitson & Co. in 1855 ; Nos. 385 to 389 by Messrs. Sharp, Stewart & Co. (makers' Nos. 910 to 913) in 1855 ' ''-"^ -^'o- 39*^' ^Y ^^^^ same firm (makers' No. 914) in 1856. The accompanying illustration. Fig. 20, shows No. 348 of this class, the leading dimen- sions throughout being practically the same as follow : diameter of coupled wheels 5-ft. 3-in., the axles being equally divided over awheel-base of 15-ft. 6-in. ; cylinders i6-in. by 24-in. ; boiler barrel lo-ft. 7-in. in length with a diameter of 4-ft. 3-in., containing 209 tubes of 2-in. diameter; heating surface: firebox 122-75 sq. ft., tubes 1,176-45, total
THE GREAT NORTHERN RAILWAY.
27
1, 299*20 sq. ft.; capacity of tender tank 1,400 gallons; weight of engine 33 tons 10 cwt.
The company also acquired five locomoti\'es which were originally built for the Leeds, Bradford and Halifax Junction Railway, which were given the G. N. R. running numbers 395 to 399. Nos. 395 and 396 were Kitson's standard double-framed goods-engines, with 5-ft. wheels, and Nos. 397 was also a Kitson goods engine, but with 5-ft. 3-in. wheels. No. 397 was employed on shunting work at Bradford, in its converted form as a
Fig. 21.
saddle-tank, until 1890, when it was scrapped. At that time its cylinders had been enlarged to ij^-in. by 24-in. Nos. 398 and 399 were built by Messrs. Hudswell& Clarke, in 1863, and were standard, six-coupled, double-framed goods engines, with 5-ft. wheels and 15-in. by 23-in. cylinders. No. 399 (builders' No. 14) is illustrated by Fig. 21.
In 1855 the Great Northern acquired by lease the small local line rejoicing in the extensive title of the Amber- gate, Nottingham and Boston and Eastern Junction Railway, and at the same time took over the entire loco-
28
THE LOCOMOTIVES OF
motive stock of that railway, which consisted of no fewer than nine engines. These, numbered consecutively from i to 9 on the A. N. and B. and E. J. R., became Nos. 218 to 222 and 391 to 394 in the books of the G. N. Company. Nos. 218 to 220 (Ambergate, etc., Nos. i to 3) were three small tank engines each running on four wheels, and had been built by Messrs. E. B. Wilson & Co. under Crampton's patents. The general design of these singular little engines is shown in the illustration herewith, Fig. 22, being that, in fact, of a number of similar machines that were supplied to various railways at about this period. They had inside
Fig. 22.
cylinders 11 -in. in diameter with a 17-in. stroke, driving a " dummy " crank axle which was connected by means of outside cranks and coupling rods with the four 5-ft. driving wheels which carried the engine. The tanks had a capacity for 400 gallons, but the limited power and small weight, 16 tons, rendered these engines possibly some of the few "bad bargains" made by the G. N. Company. No. 221 (Ambergate No. 4) was a " Large Hawthorn," with 6-ft. 6-in. driving wheels, and i6-in. by 22-in. cylinders, and was therefore practically identical with the previously acquired
THE GREAT NORTHERN RAILWAY. 29
G. N. engines, Nos. 203 to 214. No. 222 (Ambergate No. 5) again had its prototypes on the Hne, since it was one of Messrs. E. B. \\'ilson & Co.'s " Jenny Lind " pattern, but with 6-ft. 3-in. driving wheels, and cyHnders only 15-in. by 20-in. The remaining engines acquired, Nos. 391 to 394 (Ambergate Nos. 6 to 9), also were by the Wilson firm; Nos. 391, 393 and 394 being six-coupled engines, having 5-ft. driving wheels and i6-in. by 24-in. cylinders, and standing on a wheel-base of 15-ft. 4-in. equally divided. They were almost identical in external appearance with Nos. 168 to 197, which have already been illustrated and
■gflm,:
Fig. 23.
described. Their dates were respectively 1850, 1S55 ^^<^ 1854. No. 392 was also built by Wilson, in 1855, but had a small pair of leading wheels and only four-coupled 5-ft. driving wheels, with i6-in. cylinders.
Two locomotives were added to the company's stock in 1854 by purchase from Mr. C. C. Williams, and they received Nos. 216 and 217. They were four-coupled passenger engmes of the type shown in the accompanying illustration, Fig. 23, having leading wheels 3-ft. 9-in. and driving wheels 5-ft. 9-in. diameter respectively, and cylinders i6-in. diameter with a 22-in. stroke. These engines, as can be
30
THE LOCOMOTIVES OF
gathered from the drawing, were built by Messrs. E. B. Wilson & Co.
This same year, 1855, saw the first appearance of six handsome four-coupled passenger engines built to Mr. Sturrock's design by Messrs. R. & W. Hawthorn, which bore Nos. 223 to 228. They were, as usual, constructed with double frames and outside bearings to all the axles, and it will be noticed in the appended illustration, Fig. 24, showing No. 223, that equalizing levers were appUed to the springs of the coupled wheels, as was Messrs. Hawthorn's
Fig. 24.
general practice in four-coupled engines. The leading dimensions were as follows: leading wheels 4-ft. and coupled wheels 6-ft. 6-in. in diameter respectively ; wheel- base, from leading to driving wheels 8-ft. 3-in., from driving to trailing wheels 7-ft. 6-in., total 15-ft. 9-m. ; cylinders i6i-in. by 22-in. ; boiler barrel lo-ft. long with a diameter of 4-ft., containing 160 tubes lo-ft. 5-in. long with 2-in. diameter; internal firebox 4-ft. 8-in. by 3-ft. 5-in.; heating surface: firebox no sq. ft., tubes 872 sq. ft., total heating surface 982 sq. ft. ; grate area 14-92 sq. ft. ; weight in working order about 33 tons.
THE GREAT NORTHERN RAILWAY. 31
Following these in numerical order came a set of twelve passenger engines which might almost be regarded as Mr. Sturrock's masterpiece in designing. These were single dri\'ing engines of generous dimensions and fine proportions, which must strike the observer as being well in the front rank of locomotives so far as grace of appearance is concerned, while their performances abun- dantly proved that in no way were workmanlike qualities of speed and power sacrificed to obtain a satisfactory outline. These twelve engines bore the Nos. 229 to 240,
^mi^^^Si
Fig. 25.
Nos. 229 to 232 being delivered by Messrs. Kitson & Co. in i860, Nos. 233 to 236 by Messrs. Sharp, Stewart & Co. (makers' Nos. 11 59 to 1161 and 12 15) in i860 and 1861, and Nos. 237 to 240 by Messrs. R. Stephenson & Co. in i860, the whole being charged in the company's books at a total of ;^35,ooo. The accompanying illustration. Fig. 25, of No. 229 shows several interesting features, one being the great length of the firebox, which was provided with a longitudinal mid-feather, while the position of the leading wheels right forward under the centre line of the smoke-box and chimney is also noteworthy, as it is a practice that
32 THE LOCOMOTIVES OF
has since been adopted without any exception in all G. N. R. six- wheeled passenger engines. A further detail, not apparent in the drawing, was the employment of hoops on the jaws of the cranks, which at the time was a some- what unusual precaution. The leading dimensions of these splendid engines were : diameter of driving wheels y-ft., and of leading and trailing wheels 4-ft. 3-in. ; wheel-base: leading to driving wheel centres g-ft. 6-in., driving to trailing wheel centres 8-ft. 6-in., total i8-ft. ; cylinders 17-in. by 22-in. ; length of boiler barrel lo-ft., diameter 4-ft., containing 164 tubes of 2-in. diameter ; length of firebox casing 7-ft. 4-in. ; heating surface: firebox 177 sq. ft., tubes 883'6 sq. ft., total i,o6o-6 sq. ft.; capacity of tender tank 2,400 gallons ; weight of engine only, 34 tons 12 cwt., of which 13 tons 6 cwt. 3 qrs. rested on the driving wheels.
In 1863 the Great Northern Railway were suddenly called upon to provide locomotive power for the working of their trains through the portion of the Metropolitan Railway over which they possessed running powers, and this necessity being unexpectedly brought forward, found the company in some difficulty, as at the time they had no tank engines which were specially fitted for the purpose. There were, however, a certain number of the " Little Sharps " which had already been converted into passenger tank locomotives by Mr. Sturrock, in 1852-3, which were utilized as makeshifts pending the provision of engines suitable for " underground " traffic. The main features in the con- version thus effected consisted in the lengthening of the frames to the rear of the driving wheels, and placing the trailing wheels further back to the extent of 3-ft. i-in., thus increasing the normal wheel-base of 12-ft. 8-in. to
THE GREAT NORTHERN RAILWAY. 33
15-ft. 9-in. This extra length of framing allowed of the addition of a water tank and coal bunker, and, as is above stated, a number of the " Little Sharps " were converted in this manner, so as to present the external appearance
Fig. 26.
indicated in the accompanying illustration. Fig. 26, showing No. 9, which was one of those so treated. The following are the numbers of the engines thus converted, with the dates of conversion : —
Engine No. Date.
2 May, 1852
6 ,, „
9 n n
18 June, ,,
39 J"iy- "
Engine No. Date.
ig January, 1852
40 March,
46 :,
45 April,
10 „
I May,
Two Others, Nos. 23 and 12, were also converted, the former into a front-coupled tender engine, and the latter into a front-coupled tank. In the earlier conversions a certain degree of end play was allowed to the trailing axles to permit of the easier negotiation of sharp curves such as are necessitated in underground work ; but subsequent rebuilds were provided with radial axleboxes to the rear wheels,
34
THE LOCOMOTIVES OF
which gave so much satisfaction as to result in the con- struction of a new type of locomotive embodying that as a principal feature.
These new engines were specially designed by Mr. Sturrock for the working of underground traffic, and were built in 1865 by the Avonside Engine Co., of Bristol (makers' Nos. 607 to 616). They bore the G. N. R. Nos. 241 to 250, and were of the type shown in the accompanying illustration. Fig. 27, of No. 241, having four-coupled wheels in front, a single pair of trailing wheels with radial axleboxes
Fig. 27.
at the rear, and a large tank and coal bunker directly over the trailing wheels. Condensing was provided for by means of a long pipe running below the footplate into the tank. The leading dimensions of the engines were : diameter of coupled wheels 5-ft. 6-in., and of trailing wheels 4-ft. ; wheel-base : leading to driving wheel centres 7-ft. 6-in., driving to trailing wheel centres ii-ft. 9-in., total 19-ft. 3-in.; cylinders i6|^-in. by 22-in. ; boiler barrel, length lo-ft., diameter 4-ft. ; length of firebox casing 4-ft. 6-in. ; total heating surface 867-1 sq. ft. ; total weight in working order, 39 tons 12 cwt. 2 qrs.
THE GREAT NORTHERN RAILWAY
35
So successful did the engines last mentioned prove that others to the number of ten were supplied in 1866, Nos. 270 to 274 by Messrs. Neilson & Co., of Glasgow (makers' Nos. 131 1 to 1315), and Nos. 275 to 279 by the Avonside Engine Co. Those built by Messrs. Neilson had a 12 -in. longer wheel-base, and weighed about 30 cwt. more than the first lot put on the rails, and were of the general design shown in the accompanying illustration of No. 270, Fig. 28.
During his successful career at the head of the locomotive department of the G. N. R., Mr. Sturrock
Fig. 28.
attempted to solve a problem that was at the time exercising many minds — the procuring of more adhesive and tractive force by the utilization of the dead weight of the tender. While many inventors coupled the tender to the engine in such a manner as to distribute part of its weight upon the trailing wheels of the engine, Mr. Sturrock proceeded on much bolder lines, and patented an arrangement whereby the tender itself constituted a separate locomotive, deriving its steam from the same boiler as supplied the engine cylinders. In eftect, his " steam tender" ran on six wheels connected by means of outside cranks and coupling rods, the
36
THE LOCOMOTIVES OF
axle of the middle pair of wheels being cranked instead of straight, and rotated by means of two i2-in. by 17-in. cylinders which were fitted under the framing, between the leading and middle pair of wheels. Fig. 29 shows the external appearance of one of these tenders. Steam was received by means of suitable pipes direct from the engine boiler, and after serving its purpose was condensed, the operation being described in Mr.Zerah Colburn's "Locomotive Engineering" in the following terms: — "The exhaust steam from the cylinders is delivered into a tubular condenser.
Fig. 29.
surrounded by the water in the tank, consisting of fifteen tubes 2-in. in outside diameter, about 12-ft. 8-in. in length, fixed into a reception box at each end. The first box receives the exhaust steam and delivers it through the tubes ; the second is fitted with a waste pipe to carry off the uncondensed steam." Apparently there were two distinct sizes of steam tenders built, one having 4-ft. 6-in. wheels, and weighing 29 tons 8 cwt. with the tanks full, and the others having 4-ft. wheels, and weighing 27 tons 15 cwt. in running condition. The wheel-base of both was the same, leading to driving wheel centres 8-ft.5-in., driving to trailing wheel centres 6-ft. 8-in., total 15-ft. i-in.. with a total length over the buffer beams of 21 -ft. 7-in.
THE GREAT NORTHERN RAILWAY. 37
At the close of the year 1863 i\Ir. Sturrock made his first experiment in this direction by taking the tender of the old Sharp single No. 46, and converting it into a steam tender of the kind just described. In this form it was tried with a number of engines on the Great Northern Railway, and also appears to have been lent to the Manchester, Sheffield and Lincolnshire Railway Company, who subse- quently, by the way, ordered six steam tenders from Messrs. Neilson & Co. in 1865. The first G. N. R. locomotive definitely provided with a steam tender was No. 391, and almost immediately afterwards Nos. 393 and 394 were also so fitted, certain alterations being made in them to allow for the additional tax put upon the boiler by the introduction of two new cylinders. These changes comprised the enlarge- ment of the firebox, the provision of a second regulator in the steam dome, and a re-arrangement of the feed pumps to permit of the pumping of hot water. The engines were put to work on the London and Peterborough division, and at once showed themselves to be capable of hauling loads of from 40 to 45 loaded coal wagons over the ruling gradients of i in 200 on the main line, while on the level stretches of the Lincolnshire loop line they proved quite equal to 60 wagons, the ordinary loads hitherto worked on these two sections of the line being 30 and 35 wagons respectively.
Following the apparently successful result of these trials, it Aras resolved to extend the type, and a number of new goods engines being wanted at about this time to meet the growing requirements of the goods and mineral depart- ments, the order was given that they were all to be built
with steam tenders. No fewer than 70 engines were p
38
THE LOCOMOTIVES OF
comprised in this class, all of the standard six-coupled type, having driving wheels 5-ft. in diameter, cylinders i6-in. in diameter, with a stroke of 24-in., and in general dimensions were practically almost identical with the former engines of Mr. Sturrock's design, as can be seen from the accompanying illustration, Fig. 30, except for the provision of a firebox considerably larger than those formerly fitted, which extended well behind the trailing axle, and consequently had its grate sloping somewhat steeply from back to front. The grate area was in some as
TT
Fig. 30.
much as 26J sq. ft. These engines, which weighed 35 tons apiece, and the contract price for which with tender was £'iil5'^ each, were delivered to the railway company in the order and by the makers named : Nos. 400 to 409 by Messrs. Kitson & Co., Nos. 410 to 419 by Messrs. R. & W. Hawthorn (makers' Nos. 1248 to 1257), Nos. 420 to 429 by Messrs. Neilson & Co. (makers' Nos. 1151 to 1160), Nos. 430 to 439 by Messrs. R. & W. Hawthorn (makers' Nos. 1258 to 1267), all in the year 1865 : and Nos. 440 to 449 by Messrs. Neilson & Co. (makers' Nos. 1171 to 1180), Nos. 450 to 455 by the Vulcan Foundry Co. (makers' Nos. 554
THE GREAT NORTHERN RAILWAY. 39
to 559), Nos. 456 to 460 by the Avonside Engine Co. (makers' Nos. 620 to 624), and Nos. 461 to 469 by Messrs. R. and W. Hawthorn (makers' Nos. 1325 to 1333), all in 1866. The leading dimensions of Nos. 450 to 455 were: cylinders i6-in. by 24-in. ; coupled wheels 5-ft. diameter, distributed equally over a 15-ft. 6-in. wheel-base; boiler barrel g-ft. lo-in. long, 4-ft. 2-in. diameter, containing 180 tubes of 2-in. diameter; heating surface: firebox 112-96 sq. ft., tubes 969-3 sq. ft. ; total 1082-26 sq. ft. ; grate area 23-58 sq. ft.
Before the whole of these goods engines were delivered, however, it was discovered that, while the steam tenders might be considered a mechanical success, they were scarcely so satisfactory from an economic point of view. It w^as found that engines provided with them could haul trains which were largely in excess of the requirements of the time, and which, moreover, were of such a length as to be extremely unwieldy in handling ; and this was, naturally enough, a serious difficulty on a line on which there exists a frequent necessity to shunt goods trains in order to clear the way for express traffic. It was also found that the repairs bill for these engines and tenders reached an uncomfortably high figure, though there can be little doubt that this result was greatly contributed to by the carelessness of the men in charge, who viewed the question from their own standpoint, and could indeed hardly be expected to regard otherwise than with considerable disfavour an arrangement which gave them an additional "engine" to superintend. As a consequence of these disadvantageous experiences, it was decided to stop the output of steam tender engines, and orders were given to
40
THE LOCOMOTIVES OF
the makers that those engines still building were to be stripped of the steam gear of the tenders prior to delivery. At the time of this decision 50 of these steam tenders were said to be in use on the line, but within a few years the entire lot were improved out of existence by Mr. Sturrock's successor, and the engines rebuilt with larger cylinders.
Early in 1866 a need arose for new engine power in order to deal with the growing goods traffic between the over-ground railway at King's Cross and the goods yards round about Farringdon Street and Blackfriars, which
Fig. 31.
necessitates a large amount of tunnel work on a road having gradients of i in 35 and i in 39. Accordingly, two very powerful engines were obtained from the Avonside Engine Co., of Bristol, one of which was put to work early in the year 1866, and the other a few months later. They were numbered in the railway company's books as Nos. 472 and 473, and No. 472 bore upon it the maker's No. 633. These two engines were in general design and leading dimensions almost exactly similar to two previously supplied to the Vale of Neath Railway, and were, as can be seen from Fig. 31 — which is an illustration of No. 472 — side-tank
THE GREAT NORTHERN RAILWAY. 41
locomotives with eight-coupled wheels and outside cylinders. The wheels were4-ft. 6-in. in diameter, and were distributed over a wheel-base of 15-ft. lo-in., the spacings being 4-ft. lo-in., 5-ft. 5-in., and 5-ft. 7-in. respectively, starting from the leading end. Both leading and trailing wheels were allowed a transverse play of f-in., subject to the control of an arrangement of check springs patented by Messrs. Slaughter & Caillet. The cylinders drove the third pair of wheels, as can be seen from the illustration, and they were of somewhat unusual size, having a diameter of i8^-in. and a stroke of 24-in., thus allowing of the exertion of considerable tractive force — 152 lbs. for every lb. of effective steam pressure. A boiler of ample dimensions, the barrel measuring 13-ft. 8|^-in. in length and 4-ft. 4-in. in diameter, and containing 184 tubes each 2^-in. in diameter, produced a total heating surface of 1550-1 sq. ft., of which 100 sq. ft. were contributed by the firebox and the remaining 1450*1 sq. ft. by the tubes. It will be noted that provision was made for the condensation of steam in working through the tunnels, and that the side-tanks were of unusual size. Each engine weighed a total of 56 tons in working order, which was so equally divided over the four pairs of wheels that the load on the rails under no one wheel greatly exceeded 7 tons. Both engines were broken up in 1880.
In 1866 ten powerful locomotives, of the four-coupled passenger class, were delivered to the railway by Messrs. Sharp, Stewart & Co., which received the Company's Nos., 251 to 260 (makers' Nos. 1667 to 1676). These were in many respects similar in detail to the large single-wheel engines built by the firm six years earlier, having " hoops " on the crank-axle webs, unusually large fireboxes, and
42
THE LOCOMOTIVES OF
leading wheels placed well forward. They had one feature, however, distinct from their predecessors, in the form of a big steam dome on the centre of the boiler barrel. The illustration (Fig. 32), which shows No. 251, will afford a general idea of their appearance. The leading dimensions were : diameter of leading wheels 4-ft. and of four-coupled wheels 6-ft. ; wheel-base : leading to driving wheel centres 9-ft. 7-in., driving to trailing wheel centres 7-ft. 6-in., total 17-ft. i-in. ; total length over buffer-beams 25-ft. 7-in.; cylinders i6^-in. by 22-in. ; boiler barrel, length lo-ft.,
Fig. 32-
diameter 4-ft., containing 157 tubes of 2-in. diameter; length of firebox casing 7-ft. 2-in. ; weight (empty) 33 tons 14 cwt., in working order 36 tons 4 cwt. ; capacity of tender 2,400 gallons. All these engines were subsequently rebuilt by Mr. Stirling, and performed useful work for many years. They are now all broken up, with the exception of No. 258.
But the engines just mentioned, handsome though they were, and powerful too, were scarcely " out " before they were eclipsed by engines handsomer and more powerful. These later comers, six in number, were the last passenger engmes
THE GREAT NORTHERN RAILWAY. 43
designed by Mr. Sturrock for the G. N. R., and, indeed, before they were put into actual service their designer had practically ceased his connection with the locomotive department of the line. They were numbered from 264 to 269, Nos. 264 to 266 being built by Messrs. John Fowler and Co. (makers' Nos. 747 to 749), in 1866; and Nos. 267 to 269 by the Yorkshire Engine Co. (makers' Nos. i to 3), in 1867. The accompanying illustration (Fig. 33) shows the leading features of the first three, the chief dimensions being : diameter of leading wheels 4-ft. 3-in., and of four-
Fig- 33-
coupled wheels 7-ft. ; wheel-base : from leading to driving wheel centres 9-ft. 7 -in., and from driving to trailing wheel centres 8-ft. 6-in. ; total wheel-base i8-ft. i-in. ; cylinders 17-in. by 24-in. ; boiler barrel, length lo-ft. i-in., diameter inside smallest ring 3-ft. lo-in., containing 167 tubes of 2-in. diameter; heating surface: firebox 121 sq. ft., tubes 907 sq. ft., total 1,028 sq. ft. ; grate area 197 sq. ft. ; capacity of tender 2,500 gallons. The other three engines, built by the Yorkshire Engine Co., differed slightly in external appearance from their predecessors, as can be seen from Fig. 34, which shows No. 268, and it is possible that
44 THE LOCOMOTIVES OF
to some small degree the dimensions were also different, but in the main it may be taken that the figures already given apply to both sets of engines. These locomotives did not enjoy a very long career in their original form, however, for, as will be more particularly noted later on, Mr. Stirling took an early opportunity to rebuild them, and in the process converted them into single engines with flush-topped boilers. In this new form they entered on quite a new lease of life, and for many years they were ranked among the most useful engines on the line. They are now nearly all broken up.
Fig- 34-
Two remarkably " pretty " little six-coupled tank engines were taken over by the G. N. Railway from the West Yorkshire Railway. These were built, in 1867, by Messrs. Manning, Wardle & Co., of Leeds. They received the company's Nos. 470 and 471 (makers' Nos. 250 and 251), and the former also bore on its side-tanks the name " Marquis," being apparently the only engine on the line which had the distinguishing feature of a name. This name had been conferred on it prior to its delivery to the railway. " Marquis " is shown in the accompanying illustration, Fig. 35. Though a set of large-scale drawings
THE GREAT NORTHERN RAILWAY. 45
which were pubUshed in Mr. Zerah Colburn's " Locomotive Engineering " give different measurements from those, con- tained in the letter-press, the following are generally taken to be the correct dimensions of these engines : diameter of driving wheels 4-ft. 2-in. ; total wheel-base 15-ft. 3-in. ; cylinders 15-in. by 22-in. ; total heating surface 782-5 sq. ft.; grate area 1075 sq. ft.; total weight, empty 22* tons ; in working order 27 tons. In addition to the side- tanks there was a well-tank below the foot-plate, the three together containing a total of 831 gallons. These two
Fig- 35-
engines were generally typical of a considerable number brought out at about the same time by the makers, several of which were employed on Welsh railways, while others went to large ironworks, collieries and similar establish- ments, where their handiness and power would prove extremely desirable. No. 470 was stationed at Bradford, and No. 471 at Leeds, and in 1872 both were rebuilt as saddle tanks, though retaining the same frames, wheels, etc. From the West Yorkshire Company were also obtained three engines, which were allotted G. N. R. Nos. 261 to 263. Of these. No. 261 was said to be a Sharp single,
48
THE LOCOMOTIVES OF
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THE GREAT NORTHERN RAILWAY.
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50 THE LOCOMOTIVES OF
PART III. PATRICK STIRLING: 1866—1872.
"■H'R. STURROCK'S successor on the line was Mr. JYJ^ Patrick Stirling, at that time forty-six years of age. Mr. Stirling was born at Kilmarnock in 1820, and at the age of seventeen began a five years' apprenticeship at the Dundee Foundry. After serving his full period, he remained at the same works for a year as journeyman, and in 1843 left to enter into employment at the Vulcan Foundry, Warrington. From thence, after a short stay, he obtained the post of foreman at the works of Messrs. Neilson & Co., of Glasgow, where he undoubtedly received much valuable experience, which stood him in good stead in later years. Fresh from Messrs. Neilson's, he became locomotive super- intendent of the Bowling and Balloch Railway — a small concern perhaps, but still another stepping-stone onwards and upwards. His next move was something in the nature of a divergence, for he quitted the railway to work with the shipbuilding firm of Laurance Hill, Port Glasgow ; but subsequently he went as foreman to Messrs. R. & W. Hawthorn, thus returning by degrees to his proper sphere. After eighteen months' employment with the Newcastle firm, in 1853 he once more took over the duties of a loco- motive superintendent, this time on no less important a line than the Glasgow and South-Western Railway ; and now he was able to show a direct contradiction to the usual
THE GREAT NORTHERN RAILWAY. 51
application of the proverb anent a " rolling stone." He had, in fact, gathered sufficient " moss," in the shape of a varied experience and sound judgment arising therefrom, to occupy his new position with honour until 1866, when the vacancy on the G.N.R. was offered to him, and he trans- ferred his services from the Glasgow and South-Western, on which he had controlled the locomotive department for thirteen years, to the English line. As successor to Mr. Sturrock he held this, his last appointment, for not quite twenty-nine years. On November nth, 1895, he was, while still practically in " full harness," removed from the scene of his labours by death, being then in the 76th year of his age.
On assuming the reins of government in the locomotive department, in succession to Mr. Sturrock, Mr. Stirling at once set about the task of bringing the engine power of the line up to the requirements of the rapidly-increasing traffic. His first order was for twenty four-coupled passenger loco- tives, which were delivered on the railway in the following order : —
Date. Engine Nos. Builders. Builders' Nos.
1867 .... 280-285 • • • • Avonside Engine Co 725-730
1868 .... 286-289 „ .... 731-734
1868 .... 290-299 .... Yorkshire Engine Co 54-63
The leading dimensions were : — cylinders 17-in. in diameter by 24-in. stroke; diameter of leading wheels 4-ft. i-in., and of coupled wheels 6-ft. 7-in. ; wheel-base : leading to driving wheels 9-ft. 6-in., driving to trailing 8-ft. 3-in.; total 17-ft. 9-in. ; boiler 3-ft. lo^-in. in diameter, with its centre 6-ft. 11 -in. above the rails ; inside firebox 4-ft. 8f-in. long by 3-ft. 4^-in. wide by 4-ft. lo-in. deep; 206 tubes of
52
THE LOCOMOTIVES OF
I f -in. diameter ; heating surface: firebox 94 sq. ft., tubes ggi-| sq. ft., total 1085^ sq. ft. The weight of No. 295 is given as — empty 32 tons 6 cwt.; in working order, 34 tons 9 cwt. 3 qrs., of which the distribution was as follows : — leading w^heels 10 tons 11 cwt. 3 qrs.; driving wheels II tons II cwt.; trailing wheels 12 tons 7 cwt. Another set of weights, applying particularly to No. 289, giving a total of 37 tons 4 cwt., distributed as follows : — leading wheels 11 tons 3 cwt. ; driving wheels 13 tons 5 cwt. ; and trailing wheels 12 tons 16 cwt., probably denotes a later
Fig. 36.
period of the engines' history, after they had been partially rebuilt and supplied with larger boilers ; and to the same extent it must be understood that the accompanying illustra- tion (Fig. 36) does not claim to depict No. 281 actually as she was when originally built, though it is sufficiently indicative of the general characteristics of the class. In rebuilding, Mr. Stirling modified sundry details to the standard patterns shown in the drawing, and effected minor alterations, which will be referred to in due course. These engines are note- worthy on more than one account. Not only were they Mr. Stirling's maiden production in his new sphere of office.
THE GREAT NORTHERN RAILWAY. 53
but they served also to mark the dividing Una between the old and the new practice of the railway. Hitherto all passenger engines on the G.N.R. had been designed with double frames giving outside bearings to all the axles ; many, if not all, had been fitted with boilers having raised firebox casings, many also had carried steam domes on the boiler- barrels, and, above all, there had been no marked uniformity of design, and certainly no attempt at reducing the stock to a few well-chosen types. This latter point is distinctly apparent in a glance at the illustrations, already given, of Mr. Sturrock's engines. Mr. Stirling, on the other hand, at once began to exercise a firm, controlling hand over the entire stock, and to impress the stamp of one fixed design on every engine that he placed upon the metals, so that, no matter by whom any locomotive was built, there was no longer occasion to pick out the lettering of the tender in order to determine to what line a Great Northern engine belonged. No great length of time elapsed therefore, after his taking command, before the locomotive stock assumed a vastly improved appearance as regards uniformity of style, and that style the neatest and least ostentatious of any in the United Kingdom or elsewhere.
The distinctive features which Mr. Stirling introduced upon the locomotives of which he had charge, and which appeared first upon all engines which he himself designed, and afterwards, so far as was possible, on all rebuilds or renewals of his predecessor's engines, were chiefly the following : — he decided that all six - wheeled express passenger locomotives should henceforth have inside bear- ings only for the driving or driving and coupled wheels, as^the case might be, and outside bearings only for the
54 THE LOCOMOTIVES OF
smaller carrying wheels. For goods, mixed traffic and tank engines he adopted inside frames and axle-bearings through- out, reinforcing the running and foot plates by means of a deep angle iron outside the wheels, extending from one buffer beam to the other. In place of the various types of boiler hitherto in use he adopted one distinctive pattern — with slightly varying dimensions to suit different classes of locomotives — having three telescopic rings, with the firebox casing fitting over the largest one. Externally the result was a flush-topped boiler having at the leading end a smoke- box of great neatness by reason of his system of providing it with a light covering with counter-sunk rivets. Once for all Mr. Stirling discarded a steam-dome, substituting for it a perforated pipe running the whole length of the boiler, and having the regulator fitted inside the smoke-box. A chimney of distinctive design, and a handsome brass casing for the safety-valves, placed rather to the rear of the centre- line of the firebox, were the only projections along the top of the boiler during the many years of Mr. Stirling's reign. Over the footplate he provided a much-needed cab for the engine-men, and this also, after a short tentative use of a trial pattern, soon became standardized. As time went on the locomotives to be built were still further brought to the pitch of economic perfection by the introduction of standard types designed on the interchangeable system. The same size of boiler was adopted for various classes, details of the cylinders and motion became common to several different types, and so on throughout the whole gamut of design. And with all these improvements came an almost painful degree of neatness of appearance. The open-work splashers, which Mr. Stirling affected in what may be termed his
THE GREAT NORTHERN RAILWAY. 55
youth, had their openings gradually blocked in, while newer engines simply had plain semi-circular sheets above the running plate, with a polished brass rim running round the outer edge. No rod communicating between the footplate and any of the mechanism in front of the cab was allowed to be in sight if it could possibly be concealed behind the frames, the bearing springs were generally placed quite out of sight, and the two sand-boxes on either side of the driving wheels, which were soon adopted, still further served to give an air of simplicity and neatness to the whole machine.
So far for the general lines of Mr. Stirling's practice. But, shortly after his succession to Mr. Sturrock, the making of a new epoch came about in another respect. As has been shown, all locomotives hitherto built for the Great Northern Railway had been obtained from "outside" firms. The new locomotive superintendent, however, speedily put matters into such a condition that the Company was able to build engines at its own works at Doncaster. Three loco- motives were produced from these new shops towards the close of the year 1867, and since that date, while a certain number of engines have still from time to time been supplied by outside firms, the greater portion of the stock has been turned out from Doncaster Works, the number at the time of writing having attained nearly to the respectable total of 1,000.
Doncaster No. i engine was, as already mentioned, delivered on the rails at the latter end of 1867, and was fittingly enough the pioneer of a new type. It was specially designed by Mr. Stirling for working "mixed" traffic, rang- ing from heavy excursion to fast goods work, and for this the class has proved to be of such great utility that 153
56
THE LOCOMOTIVES OF
locomotives of this type were eventually put to work. Engines of this type run most of the fast passenger train services in the West Riding division of the line. As can be seen from the accompanying illustration, which shows the first of the class, these " mixed " engines ran on six wheels, of which the leading and driving pairs were coupled, while a small pair of independent wheels under the cab bore the weight of the trailing end. Fig. 37, however, represents only the first three of the series in actual details, these being the three engines built at Doncaster in 1867.
Fig- 37-
It will be noted that the square-sided cab with a circular window was the trial pattern first adopted by Mr. Stirling, which subsequently was replaced by the more familiar design already shown in the preceding figure. No. 18 and the two immediately following were distinguished from later editions by having only one large opening in each splasher, instead of two of the type shown in Fig. 36, and also by having a black beading round the splasher instead of the one of polished brass subsequently adopted. The leading dimensions of the first engines of this new class were : cylinders 17-in. in diameter with a 24-in. stroke; diameter
THE GREAT NORTHERN RAILWAY. 57
of coupled wheels 5-ft. 7-in., and of trailing wheels 3-ft. 7-in.; wheel-base: leading to driving axle 7-ft. 3-in., driving to trailing axle 7-ft. ii-in., total 15-ft. 2-in.; overhang of frame at leading end 4-ft. lo^-in., and at trailing end 2-ft. 7-in. ; boiler barrel : length lo-ft. ; diameter outside smallest ring 3-ft. loi-in. ; height of centre above rails 7-ft.; firebox casing: length 5-ft. 6-in., depth at front 5-ft. i-in., and at back 4-ft. 7-in. ; heating surface : firebox 100 sq. ft., tubes 975 sq. ft., total 1,075 sq- ft. ; grate area 16-25 sq. ft. ; total weight in working order 31 tons. 18 cwt., distributed as follows: leading wheels 11 tons 14 cwt., driving wheels 14 tons, and trailing wheels 6 tons 4 cwt.
The first series of these useful engmes consisted of 46, which were built in the years from 1867 to 1874 inclusive, with the following works and running numbers : —
Date. 1867
1868
1869
1870
Doncaster No. |
Engine No. |
I |
18 |
2 |
23 |
3 |
40 |
12 |
44 |
15 |
49 |
16 |
9 |
17 |
38 |
19 |
218 |
20 |
220 |
22 |
76 |
23 |
205 |
24 |
II |
25 |
31 |
28 |
19 |
33 35 |
17 82 |
39 42 |
27 56 |
43 45 |
54 58 |
47 |
59 |
52 |
15 |
53 |
25 |
Date. 1870
1 87 1
1872
1873
1874
Doncaster |
Engine |
No. |
No. |
54 |
65 |
57 |
200 |
58 |
35 |
59 |
64 |
63 |
85 |
67 |
32 |
70 |
30 |
72 |
203 |
75 |
68 |
76 . |
83 |
81 |
46 |
85 |
13 |
87 |
52 |
90 |
71 |
91 |
75 |
98 . |
16 |
99 |
50 |
106 |
508 |
109 |
509 |
112 |
77 |
114 |
81 |
124 |
73 |
126 |
219 |
58 THE LOCOMOTIVES OF
Mr. Stirling's next design was for a six-coupled goods engine, and here again he at once fixed upon a standard pattern which, with a few trifling modifications of detail, and an increase in dimensions and power, was subsequently repeated without further revision, until at the present time nearly 300 of his goods engines are in use on the line. Those first delivered consisted of twenty locomotives built by outside firms in the following proportions : —
Date. |
Engine Nos. |
Builders. |
Builders' Nos. |
1867 . |
. . . 474-478 . . . |
John Fowler & Co. |
. . . 871- 875 |
1868 . |
• • • 479-483 • • ■ |
>> |
. . . 876- 880 |
1867 . |
• • • 484-493 ■ • • |
Neilson & Co. |
• • • 1356-I365 |
In the accompanying illustration of No. 474, Fig. 38, are seen the leading features of this class of engine, including the inside cylinders, inside frames and axle bearings, and the deep angle iron running from buffer beam to buffer beam outside the wheels. The cab shown was the pattern first tried by Mr. Stirling, and was fitted to all the earlier engines of his design; but in i86g or 1870 he modified it into the shape more generally associated with G.N.R. locomotives, which has already once been shown in Fig. 36, and is further abundantly illustrated in those drawings sub- sequently to be reproduced in dealing with Mr. Stirling's term of office. Of these early goods locomotives the chief dimensions are comprised as follows : cylinders 17-in. by 24-in.; diameter of six-coupled wheels 5-ft. i-in. ; wheel-base: leading to driving 7-ft. 3-in., driving to trailing 8-ft. 3-in., total 15-ft. 6-in. ; boiler barrel lo-ft. in length, with a diameter outside the smallest ring of 3-ft. io|^-in., containing
THE GREAT NORTHERN RAILWAY. 59
206 tubes each if -in. in diameter ; heating surface : firebox 94-25 sq. ft., tubes 985-5 sq. ft., total 1,079-75 sq- ft. ; total weight in working order 32 tons 11 cwt. The trailing springs consisted of six volute springs arranged in two wrought-iron troughs placed transversely, one of which was secured to the frames below the footplate, while the other took its seating at each end on the tops of the axleboxes.
From the first Mr. Stirling held very pronounced opinions in respect to the peculiar suitability of single driving wheels
for the conduct of express passenger traffic, holding that
while a single pair of driving wheels could be made to
furnish ample adhesion, there could be no doubt as to the
superiority in freedom and economy which would result
from the abolition of the usual coupling with a second pair
of wheels. Accordingly it is not surprising to find that he
had been but a few months at the head of the locomotive
department before he designed a new type of engine
embodying his favourite theory. This type consisted
originally of twelve engines, all turned out at the Doncaster
works of the G.N.R. during the years 1868 to 1870, with
6o
THE LOCOMOTIVES OF
odd numbers, the full being given below : —
list
Date. 1868
1869
1870
Doncaster |
Engine |
No. |
No. |
4 |
6 |
5 |
222 |
6 |
41 |
8 |
4 |
9 |
21 |
II |
14 |
26 |
55 |
27 |
61 |
32 |
63 |
34 |
215 |
48 . |
37 |
51 |
39 |
As can be seen from the accompanying illustration, Fig. 39, which shows them as originally built, these en- gines were in their main design virtually enlarged copies of the famous " Jenny Lind," having inside bear- ings only to the driving wheels and outside bearings only to the leading and trailing wheels. The earlier engines of the class had the square cab first employed by Mr. Stirhng, and ordinary spring lever safety valves; but these, together with the later
THE GREAT NORTHERN RAILWAY.
6i
ones, were subsequently modified in this respect, receiving the standard G.N.R. cab and Ramsbottom's valves inside a brass valve casing, as is shown in the second illustration, Fig. 40, which shows No. 4 as supplied with a new boiler and brake fittings, with other alterations in external appearance that need no special reference. According to official statements of the period, the leading dimensions of these fine engines were : cylinders 17-in. by 24-in. ; diameter of driving wheels 7-ft. i-in., and of leading and trailing wheels 4-ft. i-in. ; wheel-base: from leading to
^a-
Fig. 40.
driving wheel centres g-ft. 6-in., from driving to trailing wheel centres 7-ft. 6-in., total 17-ft. ; total length of frame plates 23-ft. 3^-in., with an overhang in front of 3-ft. o^-in., and at back of 3-ft. 3-in. ; height of top of frame above rail level 4-ft. 2-in. ; boiler barrel : length lo-ft. 2-in., diameter outside smallest ring 3-ft. io|-in., height of centre above rails 7-ft. 2-in., containing 192 tubes each measuring lo-ft. 5-g-in. between tube plates, with a diameter of if -in. ; length of firebox casing 5-ft. 6-in., distant from driving wheel centre i-ft. lof-in. ; inside fire-box 4-ft. lo-in. long at bottom and 3-ft. 4^-in. wide at bottom, with an average
62 THE LOCOMOTIVES OF
height above the grate of 4-ft. 6|-in. ; boiler pressure 130 lbs. per sq. in. ; heating surface : firebox 89*5 sq. ft., tubes 922-25 sq. ft., total 1,01175 sq. ft., grate area 16-4 sq.ft. Total weight in working order 33 tons, distributed as follows: Leading wheels 10 tons 8 cwt., driving wheels 14 tons, trailing wheels 8 tons, 12 cwt.; weight empty 30 tons 5 cwt. The capacity of the tender was 2,500 gallons of water. It should be noted that the cylinders, which originally provided a tractive force of only 82-57 lbs. per lb. of effective steam pressure, were subsequently replaced by new ones of ij^-'m. diameter. One engine differed from the rest by being fitted with 192 tubes of the small diameter of ir^g-in. still placed at the same pitch, from centre to centre, as the larger ones. Mr. Stirling found this boiler quite as efficient as the others, and the innovation bore fruit ultimately in designing the boilers of the 8-ft. bogie engines, of which an extended mention will be made in due course. The next new type introduced by Mr. Stirling consisted of a class of six-coupled saddle tank locomotives similar in general appearance to his tender goods engines, but of slightly smaller dimensions throughout. These engines were eight in number, and were built in the following order : —
Date.
1868
1869
No. 392 had inside cylinders 17-in. in diameter with a stroke of 24-in., and six-coupled wheels 5-ft. i-in. in diameter, the distance apart of the centres being : leading and driving 7-ft. 3-in., and driving and trailing 7-ft. 6-in.
Doncaster No. |
Engine No. |
Date. |
Doncaster No. |
Engine No. |
7 |
392 |
1871 |
64 |
395 |
10 |
124 |
I 1 |
65 |
. 398 |
13 |
162 |
1872 |
95 |
166 |
37 |
396 |
1873 |
96 |
167 |
THE GREAT NORTHERN RAILWAY. 63
respectively, thus giving a total wheel-base of 14-ft. 9-in. The frame plates measured 23-ft. gi-in. from end to end, giving an overhang at the leading end of 4-ft. yi-in., and at the trailing end of 4-ft. 5-in. With a length of lo-ft. 2-in., and a diameter outside the largest ring of 3-ft. 9-in., the boiler barrel contained only 90 tubes, each of 2-in. diameter outside. The firebox shell was 4-ft. 7-in. in length, and the centre of the boiler was pitched 6-ft. io|-in. above the rail level. Extending over the length of boiler and firebox was a saddle tank having a capacity of 975 gallons of water,
Fig. 41.
while the coal was carried in a comparatively small bunker at the trailing end. Fig. 41 shows the general external appearance of this class of engine.
For working the underground traffic it was soon found necessary to provide further engine power, but at first Mr. Stirling did not make any considerable change on the approved designs of his predecessor. Indeed, his earlier engines built for that service were of the same general type as those introduced by Mr. Sturrock in 1865 and i8b6, being six-wheeled well-tank engines having four-coupled driving wheels under the barrel of the boiler, and an
64
THE LOCOMOTIVES OF
independent pair of trailing wheels, placed well back and fitted with radial axleboxes, to carry the tank and bunker. As can be seen from the accompanying illustration, Fig. 42, which shows No. 119, the latest of the type, the principal change of design consisted in placing the main frames, and consequently the bearings of all four driving wheels, inside the wheels, this arrangement giving greater compactness to the appearance. The cylinders were i7|-in. in diameter with a stroke 24-in., and drove two pairs of wheels coupled in front, each 5-ft. 7-in. in diameter, and placed with the
Fig. 42.
axle centres 7-ft. 3-in. apart. The total wheel-base measured 2o-ft. 3-in., the trailing wheels, 4-ft. i-in. in diameter, being placed 13-ft. in rear of the driving axle. Over all, the frame plates were 28-ft. 11 -in. in length, with an overhang of 5-ft. 3! in. at the leading end, and 3-ft. 4i-in. at the traihng end. The boiler barrel was pitched at a height of 7-ft. above the rails, and measured lo-ft. in length, with a diameter outside the smallest ring of 3-ft. lo^-in., and the fire-box shell was 4 ft. lo-in. long, with a depth below the centre line of the boiler of 5-ft. i-in. in front, and 4-ft. 7 in. at back. A total heating surface of 917-5 sq. ft. was
THE GREAT NORTHERN RAILWAY. 65
provided in the following proportions : firebox 100 sq. ft., tubes 817-5 sq. ft., while the grate area was 14 sq. ft. At the trailing end was situated a well-tank having a capacity of 1,000 gallons, and a bunker to hold 30 cwt. of coal. In working order, engines of this class weighed a total of 41 tons 13 cwt., distributed as follows: leading wheels 11 tons 16 cwt., driving wheels 14 tons 12 cwt., and trailing wheels 15 tons 5 cwt. To work through the tunnels an arrangement was proA ided for condensing on all engines of this class except the two first built, and to the same end the chimney was reduced in height, so that it had a clear height above the rail level of only 12-ft. 7-in. The class consisted altogether of thirteen engines built at Doncaster in the following order : —
Date. 1868
1869
1870
caster No. |
Engine No. |
14 |
126 |
18 |
127 |
21 |
125 |
30 |
123 |
31 |
131 |
40 46 |
129 121 |
Date. 1870
1871
Doncaster No. |
Engine No. |
55 60 68 |
122 132 116 |
69 |
118 |
75 78 |
117 119 |
As is mentioned above, Nos. 126 and 127 were not supplied with condensing apparatus, and these two engines were put to work in the West Riding division.
Next in order of issue from the Doncaster works came seventeen goods engines of practically identical dimensions with the No. 474 class already described and illustrated, with 17-in. by 24-in. cylinders, and six-coupled wheels of 5-ft. i-in. diameter. These were delivered in the following series :-^
66
THE LOCOMOTIVES OF
Date. |
Doncaster No. |
||
1869 |
29 |
||
, , |
36 |
||
, , |
38 |
||
1870 » » J t |
41 44 56 62 |
||
1872 |
80 |
||
» 1 |
. 84 .. |
||
Wil |
thout repea |
.t |
icaster No. |
Engine No. |
86 88 100 |
333 197 151 |
104 III |
152 186 |
113 115 116 |
171 335 193 |
I^'lf'"^ Date. No.
369 1872
377
184 1873
169
380
190
366
148
3"
ing the detailed dimensions of this class of goods, it may be mentioned that the boiler barrel of the Doncaster-built engines was pitched with its centre 6-ft. lo-in. above the rails, and that the angle of inclination of the cylinders in this type and in all front-coupled engines designed by Mr. Stirling was i in 8|. Furthermore, it may be remarked for those that take interest in such matters, that in addition to the first three engines built at the company's works, all these early goods engines and the coupled passenger engines built " outside," of the 280 class, originally had black beading round the splasher rims, which was in most cases afterwards changed to the standard brass beading subsequently adopted on all Mr. Stirling's engines. At the period now reached by this history Mr. Sturrock's fine bogie engine, No. 215, was withdrawn from service after a long and distinctly honourable career, and was for the most part condemned to the scrap heap. The driving wheels, however, were too good to break up, and with these in hand Mr. Stirling built a new engine, also the only one of its class, the date and Doncaster number being :
Date. Doncaster No. Engine No.
1870 49 92
The accompanying illustration, Fig. 43, shows No. 92 to have been simply ^an enlarged example of the single-
THE GREAT NORTHERN RAILWAY. 67
wheel engine already introduced by Mr. Stirling, the leading dimensions being : diameter of driving wheels with new tyres 7-ft. 7-in., and of leading and trailing wheels 4-ft. i-in.; wheel-base: from leading to driving wheel centres 9-ft. 9-in., from driving to trailing wheel centres 7-ft. gin., total wheel-base 17-ft. 6-in. ; total length of frame- plate 23-ft. g^-in., of which 3-ft. o|-in. overhung at the leading end, and 3-ft. 3-in. at the trailing end ; height of top of frame above rail level 4-ft. 2-in. ; cylinders ijh'm. by 24-in. ; boiler barrel: length lo-ft. 6-in., diameter outside
Fig. 43-
smallest ring 3-ft. loi-in., height of centre above rails 7-ft. 4-in., containing 192 tubes of i|-in. diameter; length of firebox casing 5-ft. 6-in., distance from centre of driving axle I -ft. iif-in.; working pressure of boiler 130 lbs.; grate area 16-4 sq. ft. ; total weight in working order 33 tons 12 cwt., distributed as follows: leading wheels 10 tons I cwt., driving wheels 14 tons 16 cwt., and trailing wheels 8 tons 15 cwt. The success attending the intro- duction of this large engine led eventually to the building of a number of still more powerful engines of a similar general design, some sixteen years later, as will be seen in due
68 THE LOCOMOTIVES OF
course. No. 92 is now in the "A" class, a new engine bearing the same number having been built recently by Mr Ivatt.
There now came a period in the history of the Great Northern Railway when the rapid increase in speed and in the weight of the trains required to maintain express service began to constitute a serious problem for the locomotive engineer. The coupled and single-wheel engines so far in existence were being taxed practically to the utmost limits of their power, and with still a steady increase of traffic it became necessary to design not only more engines, but more powerful engines than any hitherto put into service. As has already been mentioned, Mr. Stirling was ever a consistent advocate of no more than a single pair of driving wheels being employed for really fast work, the only apparent drawback being, of course, a relatively small adhesive power. This drawback, however, he con- sidered to be largely exaggerated in importance, and for some little time he kept careful observation of the com- parative working of the 7-ft. single and 6|^-ft. coupled engines which he had already placed on the line, both classes having 17-in. by 24-in. cylinders, and being for all practical purposes of equal boiler power. The result confirmed his theories in a convincing manner, for he found that with trains of equal weight the single-wheel engine had " the best of it." In fact, the 7-ft. singles generally beat the smaller coupled engines, in point of time, over such an exceptional test road as that from King's Cross to Potter's Bar, a distance of I2f miles, nearly all up- hill, with gradients varying from i in 105 for two miles to I in 200.
THE GREAT NORTHERN RAILWAY. 69
Finding that sufficient adhesion could be obtained from a single pair of driving wheels, Mr. Stirling accordingly set to work to design a larger and more powerful engine than the 7- ft. class, and selected as the basis of his calculations driving wheels having the unusual diameter of 8-ft., being satisfied, as he subsequently explained, that " the larger the wheels the greater the adhesion to the rails." Without pitching the boiler at a height which at that time would have been considered excessive, he found it impossible to clear the 14-in. cranks which were contemplated, so he had no alternative but to place the cylinders outside the frames. Again, he decided to lay them in a horizontal line with the driving wheel centres, to obviate the disadvantages of inclined outside cylinders, and this position, with the great overhang that it caused, and the considerable disturbance of weight resulting therefrom, which would have unduly loaded a single axle at the leading end, caused him to adopt a bogie with the axles sufficiently spread apart to allow the cylinders to be placed between the two sets of wheels. Considerable prominence is given to this chain of reasoning, which seems to have been that followed out by Mr. Stirling, in order to combat the theory sometimes put forward that Mr. Sturrock's No. 215 was the direct inspiration from which Mr. Stirling's No. i was derived. When it is remembered that Mr. Stirling never adopted the bogie for any class of express engine but this, preferring rather a rigid wheel-base of 19-ft. i-in. on his later single-wheeled locomotives, it is only reasonable to assume that his employ- ment of the bogie was actuated by force of circumstances rather than by imitation of any previous design, to the same degree that he found it necessary in this case also to make
F
70
THE LOCOMOTIVES OF
a radical departure from his otherwise invariable practice of placing the cylinders between the frameplates.
These engines, 53 in number altogether, were all built at Doncaster, the first to be turned out being ap- propriately enough allotted No. I, thus displacing the "Little Sharp" of 1847. No. I is shown in the accom- panying illustration, Fig. 44, as originally built in the early part of 1870, being, as can be seen, an eight-wheeled locomotive having outside cylinders, inside frames and axle bearings, a leading four- wheeled bogie, a single pair of driving wheels, and a smaller pair of independent trailing wheels. With regard to the bogie, it may be noted here that Mr. Stirling did not place the pivot on which it turned equi-distant from the two axles; but, on the contrary, the pivot was placed 3 -ft. 6-in. in rear of the leading axle centre, and
THE GREAT NORTHERN RAILWAY. 71
only 3-ft. in advance of the hind axle centre. The result of this unequal spacing was twofold. Not only was the weight on the bogie wheels so distributed as to lead up by gradations to the greater weight on the driving wheels, but another effect was produced in the easing of the bogie in negotiating curves, the leading wheels making a greater transverse movement, and the hind wheels a correspondingly less transverse move- ment than would haxe ensued from a more equal spacing. In addition to the central pivot, the bogie had side bearings under each cylinder. At the rear end the engine was carried on five volute springs arranged much in the manner described as being adopted in the goods engines built a year or two earlier. The cylinders were each held in an opening formed in the corresponding frame, which was here deepened considerably for the purpose, and the opening was secured beneath the cylinder by means of a stay made to clip the frame like a hornplate stay. x\s regards the boiler feed, this was delivered, as shown in the illustration, at the side of the firebox casing in all the earlier engines of the class. The internal firebox had its crown slightly rounded and was secured to the outer casing by a number of round stays, each f-in. in diameter, screwed into both firebox and casing, and then riveted over on the outside. An inclined copper mid-feather was adopted in place of the customary brick arch, and to this extent enhanced the direct heating surface of the firebox.
The leading dimensions of No. i were as follows : — diameter of bogie wheels 3-ft. ii-in., of driving wheels 8-ft. i-in., and of trailing wheels 4-ft. i-in. ; wheel-base, bogie wheel centres 6-ft. 6-in., from hind bogie wheel to driving wheel centres 7-ft. 9-in., from driving to trailing wheel
72 THE LOCO^NIOTIVES OF
centres 8-ft. 8-in., from centre of bogie pin to centre of trailing wheels 19-ft. 5-in., total wheel-base 22-ft. ii-in. ; total length of frame-plates 27-ft. 7-in., the overhang being 2-ft. 2-in. in front and 2-ft. 6-in. at back ; length outside buffer beams 28-ft. i-in., over all 2g-ft. g-in. Cylinders 1 8-in. diameter, 28-in. stroke; throw of eccentrics 3i-in., length of eccentric rods 5-ft. lo-in., length of expansion links (curved Stephenson pattern) i-ft. 4-in., length of con- necting rods 6-ft. lo-in.; diameter of blast pipe 4|-in. Boiler barrel (in three rings) ii-ft. 5-in. long, with a diameter out- side the smallest ring of 3-ft. lo^-in., height of centre-line above the rails 7-ft. i-in., containing 217 brass tubes 11 -ft. 8-in. long between plates, and with an outside diameter of ij^g-in. ; boiler pressure 140 lbs. per sq. in.; thickness of plates (Yorkshire iron) A -in., lap-jointed, double riveted longitudinally, single riveted vertically and circularly ; the firebox casing measured 6-ft. 2-in. long outside, with a width at the bottom of 3-ft. ii^-in., increasing to 4-ft. i^-in. at the centre-line of the boiler ; depth below centre-line of boiler at front 5-ft. i-in., at back 4-ft. 7-in. The internal firebox of copper had its side and crown plates ^-in. thick, the back plate being increased to f-in., and the tube plate to f-in.; at the bottom its length was 5-ft. 5-in., diminishing to 5-ft. 4i^-in. at the top ; the mean width was 3-ft. 3-in., and the height 5-ft. lo^-in. and 5-ft. 4^-in. at front and back respectively. Distance of firebox casing from driving axle centre i-ft. 9-in, length of smokebox inside 2-ft. 8f-in., diameter across centre-line inside 4-ft. g-in.; heating surface : firebox 122 sq. ft., tubes 1,043 ^Q- ^^•■> total i,i65sq. ft. ; grate area 17*6 sq. ft. The weight of No. i in working order was 38 tons g cwt., distributed as follows : — leading
THE GREAT NORTHERN RAILWAY. 73
bogie wheels 7 tons, hind bogie wheels 8 tons, driving wheels 15 tons, and trailing wheels 8 tons 9 cwt. A tender to carry 3^ tons of coal and 2,700 gallons of water, and weighing in full condition 26 tons 10 cwt., was originally supplied, the total length of engine and tender over buffers being 50-ft. 2-in. ; but in course of time nearly all the class were provided with larger tenders having enhanced capacities for fuel and water.
In all, as has already been mentioned, a total of 53 engines were built of this type between the years 1870 and 1895. But while they were all practically of the one type, and while in general design the first and last of the class, separated by an interval of more than a quarter of a century, showed no difference save in the matter of details and a certain increase in weight and power, it will be more convenient, and perhaps more correct, to divide them into three batches, the dividing line in one case being marked by a distinct increase in dimensions, while in the other the division is of a somewhat arbitrary character. This arbitrary line may be drawn at the close of the year 1882. Up to that period, and possibly a few years later still, the leading dimensions already given will apply to all the 8-feet engines, with a proviso that in respect to some few details such alterations or modifications were effected as were necessary to bring these engines into line with the practice prevailing at any given date in respect to the locomotive stock built at Doncaster. These changes will generally be noted more particularly when the remainder of the engines of this class come under notice, and for the present it is sufficient to mention one item affecting the external appearance of the engine. Up to 1881 the driving-wheel splashers were all of
74
THE LOCOMOTIVES OF
the perforated type shown in the illustration of No. i. In the course of time, however, the openings were blocked in with thin plates, and No. 664, built in the year just men- tioned, w^as turned out with perfectly plain splashers, and with a handsome brass oval date-plate on each splasher in place of the inconspicuous one so far adopted on these engines, which had been carried on the curved running plate immediately over the driving axle. This engine was sent by the railway company to take part in the memorable Stephenson Centenary Festival of that year.
The following is a list of the dates and numbers of the 8-feet bogie engines buiU up to the close of 1882, 37 in all, to which the description and dimensions already given more particularly apply : —
Date. |
Doncaster No. |
Engine No. |
Date. |
Doncaster No. |
Engine No. |
1870 |
50 |
I |
1877 |
232 |
546 |
)» |
61 |
8 |
n |
• 233 |
547 |
I87I |
66 |
33 |
1878 |
240 |
• 548 |
»» |
77 |
2 |
»i |
• 245 |
549 |
1872 |
82 |
3 |
>j |
247 |
60 |
1873 |
105 |
5 |
)» |
248 |
550 |
J» |
107 |
7 |
1879 |
281 |
93 |
1874 |
120 |
22 |
1880 |
. 285 . |
95 |
M |
150 |
48 |
M |
303 |
662 |
1S73 |
• 165 |
34 |
1881 |
• 312 |
663 |
n |
170 |
47 |
)1 |
320 |
664 |
») |
. 185 |
53 |
it |
• 321 |
665 |
1876 |
195 |
62 |
)? |
• 323 |
666 |
»? |
212 |
221 |
»1 |
• 324 |
667 |
M |
215 |
94 |
1882 |
• 341 |
668 |
1877 |
219 |
69 |
»» |
• 342 |
669 |
)» |
220 |
98 |
n |
• 349 |
670 |
»» |
230 |
544 |
)T |
■ 350 |
671 |
n |
• 2^1 |
545 |
It is to be recorded with regret that, of the above, Nos. 2, 8, 33, 48, 60, 62, 69, 98, 546, 549, 550 and 662 have recently been condemned, as is further noted in due course.
THE GREAT NORTHERN RAILWAY. 75
In addition to the set of twenty coupled passenger locomotives built by " outside " firms, which have already been described as Mr. Stirling's " maiden " design on the G.N.R., two were put in hand at Doncaster in the following order : —
Date. Doncaster No.
1871 71
74
These were the only two of the class built at Doncaster, for almost immediately afterwards, as will be seen later on >
Engine No. 261 262
a newer type with greater cylinder power was brought out, which became the standard pattern for the future.
In 1871 Mr. Stirling designed and built at the Don- caster works six six - coupled engines of exceptional dimensions and power, the object he had in view in departing from his normal practice of the period being the conveyance of mineral trains between Doncaster and Peter- borough by way of the loop-line through Lincoln and Boston, the distance being 100 miles and the contemplated gross load 687 tons. These engines were, in external appearance, as can be seen from Fig. 45, which shows one
76 THE LOCOMOTIVES OF
of the class, of Mr. Stirling's standard pattern, and they were built in the following order : —
Date. |
Doncaster No. |
Engine No. |
Date. |
Doncaster No. |
Engine No. |
1871 1872 1873 |
79 S3 97 |
174 376 158 |
1873 1874 |
102 ..118 ..125 |
145 146 164 |
The cylinders were of large size, ig-in. in diameter, with a stroke of 28-in., and were made in one casting with the valves underneath, as there was no room for them between the cylinders, and as a consequence motion was transmitted to the valve spindles by means of rocking-shafts. In order to avoid excessive inclination of the cylinders, single guide-bars were employed, placed above, so that the piston rods could be brought down as close as possible to the leading axle. Reversing was effected by means of a screw gear instead of the ordinary hand lever. The leading dimensions of these fine engines were as follows : — diameter of six- coupled wheels 5-ft. i-in.; wheel-base: from leading to driving wheel centres 8-ft. 5-in., from driving to trailing wheel centres 9-ft. 2-ft., total wheel-base 17-ft. 7-in. Total length of engine over buffers 28-ft. i-in., distance between frames 4-ft. i^-in., width outside frames 7-ft., width over footplate 7-ft. 3-in. Cylinders: 19-in. in diameter with a 28-in. stroke; distance apart of centres 2-ft. 2i-in.; angle of inclination i in ii|; diameter of piston rods 3i-in.; length of connecting rods 6-ft. 9-in. Boiler barrel ii-ft. 4-in. in length, with a diameter outside the smallest ring of 4-ft. 3-in. ; height of centre-line above rails 7-ft. ; length of firebox casing 6-ft. 2-in. ; width, 4-ft. o-|-in. ; length of internal firebox at top 5-ft. 4|-in., and at bottom 5-ft. 5|-in. ; width, 3-ft. 4i-in- The boiler barrel contained 232 tubes ii-ft. 8-in. long, with
THE GREAT NORTHERN RAILWAY.
//
an outside diameter of if -in., spaced at 2f -in. centres; heating surface : firebox ii2sq. ft., tubes 1,240 sq.ft., total 1,352 sq.ft. : grate area iS'y sq. ft. The total weight of the engines, in road- worthy condition, was 40 tons, distributed as follows : leading wheels 14 tons; driving wheels 14 tons 15 cwt.: and trailing wheels 1 1 tons 5 cwt.
These engines appear to have admirably fulfilled the purpose for which they were designed, taking loads of the figure already mentioned and running to time with great regularity on a relatively small coal consumption of about 46-47-lbs. per mile. But, strange to say, Mr. Stirling had committed practically the same fault that his predecessor was guilty of when he introduced his "steam tenders." He had apparently o\"erlooked the fact that there was no accommodation on the line for the shunting of a train of ^^ wagons with an engine and tender attached, the sidings not being long enough. Accordingly, the average load had on this account to be reduced to 50 wagons or less, with an a\-erage gross load of 625 tons, and for this reduced weight a less powerful engine could be employed. Had it not been, more especially, for the double level crossing at Lincoln, which would not accommodate the extra length of train which these engines were built to work, the type would no doubt ha\e been largely adopted ; for many years they were stationed at Doncaster, but latterly Mr. I\-att has transferred the majority of them to Ardsley, in order to work coal trains in the West Riding, where there are several severe banks of I in 50 to be negotiated. No. 164 was broken up in 1901, but the other five are still at work.
As was mentioned on p. 45 of the present volume, the two small tank engines built by Messrs. Manning, Wardle
78 THE LOCOMOTIVES OF .
and Co. for the West Yorkshire Railway, and subsequently taken over by the Great Northern Railway, were, in 1872, passed through the Doncaster shops, and emerged rebuilt into saddle tanks while still retaining the original frames, wheels and motion.
Date. Doncaster No. Engine No.
1872 89 471
92 470
It is probable that the results of their working in this rebuilt form were instrumental in introducing a new and handy type of small-wheel saddle tank engine, which was first brought out about two years later, and will be referred to at length in due course.
The next class to make its appearance was a marked development of Mr. Stirling's early design of locomotive for working the underground suburban traffic to Moorgate Street and the South of London. While retaining the four 5-ft. 7-in. driving wheels, coupled in front, this new class of engine had the trailing end carried on a four-wheeled bogie, thus constituting a much easier riding engine. At the same time the gross weight of the locomotive in full working order was actually less than that of the earlier six-wheeled type. The leading dimensions of these locomotives were as follows : cylinders 17^-in. in diameter with a stroke of 24-in. ; diameter of driving wheels 5-ft. 7-in., and of bogie wheels 3-ft. i-in. ; wheel-base: coupled wheels 7-ft. 3-in., driving wheels to leading bogie wheels lo-ft. 3-in., leading bogie wheels to centre of bogie pin 2-ft. 3-in., bogie pin to trailing bogie wheels 2-ft. g-in., total wheel-base 22-ft. 6-in. ; over- hang of frame plates at leading end 5-ft. 3-in., and at trailing end 4-ft. 3-in. from bogie pin, total length of frame plates, 2 7-ft. The boiler was pitched with its centre 7-ft.
THE GREAT XORTHERX RAILWAY
79
above the rail level, having a length of barrel of g-ft. lo-in., and a diameter inside the smallest ring of 3-ft. 9|^-in., and the firebox casing measured 4-ft. 6-in. in length, with a depth below the centre line of the boiler of 5-ft. i-in. at the leading end, and 4-ft. 7-in. at the back. The heating surface was: tubes 806 sq. ft., firebox 81 sq. ft., thus giving a total of 887 sq. ft. Over the bogie was a large tank and bunker having a capacity for 1000 gallons of water and 30 cwt. of coal. The total weight in working order was 40 tons 14 cwt. 3 qrs., distributed as follows: — -leading wheels II tons 10 cwt. 3 qrs., driving wheels 14 tons 14 cwt., and bogie wheels, 14 tons 10 cwt.
In all, 48 engines of this type were built at Doncaster between the years 1872 and 1881, their dates, works numbers and running numbers being as follows : —
Date. |
Doncaster No. |
Engine No. |
rs^j Doncaster Date. ^^ |
Engine No. |
1872 |
93 |
120 |
1878 . . 236 |
. 623 |
> • |
94 |
128 |
..238 . |
624 |
1873 |
108 |
504 |
..243 . |
625 |
1 1 |
no |
505 |
246 |
626 |
1 f |
117 |
506 |
• • 250 |
244 |
1874 |
119 |
510 |
-■253 |
246 |
» I |
123 |
507 |
1879 ..259 |
241 |
t ' |
129 |
511 |
261 |
243 |
I 1 |
• 131 |
512 |
..265 . |
250 |
t t |
140 |
513 |
..266 |
245 |
If |
144 |
514 |
272 |
627 |
ft |
147 |
515 |
•■275 |
628 |
t • |
152 |
• 516 |
■■277 |
247 |
ft |
153 |
517 |
..279 |
249 |
1875 |
• 173 |
528 |
1880 . . 283 |
629 |
>i |
. 178 |
529 |
..284 |
630 |
!• |
184 |
530 |
289 |
242 |
> > |
189 |
531 |
290 |
248 |
1876 |
194 |
532 |
• 297 |
. 652 |
> • |
198 |
533 |
■ ■ 298 |
• 653 |
t 1 |
203 |
130 |
1881 . . 306 |
654 |
f 1 |
206 |
159 |
••307 |
■ 655 |
1877 |
234 |
621 |
■ 313 |
656 |
1878 |
• 235 |
622 |
••314 |
657 |
8o
THE LOCOMOTIVES OF
Of the list given above, however, more than one-half, from No. 621 onwards, were provided with larger tanks and bunkers at the trailing end, which also caused a corres- ponding increase of the total weight of the engines. The accompanying illustrations of Nos. 517 and 246, Figs. 46 and 47 respectively, show the leading external character- istics of these two classes of engine. It will be noticed that the earlier class had the number plates on the side sheets, while the later ones had them on the sides of the bunkers. Some of the earher engines, however, among which
Fig. 46.
were Nos. 241, 245, 248, 507, 513, 515 and 516, were after- wards fitted with larger bunkers, and then had the number plates removed to the position shown in Fig. 47. These engines, and those of the 126 class, together with rebuilds of Mr. Sturrock's Metropolitan engines, are the only types on the G.N. R. with brass number plates. Nos. 510, 511, 5i3> 515' 528, 529, 531, 241 to 250, 621 to 628, 654 and 655 were fitted with condensing apparatus for working through the " underground," and were also provided with shorter chimneys, so as to pass the Metropolitan Railway loading gauge. The two engines, Nos. 629 and 630, which re
THE GREAT NORTHERN RAILWAY.
8i
included in the foregoing list, should really be considered as a separate type, as they were of smaller dimensions than the rest, the driving wheels being only 5-ft. i-in. in diameter, and the cylinders i6-in. by 22-in. They and the four engines built in 1881 had the closed type of splasher which subsequently replaced the perforated
Fig. 47-
open pattern on all new classes of engine. It will be noticed that from 1878 these engines began to appropriate the numbers originally given to ]\Ir. Sturrock's earlier Metropolitan passenger engines, which at about that period, or earlier, underwent a course of rebuilding and were relegated to the " A " class, as will be seen almost directly.
82 THE LOCOMOTIVES OF
PART IV. MR. STIRLING'S REBUILDS.
REFERENCE has already been made in this history to a certain adaptation of some of the earlier engines introduced by Mr. Sturrock in order to meet the more exacting requirements of a development of traffic. For the most part it is impossible to give any very detailed information on this subject, as the changes in question were made in no fixed order and in no definite degree capable of exact classification. For example, the "little Sharps," the first passenger engines on the line, underwent several different kinds of transformation with a view to their adapt- ation to varying needs. A few, of which No. 9 has already been quoted and illustrated as an example, were adapted by Mr. Sturrock to work the underground traffic during a temporary stress of circumstances. Others, of which No. 23 was a well-known representative, underwent conversion, also under Mr. Sturrock's regime, into front coupled engines with the addition of a second pair of driving-wheels in front of the drivers. Engines of this type were employed, amongst other services, on the Leeds and Wakefield branch, when it was opened. A further process of development even, took place with yet another series of these useful little engines, as can be seen from the accompanying illustration. Fig. 48, which shows No. 12 converted into a front coupled engine having its wheel-base
THE GREAT NORTHERN RAILWAY. 83
extended at the trailing end, with the addition of a tank and coal bunker. This transformation was probably not brought about until the early years of Mr. Stirling's reign, as is indicated by the chimney, but it is noteworthy that No. 12 retained its old boiler and cyhnders. Four others were very similarly altered, though they required such additional work to be put upon them in the shape of new leading wheels, frames and boilers, together with new cylinders of the increased dimensions of i5-in. diameter and 24-in. stroke, as to justify them in emerging from the shops in all the
Fig. 48.
glory of Doncaster Works number plates, in the following order : —
Date.
1873
Doncaster No.
lOI 103
Engine No.
43 10
Date. 1874
Doncaster
No.
139
142
Engine No.
20 42
Unfortunately no illustration is to hand to depict these rebuilds, which subsequently performed much useful service on local branch traffic, even long after they were relegated to the " A " class by the appropriation of their numbers to more modern engines in 1887 and 1888.
Two at least of the "small Hawthorns" also underwent
84
THE LOCOMOTIVES OF
a complete transformation under Mr. Stirling's rule, to a degree that left little of the original design apparent. These were Nos. 67 and 70, and the accompanying illustration, Fig. 49, shows No. 67 as a front coupled passenger engine having two pairs of 6-ft. driving wheels, with cylinders I7f-in. in diameter and 24-in. in stroke. A distinctly interesting feature of the " re-build " is the adoption of outside bearings to all the wheels, with underhung springs, this being thoroughly at variance with Mr. Stirling's usual practice, as was also, indeed, the employment of outside
Fig. 49.
frames of the type shown. Certainly, this fine power- ful-looking engine seems to have little, save its number, to connect it with the 6-ft. singles of 1848. No. 70 subsequently paid another visit to the shops, and emerged with i8-in. by 24-in. cylinders. As rebuilt, No. 67 was supplied with a six-wheeled tender, but No. 70 had a four- wheeled tender, as also had several other engines, including even some of Mr. Stirling's earlier " mixed traffic " engines of the No. 18 class. Nos. 67 and 70 were both broken up about two years ago.
The Wilson passenger engines of 1851 also contributed
^^ CO
O
>
K
c
(A
>
o
u O
►J
(J
'So o
PQ
IV
3 O
U
«
o
THE GREAT NORTHERN RAILWAY. 85
their share of survivals to come under the hands of the late locomotive superintendent. Nos. 78, 79, 87 and 88 were of this number, of which four, Nos. 79 and 87 were supplied with new frames in re-building. Fig. 50 shows No. 79 as thus altered. Some of these engines retained their six-ft. coupled wheels, with i6|-in. by 22-in. cylinders, while Nos. 79 and 87 had their wheels enlarged to 6-ft. 6-in., with correspondingly larger cylinders, ly^-in. by 24-in.
No. 263A, a Wilson four-coupled engine, was also rebuilt so as to greatly resemble the smaller engines of this
Fig. 50.
series, viz., Nos. 78 and 88.
As details are not to hand of the date at which Mr. Stirling undertook these various rebuilds, and it would be difficult if not impossible to arrange them in absolute chronological order at this late period, it will perhaps be best to follow as nearly as can be the numerical order in dealing with them. Therefore, the next class to be mentioned is that known throughout their career as the "converted Cramptons," Nos. gi to 99. The illustration, Fig. 51, shows these pretty little engines during the later days of their existence, together with the pattern of tender
G
86
THE LOCOAIOTIVES OF
then in vogue. It may be mentioned that the " con- verted Cramptons " took their share in the working of the Great Northern Man- chester express during the 'fifties and early 'sixties, and with the hght trains then usual they were accounted excellent performers.
The old Bury coupled engine, No. loo, had been rebuilt, with outside plate frames, as far back as 1855. It was again rebuilt in 1871 w'ith the same sized wheels, and again in 1875 with 4-ft. 6-in. leading and 6-ft. coupled wheels. The engine was supplied with a new boiler as recently as 1891, and has only been broken up within the last year or two. Latterly, it had cylinders I7|-in. by 24-in.
Reverting to a lower order of service, the follow- ing of a numerical scheme leads to Fig. 52, in which can be seen Mr. Stirling's transformation of the early
THE GREAT NORTHERN RAILWAY. 87
Hawthorn goods engines into a more powerful type better adapted to the requirements of his time. In No. i3gA the tender was dispensed with, and in its place a saddle tank and a coal bunker at the trailing end added considerably to the adhesive weight, while the boiler and cylinder power were also enhanced to bring this engine and others of the same class up to date. The list of these converted engines was as follows: Nos. 134, 139, 140, 144, 149' i55 and 397. They were all rebuilt with cylinders 17-in. by 24-in., which were
Fig- 52.
subsequently bored out to i7i-in. diameter, except No. 397, which was i7i-in. only.
Nos. loi to 1 10, and 112 to 1 15, four-coupled goods engines, were rebuilt with i6-in. by 24-in. cylinders, and still retained their tenders. Some of them as rebuilt were lifted for working the Westinghouse brake, being employed at Doncaster for trial trips of the E.C. J.S. coaches. No. Ill, however, was completely rebuilt as a saddle tank locomotive with new frames and six-coupled wheels, and was conspicuous as being the only six-coupled engine on the Ime in which the frames and running plate rose in a curve
88
THE LOCOMOTIVES OF
above the outside cranks. No. ii2a is still employed at Doncaster in shunting at the carriage works, and is fitted with the Westinghouse brake.
Less drastic measures served to adapt No. i6o and some other engines of a similar type into fairly efficient " mixed traffic " engines, as is shown in Fig. 53, for the chief change appears to have been the provision of a standard Stirling boiler and cab, with a slight increase in cylinder power. Nos. 133 and 160 were so rebuilt with i6-in. by 24-in. cylinders, and were fitted with the Westinghouse brake, as
Fip;- 53-
in the case of the No. loi class.
Most of the goods engines numbered up to No. igg were rebuilt with 17-in. cylinders, and some of these, as Nos. 177, 180, 165 and 192, are, or were quite recently, still at work under their old numbers. No. 180 had i8|-in. by 24-in. cylinders for many years.
Two very famous little engines, the two "Jenny Linds," Nos. 201 and 202, survived to come under Mr. Stirling's care, but unfortunately no illustration is forthcoming to show them at this period. The framing was slightly altered, and the tie-rods connecting the leading and trailing horn-plates
THE GREAT NORTHERN RAILWAY. 89
were removed, so that as rebuilt these engines bore a some- what close resemblance to Mr. Stirling's own six-wheel single-drivers of the No. 4 class. They still retained the old dimensions of cylinders, i6-in. by 22-in., though the diameter was subsequently enlarged to the extent of ^-in. No. 222, which was practically of the same class, appears to have dropped out of use comparatively early, and was broken up.
Unfortunately, also, an equally noteworthy class, Nos. 203 to 214, must be passed over without any illustration or
Fig. 54-
extended mention as regards their later years of ser\ice. This is a fate of which they are scarcely deserving, since they shared with the " converted Cramptons " and the "Jenny Linds " in establishing the Great Northern Company's reputation for speed at a very early date. In Mr. Stirling's time all these types were undoubtedly "out-classed '" as regards the best express services, but they were still able to work their way with fast local traffic, and so to justify their prolonged existence.
The Hawthorn coupled passenger engines, Nos. 223 to 228, underwent due revision, being supplied with new
go
THE LOCOMOTn^ES OE
boilers and 17-in. by 22-in. cylinders. In 1884 No. 224, which is shown in accompanying Fig. 54, was again overhauled. Some time prior to that overhauling it had been supplied with cylinders lyj-in. by 24-in. It Avas finally scrapped two or three years later.
Mr. Sturrock's fine 7-ft. singles, Nos. 229 to 240, in due course recei\'ed new boilers as they became necessary,' and some had their cylinders enlarged to 17-in. by 24-in., this timely augmentation of weight and power serving to
Fig. 55-
bring them well in line even with Mr. Stirling's earlier single engines. Fig. 55 shows No. 235 as thus transformed. From 1885 onwards, however, they suffered a partial eclipse, being transferred into the " A " class as the numbers gradually fell to the new 7-ft. 6-in. single engines which Mr. Stirling introduced at that period. These engines have now all been scrapped, No. 231 a being the last to undergo that fate.
Still preserving the numerical precedence, irrespective of class, the next change to be noted was in the earlier type of Metropolitan engines brought into being by Mr. Sturrock in 1865. As can be seen from the accompanying illustra-
THE GREAT NORTHERN RAILWAY. 91
tion of No. 246A, shown in Fig. 56, these engines underwent some considerable change since, in addition to the provision of new boilers, new frames also apparently became neces-
Fig. 56.
sary. The design adopted for these was practically identical with that of the No. 270 class, already illustrated in its proper place. While on this subject, it may be mentioned that the No. 270 class also was rebuilt by Mr.
Fig. 57-
Stirling with new boilers in 1879-81, and only underwent dissolution at the scrap heap after 33 years of honourable service.
The 6-ft. coupled passenger engines, Nos. 251 to 260, which throughout their career escaped the fatal brand of
92
THE LOCOMOTIVES OF
the " A " to their running numbers, underwent the inevitable overhauling as regards their boilers, and made their appearance in the style shown as regards No. 259, illustrated by Fig. 57. With the exception of No. 255, which retained her i6|-in. by 22-in. cylinders, bored out to the extent of another ^-in., these engines as rebuilt were fitted \Vith cylinders varying from 17-in. to ly^-in. in diameter with 24-in. stroke. It is regrettable to learn that these engines are now broken up, with the sole exception of No. 258.
But their immediate successors, the famous 7-ft.
Fig. 58.
coupled engines which constituted Mr. Sturrock's latest design for the Great Northern Railway, were less easily dealt with. It has been said that in their original state they " could not keep their side-rods on." At all events, they seem to have come to grief frequently through either the breaking or the bending of the coupling-rods, and possibly this consideration weighed more in Mr. Stirling's dealing with them than even his well-known predilection for a single-driver. In 1873, Nos. 266 and 267 were con- verted into single - wheel engines, Nos. 265 and 269 foijowed suit in 1875, ^^d Nos. 264 and 268 in 1878,
THE GREAT NORTHERN RAILWAY.
93
all having the original cylinder dimensions 17-in. by 24-in. They were all supplied with new boilers once again, in 1885-9. The alteration effected generally is indicated by the foregoing illustration, Fig. 58, which shows No. 268, an engine which is specially noteworthy as having been one of those involved in the fatal smash at Abbots Ripton. Nos. 265 and 266 ran for a long time fitted with the Westinghouse brake, and worked between Doncaster and Peterborough, via Lincoln.
A certain number of goods engines underwent consider-
Fig- 59-
able rebuilding, which involved the supply of new plate frames amongst other details. These engines were the following: Nos. 179, 302, 303, 304, 305, 306, 329, 331, 332, 343, 360, 407, 408, 416 and 432. Others received new boilers and a general overhaul, as shown in Fig. 59, which illus- trates No. 315 supplied with a standard Stirling boiler. In all cases, the diameter of the cylinders was consistently increased to ijh-'ni. in the process of rebuilding.
Having already illustrated the No. 400 class of goods engine and the " steam tender " devised by Mr. Sturrock, in the proper place as originally built, it may be interesting
94
THE LOCOMOTIVES OF
to show a later phase of their development. Accord- ingly, this somewhat inade- quate account of the rebuilds instituted by Tylr. Stirling contains an illustration of No. 456, illustrated in Fig. 60, showing it in its rebuilt form, with the original steam tender "improved out of existence," or at least almost out of recognition, by Mr. Stirling. A number of these engines were specially rebuilt by Mr. Stirling with i8-in. l)y 26-in. cylinders, such, for instance, as Nos. 401 to 405, 425, 429, 434, 440, 442, 446, 463 and 468, and pos- sibly some others.
No. 456 was one of five locomotives built by the Avonside Engine Co. in 1866. Another engine of the same general type and dimensions, but differing in details, is shown in Fig. 61, No. 422, being one of twenty engines supplied to the Great Northern Railway in 1865-6 by Messrs. Neilson
THE GREAT NORTHERN RAILWAY. 95
and Co., and afterwards lebuilt in the form shown in the illustration during the early years of Mr. Stirling's regime.
Fig. 61.
96 THE LOCOMOTIVES OF
PART V. PATRICK STIRLING. 1874-1895.
H EVERTING after this digression into the subject of "rebuilds" to strict chronological order, the next design brought out by Mr. Stirling was embodied in half-a-dozen handy little tank engines which in general dimensions followed somewhat closely the pattern of the rebuilt Nos. 470 and 471, which have already been referred to. In external appearance, however, these new engines were essentially of Mr. Stirling's own design, as can be gathered from an inspection of the accompanying illustration. Fig. 62, which shows the first built, No. 136, all the details being in accordance with the standard fittings adopted at the period. The engines were all built at Doncaster Works in the following order : —
T^ . Doncaster Engine
^^^^- No. No.
1874 .. 136 .. 136
137 •• 137
138 .. 138
T^ , Doncaster Engine
^*'^' No. No.
1874 .. 149 .. 399
1875 .. 175 .. 605 , , . . 1 76 . . 604
It will be noticed that, oddly enough, the Doncaster and running numbers of the first three exactly agreed. These engines had inside cylinders i6-in. in diameter with a stroke of 22-in. and six-coupled driving wheels 4-ft. i-in. in diameter. The wheel-base was 14-ft. 3-in., the leading and driving axles being 7-ft. 3-in. apart from centre to centre, and the frames measured 23-ft. 4^-in. between the
THE GREAT NORTHERN RAILWAY. 97
buffer beams, there being an overhang in front of 4-ft. 8-in., and at the rear of 4-ft. 5-0-in. The boiler barrel measured lo-ft. in length, with a diameter at the smallest ring of 3-ft. lo^-in., and it was pitched with its centre line 6-ft. 5-in. above the rail level, the top of the chimney being 12-ft. 9-in. above the rails. A comparatively small firebox was provided, the outer casing being only 4-ft. 2-in. in length. The water supply amounted to 1,000 gallons, and was situated in a saddle tank on top of the boiler, while a bunker at the rear of the footplate was provided to carry a
Fig. 62.
few cwt. of coal. At the start these little engines were apparently intended chiefly for shunting work, for which their small heating surface and bunker capacity peculiarly adapted them, but they seem to have proved equal to local goods traffic also, and subsequently Mr. Stirling built further engines, having the same size of driving wheel, for special classes of work, to which attention will be drawn in due course.
In the same year, 1874, ^'^^- Stirling introduced an important innovation by the adoption of a new size for cylinders, i7|-in. by 26-in., which subsequently became the
98
THE LOCOMOTIVES OF
standard for the coupled passenger engines and the six- coupled tender and tank goods engines. The first class to receive the enlarged cylinders was a set of 36 six-coupled goods engines which were built at Doncaster during the next seven years, their dates being as follows : —
Doncaster |
Engine |
Doncaster |
Engine |
||
No. |
No. |
No. |
No. |
||
1874 . |
121 |
372 |
1878 |
242 |
641 |
1 » |
122 |
373 |
ti |
249 |
642 |
I » |
132 |
354 |
, , |
252 |
643 |
» » |
133 |
198 |
1879 |
. 258 |
644 |
» t |
155 |
196 |
1 » |
264 |
645 |
1875 |
. 156 |
^73 |
1 1 |
267 |
160 |
1 1 |
159 |
340 |
» 1 |
269 |
646 |
p f |
161 |
365 |
1 f ' |
270 |
133 |
t » |
. 163 |
141 |
t 1 |
273 |
168 |
) t * |
. 167 |
163 |
t > |
278 |
154 |
1 1 |
169 |
339 |
1880 |
287 |
640 |
1 1 |
. 171 |
187 |
1 » |
292 |
647 |
11 |
181 |
. 328 |
» » |
■ 295 |
648 |
, , |
182 |
194 |
> » |
. 301 |
649 |
1876 |
199 |
312 |
I I |
304 |
650 |
1 » |
200 |
314 |
1881 |
308 |
651 |
1878 |
• 237 |
310 |
II |
• 329 |
102 |
T T T ■ |
• 239 . 1 1 • 1 |
393 -» • 1 |
f • 1 |
• 330 1 _ 1 |
lOI 1 • • |
With cylinders ly^^-in. by 26-in. and six-coupled driving wheels 5-ft. i-in. in diameter, these engines were in general
Fig. 63.
dimensions almost exactly similar to the earliest goods locomotives designed by Mr. Stirling, while in external
THE GREAT NORTHERN RAILWAY.
99
appearance also, as can be seen from the illustration herewith, Fig. 63, there was little change to be noted. It is possible that, while the boiler dimensions remained unchanged, some difference in the heating surface was effected by altering the numbers and diameters of the tubes. Thus, the 206 tubes of if-in. diameter, originally favoured by Mr. Stirling, were afterwards reduced to 186, and in some cases to 169, while the diameter was also reduced to if-in.
A demand for new engine power to deal with the
Fig. 64.
growing passenger trafific, as well as to supply the deficiency caused by the withdrawal of some of the earliest locomo- tives from a service for which they were no longer suitable, caused Mr. Stirling to build a further set of four-coupled passenger engines. The accompanying illustration of the first of these. No. 86, Fig. 64, indicates that the design was in all points very similar to that of Mr. Stirling's maiden effort in 1867. No. 86, however, led off the new departure with cylinders 17^-in. in diameter and 26-in. in stroke, the four-coupled wheels being 6-ft. 7-in. in diameter, with their centres 8-ft. 3-in. apart. The leading wheels were
lOO
THE LOCOMOTIVES OF
4-ft. I -in. in diameter and 9-ft. 8-in. in advance of the driving wheels, centre to centre, thus giving the exception- ally long wheel-base of 17-ft. 11 -in. A total heating surface of 992-8 sq. ft. was provided, the firebox yielding 95 sq. ft. and the tubes 897-8 sq. ft. respectively. The weight of the engine in working order was 38 tons 12 cwt., appor- tioned as follows: leading wheels 12 tons, driving wheels 13 tons 16 cwt., trailing wheels 12 tons 16 cwt. Altogether 19 engines were built to the same general design, the dates and numbers being as here given : —
Date. |
Doncaster No. |
Engine No. |
1874 |
127 |
86 |
>1 |
128 |
89 |
M |
141 |
84 |
J? |
146 |
90 |
1875 |
186 |
540 |
1) |
188 |
541 |
)1 |
192 |
542 |
1876 |
193 |
543 |
1877 |
. 224 |
72 |
j» |
225 |
80 |
Date. |
Doncaster No. |
Engine No. |
1879 |
• 257 . 263 . 271 |
263 51 96 |
»5 1880 |
• 274 291 |
99 223 |
»» |
294 |
97 |
1881 |
300 • 309 |
207 226 |
)» |
. 310 |
212 |
The year 1874 also saw the introduction of a new type
>^!''°J'^>'
'•-S?^°^^
^^^-^^^^ ^ ^
Fig. 65.
of goods engine, having its water supply provided in a
THE GREAT NORTHERN RAILWAY. loi
saddle tank abo\e the boiler, and the class at once proved so successful, both for local goods and other traffic, that it has constantly been added to by Mr. Stirling and his suc- cessor, until now there are upwards of 200 of these engines on the Great Northern Railway, all practically of the same type, though differing somewhat in dimensions, as in course of time an increase in weight and power has been desirable. The first batch, 35 in all, were of the appearance shown in the illustration (Fig. 65) given herewith, and were of the following dimensions : — the cylinders were 1 7|-in. in diameter with a stroke of 26-in., inclined downwards towards the driving axle at a ratio of i in 8f ; the wheels, six-coupled, measured when new 4-ft. 7-in. in diameter, and occupied a total wheel-base of 15-ft. 6-in., of which 7-ft. 3-in. separated the leading and dri\ing axles, and 8-ft. 3-in. the driving and trailing axles, centre to centre; the frame-plates had a total length between buffer beams of 25-ft. 4-in., the overhang being in front 5-ft. and at the rear end 4-ft. lo-in., and the footplate was at the standard height above the rails of 4-ft. 2-in. The firebox had its front-plate i-ft. loj-in. in rear of the driving axle centre, and measured 5-ft. 6-in. in length outside, with a depth below the centre-line of the boiler at either end of 4-ft. 9-in., and the boiler barrel was lo-ft. i-in. in length, with a diameter at the front ring of 3-ft. lo^-in., its centre being pitched at a height of 6-ft. jh-in. above the level of the rails. The saddle tank had a capacity for 1,200 gallons of water, and the engine weighed in full working order a trifle over 40 tons. The first engines, to which the above-recorded dimensions particu- larly apply, were all built at Doncaster at the dates and
with the numbers here given : — H
102
THE LOCOMOTIVES OF
Date.
1874
1875
1876
1677
Doncaster No. |
Engine No. |
Date. |
Doncaster No. |
130 |
494 |
1877 |
228 |
134 |
495 |
M |
229 |
135 |
496 |
1878 |
254 |
143 |
497 |
1879 |
255 |
145 |
• 498 |
»» |
260 |
151 |
499 |
n |
262 |
177 |
500 |
11 |
268 |
180 |
601 |
n |
.276 . . |
183 |
602 |
n |
280 |
190 |
603 |
1880 |
282 |
213 |
606 |
n |
. 286 |
214 |
607 |
Jl |
288 |
217 |
608 |
?5 |
■ 293 |
221 |
609 |
n |
296 |
222 |
610 |
n |
299 |
223 |
611 |
?» |
302 |
226 |
612 |
>) |
• 305 |
227 |
614 |
Engine
No.
613 615 616 617 618 619 620 633 634 635 636
637 638
153 472
639 473
The six engines of this class built in 1874 ^^'^ bunkers with sloping backs, similar to those of the earlier engines illus- trated in Fig. 41, while some of the class were fitted with short chimneys and safety valve casings for the London Dock traffic.
A demand also arose about this period for those most useful " mixed traffic " engines of which the " Don- caster No. I " was the prototype, and during the next few )'-ears, up to 1879, no fewer than 75 engines of this class were constructed, one-third of the number being built at Doncaster, while the remainder were supplied from " out- side." The Doncaster -built engines had the following leading dimensions : — cylinders 17^-in. in diameter with a stroke of 24-in.; driving wheels, coupled in front, 5-ft. 7-in., and trailing wheels 3-ft. 7-in. in diameter respectively. The boiler barrel measured lo-ft. in length with a diameter inside the front ring of 3-ft. 9^-in., and contained 169 tubes i|-in. in diameter, the heating surface being: firebox 94-5
THE GREAT NORTHERN RAILWAY. 103
sq. ft. and tubes 743 sq. ft., the total being S^y^ sq. ft. The weight of the engine in working order was 32 tons 3 cwt., distributed as follows :— leading wheels 12 tons 7 cwt., driving wheels 13 tons 12 cwt., trailing wheels 6 tons 4 cwt. It is said that the wheel-base of these engines was only 14-ft. 7-in., of which 7-ft. 3-in. divided the centres of the coupled wheels : but, while a few of the class may have been built of smaller dimensions, the majority appear to have had a wheel-base of at least 15-ft. 2-in., as in the No. 18 class, or possibly of 15-ft. 3-in.. as in later engines
Fig. 66.
of the same general type. The 25 engines built at Don- caster, of which Fig. 66 shows the external appearance, bore the following: dates and numbers : —
Date. |
Doncaster No. |
Engine No. |
Date. |
Doncaster No. |
Engine No. |
|
1874 |
. . T48 |
74 |
1875 |
igi |
525 |
|
154 |
36 |
1S76 |
196 |
526 |
||
1875 |
..137 |
519 |
M |
197 |
45 |
|
..15^ |
. 5i« |
71 |
201 |
534 |
||
160 |
520 |
202 |
527 |
|||
. . 162 |
521 |
JJ |
204 |
535 |
||
164 |
26 |
)1 |
■ 205 |
. 536 |
||
i6C> |
28 |
M |
207 |
. 538 |
||
. . 16S |
522 |
>1 |
210 |
537 |
||
) |
..172 |
523 |
»» |
211 |
539 |
|
..174 |
24 |
1878 |
251 |
57 |
||
yy |
.. T79 |
29 |
1879 |
. 256 . |
66 |
|
j> |
..187 |
524 |
I04
THE LOCOMOTIVES OF
The 50 engines built " outside " were of the same general type, as can be seen from the accompanying illus- tration (Fig. 67), but no details are to hand save that the wheels and cylinders were identical with those of the Doncaster-built batch, and that the total heating surface Avas 843 sq. ft. as regards the more numerous set. They were delivered in the following order: —
Date. |
Engine No. |
Builders. |
Builders' No. |
1875 • |
■ 551-556 • |
. Sharp, Stewart S: Co. |
■ 2564-9 |
1876 . |
• 557-562 . |
»» )> |
• 2570-5 |
^' |
• 563-572 • |
M )» |
• 2585-94 |
J* |
■ 573-580 . |
T1 )» |
■ 2646-53 |
M |
. 58 I -600 . |
Kitson & Co. |
. 2059-78 |
Those readers who are interested in sucli matters should take note that the engines' and makers' numbers do not always run in strict agreement, as, for instance, engine
Fig. 67.
Nos. 563 and 564 bear makers' Nos. 2586 and 2585 respec- tively. The weight of the engines built by Messrs. Sharp, Stewart & Co. is given as 31 tons 13 cwt.
From 1876 onwards a few small passenger engines were built for local services, having four wheels coupled in front and a smaller pair of trailing wheels under the foot- plate, the water supply being carried in a saddle tank on
THE GREAT NORTHERN RAILWAY. 105
top of the boiler. Altogether six of these locomotives were built at Doncaster in the following order :—
Date. --V---'-' — ^.j,.— Date.
1876
Doucaster No. 20S 201) 216
Engine No.
161 632
Doncaster No.
501 i 1877 .. 21S
502 1 1S78 .. 241
503 I „ •• 244
The accompanynig illustration (Fig. 68) shows the chief features of the first four, whilst the following are their leading dimensions :— cylinders ly^-in. in diameter and 26-in. length of stroke, coupled wheels 5-ft. i^-in. in diame- ter, trailing wheels 3-ft. j^-in. m diameter. The wheel-base
Fig. 68.
measured a total of 15-ft., the coupled wheels being 6-ft. 7-in. apart, centre to centre. Length of frame- plates between buffer beams 24-ft., the overhang being 5-ft. 3-in. in front and 3-ft. 9-in. at rear respectively. The boiler barrel was pitched with its centre-line 6-ft. g-in. above the rail level, and measured 9-ft. 3-in. in length, with a diameter outside the smallest ring of 3-ft. lo^-in., while the outside firebox had a length of 4-ft. 6-in. The heating surface amounted to a total of 763 sq. ft., of which 74 sq. ft. were contributed by the firebox and 689 sq. ft. by the tubes, and the grate area measured i2f sq. ft. In the saddle tank there was a
io6
THE LOCOMOTIVES OF
capacity for 800 gallons of water, while a fair supply of coal was provided for in a bunker at the trailing end 4-ft. 6-in. high, 2-ft. 6-in. long, and extending the whole width of the footplate. The total weight of these engines in working order amounted to 37 tons 5 cwt., allotted as follows : — leading wheels 12 tons 13 cwt., driving wheels 14 tons 5 cwt., trailing wheels 10 tons 7 cwt. It should be noted that Nos. 501 to 503 took the numbers hitherto appropriated by three small tank engines taken over from the Stamford and Essendine Railway in 1875 and broken up after about
Fig. 69.
a year's service. No details are to hand respecting these original engines, except that they had cylinders 15-in. by 2o-in., 13-in. by i8-in. and ii-in. by 22-in.
Nos. 631 and 632 differed from the other four of the class in having cylinders only 16-in. in diameter, with a 22-in. length of stroke. Otherwise, except for a slightly smaller bunker capacity, they were for all practical purposes of the same dimensions and type as No. 502, as can be seen from the accompanying illustration (Fig. 69) showing No. 631.
A further number of coupled passenger engines was
THE GREAT NORTHERN RAILWAY. 107
built during the years 188 1-3, which differed from the pre- ceding engines of the same type in no essential particular ; and they are, for the purposes of this article, divided from the No. 86 class, already illustrated and described, for no other reason than that thev were the first of the class to be
Fig. 70.
provided with plain splashers. As can be seen from the accompanying illustration of No. 78, shown in Fig 70, they were in other details almost precisely similar to the earlier class, and were of the same general dimensions. This order consisted of nine locomotives having the dates and numbers
Date.
1882
IS83
The success of the new type of saddle-tank goods engines (illustrated on a previous page) being now beyond question, Mr. Stirling proceeded in 1881 to build a consider- able number of new locomotives of the same general type, but diflfering in a few dimensions, the tank capacity being smaller and the bunker larger than in the pioneers of the
given |
below : — |
|
Date. |
Doncaster No. |
Engine No. |
1881 |
.. 311 |
208 |
ii |
•■317 |
227 |
)i |
322 |
91 |
1882 |
• • 338 |
78 |
»> |
• 339 |
88 |
ncaster No. |
Engine No. |
343 |
201 |
344 |
202 |
351 |
699 |
352 |
700 |
io8
THE LOCOMOTIVES OF
class. The cylinders still retained the original dimensions, 17^-in. in diameter with a stroke of 26-in., and the six- coupled wheels were also of the same diameter, 4-ft. 7-in., and were spaced at intervals between centres of 7-ft. 3-in. and 8-ft. 3-in. from front to back. Over all, however, the new engines were longer than their predecessors, the frame- plate measuring 26-ft. lo-in. in length, with an o^erhang of 5-ft. 6-in. at front and 5-ft. lo-in. at back respectively. The boiler barrel, which was pitched with its centre-line 6-ft. 7^-in. above the rails, measured lo-ft. i-in. long, with a
Fig. 71.
diameter outside the smallest ring of 3-ft. loA^-in., and the firebox casing was 5-ft. 6-in. long outside. A total heating surface of 798 sq. ft. was apportioned as follows : — firebox 83 sq. ft., tubes 715 sq. ft., and the grate area was 16 sq. ft. In full working order, with 1,000 gallons of water in the saddle tank, these engines weighed 42 tons 12 cwt., of which 14 tons 6 cwt. were allotted to the leading wheels, 15 tons 8 cwt. to the driving wheels, and the remaining 12 tons 18 cwt. to the trailing wheels. The accompanying illustration of No. 779 (Fig. 71) will afford an idea of the external appear- ance of these locomotives, which numbered 43, built at the
THE GREAT XORTHEKN KAILWAV. 109
following dates and with the works and running numbers here given : —
Date. iSSi
18S2
1S83
188=
1886
Doncaster No. |
Engine Xo. |
Date. |
Doncaster Xo. |
Engine No. |
■ 315 |
. 672 |
1886 |
. . 403 |
• 787 |
..316 |
• 673 |
J» |
. . 404 |
788 |
..319 |
674 |
1887 |
. . 429 |
• 7S9 |
■325 |
• 675 |
1 J |
. . 430 |
790 |
326 |
676 |
)1 |
• ■ 439 |
779 |
•332 |
677 |
J) |
. . 440 |
780 |
553 |
67S |
1 888 |
•• 453 |
Soi |
334 |
679 |
J? |
454 |
S02 |
335 |
6S0 |
)? |
■■ 459 |
S03 |
340 |
681 |
»? |
.. 46S |
804 |
353 |
688 |
1889 |
48t |
805 |
354 |
689 |
)1 |
482 |
806 |
355 |
690 |
1890 |
509 |
397 |
•• 35S |
691 |
Jl |
.. 5" |
139 |
359 |
692 |
)» |
• • 521 |
S07 |
360 |
693 |
)) |
•• 523 |
808 |
•• 387 |
.. 781 |
1891 |
• ■ 527 |
809 |
• • 388 |
782 |
)i |
•• 530 |
810 |
399 |
■• 7S3 |
,. |
•• 536 |
851 |
400 |
•■ 784 |
»i |
.. 538 |
852 0 |
401 |
■■ 785 |
M |
544 |
853 |
402 |
786 |
In 1 88 1 Mr. Stirling brought out a new type of passenger tank engine for local and suburban services. These locomoti\es were eight-wheeled, having two pairs of driving wheels coupled in front and a trailing bogie, and they differed from the earlier design already illustrated in Figs. 46 and 47 by having the water supply provided in side tanks with the coal bunker distinct behind the footplate. From an inspection of the illustration here given of No. 761, Fig. 72, it will be seen that the general design was very neat and compact, the arrangement of the side tanks, cab and bunker in one piece conducing greatly to that effect, and producing an ample shelter for the men in charge. These engines, 16 in number, were built to the following
no
THE LOCOMOTIVES OF
dimensions: cylinders lyi-in. by 24-in., diameter of driving wheels 5-ft. i-in., and of bogie wheels 3-ft. The total wheel- base was 22 -ft. 6-in., the coupled wheel centres being 7-ft. 3-in. apart, and the bogie wheel centres 5-ft. From the leading wheel centre to the centre of the bogie pin measured 19-ft. 9-in., the bogie pin being placed 3-in. in advance of the centre of the bogie. The frames measured over all 29-ft. 3-in., the overhang being 5-ft. 3-in. and i-ft. 6-in. at front and back respectively. Pitched with its centre line 7-ft. 3-in. above the rails, the boiler barrel had a length of
Fig. 72.
lo-ft. I-in., and a diameter outside the smallest ring of 4-ft. o^-in., while the firebox casing was 5-ft. 6-in. long outside, with a depth below the centre fine of 5-ft. 2-in. and 4-ft. 8-in. at front and back respectively. The heating surface of the tubes was 830 sq. ft. The two side tanks collectively had a capacity of 1,000 gallons of water and the bunker held 3 tons of coal, and with these supplies brought the total weight of the engines in working order up to the respectable total of 50 tons 4 cwt. Following is a list of the dates and numbers of the 16 engines comprised in this group : —
THE GREAT NORTHERN RAILWAY, iii
Date. 1881
1882
1884
Doncaster |
Engine |
No. |
No. |
.318 |
65S |
•327 |
659 |
• 328 |
660 |
••331 |
661 |
• 33^> |
682 |
• ■ 337 |
683 |
•363 |
694 |
• • 365 |
695 |
Date. 1884
1885
Doncaster |
Engine |
No. |
No. |
369 |
696 |
372 |
697 |
375 |
698 |
376 |
761 |
381 |
762 |
384 ■ |
763 |
3^5 |
764 |
386 |
765 |
Nos. 694 to 698 and 761 were fitted with condensing apparatus and low chimneys for working on the Metropolitan service. The others were all stationed at Bradford.
As the demand for engine power to work goods traffic was in excess of the supply possible from Doncaster, the Company ordered 35 goods locomotives very similar to the type illustrated in Fig. 63, having cylinders lyh-in. by 26-in., and 5-ft. i-in. wheels, from "outside" firms in the
following order : — |
||
Date Makers. |
Makers' Nos. |
Engine Nos. |
1S82 . . Vulcan Foundry |
954-68 |
716-30 |
1882 . . Dubs & Co. ' |
1607-26 |
731-50 |
A new type of saddle-tank locomotives, substantially of the same general class as those described and illustrated by Fig. 71, but adapted in certain dimensions to suit the requirements of a special traffic, was brought out in 1882, four engines being built of the type in the following order: —
Date. |
Doncaster No. |
Engine No. |
Date. |
Doncaster No. |
Engine No. |
1882 |
• • 347 |
684 |
1884 |
. . 364 |
686 |
,, |
. . 348 |
685 |
,, |
. . 366 |
687 |
While of the same general design as the previously mentioned class of goods tank-locomotives, these four engines were, apart from having wheels of 6-in. less diameter, slightly modified in detail, because, being intended to work trains over a portion of the Great Eastern and kindred railways in the east-end of London, in the direction
112 THE LOCOMOTIVES OF
of Poplar, Royal Mint Street and Thames Wharf, it was necessary to reduce their vertical dimensions to suit the loading-gauges at that time in force between the last-named place and Stratford Low Level. With this end in view the boiler was pitched with its centre line no more than 6-ft. 2-in. above the le\'el of the rails, and the chimney and safety valve casing were also reduced so as to keep within a clear height above the rails of ii-ft. 6-in. These engines had the following leading dimensions : the cylinders, which inclined downwards towards the driving axle at the standard slope of I in 8f, measured ly-^^-in. in diameter with a stroke of 24-in. The three pairs of driving wheels were each 4-ft. I -in. in diameter, and were spaced over a total wheel- base of 15-ft. 6-in., with 7-ft. 3-in. separating the leading and driving axle centres, and 8-ft. 3-in. separating the driving and trailing axle centres. The two single frame plates each measured 26-ft. lo-in. long, the overhang being 5-ft. 6-in. and 5-ft. lo-in. at leading and trailing ends respectively, while the footplate was at the standard height above the rails of 4-ft. 2-in. As usual, the boiler barrel consisted of three telescopic rings, having diameters of 3-ft. lo^-in., 3-ft. iij-in., and 4-ft. o^-in. respectively, outside measurement, with a length of barrel 10- ft., the height of the centre line above the rails being 6-ft. 2-in., as already mentioned. The outside firebox was 5-ft. 6.-in. long, and was distant i-ft. io|-in. from the centre of the driving axle. Over the boiler and firebox was a saddle tank containing 1,000 gallons of water, and the coal was carried in a capacious bunker at the trailing end. The weight of these engines was slightly over 40 tons in working order. It may be mentioned here that the loading gauge has been
THE GREAT NORTHERN RAILWAY. 113
raised at Stratford Bridge in recent years, and that these engines, and others to be referred to later, have since been fitted with standard chimnej's as they required renewal.
A further supply of mixed traffic engines becoming necessary, in 1882 ^Ir. Stirling brought out a modified design, in which the severity of his later patterns became apparent. The perforated splashers of earlier days Avere
Fig- 73-
abandoned and more simplicity in outward appearance adopted. Fig. 73 shows No. 103. the pioneer of the new type of engines, of which 12 were built during the years 1882 to 1885 inclusive, in the following order: —
Date. 1882
1883
1884
Doncaster No.
345 346 361 362
370 371
Engine No.
103 104
112
"3
114
"5
Date. 1884
1885
Doncaster No.
373 374 391 392 397 39S
EnKine No.
105 106 107 108 109 no
11 those
In dimensions these engines differed slightly fro: preceding them. The cylinders were still 17^-in. in diameter, with a stroke of 24-in., and the front coupled driving wheels measured, when new, 5-ft. 7^-in. in diameter the trailing wheels, however, being enlarged 6-in., to a
114
THE LOCOMOTIVES OF
diameter of 4-ft. i-|-in. The wheel-base was 15-ft. 3-in., of which 7-ft. 3-in. separated the centres of the coupled axles, while the frame-plates measured 23-ft. 8-in. over ends, the overhang being 4-ft. 11 -in. and 3-ft. 6-in. at leading and trailing ends respectively. The boiler barrel measured lo-ft. in length, -with a diameter, outside the smallest ring, of 4-ft. o^-in., and contained 186 tubes, each if-in. in diameter; while the firebox shell was 5-ft. 6-in. long outside, with a breadth at the frame-level of 4-ft. i-in.
In 1883 Mr. Stirling designed a new class of six-coupled
Fig. 74-
tender engines of unusual power, for working the mineral traffic in the West Riding, where the gradients to be surmounted are often as severe as i in 50, and the eight engines of this class were consequently known as the " West Riding " coal engines. Their order of building Avas as follows : —
Date.
1883
jncaster |
Engine |
No. |
No. |
356 . |
374 |
357 |
172 |
395 |
185 |
396 |
i8g |
Date.
1887
Doncaster No.
447 448
457 458
Engine No.
142
188
156
157
In general dimensions and in appearance, as can be seen from the accompanying illustration. Fig. 74, showing
THE GREAT NORTHERN RAILWAY. 115
No. 172, these engines were practically of the standard type of goods engine, having 17-^- in. by 26-in. cyhnders, but a large increase in tractive force was obtained by reducing the diameter of the driving wheels down to 4-ft. 7-in. The engines of this type stood on a total wheel-base of 15-ft. 6-in., divided as usual into sections of 7-ft. 3-in. between the leading and driving axles, and 8-ft. 3-in. between the driving and trailing axles, centre to centre. The frame- plates were unusually long, 24-ft. 5i^-in., with an overhang forward of 5-ft. 2-in., and behind of 3-ft. g-j-in., and as usual the height to the footplate was 4-ft. 2-in. Pitched with its centre line 7-ft. 2-in. above the rails, the boiler barrel had a length of lo-ft. i-in. and a diameter outside the smallest ring of 4-ft. oi-in. while the firebox shell measured 5-ft. 6-in. in length outside, and was distant i-ft. lo^-in. from the driving axle centre. It will be seen that, like the large mineral engines designed by Mr. Stirling in 1872, these locomotives were built for a special traffic.
With the Doncaster works fully occupied, and a growing demand for further engine power for passenger traffic, the locomotive superintendent was compelled at about this date to order a number of standard coupled passenger locomotives from "outside." This order con- sisted in all of 15 engines, built by Messrs. Kitson cS: Co., of Leeds, with the following dates and numbers : —
Date. 1883
Makers' |
Engine |
No. |
No. |
2479-85 . |
• 701-7 |
Date. 1884
Makers' |
Engine |
No. |
No. |
2486-93 . |
• 708-15 |
These engines were, as already stated, practically of standard design, at all events as regards the first seven of them, but in No. 708 a modification of the outside frame- plate was adopted to the extent shown in the accompanying
ii6
THE LOCOMOTIVES OF
illustration, Fig. 73, and apparently the change was con- sidered so satisfactory that a very similar modification was introduced into all engines of the class subsequently built at Doncaster, The leading dimensions of these "outside" built engines were substantially in agreement with the standards then prevailing at the Company's own works, the cylinders being ijA-in. in diameter with a 26-in. stroke, the coupled wheels being 6-ft. 7-i-in. in diameter, and the leading wheels 4-ft. i^-in.. while the distribution of the wheel-base was also in accordance with the figures already
Fig. 75-
quoted. The boiler barrel measured 10-ft. 2-in. in length with a diameter outside the smallest ring of 4-ft. o^-in., and contained 1S6 tubes of i^-in. diameter. The internal firebox was 4-ft. loi-inches long, by 3-ft. 6-in. wide, and afforded a grate area of 16^ sq. ft. In full working order these engines weighed a total of 38 tons 4 cwt., apportioned as follows: leading wheels 12 tons 15 cwt.; driving wheels 13 tons 16 cwt. ; and trailing wheels 11 tons 13 cwt.
In addition to these 15 engines, Mr. Stirling also put in hand at the Doncaster works further similar locomotives, with tiie newer pattern of frame, except for the
>
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>•
t3
C bo
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CJ
^3
♦.
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O
a
o
o
O
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60 O
o
THE GREAT NORTHERN RAILWAY. 117
fact that the perforations still retained the shape of the older Doncaster-built engines. These engines came out at intervals during the next three years, in the following order : —
Date. 1884
1 886
ncaster |
Engine |
No. |
No. |
367 |
751 |
368 |
752 |
377 |
206 |
378 |
209 |
382 |
753 |
383 |
754 |
405 |
211 |
406 |
217 |
407 |
224 |
Date. 1886
1887
Doncaster No. |
Engine No. |
408 |
228 |
421 |
216 |
422 |
225 |
423 424 |
755 756 |
425 426 |
757 • 758 |
437 438 |
759 760 |
Up to this period (1884) 37 of the fine 8-ft. bogie express engines, designed by Mr. Stirling, had been built, all practically identical in details with the original No. i of 1870, and with fourteen years' experience in service their designer saw no reason for materially altering the type when a demand for more express engines arose. The construction of a continuation of the class was accordingly entered on at Doncaster, and in the course of the next seven years ten more 8-footers w^ere produced, making in all 47 built to the same general dimensions. Such alterations or modifications as were introduced into this second series were those of detail rather than of principle, being indeed a mere bringing- up of these fine engines into line with the practice prevailing at a given time in respect to all other locomotive stock turned out from Doncaster works. So far as external appearance is concerned, it is sufficient to compare the accompanying illustration. Fig. 76, showing No. 778 as built in 1887, with the original No. i already given, to show how little modification became desirable in a space of seven- teen years. Otherwise, dealing with changes that are I
ii8
THE LOCOMOTIVES OF
scarcely apparent in a drawing which shows only the external view of the locomotive, it may be well to refer more particularly to the slight character of the internal changes. Among the first of the alterations was an increase in the diameter of the trailing wheels to the extent of 6^-in., and the substitution of Ramsbottom valves for the original spring-balance safety valves. In the framing, a slight change was made at the trailing end by the replacing of the cast-iron footplate originally used there, by stays made of plates and angle irons. At the leading end also a
Fig. 76.
slight alteration was made to secure greater strength, and the framing of the bogie was modified in some details. For the later engines of the class a rather heavier driving axle was employed, no doubt in direct consequence of the gradual increase of weight on the driving wheels, the chief enlarge- ment taking effect in the necks receiving the bearings, which were increased to 8|-in. in diameter, in place of the original 8-in. The ordinary plate springs at first used to transmit the weight to the driving wheels were in the very latest engines abandoned in favour of a pair of Timmis' helical springs under each axlebox, while, on the other hand,
THE GREAT NORTHERN RAILWAY. 119
the volute springs formerly adopted for the trailing wheels were replaced by plate springs slung under the axleboxes. So far as the boiler and firebox were concerned a few modifications were made and the later engines of the class were provided with the customary brick arch in the firebox in place of the sloping water mid-feather at first furnished for the same purpose, and the injectors were removed from the sides to the footplate end of the firebox, and thence delivered their feed to the middle of the boiler barrel by means of an internal tube which ran across the top of the inside firebox. The boiler barrel was slightly enlarged in diameter, but strangely enough, so it would seem, the heating surface was reduced by the reduction of the number of flue tubes to 174, of a diameter of if -in. each, these figures henceforth constituting the standard throughout Mr. Stirling's continuance of office. These engines were built in the following order : —
Date. |
Doncaster No. |
Engine No. |
Date. |
Doncaster . No. |
Engine No. |
||
1884 |
379 |
771 |
1887 |
433 |
776 |
||
, . |
. 380 |
772 |
. , |
441 |
777 |
||
1885 |
• 393 |
773 |
, , |
442 |
778 |
||
,, |
• 394 |
774 |
i«93 |
631 |
lOOI |
||
1S86 |
• 427 |
775 |
632 |
1002 |
|||
It may |
be interestin |
g to n |
ote that |
N |
OS |
. I 00 I - 2 |
w'ere |
originally allotted Nos. 264-5, ^^e idea then being to break up the old converted singles bearing those numbers. How- ever, fortunately, for the two historic veterans, other counsels prevailed in the nick of time, and as a sign tliat they would be granted a further lease of life the two newer engines were in 1894 renumbered as is given above.
Having already dealt in some fulness with the original No. I of 1870, it may be instructive to notice closely the parallel dimensions here given of No. 776, built in 1887,
120 THE LOCOMOTIVES OF
with a \ie\v to seeing how httle change was effected after an experience of 17 years. The dimensions of No. 776 corresponding to those already given of No. i were as follows: diameter of bogie wheels 3-ft. ii-i-in. ; of driving wheels 8-ft. i^-in. ; and of trailing wheels 4-ft. 7^-in. Wheelbase: bogie wheel centres 6-ft. 6-in.; from hind bogie wheel to driving wheel centres 7-ft. 9-in. ; from driving to trailing wheel centres 8-ft. 8-in. ; from centre of bogie pin to centre of trailing wheels ig-ft. 5-in. ; total wheel-base 22-ft. 1 1 -in. Total length of frame plates 27-ft. 7-in., with an overhang of 2-ft. 2-in. in front, and 2-ft. 6-in. at back; out- side buffer beams 28-ft. i-in. ; over buffers 29-ft. g-in. Cylinders i8-in. in diameter, 28-in. stroke. Boiler barrel 1 1 -ft. 5-in. long, with a diameter outside the smallest ring of 4-ft. ; height of centre line above the rails 7-ft. 3^-in. ; containing 174 copper tubes, each 11 -ft. g-in. long by i-|-in. in diameter. Length of firebox casing 6-ft. 2-in. ; distance from driving axle centre i-ft. g-in. ; depth below centre line of boiler, in front 5-ft. if-in., at back 4-ft. 7f-in. Heating surface : firebox log sq. ft. ; tubes g36 sq. ft. ; total 1,045 sq. ft. ; grate area 17*75 ^Q- ^^- "> boiler pressure 160 lbs. per sq. in. Total w^eight of engine, 45 tons 3 cwt., distributed as follows : leading bogie wheels 8 tons 2 cwt., hind bogie wheels, g tons g cwt., driving wheels 17 tons, and trailing wheels 10 tons 12 cwt. The tender in use for express work in 1887 contained 2,900 gallons of water and 5 tons of coal, and weighed when thus loaded 33 tons 7 cwt. 3 qrs.
Specimens of these 8-ft. engines have been exhibited on different occasions. No. 47 was at the Railway Jubilee Exhibition, held at Darlington in 1875; No. 664 took part in the Stephenson Centenary Exhibition at Newcastle in
THE GREAT XOimiEKX KATLW'AV. 121
1881 ; and Xo. 776 was shown, not only at the Xewcastle Exhibition of 1887, but also at Edinburgh in 1890. Xo. 776, by the way, had the old " built-up " chimney, and not the plain cast-iron pattern shown in the drawing of Xo. 77S. With regard to power and speed, these engines have reflected the highest credit on the foresight of their designer, since even at the present day the locomotives which were planned more than thirty years ago are still dealing with the fastest and some of the heaviest trafific on a far from easy road, with ruling gradients of i in 200. During Mr. Stirling's long term of office, the use of pilot engines, or double-engine running, as it may preferably be called, was strictly forbidden, and yet trains of from ten to sixteen heavy six-wheeled coaches, giving loads behind the tender of from 150 to 240 tons, were drawn to and from King's Cross at booked speeds ranging from 45 to 55 miles per hour, with regularity and success. The great increase in the weight of trains during the last few years, has, however, at last, begun to tell on locomotives never very superabundantly provided with boiler power, and "pilots" are now often to be seen assisting the eight-footers. Even a later and larger edition of the same engine, which will be dealt with in due course, is almost equally overloaded in meeting present-day requirements, the defect in either case being a want of sufficient boiler power to maintain the maximum efforts now required.
As regards extreme speed, the records published of the now "historic races" to Edinburgh in 1888, and to Aberdeen in 1895, give some remarkable instances. P"or example, on August 20th and 21st, 1895, respectively, engine No. 668 took a load, reckoned as 10 1 tons behind
122 THE LOCOMOTIVES OE
the tender, from King's Cross to Grantham, 103^ miles, in 104 min. 51 sec. and in loi min. respectively; while another, No. 775, on August 19th, 20th and 21st, conveyed the same train from Grantham to York. S2^ miles, in 79 min. 9 sec, 78 min. 9 sec. and 76 min. respec- tively. In 1888, the best performances of the bogie singles had been, from King's Cross to Grantham, in 11 1 min. 49 sec, by No. 22, and from Grantham to York in 88 min., by No. 775, the champion also of the later so-called " race." Apart from these special runs, it is worth noting that the ordinary service of the Great Northern Railway demands that on at least half-a-dozen occasions daily it is necessary for the engine to cover a distance of 60 miles in 60 minutes when running between the London terminus and Grantham, up or down, in order to keep time.
In dealing wnth the 8-ft. bogie engines as originally designed by Mr. Stirling and brought out in the year 1870, it was suggested that he adopted the two main features, of outside cylinders and a leading bogie, as a matter of necessity, not of choice, and there appears to be proof of this theory in the fact that in 1885 he brought out an engine which, though on an enlarged scale throughout, was practically a repetition of the six-wheeled single driving engine of 1868, and which was, nevertheless, intended to perform e.xactly the same duty as the large bogie engines. This new engine, of which an illustration is given in the accompany- ing Fig. 77, was inmiediately followed by another of the same dimensions : —
Date. Doncaster No. Engine No.
1S85 389 238
390 232
THE GREAT NORTHERN RAILWAY. 123
og=-
The leading particulars of both these fine six-wheeled locomotives were as follows : — diameter of driving wheels 7-ft. 7i-in., and of leading and trailing wheels 4-ft. i^-in. ; wheel-base: leading to driving wheel centres g-ft. 9-in., driving to trailing wheel centres 8-ft. i-in., total 1 7-ft. lo-in. ; cylinders i8^-in. in diameter, with a stroke of 26-in.; boiler, all steel : length of barrel, lo-ft. 6-in., working pressure 150 lbs. to the sq. in., total heating surface 967-8 sq. ft. ; frames, of steel, ii-in. thick; total weight of engine in working order 39 tons 13 cwt., of which the driving wheels received 17 tons.
The two experimental engines fulfilling expecta- tions, during the next few years more locomotives of the same type were turned out from Doncaster Works in quick succession, to the number of ten, in the follow- ing order : —
124
THE LOCOMOTIVES OF
Doncaster. No. |
Engine No. |
Date. |
Doncaster. No. |
Engine |
409 |
234 |
1887 |
• 446 |
239 |
410 |
229 |
1888 |
• 455 |
231 |
428 |
237 |
, , |
456 |
•• 233 |
434 |
230 |
,, |
• 469 |
235 |
445 |
236 |
^ |
• 470 |
240 |
Date. 1886
1887
It will be noted with some regret that these 12 engines took the numbers of Mr. Sturrock's fine 7-ft. singles, which henceforth became relegated to the " A " class.
The second series of these express locomotives were larger throughout than their two prototypes, being built so as to
Fig. 78.
take boilers of the standard pattern supplied to the bogie engines of the same date, while their external appearance differed but slightly from that of No. 238, as can be seen from the accompanying illustration. Fig. 78, which shows No. 229. The leading dimensions were as follows : diameter of driving wheels 7-ft. 7^-in., and of leading and trailing wheels 4-ft. i^-in.; wheel-base : leading to driving wheel centres lo-ft. 8-in., driving to trailing wheel centres 8-ft. 5-in., total ig-ft. i-in. ; length of frameplates 25-ft. 5-in., with an overhang in front of 3-ft. i-in., and at back of 3-ft. 3-in. Cylinders i8f-in. in diameter with 26-in.
THE GREAT NORTHERN RAILWAY. 125
length of stroke; boiler barrel 11 -ft. 3-in. in length with a diameter outside the smallest ring of 4-ft. ; centre line above rails 7-ft. 6-in., containing 186 tubes, each ii-ft. 9-in. long with a diameter of if -in. ; working pressure 160 lbs. per sq. in. Heating surface: firebox log sq. ft., tubes 1,001 sq. ft. ; total 1,110 sq. ft., grate area 18-4 sq. ft. The firebox casing measured 6-ft. 2-in. long by 4-ft. oi^-in. wide at the bottom. The crank axle was forged of Siemens- Martin steel, with bearings 8^-in. in diameter and 7-in. long, and with wheel seats of the large size of gf-in. The motion consisted of the ordinary open slot link and eccentrics invariably adopted by ^Ir. Stirling. In full working order engines of this class weighed a total of 39 tons 14 cwt., apportioned as follows: leading wheels 11 tons 18 cwt., driving wheels 17 tons, trailing wheels 10 tons 16 cwt. Empty the engine weighed exactly 3 tons less, the weights then being 11 tons, 15 tons 14 cwt., and 10 tons respectively. The tender carried 2,900 gallons of water and 4 tons of coal and weighed 38 tons 10 cwt.
While cheaper both in first cost and in up-keep than the bogie engines, these six-wheelers were found to be quite as efhcient in the conduct of the express traffic. If anything they have proved themselves faster than the larger engines, both as regards the maximum speed for individual miles and the average speed throughout a long run. During the "races" to Edinburgh and Aberdeen respectively, in 1888 and 1895, these engines shared the running of the East Coast trains from King's Cross to York with the 8-ft. singles, and the record run of 1888 was obtained with No. 233, which on August 25th of that year covered the distance between London and Grantham, 105I- miles, in 105
126
THE LOCOMOTIVES OF
minutes, or at the average rate of 60*2 miles per hour. So far as coal consumption was concerned, there seemed to be little to choose between the two classes, and though sharing the running with the eight-footers the six-wheelers never superseded them. In fact, the two distinct classes were built, as it were, side by side, and more bogie engines were turned out from Doncaster, as will presentl}- be seen, some time after the building of the six- wheeled engines had ceased. In 1886, after an interval of nearly five years, Mr. Stirling again found it necessary to provide additional
six-coupled goods engines, and during the next eight years no fewer than 72 locomoti\es of the class were built at the Doncaster works. They were generally of what might be termed Mr. Stirling's standard pattern as originally introduced in 1867, but brought up to date in external details and in some few dimensions. The accompanying illustration of No. 831, shown m Fig. 79, conveys an idea of the appearance of these useful engines, the leading dimensions being as here given : cylinders ly^-in. in diameter with a stroke of 26-in.; diameter of six-coupled driving wheels, 5-ft. i^-in. ; wheel-base : leading to
THl- CKCAT N()1M"111:KN RAILWAY. 127
driving wheel centres 7-ft. 3-in., driving to trailing wheel centres 8-ft. 3-in.. total 15-ft. 6-in. ; length of frame plates 23-ft. 1 1 -in.. Avith an overhang of 5-ft. 2-in. and 3-ft. 3-in. at leading and trailing ends respectixely. The boiler barrel was lo-ft. i-in. in length, with a diameter outside the smallest ring of 4-ft. o^-in., and was pitched with its centre line 7-ft. 2-in. above the level of the rails. It contained 174 tubes of i|-in. diameter and the firebox casing measured 5-ft. 6-in. in. length outside; the boiler pressure was 160 lbs. per sq. in. A total heating surface of 922-4 sq. ft. was provided in tiie following proportions : firebox 92-4 S(\. ft.. tubes 830 sq. ft. ; and the grate area was 16-25 sq. ft. In full working order, engines of this class weighed 36 tons 10 cwt., divided as follows: leading wheels 12 tons 18 cwt.. driving wheels 14 tons 8 cwt. and trailing wheels 9 tons 4 cwt. The standard tender provided had a total weight of 34 tons 18 cwt. 3 qrs., Avith its normal supply of 2,800 gallons of water and 5 tons of coal.
The dates, works and running numbers of the 72 en'gines comprised in this series of goods engines are given
in the following table
Doncaster
Date. |
So. |
1886 |
.. 4i[ |
1 1 |
.. 412 |
,, |
•• 413 |
, , |
414 |
•• |
•• 415 416 |
•• |
•• 4'7 . . 418 |
, , |
419 |
1887 |
420 •• 431 |
, , |
•■ 432 |
•• |
■• 443 444 |
Engine No.
79 ( 792 793 794 795 796
797 798
799 800
322 307 '99 320
Date.
18S7
1888
1889
Doncaster |
Engine |
No. |
\o. |
• • 449 |
. 176 |
■ - 450 |
• 183 |
45' |
• 389 |
..452 |
'47 |
41 >o |
. 178 |
. . 461 |
309 |
462 |
150 |
• ■ 463 |
■ 324 |
. . 464 |
181 |
. . 465 |
• 321 |
475 |
• 323 |
476 |
. 382 |
• ■ 479 |
300 |
480 |
. 301 |
128
THE LOCOMOTIVES OF
Date. 1889
1890
1891
Doncaster No. 487 488 493 494 495 496
501 502
503 505 514 515 522
524 529 533 537 539 541 543 545 547
Engine. No.
330
135 170
195 191
383 342 347 175 391 378 370 831 832
833 834 835 385 836
379 837 839
Doncaster |
Engine. |
|
Date. |
No. |
No. |
1891 |
• 550 |
. 838 |
» t |
• 552 |
840 |
1 t |
• 554 |
841 |
1 t ' |
■ 556 |
• 845 |
f t |
■ 558 |
842 |
1 , |
560 |
. 846 |
t t |
. 561 |
843 |
1892 |
- 563 |
• 847 |
» ) |
• 565 |
■ 844 |
1 I |
■ 567 |
848 |
1 I |
569 |
849 |
1 1 |
• 572 |
850 |
f » • |
574 |
• 317 |
I r |
• 575 |
■ 341 |
1 ■ |
586 |
143 |
1 1 |
• 587 |
346 |
I 1 |
592 |
■ 313 |
I I |
• 595 |
182 |
1893 |
• 634 |
• 319 |
, , |
■ 637 |
■ 327 |
1894 |
641 • 645 |
lOII 1012 |
Nos. ion and 1012 were originally allotted Nos. 315 and 318 respectively, but subsequently received their numbers as given in the list, and the two old engines bearing the numbers 315 and 318 remained on the list^of G.N.R. stock for a little while longer, until Mr. Stirhng's successor replaced them by new engines in 1898, as will be seen later.
Several new mixed traffic engines were put in order from 1887 onwards, to the number of 21 in all, built at intervals during the next eight years. In external appear- ance they were practically identical with No. 103, already illustrated in Fig. 73, so that a separate representation of them is scarcely necessary. They had cylinders 17^-in. in diameter with a stroke of 24-in., with front coupled driving wheels each 5-ft. 7^-in. in diameter and a pair of traihng wheels 4-ft. i^-in. in diameter. The total wheel-
THE GREAT NORTHERN RAH.WAY. 129
base measured 15-ft. 3-in., of which 7-fl. 3-in. divided the centres of the coupled axles, and the frame plates had a length of 23-ft. S-in., with an overhang of 4-ft. 11 -in. and 3-ft. 6-in. at leading and trailing ends respectively. The boiler barrel was lo-ft. long, with a diameter outside the smallest ring of 4-ft. o^-in., the centre line being pitched 7-ft. 2-in. above the rail level, and it contained 174 tubes each i|-in. in diameter. The firebox casing measured 5-ft. 6-in. long outside and the boiler pressure -was adjusted to 160 lbs. per sq. in. Heating surface was provided as follows: firebox 92-4 sq. ft., tubes 823-6 sq. ft., total 916 sq. ft., and the grate area was 16-25 sq. ft. In working order the engines of this class weighed 35 tons 2 cwt., apportioned as follows: leading wheels 12 tons 16 cwt.. driving wheels 14 tons, trailing wheels 8 tons 6 cwt. The tender was of the same weight and capacity as that allotted to the goods engines, previously described.
These mixed traffic engines bore the following dates and numbers: —
Date. 1887
1888
1891 1893
Doncaster No.
435
436 466 467
473
474 546
557 602 604 609
Engine No. 10 12 20 326 42
43 951 952 325 355 35^'
Date. |
Doncaster No. |
Engine |
1893 |
611 |
357 |
. . 616 |
358 |
|
, , |
620 |
957 |
, , |
. . 625 |
953 |
, , |
. . 626 |
954 |
1894 |
. . 663 |
955 |
. . 664 |
956 |
|
1895 |
. . 685 . . 686 |
958 959 |
■• |
. . 687 |
960 |
Nos. 951 and 952 ran for some months as Nos. 67 and 70, and were renumbered in 1892.
Towards the close of the year 1888 Mr. Stirling brought out the first of his latest class of standard four-coupled
I30
THE LOCOMOTIVES OF
passenger engines, which in all main essentials were almost identical with those which constituted his maiden design on the G. N. R. more than twenty years previously. These later engines, which are illustrated by No. 870, shown in accompanying Fig. 80. numbered 56 in all, and were of the general dimensions here gi\en : cylinders ly-^-in. in diameter with a stroke of 26-in. ; diameter of leading wheels 4-ft. i^-in., and of coupled wheels 6-ft. 7^-in. ; wheel-base: leading to driving wheel centres g-ft. 8-in., driving to trailing w'heel centres 8-ft. 3-in., total 17-ft. ii-in.; length
Fig. 80.
of frame plates 24-ft. ii-in., the overhang being 3-ft. and 4-ft. at leading and trailing ends respectively. The boiler barrel measured lo-ft. 2-in. long, with a diameter outside the smallest ring of 4-ft. o|-in., and was pitched with its centreline 7-ft. i-in. above the rail le\el. It contained 174 tubes each lo-ft. 6-in, long and lif-in. in diameter. The firebox casing was 5-ft. 6-in. long by 4-ft. oj-in. wide outside measurement, while the inner firebox measured 4-ft. gj-in. long by 3-ft. 4^-in. wide. The boiler pressure was 160 lbs. per sq. in., and heating surface was apportioned as follows: fire- box 92-4 sq. ft., tubes 836-9 sq. ft., total 929 3 sq. ft., while
THE GREAT NORTHERN RAILWAY
131
the grate area was 16-25 ^Q- ^t- The total weight of engine in working order amounted to 39 tons, distributed as follows: leading wheels 11 tons 10 cwt.. driving wheels 14 tons 4 cwt.. and trailing wheels 13 tons 6 cwt. An unusually large tender was provided for these engines containing 3,500 gallons of water and 5 tons of coal, its weight as thus loaded amounting to no less than 40 tons 5 cwt. 3 qrs., or considerably over a ton greater than that of the engine to which it belonged.
The 56 engines of this class were built and numbered as follows : —
Date. |
Doncaster Xo. |
Engine Xo. |
1888 |
■ 471 |
210 |
( > |
■ 472 |
204 |
1889 |
■ 477 |
811 |
t . |
• 478 |
812 |
1 » |
• 483 |
. 813 |
.. |
. 484 |
814 |
, J |
4S5 |
. 815 |
* 1 |
486 |
816 |
, , |
489 |
. 817 |
1 . |
490 |
818 |
1 1 |
• 491 |
819 |
I . |
492 |
820 |
» » |
497 |
213 |
> » |
• 498 |
214 |
i8go |
• 508 |
79 |
1 » |
510 |
87 |
1891 |
• 532 |
861 |
I , |
• 5M |
862 |
t • |
540 |
863 |
» , |
• 542 |
864 |
> f |
549 |
865 |
1 f |
553 |
866 |
1892 |
• 578 |
867 |
1 1 |
• 579 |
868 |
.. |
. 581 |
881 |
1 . |
• 584 |
S82 |
> 1 |
• 585 • |
869 |
1. |
588 |
870 |
Date. 1892
1893
1894
1895
Doncaster Xo. 590 593 596 606 621 622 624 628
633
635
638
639 642 644 646 648 649 650 665 666 667 668 669 670 677 67S 679 680
Engine Xo. S83 884 885 886 887 888 889 890 891 892 893 894 895 896 897 S98 899 goo 991 992 993 994 995 996
997 99S
999 1000
In all, Mr. Stirling built no fewer than 139 engines of this class, a point to which particular attention is drawn.
132
THE LOCOMOTIVES OF
because, in general admiration of the several types of single- wheel express locomotives on the G. N. R., it is customary to lose sight of the fact that they were a minority as regards numerical importance, whatever may have been their influence in creating and maintaining the reputation of the line for speed.
A new type of front-coupled trailing bogie tank engine, specially fitted for working suburban traffic through the " Underground " to Moorgate Street, etc., was brought out at the close of i88g. Altogether, 25 engines were built of this class, together with four others of slightly different
Fig. 81.
dimensions, and they were all provided with appliances for condensing steam in the tunnels, and were also built with shorter chimneys than usual, only 12-ft. 7-in. above the rail level, to meet the exigencies of the " Underground " loading gauge. The external appearance of the engines is shown in the accompanying illustration of No. 931, Fig. 81. The leading dimensions of the 25 engines first built were as follows: cylinders iS-in. in diameter with a stroke of 26-in., angle of inclination towards the driving axle i in 8f , driving wheels (four-coupled in front) 5-ft. 7^-in. in diameter, and
THE GREAT NORTHERN RAILWAY. 133
bogie wheels 3-ft. in diameter ; wheel-base : coupled axles, centre to centre, 7-ft. 3 -in., driving axle to leading bogie wheel axle, centre to centre, lo-ft. 3-in. ; bogie wheel-base 5-ft., with the bogie pin 3-in. in advance of the centre, thus giving a wheel-base from the leading wheel centre to the centre of bogie pin of ig-ft. g-in. ; total wheel-base 22-ft. 6-in. Total length of frame plates 29-ft. 3-in., the overhang being 5-ft. 3-in. at the leading end and 4-ft. 3-in. at the trailing end, measured from the bogie pin ; height of top of outer frame plates 4-ft. 2-in. The boiler barrel was lo-ft. I -in. in length, with a diameter outside the smallest ring of 4-ft. o^-in., and it was pitched with its centre line 7-ft. 3-in. abo\e the rail level ; length of firebox casing 5-ft. 6-in. Heating surface and grate area were practically identical with those of the latest standard goods engines already described. Capacity of side tanks 1,000 gallons. Empty, engines of this class weighed 45 tons 4 cwt., while in full working order the total was 53 tons 9 cwt., distributed as follows: leading wheels 17 tons 7 cwt. 2 qrs., driving wheels 17 tons 16 cwt., and bogie wheels 18 tons 5 cwt. 2 qrs. These engines were built at Doncaster and numbered in the order gi\en below : —
r\ot«i |
Doncaster |
Engine |
Date. |
Doncaster |
Engine |
LfdilG. |
No. |
No. |
No. |
No. |
|
1889 |
• 499 |
766 |
1891 |
••531 |
829 |
1890 |
500 |
767 |
,, |
• 535 |
830 |
504 |
768 |
1892 |
. . 582 |
931 |
|
506 |
769 |
1 1 |
• • 583 |
932 |
|
• 507 |
770 |
1 1 |
. . 589 |
933 |
|
512 |
821 |
• t |
• • 594 |
934 |
|
5'^3 |
822 |
J , |
• • 598 |
935 |
|
. 518 . |
. 823 |
1893 |
601 |
936 |
|
• 519 |
824 |
1 1 |
607 |
937 |
|
520 |
. 825 |
, , |
610 |
• 938 |
|
• 525 |
826 |
, , |
614 |
939 |
|
1 891 t t ' |
526 . 528 . |
. 827 828 |
" |
617 |
940 |
K |
134
THE LOCOMOTIVES OF
Four more saddle tank locomotives, built specially for service on the line to Thames Wharf, with short chimneys, etc., were brought out at about this time, with the following numbers : —
Date. 1890
Doncaster
No.
Engine No.
Date. 1892
Doncaster No.
577 580
Engine No.
134 i»92 •• 577 •• 144
140 ,, ..580 .. 149
The engines built in 1892, of which the accompanying
illustration, Fig. 82, shows the leading external features,
differed from their predecessors of the same type in having
the cab and bunker at the traihng end completely closed
Fig. 82.
in, much after the style already adopted for the bogie tank locomotives dating from 1881 onwards, and to this extent afforded a much desired shelter for the men in charge. Their leading dimensions were as follows : — cylinders, inclining downwards towards the driving axle at the usual slope of I in 8f, 171-in. in diameter with a stroke of 24-in. The six-coupled wheels were each 4-ft. i-in. in diameter, and were distributed over a total wheel-base of 15-ft. 6-in., of which 7-ft. 3-in. separated the leading and driving, and 8-ft. 3-in. the driving and traihng wheel centres respectively. The two frame plates measured 26-ft. lo-in. in length
THE GREAT NORTHERN RAILWAY. 135
between buffer beams, the overhang being 5-ft. 6-in. at the leading end, and 5-ft. lo-in. at the trailing end. Pitched with its centre line 6-ft. 2-in. above the rail level, the boiler barrel measured lo-ft. in length, with a diameter outside the smallest ring of 3-ft. lo^-in., and the firebox casing had a length of 5-ft. 6-in. outside. The total heating surface was 798 sq. ft., the firebox contributing 83 sq. ft. and the tubes 715 sq. ft. ; the grate area was 16 sq. ft. As in the previous engines of the same class, the saddle tank had a capacity of 1,000 gallons, and the engine in full working order weighed rather more than 40 tons.
The improved style of cab fitted to the class last dealt with was also adopted for the larger type of standard six- coupled goods tank engines from this time onwards ; this was introduced in those built at Doncaster, the last to have an open cab being No. 853, as has already been mentioned, while the next running number, No. 854, started the new style. The completion of the series runs in the following order : —
"TVofc. |
Doncaster |
Engine |
LJ3ilG. |
No. |
No. |
1891 |
. . 548 |
854 |
, , |
••551 |
855 |
» 1 |
■■555 |
856 |
,, |
■■559 |
857 |
Doncaster Engine
No. No.
Date.
1892 .. 564 .. 858 .. 56S .. 859 ..570 .. 860
Others were delivered from "outside" firms, 20 in all, in the following proportions : —
Date. Engine Nos. Builders. Builders' Nos.
i8gi .. goi-io .. R. Stephenson & Co. .. 2751-60
911-20 .. Neilson & Co. .. 439S-4407
All these saddle tank goods engines were built to the same general dimensions as were given in reference to the illustration of No. 779 (Fig. 71), preceding.
In 1892 Mr. Stirling brought out a third series of his
136
THE LOCOMOTIVES OF
six-wheeled single express locomotives with yi-ft. driving wheels, to the number of 11 in all, thus completing a total of 23 of the same general type. In appearance and dimensions there was no conspicuous difterence between the earlier and later sets of the series, as can be gathered from an inspection of the accompanying illustration of No. 876 (Fig. 83), except for the fact that this particular engine and No. 873 were fitted with Davis & Metcalfe's patent exhaust steam injectors. No. 880 is supplied with Macallan's variable blast pipe.
Date. Doncaster Engine ^ate.
1892 . . 562 . . 871 1894
The engines were built in the following order :-
Doncaster |
Engine |
No. |
No. |
. . 562 |
. 871 |
. . 566 |
872 |
••571 |
• 873 |
• • 573 |
• 874 |
. . 576 |
■ 875 |
..651 |
876 |
ncaster |
Engine |
No. |
No. |
652 |
877 |
653 |
878 |
654 |
879 |
655 |
880 |
656 |
981 |
1894
x\ll the above were built to the following leading dimensions: the cylinders were i8|-in. in diameter with a stroke of 26-in., except in Nos. 871 to 875, which originally had i8-in. cylinders, subsequently enlarged to 18^, i8f or i8|-in. As in the earlier types, the driving wheels measured 7-ft. 7|-in. in diameter wath new tyres, and the leading and traihng wheels 4-ft. li-in. in diameter, and the wheel-base consisted as before of two divisions, lo-ft. 8-in. and 8-ft. 5-in., making a total of ig-ft. i-in. between the centre of the leading and trailing wheels. It should be noted, however, that this exceptionally long wheel-base was mitigated to some extent by special play in the leading axleboxes, which eased the engine on curved portions of the road, and the provision of side play has sometimes been understood to imply the use of radial axleboxes. As a matter of fact, the leading axleboxes had
THE GREAT NORTHERN RAILWAY. 137
angles
engine s
free play to the extent of 3^-in. on either side of the centre line, thus giving a total freedom of |-in., but the traverse was at right to the line of the motion, and in no sense what is implied by the use of the word " radial." The boiler of this class of engine carried a working pressure of 160 lb. to the sq. in., and had a length of barrel of 11 -ft. 5-in., and a diameter outside the smallest ring of 4-ft. It was pitched with its centre 7-ft. 6-in. above the rail level, and the top of the cast-iron chimney was 13-ft. 4-in. above the same datum line. The out- side firebox had a length outside of 6-ft. 2-in., and a width at bottom of 4-ft. i-in., while the firebox itself measured internally 5-ft. 5^-in. long and 3-ft. 4i-in. wide, with a depth at the tube plate end of 5-ft. S^-in., and at the firehole end of 5-ft. 2^-in. There were
138
THE LOCOMOTIVES
OF length with
174 tubes measuring ii-ft. g-in. in diameter of if-in., giving a heating surface of 936 sq. ft., which, added to the 109 sq. ft. of the firebox, provided a total of 1,045 ^l- ft- The grate area was 18-4 sq. ft. In full working order these engines weighed nearly a ton more than their predecessors, their distribution being : leading wheels r2 tons 4 cwt., driving wheels 17 tons 8 cwt., and trailing wheels 11 tons i cwt., or a total of 40 tons 13 cwt. The standard tender had a capacity for 3,500 gallons of water and 5 tons of coal, and weighed, when full, 40 tons 5 cwt. 3 qrs. ; but some of the engines were subsequently provided with the largest tenders built for express traffic on the G. N. R., carrying 3,850 gallons of water and weighing 41 tons 14 cwt. 2 qrs. Nos. 875 and S76 were stationed at Doncaster, and earned the name of " trial trip engines," as part of their duties comprised making trial runs with new rolling stock. A splendid photograph of No. 875, which was specially painted in neutral colours for the purpose, was sent to the Chicago World's Fair in 1893.
In the meantime there was still a continued demand for the useful saddle tank engines with six-coupled wheels, and a further ten were built at Doncaster in the years 1892-3, of the prevailing standard dimensions, in the following order : —
Date. 1892
1893
Of these, however, Nos. 921 to 926 were fitted with appliances for condensing, so as to be capable of working across London through the " Underground," and the
Doncaster No. |
Engine No. |
Date. |
Doncaster No. |
Engine No. |
591 |
921 |
1893 . |
605 |
926 |
597 |
922 |
1 1 |
608 |
927 |
599 |
923 |
> > |
612 |
928 |
600 |
924 |
1 1 |
. 613 |
929 |
603 |
925 |
.. |
. 615 |
930 |
THE GREAT NORTHERN RAILWAY. 139
accompanying illustration, Fig. 84, shows No. 922 as so fitted, a noteworthy feature in the apparatus being the casing towards the front of the saddle tank, which for a
Fig. 84.
time led to the rumour that Mr. Stirling was introducing the steam dome on his later engines.
Hitherto all locomotives of this class had been built with cylinders of the standard dimensions, ly^-in. by 26-in., but at this period the diameter was enlarged to i8-in., and henceforth up to the present day all new engines of this type have been provided with i8-in. by 26-in. cyhnders. Under Mr. Stirling's immediate superintendence 20 engines were buih at Doncaster with this increase of tractive force, all other dimensions remaining as before, the dates and numbers being as follows : —
Doncaster |
Engine |
|
Date. |
No. |
No. |
1893 . |
618 |
961 |
619 |
962 |
|
623 |
963 |
|
627 |
964 |
|
I 1 |
629 |
965 |
630 |
966 |
|
636 |
967 |
|
1894 . |
640 |
968 |
643 |
969 |
|
1 1 |
647 |
970 |
Date. |
Doncaster No. |
Engine No. |
1894 . |
657 |
971 |
1 1 |
658 |
972 |
t 1 |
659 |
973 |
I , |
660 |
974 |
1 1 |
661 |
975 |
1 I |
662 |
976 |
1895 |
681 |
977 |
682 |
978 |
|
,, |
683 |
979 |
, , |
684 |
980 |
140
THE LOCOMOTIVES OF
Of these engines, Nos. 971 to 976 were provided with condensing apparatus.
In 1893, two engines of the outside cyUnder bogie type were built at Doncaster, which received originally the Nos. 264 and 265, but were afterwards renumbered looi and 1002. These have already been referred to in the list of 8-ft. engines given on page iig.
Mr. Stirling added in 1894 another six engines of the same general type, the only difference being a modification in some of the leading dimensions, and an increase in weight
Fig. 85.
and tractive power. Strangely enough, with larger cylinders and more weight available for adhesion, Mr. Stirling pro- vided boilers having less heating surface than in previous engines of the type. Indeed, it will be noted with some surprise that the heating surface of the several engines from the beginning of his career on the Great Northern Railway was on a descending scale, this being particularly noticeable in the large bogie engines. But at the same time, it must be remarked that the firebox and the grate area of the last, about to be mentioned in detail, were larger than before, and it is by these factors, rather than by a huge, but often
THE GREAT NORTHERN RAILWAY. 141
inefficient, aggregate of tube-surfaces, that the true evapor- ative power of a boiler is estimated." These six engines, the last express locomotives designed by Mr. Stirling, were all built at Doncaster, with the following dates, and works' and
runni |
ng numbers :— |
- |
Doncaster |
Engine |
|
Date. |
No. |
No. |
1894 |
.. 671 |
1003 |
, , |
672 |
1004 |
1895 |
673 |
1005 |
Date.
Doncaster Engine
No. No.
1895 .. 674 .. 1006
675 .. 1007
676 . . 1008
In external appearance, as can be seen from the accom- panying illustration of No. 1,003, Fig- 85, these engines showed little modification when compared with their prede- cessors, except with regard, perhaps, to a look of greater compactness caused by an increase of weight and strength in some details, and a trifling alteration of the hitherto prevailing standard pattern of cab, which, in the case under notice, was made to curve backwards some little distance at the top in order to afford a better protection to the engine-men. As will be seen at a later stage, the present locomotive superintendent has still further modified the pattern in the same direction. It will be noticed, more- over, that as the boiler was pitched higher than in preceding engines of this type, Mr. Stirling found it necessary to revert to the built-up form of chimney. The leading dimensions of the new engines were as follows : diameter of bogie wheels 3-ft. iii-in.; of the driving wheels 8-ft. i|-in. ; and of the trailing wheels 4-ft. 7i-in. ; wheel-base : bogie-wheel centres 6-ft. 6-in. (unequally divided as in previous engines of the class), from hind bogie-wheel to driving wheel
* The apparently larger firebox of the No. i class, built in 1870, owed some of its heating surface of 122 sq. ft. to the water mid-feather, which was subsequently abandoned in favour of the customary brick arch ,
142 THE LOCOMOTIVES OF
centres 7-ft. 9-in., from driving wheel to trailing wheel centres g-ft., from centre of bogie pin to centre of trailing wheels 19-ft. g-in., total wheel-base 23-ft. 3-in. Cylinders, 19^-in. in diameter with a stroke of 28-in., except No. 1008, which was built with cylinders only 19-in. in diameter, a measurement she still retains. The boiler barrel had a length of 1 1 -ft. I -in. and a diameter outside the smallest ring of 4-ft., and was pitched with its centre-line 7-ft. 6-in. above the level of the rails. It contained 174 tubes, 11 -ft. 5 in. long with a diameter of if-in. The boiler-pressure was 170-lbs. per sq. in. An unusually large firebox was provided, the casing having an external length of 6-ft. 8-in., with a breadth at the bottom of 4-ft. oi-in., while the inside firebox had a length of 5-ft. ii|-in. and a breadth of 3-ft. 4^-in., measured at the base. Heating surface : firebox 12172 sq. ft., tubes 909-98 sq. ft., total 1,031-70 sq. ft.; and grate area, 20 sq. ft. When originally built, engines of this class weighed a total of 49 tons 11 cwt., which was distributed as follows: bogie wheels 19 tons 12 cwt., driving wheels 19 tons 4 cwt., and trailing wheels 10 tons 15 cwt. Two of these fine engines, however, achieved an unenviable notoriety, No. 1,006 being in the St. Neot's accident on November loth, 1895, and No. 1,003 i^ the Little Bytham accident on March 7th of the following year, and the great weight on the driving wheels was thought to have contributed to one or both of these mishaps. Anyhow, a re-adjustment of the load seems to have been eflfected, for at a later date the weight of No. 1,007 was officially given as follows: bogie wheels 19 tons 15 cwt., driving wheels 18 tons, trailing wheels 11 tons, total, 48 tons 15 cwt. The tenders supplied to these engines
THE GREAT NORTHERN RAILWAY. 143
were of the large type, carrying 3,850 gallons of water and five tons of coal, and weighing, thus loaded, 41 tons 14 cwt.
2 qrs.
A modified pattern of the latest standard type of bogie tank engine, fitted for working through the " Underground," was brought out in 1895. Four engines were built to this new design in the following order : —
Date. 1895
Doncaster No. 688 689
Engine No. 941 942
Date. 1895
Engine No.
Doncaster No.
690 . . 943
691 . . 944
In external appearance, as can be seen from the accompany- ing illustration. Fig. 86, these engines were very similar to their predecessors, the chief difference being that the side tanks were shorter. The supply of water was, in fact.
Fig. 86.
divided over the two side tanks and a well tank placed at the rear of the foot-plate, below the coal bunker. In general dimensions these latter engines were almost identical wdth their forerunners, as will be gathered from the accompanying list. Diameter of driving wheels 5-ft. j^-in., and of bogie wheels 3-ft. Wheel-base: coupled wheels 7-ft. 3-in., from centre of driving axle to centre of leading boo-ie axle lo-ft. g-in., centre to centre of bogie wheels
144 THE LOCOMOTIVES OF
5-ft., total wheel-base 23-ft. Cylinders i8-in. by 26-in., inclined downwards, as usual, in the ratio of i in 8f. Boiler barrel lo-ft. i-in. long, with a diameter outside the smallest ring of 4-ft. o|-in. ; height of centre above rails 7-ft. 3-in. ; and of chimney top above rails 12-ft. 7-in. Firebox casing 5-ft. 6-in. long outside, with a depth below the centre line of the boiler of 5-ft. 2-in. and 4-ft. 8-in., at front and back ends respectively. The weight was approxi- mately the same as in the earlier engines, but rather differently distributed.
With the introduction of this type of engine, Mr. Stirling's career may be said to have finished, for the illness which resulted in his death came about shortly afterwards, and terminated fatally on November nth, 1895. So far as his reputation as a designer of new and successful types of locomotives is concerned, the foregoing brief historical notes will, it is to be hoped, assist in showing him to have been a man of strong convictions and with the courage to put his theories into practice. He deserves, indeed, to rank among the great locomotive superintendents of the age, not perhaps on account of any very startling originality of design or ingenious application of new principles, but certainly in consideration of the uniform excellence of his work and its peculiar aptness for the duty it was intended to perform. To so great an extent was his influence felt in the history of the railway company that to mention the G.N.R, at any time without coupling with consideration of it the name of Patrick Stirling is equivalent to that much- quoted hypothetical case of playing " Hamlet " with the title-role carefully omitted.
THE GREAT NORTHERN RAILWAY. 145
Table II.
List of G.N.R. Locomotives, Designed by Mr. Patrick Stirling,
Built in the years 1867-1896.
Description.
Cylindeis.
a.
o.i£ o u
c c
Where built.
Coupled Passenger .... Front-coupled Mixed Traffic
Six-coupled Goods
Six-wheel Single
Six-coupled Saddle Tank.. Six-wheel Radial Tank ....
Six-coupled Goods
Six-wheel Single
Bogie Single
Coupled Passenger
Six-coupled Mineral
Six-coupled Saddle Tank . .
Bogie Well Tank
Rebuilds of " Sharpies " . . Six-coupled Saddle Tank . .
Six-coupled Goods
Coupled Passenger
Six-coupled Goods Tank . . Front-coupled Mixed Traffic Front-coupled Mixed Traffic Front-coupled Saddle Tank
Bogie Well Tank
Front-coupled Saddle Tank
Coupled Passenger
Six-coupled Goods Tank . .
Bogie Side Tank
Six-coupled Goods
Six-coupled Saddle Tank . . Front-coupled Mixed Traffic
Six-coupled Mineral
Coupled Passenger
Coupled Passenger
Bogie Single
Six-wheel Single
Six-wheel Single
Six-coupled Goods
Front-coupled Mixed Traffic Coupled Passenger
ft. :n. 6
5
5 7
4 I
5 I
6 7
4 7
5 5 5 5 6
4 5 5 4 5 4 6 6
8 ij 7 7i 7 7* 5 li
5 7i
6 7^
7 7
7i 7i
ft. 17 17 17 17 17
in X24 X 24 X 24 X 24 X 24
17^x24
17 X 24
17^x24
18 X28
17 X24
19 X28
16 X 22 17^X24
16 X 22 I7JX 26
17I X 26
17JX 26
I7|x24 17^x24 ly^x 26 17IX24
16 X22
17^ X 26
I7iX26 17^X24
17^ X 26 I7IX24 I7IX24 17^ X 26 17I X 26 17^ X 26
18 X28 I8.JX26
i8|x26 17I X 26 I7|x24 17^x26
No.
280
18
474
4
392
126
369 92 I 261 174 471 120
43 136 372
86
494 74 551 501 621
631 208 672 658 716 684 103
374 701
751 771 238
234
791
10
210
B C D E F G H I
J K L J2 E2 H2 M A2
N
K2
N2
H3
M2
O
J3 A3
P
H4 G2
Q Q2
E3
A4
H5
20 built 46 20 12 8 13
17 I
37 2
6
2
22
4 6
36 19 35 25 50
4 26
2
9 43 16
35
4 12
8
15 18 10 2 10
72 21
56
Outside Doncaster Outside Doncaster
Outside Doncaster
Outside Doncaster
Outside Doncaster
146 THE LOCOMOTIVES OF
List of G.N.R. Locomotives, designed by Mr. Patrick Stirling — continued.
Date.
Description.
M |
|
> |
<u |
-C |
|
Q |
^ |
Cylinders.
0)
■2 ">
3 M
Where built.
1889 1890 1891 1891 1892 1892
1893 1894
1895 1896 1896 1896 1896
Bogie Side Tank
Six-coupled Saddle Tank.. Six-coupled Goods Tank . . Six-coupled Goods Tank . .
Six- wheel Single
Six-coupled Goods Tank Six-coupled Goods Tank . .
Bogie Single
Bogie Side and Well Tank
Six-coupled Mineral
Six-coupled Goods Tank . .
Six-coupled Goods
Six-coupled Goods
ft. in. |
5 7J |
4 I |
4 7h. |
4 7k |
Ilk |
4 Ih |
4 l\ |
8 ij |
5 7* |
4 ih |
4 n\ |
5 i^ |
5 li |
ft. in. 18 X26
17^x24
17^x26 17I X 26 i8| X 26 17I X 26 18 X26
19^x28 18 X26 17.^x26 18 X26
17J X 26 1 7.1 X 26
No
766 134
854
901
871
R
J4
MS
Q3
921 1 M4-
961 1003
941 1021 1046 1031 1081
M5 G3 R2 P2
E4
25 built
4
7
20 II 10 20
6
4 10
15 15 10
Doncaster
Outside Doncaster
Outside Doncaster
THE GREAT NORTHERN RAILWAY. 147
PART VI. H. A. IVATT, 1896-1902,
ON the death of Mr. Patrick StirHng at the close of the year 1895, Mr. H. A. Ivatt was appointed locomotive engineer of the Great Northern Railway. At the time of accepting this new and distinctly honourable post of succeeding so distinguished a locomotive superintendent as Mr. Stirling, Mr. Ivatt held the same position on the G. S. and W. Railway of Ireland, and the new chief of the G. N. loco, department brought with him from across the Irish Sea a deservedly high reputation which has certainly suffered in no degree from his change of scene. As some time had necessarily to elapse, however, before he was able completely to relinquish his former duties to take up the new^er, it was not until the close of 1896 that any engine exclusively of his design made its appearance on the Great Northern metals. In the interval a certain number of engines were, indeed, placed upon the line, but they were practically built to Mr. Stirling's standard patterns.
For example, during the interregnum fifteen engines of the six-coupled goods tank class were ordered from outside, to which were allotted the following numbers : —
Date. Engine Xos. Builders. Builders' Nos.
1896 .... 1046-60 .... Neilson & Co. . . 5017-31
Of these, Nos. 1056 to 1060 were built to condense their
own steam.
148
THE LOCOMOTIVES OF
Other engines in hand between the death of one and the succession of the other locomotive superintendent included ten goods engines similar in almost every respect to the powerful mineral engines introduced on the West Riding service in 1883, having six-coupled wheels 4-ft. 7|-in. in diameter, and i7|-in. by 26-in. cylinders. The outside appearance of these engines is shown in the accom-
Fig. 87.
panymg illustration of No. 102 1, Fig. 87, and they were all
built at the Doncaster Works of the company with the
following running and shop numbers : —
Date. Doncaster Nos, Engine Nos.
1896 . . . . . . 692-701 . . . . 1021-1030
In addition a continuation of the series of standard
six-coupled goods engines was in hand, these locomotives
having 5-ft. i^-in. driving wheels and 17^-in. by 26-in.
cylinders. Twenty-five were built, partly at Doncaster
and partly "outside," in the following proportions : —
Date. Builders. Builders' Nos. Engine Nos.
1896 .. G. N. R. Co. .. 702-711 .. 1081-1090
.. Dubs & Co. .. 3370-3384 •• 1031-1045
Nearly at the close of the year i8g6 Mr. Ivatt produced
from the Doncaster Works his first passenger engine
designed for the G. N. R., which was allotted the running
■mm\r\
THE GREAT NORTHERN RAILWAY. 149
No. 400, and in its details marked a new departure so far as this particular line was concerned. In reality, however, this locomotive contained no startling novelties. It was not designed for express traffic, but was merely an improved development of the four-coupled passenger engines already in use, having the same size of driving wheels and cylinders as had been adopted by Mr. Stirling for many years. Apart from these main characteristics, nevertheless, there was abundant evidence of a change of regime, the principal external indications being the employment of a leading
Fig.-SS.
bogie and the presence of a steam dome on the boiler barrel. As can be seen from the accompanying Fig. 88, No. 400 differed also in external details of lesser importance, changes being made in the shape of the cab, in the driving- wheel splashers and in the position of the sandboxes. This engine had cylinders ly^-in. in diameter with a stroke of 26-in., their distance apart from centre to centre being 2-ft. 4^-in., thus allowing a fairly generous space for the valves to be placed between them. The steam ports measured 14-in. by i^-in., and the exhaust ports 14-in. by 31-in.; and the valves had a maximum travel of 4i-in., with
L
I50 THE LOCOMOTIVES OF
a lead in full gear of 3%-in. and an outside lap of i^-in. In nearly every respect this maiden design has constituted a standard for future reproduction. The bogie, of the swing link type, had four wheels each having a diameter on the tread, when new, of 3-ft. 7^-in., the centres of the two axles being 6-ft. 3-in. apart, with the bogie pin i^-in. to the rear of the central position, thereby causing two unequal divisions of 3-ft. and 3-ft. 3-in. between the bogie pin and the trailing and leading bogie wheels respectively. The two pairs of coupled wheels, 6-ft. 7^-in. in diameter, had their centres 8-ft. 3-in. apart, and from the driving wheels to the rear pair of bogie wheels there was a distance of 6-ft. g-in., centre to centre, the total wheel-base of the engine being 21 -ft. 3-in. Between buffer beams the frame plates measured 27-ft. 7-in., the overhang being 2-ft. 5-in. in front, or 5-ft. 8-in. reckoned from the bogie pin, and 3-ft. 11 -in. at the trailing end. It will be noted that Mr. Ivatt substi- tuted a steel plate buffer beam at the leading end in place of the " sandwich " beam adopted by his predecessor. Apart from the addition of a steam dome, Mr. Ivatt has modified the design of the boiler by the reduction of the three telescopic rings standardized by Mr. Stirling to two, and the employment of a thicker gauge of plate to stand the increased working pressure of 170 lbs. per sq. in., fV-in. in place of |-in. The barrel of the boiler measured lo-ft. i-in. long, with a diameter outside the smallest ring of 4-ft. 3|^-in., and it was pitched with its centre line 7-ft. 5A-in. above the level of the rails. At the leading end was a smokebox having an external length of 2-ft. 10^- in. and provided with a cast-iron chimney of standard G. N. pattern. The firebox casing had an outside length of 5-ft. 6-in., a maximum
THE GREAT NORTHERN RAILWAY.
i=;i
external width of 4-ft. 6^-in. at the centre hne of the boiler and of 4-ft. o^-in. at the bottom, and was built throughout of ^-in. plate. The firebox itself was of copper and had a length at the top of 4-ft. gf-in., and at the bottom of 5-ft. of-in., a width at the top of 3-ft. 8-in. and at the bottom of 3-ft. 6f-in., and a height in front of 5-ft. 11 -in., and at back of 5-ft. 5j^^fr-in.. all inside measurements, while the side and back plates were yV'^^-- ^"'^ ^'^^ tube plate was f-in. in thickness. Firebox and casing were held together by means of 665 copper stays -g-in. in diameter. Within the barrel of the boiler Avere packed 215 copper tubes lo-ft. 4f-in. long between plates, and if-in. in outside diameter, with a thickness of 10 S. W. G. at the firebox end and 12 S. W. G. at the smokebox end. The steam dome had an inside diameter of 2-ft. In the matter of heating surface this engine showed a distinct increase on its predecessors, the total being 1,123-8 sq. ft., of which 103-1 sq. ft. were contributed by the firebox and 1,020-7 sq. ft. by the tubes; the grate area measured 17*8 sq. ft. A total w^eight in full working order of 44 tons 7 cwt. was distributed as follows : bogie wheels 16 tons 9 cwt., driving wheels 14 tons 9 cwt., and coupled wheels 13 tons 9 cwt. The tender was of a somewhat modified type, having the tank arranged in horseshoe fashion, and with gauge cocks fitted at the foot- plate end to show the amount of water at any time remaining in the tank. It was carried on six wheels, each 4-ft. li^-in. in diameter, equally spaced over a wheel-base of 1 3-ft. There was a capacity of 3,287 gallons of water and 200 cubic feet of coal, the weight of the tender empty being 18 tons 12 cwt. 2 qrs. and loaded 38 tons 6 cwt. In all, eleven engines were built at Doncaster to this initial
152
THE LOCOMOTIVES OF
Engine Nos. 400 1071-1080
design in the following order : —
Date. Doncaster Nos.
1896 712
1897 723-732
No. 1,080, however, differed from the rest in having a plain cast-iron safety valve cover of the ordinary Rams- bottom pattern in place of the pohshed brass column adopted throughout by Mr. Stirling.
Immediately following the first of the above class came a set of ten engines of similar type and dimensions, except
for the fact that they had only a single pair of leading wheels instead of a bogie, and heavy outside plate frames of the Stirling pattern. The leading wheels were 4-ft. i^-in. in diameter and placed in advance of the driving wheels to the extent of 9-ft. 8-in., the total wheel-base being 17-ft. 1 1 -in. The overhang of the frames was 3-ft. at the leading end and 3-ft. 11 -in. at the trailing end. It will be noted from the accompanying illustration, Fig. 89, that the springs of the leading wheels were placed above the running plate, a position which renders them easier of access for inspection and repairs, though perhaps less neat than Mr.
THE GREAT NORTHERN RAILWAY. 153
Stirling's system of concealing them between the frames.
In the same way the removal of the sandboxes from the
front of the driving-wheel splashers to a situation below the
running plate allows much-desired facilities for getting at
the motion. The boilers of these six-wheeled engines were
identical in every respect with that of No. 400, already
described. In full working order the engines weighed a
total of 41 tons 10 cwt., distributed as follows : leading
wheels 13 tons, driving wheels 15 tons, trailing wheels 13
tons 10 cwt. and the new standard tender was supplied,
weighing 38 tons 6 cwt. when fully loaded. The numbers
of these locomotives are given below : —
Date Doncaster Nos. Engine Nos.
1897 . . . . . . 713-722 . . . . 1061-1070
It should be noted that the first three of these engines Avere built with a plain black beading round the driving splashers, while Nos. 1064- 1070 had the outer edge finished off with a brass rim.
Mr. Ivatt's next contributions to the locomotive stock of the railway consisted of a further supply of the six-coupled
Fig. 90.
goods engines with saddle tanks which had originally been introduced by his predecessor. The new engines, however, presented certain modifications of details, and were heavier,
154 THE LOCOMOTIVES OF
though the chief alterations visible to outside observation consisted in the introduction of a steam dome, and the abolition of the brass column surrounding the Ramsbottom safety valves. Comparatively few of these engines were put in hand at the Doncaster Works, the greater proportion of the total of 52 so built under Mr. Ivatt's directions being the product of outside firms, as the following list shows :
Builders' Nos. 733 734
Date. 1897
1898-9 1899
Builders. G. N. R Co.
Neilson & Co.
R Stephenson & Co
Sharp, Stewart & Co
735-744 5095-5099 2921-2930 4471-4495
Engine Nos. Ill
155 I20I-I2IO
I2II-I215
I216-I225
I226-I25O
A peculiar feature of the five engines built by Messrs. Neilson & Co. was that they had no domes, and still retained the safety valve brass column. These engines are shown in the accompanying illustration, Fig. 90, which repre- sents No. 12 13. The same features were also preserved in
Fig. 91.
Nos. 1 1 1 and 155, built at Doncaster. It is possible that these particular engines were in reality built to the Stirling specifi- cations, though dated so late as 1897. As regards the others, however, they bear unmistakable signs of a later design, as can be seen from Fig. 91, which shows No. 12 18 of the Stephenson set, and is sufficiently indicative of the appear-
THE GREAT NORTHERN RAIL\\AY. 155
ance of all, except for very trifling differences of detail in such matters as the position and shape of the supplementary- step on the running plate, etc. The leading dimensions of Nos. 1201-1210, 1216-1250 particularly, were as follows: cylinders i8-in. in diameter with a stroke of 26-in., diameter of driving wheels 4-ft. 7^-in.; wheel-base : leading to driving wheels 7-ft. 3-in., driving to trailing wheels 8-ft. 3-in., total 15-ft. 6-in. ; length of frame plates 27-ft. 6-in., with an overhang of 5-ft. 11 -in. and 6-ft. i-in. at leading and trailing ends respectively. The boiler was of ^Ir. Ivatt's standard pattern, consisting of two telescopic rings each of plate j^-in. thick, the smaller of which had an outside diameter of 4-ft. 3|-in., but forming a barrel measuring slightly more than usual, lo-ft. 6-in. The centre of the boiler was pitched at a height of 7-ft. i-in. above the rail level, and the barrel contained 215 tubes each having an outside diameter ol if-in. The firebox was of the standard dimensions already given in detail in describing Mr. Ivatt's coupled bogie engine. A total heating surface was provided of 1,164-23 sq. ft., the tubes yielding 1,061 "13 sq. ft., and the firebox 103-1 sq. ft., and the grate area measured 17-8 sq. ft. In full working order these engines weighed 51 tons 14 cwt., distributed as follows : leading wheels 16 tons 7 cwt., driving wheels 18 tons, and trailing wheels 17 tons 17 cwt.
Towards the close of 1897 and the beginning of 1898, a series of coupled passenger engines with leading bogies was brought out. As can be seen from the accompanying illustration. Fig. 92, which shows No. 13 12, these were practically the same as No. 400, already described, except for the introduction of the ordinary iron casing to the Ramsbottom safety valves, which had already been adopted
156
THE LOCOMOTIVES OF
THE GREAT NORTHERN RAILWAY. 157
Date. 1897 1898
Engine Nos.
1301-1310
1311-1320
on No. 1080, as previously mentioned. In dimensions these engines were throughout identical with their proto- type, so that a recapitulation of the figures already given is unnecessary here. The numbers of the engines in question were as follows : —
Doncaster Nos.
745-754 759-768
Of these the engines built in 1897 had a brass beading
round the driving-wheel splashers, while Nos. 131 1-20 had
a black beading. No. 1320 differed from the rest by having
the running plate raised at the driving wheels to clear the
coupling rods, a detail which has since been adopted on
other engines. This engine is illustrated separately
in Fig. 93.
A tank engine of quite a new design, intended for local
services, was introduced upon the G. N. R. in 1898, having
ten wheels, inside cylinders, and side tanks, with a coal
Fig. 94.
bunker at the trailing end. No. 1009, shown in the accom- panying Fig. 94, was the first one of this class, which has so far comprised ten engines having the following dates and numbers : —
158
THE LOCOMOTIVES OF
Doncaster |
Engine |
Date. |
Doncaster |
Engine |
No. |
No. |
No. |
No. |
|
• • 755 |
1009 |
1898 |
• 789 |
1016 |
. . 756 |
lOIO |
>> |
• 790 |
1017 |
• • 757 |
1013 |
• ' |
791 |
1018 |
. . 758 . |
1014 |
" |
• 796 |
1019 |
. . 788 |
1015 |
■ 797 |
1020 |
Date. 1898
As originally built, Nos. loog and loio had ordinary rigid axle boxes to the trailing wheels, whilst the rest were provided with radial axle boxes in order to secure greater flexibility of wheel-base. No. 1009 also differed from the others in having its Doncaster number plate at the front end of the tank instead of on the frame. In all other respects the engines of the class were identical, and they were built as nearly as possible to the standard dimensions introduced by Mr. Ivatt, according to the following official figures : the bogie and trailing wheels had a diameter of 3-ft. yh-m., and the coupled wheels had a diameter of 5-ft. 7i-in. Wheel-base : bogie wheels, centre to centre 6-ft. 3-in., with the bogie pin only 3-ft. in advance of the hind bogie wheel axle ; from hind bogie axle to driving axle, centre to centre 6-ft. g-in. ; coupled axles, centre to centre 8-ft. 3-in., and from centre of hind coupled axle to centre of trailing axle 6-ft. The frame plates had a total length of 33-ft. 3f-in., with an overhang of 2-ft. 5-in. and 3-ft. 7f-in. at the leading and trailing ends respectively. Cylinders 17^-in. in diameter with a stroke of 26-in. The boiler was pitched with its centre line 7-ft. 6-in. above the rail level, and had a barrel measuring lo-ft. i-in. long, and 4-ft. 3|-in. in diameter outside the smallest ring. It con- tained 215 tubes of if -in. outside diameter, and was provided with a smoke-box measuring 2-ft. 8|^-in. in length outside, and with a firebox casing having an outside length of 5-ft. 6-in. The working pressure of the boiler was
THE GREAT XORTHERX RAILWAY. 159
170 lbs. per sq. in., and the heating surface was made up to a total of 1123-8 sq. ft., of which the firebox contributed 103-1 sq. ft., and the tubes 1020-7 sq. ft., while the grate area measured 1 7-8 sq. ft. The capacity of the tanks was 1350 gallons, and of the coal bunker 50 cwt., and in full working order engines of this class weighed a total of 39 tons 15 cwt., distributed as follows: Bogie wheels 15 tons 10 cwt., driving wheels 16 tons 13 cwt., coupled wheels 17 tons, and trailing wheels 10 tons 10 cwt. These ten engines were not pro\ ided with appliances for condensing, and were fitted with cast-iron chimneys of the usual height, so that they were not adapted for ^Metropolitan traffic involving trips through the " Underground ;" but subse- quently other engines of the same general type and dimensions, but with special modifications fitting them for tunnel work, were built.
So far, Mr. Ivatt had not designed any locomotives for the express passenger traffic of the line, his coupled engines of the No. 400 class being intended for general work which might include express passenger service, but equally com- prised express goods and special traffic. About the middle of i8g8, however, he produced from the Doncaster Works a passenger express locomotive of a type novel in this country, and far exceeding in power and capacity any engine so far built for the G. X. R. This engine, No. 990, of which the accompanying illustration, Fig. 93, shows the external characteristics, had, as can be seen, outside cylinders and two pairs of coupled driving wheels, with a four- wheeled bogie at the leading end and small pair of trailing wheels under the back end of the firebox, thus embodying the general characteristics of what is now generally known
i6o
THE LOCOMOTIVES OF
as the " Atlantic " type. The cyhnders, which were placed at a slight inclination, were i8f-in. in diameter, with a stroke of 24-in., with their centre lines distant transversely to the extent of 6-ft. 5^-in., and they drove the second pair of coupled wheels by means of connecting rods having the somewhat unusual length of lo-ft. between centres. The steam ports measured i|-in. by i6-in.,and the exhaust ports 3|-in. by i6-in., and the valves had an extreme range of travel of 4i-in. The coupled wheels had a diameter on the tread of 6-ft. 7^-in., and were placed with their centres
Fig- 95-
6-ft. lo-in. apart, and the distance of the centre of the trailing axle from the centre of the driving axle was 8 -ft., thus giving a total rigid wheel-base of 14-ft. lo-in. In reality, how- ever, the rigid wheel-base is restricted to the distance between the coupled axles, as there is allowance made for lateral play in the trailing-wheel axle-boxes. The bogie was of standard design, having four wheels each of 3-ft. 7^-in. diameter spread over a wheel-base of 6-ft. 3-in., with the bogie pin i|-in. to the rear of the centre, and the second pair of bogie wheels was in advance of the leading pair of coupled wheels to the extent of 5-ft. 3-in. centre to centre,
THE GREAT NORTHERN RAILWAY. i6i
the total wheel-base being 26-ft. 4-in. The single inside frame plates measured 33-ft. of-in., having an overhang of 2-ft. 3-in. and 4-ft. 3^-in. at leading and trailing ends respectively. It will be noted that the trailing axle has outside bearings in a supplementary outside frame plate, thereby ensuring a greater transverse space for the fire- box. Apart from the foregoing, a large degree of interest was centred in the boiler, which was of exceptional pattern and dimensions. The barrel, which was pitched with its centre line 7-ft. 11 -in. above the rail level, measured 1 4-ft. 8f-in. in length, with a diameter outside the smallest ring of j--ft. 8-in. This extreme length, however, was not utilized exclusively for tube heating surface, as the leading end of the barrel was recessed to the amount of i-ft. ii|-in., so as to provide an extension of the smokebox capacity, and this arrangement curtailed the length of the tubes to 1 3 -ft. between the end plates. The tubes w^ere 191 in number, and were of an outside diameter of 2-in. The firebox casing had a length of 8-ft. and a depth below the centre line of the boiler of 5-ft. 6-in. in front, and 5-ft. at back, and these ample measurements allowed of the use of a firebox having the very generous heating surface of 140 sq. ft., and with a grate area of 26-73 ^1- ^t- The total heating surface equalled 1,442 sq. ft., the tubes contributing 1,302 sq. ft., and a working pressure of 175 lbs. per sq. in. was provided. It is obvious that a still larger nominal heating surface could have been obtained by reducing the diameter of the tubes and increasing their number, but this would be in opposition to Mr. Ivatt's theory and practice. In full working order the engine weighed •)S tons, distributed as follows: bogie wheels 15 tons, first
i62 THE LOCOMOTIVES OF
pair of coupled wheels 15 tons, driving wheels 16 tons, and trailing wheels 12 tons. An unusually large tender was provided, having a capacity for 3,670 gallons of water and 5 tons of coal, and weighing 40 tons 18 cwt. when thus loaded, the total weight of engine and tender being 98 tons 18 cwt. This engine, which has recently been honored by receiving the name " Henry Oakley," was given the running No. ggo, its works number being No. 769, and it has proved so successful that ten new engines have been built of practically similar design and dimensions. It may be interesting to note that in these big engines Mr. Ivatt has placed the regulator in the steam dome, and has reverted from the standard G. N. R. push and pull handle to the two-armed pattern moving across the back of the firebox in a sector plate.
Following the totally new departure in locomotive design just referred to, Mr. Ivatt brought out an enlarged pattern of the eight-wheeled bogie passenger locomotive, its principal features of difference from the No. 400 class being in respect to the use of a larger boiler and firebox, this latter causing a greater length of wheel-base between the coupled axles, while the larger boiler, pitched at a higher level from the rails, produced a return to the "built-up" form of chimney in place of the standard cast- iron pattern which had been in vogue during the later years of Mr. Stirling's rule at Doncaster. These features of resemblance and difference are indicated in the accompany- ing illustration, Fig. 96, which shows No. 1321, the first of the class. Five engines were built at Doncaster of this modified type with the following numbers : —
Date. Doncaster Nos. Engine Nos.
1898 .. .. 770-774 •• •• 1321-1325
THE GREAT NORTHERN RAILWAY. 163
The leading dimensions were : cylinders ly^^-in. by 26-in.; diameter of bogie wheels 3-ft. 7i-in., and of coupled wheels 6-ft. 7j-in. ; wheel-base : bogie 6-ft. 3-in., divided unequally; bogie pin to driving axle, centre to centre 9-ft. 9-in.; coupled axles, centre to centre 9-ft. ; total wheel-base 22-ft. ; length of frame plates 28-ft. i-in., with an overhang of 2-ft. 5-in and 3-ft. 8-in. at leading and trailing ends respectively. The boiler had a length of barrel of lo-ft. i-in., its centre line being pitched 7-ft. 11 -in. above the rail level, and was formed of two rings, that nearest the smokebox having an
Fig. 96.
outside diameter of 4-ft. 9R-in., while the second ring, which lapped inside the first ring and the firebox covering, had an outside diameter of 4-ft. 8-in. The smokebox measured 2-ft. lo^-in. long outside and the firebox casing was 6-ft. 4-in. long. Inside the boiler barrel were 238 tubes, each lo-ft. 4|-in. long, with an outside diameter of i|-in. The heating surface was: firebox ii9"9 sq. ft., tubes 1,129-9 sq. ft., total 1,249-8 sq. ft., the grate area being 20-8 sq. ft. The safety valves were pressed to 170 lbs. per sq. in. In working order engines of this class weighed 47 tons 10 cwt., distributed as follows: bogie 16 tons 10 cwt., driving
164
THE LOCOMOTIVES OF
wheels 17 tons, and trailing wheels 14 tons. A standard tender, weighing 40 tons 18 cwt., with its full complement of fuel and water, was provided.
At about this time ten new goods engines built by an " outside " firm were put to work, their numbers being : —
Builders Nos. 3546-50 3551-55
They occupied, in appearance, a half-way position between the Stirling and Ivatt vegimes, having the late superinten- dent's pattern of cab and brass safety-valve casing in
Date. 1897 1898
Engine Xos. 1091-1095 I096-IIOO
Builders. Dubs & Co.
Fig. 97-
conjunction with his successor's new design of frame and standard type of boilers, as is shown in the accompanying illustration. Fig. 97. Their dimensions were as follows : cylinders I'j^-'m. by 26-in. ; diameter of six-coupled wheels 5ft. i|-in. ; wheel-base : leading to driving wheel centre 7-ft. 3-in., driving to trailing wheel centre 8-ft. 3-in., total wheel-base 15-ft. 6-in., length of frames 24-ft. S^-in., with an overhang of 5-ft. 2-in. and 3-ft. 9|-in. at leading and trailing ends respectively. The boiler was of exactly the same dimensions throughout as the standard pattern adopted in No. 400, and was pitched with its centre-line
THI-: GREAT NORTHERN RAILWAY. 165
7-ft. 3i-in. above the rail level. In working order these engines weighed a total of 38 tons 8 cwt., distributed as follows : leading wheels 14 tons, driving wheels 15 tons 2 cwt., and trailing
wl |
leels |
9 tons 6 cwl |
■ |
|
Immediately |
following |
|||
these engines came |
ten built |
|||
at Doncaster bearing odd |
||||
numbers : — |
||||
Date. Doncaster |
Engine No. |
|||
1898 . |
775 |
315 |
||
776 . |
316 |
|||
777 |
318 |
|||
00 0^ |
• 778 |
329 |
||
li |
779 |
331 |
||
b. |
780 781 782 • 783 • 784 |
332 334 336 337 • 338 |
As can be seen from the accompanying illustration. Fig. 98, which shows No. 315 with its tender, these engines had the new standard boiler throughout, even to the iron safety-valve casing and the new cab. The frame was also of the new and modified pattern and differed also in respect to having a cast-iron drag box
M
1 66
THE LOCOMOTIVES OF
at the trailing end, which, in adding to the weight of the engine generally, caused a better distribution on the last pair of coupled wheels, the figures being : leading wheels 14 tons II cwt., driving wheels 15 tons 4 cwt., and trailing wheels 11 tons 10 cwt., or a total of 41 tons 5 cwt. In general dimensions they were precisely similar to the class last mentioned, so that it is unnecessary to recapitulate the various items.
Coincidently with these engines built at Doncaster, a further thirty-five exactly similar locomotives were under construction " outside," their numbers being : —
Date. |
Builders. |
Builders' Nos. |
En ine Nos. |
1898 |
Diibs & Co. . |
3695-3699 |
1101-1105 |
1899 |
i> |
3700-3729 |
1106-1135 |
Having obtained satisfactory results from the new and enlarged bogie passenger engines recently described, Mr. Ivatt undertook the construction of a number embodying the same general features, but differing somewhat in external appearance, as can be gathered from Fig. 99, which illus-
Fig. 99.
trates No. 1,327. It will be noted that, while in main dimensions these engines were exactly identical with Nos. 1 32 1 -5 as regards cylinders, boilers, wheels and frames, and
THE GREAT NORTHERN RAILWAY. 167
even weight, they had the outside running plate raised to clear the coupling rods, as is shown, this modification having been already tried on No. 1,320, one of the smaller bogie engines, as was mentioned at the time. These new loco- motives also differed from their five predecessors in having a larger smokebox, measuring 3-ft. 5|-in. in length outside. In all, 20 engines were built during 1898-9 (all at Doncaster) to the pattern shown in the accompanying illustration : their dates and numbers being as follows : —
Date.
1898
Doncaster |
Engine jp^f^ |
Doncaster |
Engine |
No. |
No. |
No. |
No. |
785 |
1326 1899 |
852 |
1336 |
786 |
1327 |
• 853 |
1337 |
792 |
1328 |
854 |
1338 |
793 |
1329 |
855 |
1339 |
794 |
1330 |
856 |
1340 |
795 |
• 1331 |
■ 857 ■ |
1361 |
798 |
1332 |
858 |
1362 |
799 |
1333 |
859 |
1363 |
800 |
1334 |
860 |
1364 |
801 |
1335 |
861 |
1365 |
No. 1 33 1 was fitted with Alarshall's valve gear in order to test that device on passenger work.
Quite a new departure was made at this period by the production of an express locomotive with single driving wheels and a leading bogie, but with cylinders placed inside the frames. As can be seen from Fig. 100, this engine, which received the running No. 266 (Doncaster Works No. 787, 1898), was of exceptionally fine appearance. It was built on generous lines and in respect to the aggregate of dimensions seems almost to mark the extreme limits permissible by the English loading gauge to an engine of this type. The driving wheels were 7-ft. 7i-in. in diameter and were driven by cylinders i8-in. in diameter with a stroke of 26-in., with steam and exhaust ports measuring i6-in. by i|-in., and
1 68
THE LOCOMOTIVES OF
i6-in. by ^h-'m. respectively. The leading end of the engine was carried by a bogie of standard dimensions, having four wheels each 3-ft. 7i-in. in diameter, with their axles 6-ft. 3-in. apart centre to centre. At the trailing end were a pair of wheels 4-ft. i^-in. in diameter, and it will be noted that the bearings and springs of these wheels were placed outside, the main frames being adapted at the rear of the driving wheels to secure this end, and thus giving greater stability to the engine as a carriage. The wheel-base was divided as follows: bogie wheels 6-ft. 3-in. (as already
Fig. 100.
mentioned), from centre of trailing bogie wheels to centre of driving wheels 7-ft. q-in., from centre of driving wheels to centre of trailing wheels g-ft., thus giving a total of 23-ft. The frames measured 28-ft. 8-in. over all, with an overhang of 2-ft. Sin. and 3-ft. at the leading and trailing ends respectively, and they were of a very massive character, as can be judged in part from the appended illustration. In the matter of boiler power, Mr. Ivatt has throughout been more liberal than his predecessor, and No. 266 was no exception to the rule. Its boiler had a barrel formed of two telescopic rings, having a combined length of 11 -ft. 4-in.,
THE GREAT NORTHERN RAILWAY. 169
and a diameter outside the two rings of 4-ft. 3|^-in. and 4-ft. 5-in. respectively, the plates being -/e-in. thick to withstand the working pressure of 170 lbs. per sq. in. In order to accommodate this diameter of barrel the boiler was pitched with its centre line 8-ft. 3-in. above the level of the rails. At the leading end was a capacious smokebox having an outside length of 3ft. 3f-in. and the firebox casing measured 7-ft. in length. Inside the barrel of the boiler were 215 copper tubes, ii-ft. 7^-in. long between the tube plates and with an outside diameter of ij-in. The heating surface reached a total of 1,269-6 sq. ft., of which i25'8 sq. ft. were contributed by the firebox, and 1,143-8 sq. ft. by the tubes, and the firegrate area was 23-2 sq. ft. In full working order the engine weighed 47 tons 10 cwt., apportioned as follows: bogie wheels 17 tons 10 cwt., driving wheels 18 tons, and trailing wheels 12 tons. The tender was of the large pattern, weighing 40 tons 18 cwt. with its complement of 3,670 gallons of water and 5 tons of coal.
Following this came a number of bogie passenger locomotives similar in all respects to the No. 1301 class already illustrated and described. These were built at Doncaster in the following order : —
Date. Doncaster Nos. Engine Nos.
1898 .. .. 802-811 .. .. 1341-1350
These retained the straight form of outside frame in contradistinction to the curved pattern tentatively adopted on No. 1320, definitely accepted for the No. 1326 class of large passenger engines, and subsequently also taken as the standard for future engines of the smaller type.
To meet the requirements for more engine power for trains in the Metropolitan district twenty new locomotives
170
THE LOCOMOTIVES OF
were built. These were tank engines of the ten-wheel type introduced at the beginning of 1898, slightly modified to render them specially suitable for running through the tunnels of the " Underground." In general dimensions they were identical with their forerunners of the No. 1009 class, save that they were all fitted with condensing apparatus, and that all except the first were supplied with short chimneys of the built-up pattern, with a height above the rails of only 12-ft. 5f-in., and a corresponding reduction in the height of the steam dome in order to clear the loading
Fig. loi.
gauges of the Metropolitan Railway. These modifications give the engines the appearance of being larger, especially as regards the boiler barrel, than those without condensing arrangements, but the only differences between the two classes are those already stated, and an increase in weight in the condensing engines to a total of 62 tons 2 cwt. distributed as follows : bogie wheels 16 tons 10 cwt., driving wheels 18 tons, coupled wheels 16 tons 12 cwt., and trailing radial wheels 11 tons. The capacity of the tanks and bunkers was also the same in the two classes, namely, 1,350 gallons and 2^ tons respectively. Fig. loi shows the
THE GREAT NORTHERN RAILWAY. 171
external appearance of these locomotives, except so far as No. 1501 was concerned, this particular engine having the longer cast-iron chimney and larger steam dome of the earlier non-condensing class ; as a consequence it is not employed on the London service. These engines were built at Doncaster in the following order : —
Date. Doncaster Nos. Engine Nos.
1899 .. .. 812-821 .. .. 1501-1510
1899 .. .. 832-841 .. .. 1511-1520
At this time a number of the older goods engines on the line were getting past work, and it became necessary to supply their places by new stock, besides making requisite additions to cope with increased traffic. The Doncaster Works being actively employed, it became neces- sary to give substantial orders to outside firms. It happened that at this time the locomotive builders in this country were fully engaged on orders to a degree that prohibited all idea of early delivery, and to meet the situation it was necessary to look to other sources of manu- facture for supply, and accordingly twenty locomotives were ordered from the Baldwin Locomotive Works, Philadelphia, with a more or less free hand as regards general design. These engines were delivered ten at a time with most praiseworthy expedition, being shipped over in parts and put together ready for steam at Ardsley. They were all delivered to the railway company at a very early date in 1900 with one exception, the last of the set of twenty, No. 1200, being sent to Paris by its makers to form part of their noteworthy exhibit in the Exposition of that year. The numbers and dates of these were as follows :
Date. Baldwin Works Nos. Engine Nos.
July, 1899 .. .. 16927-16936 .. .. 1181-1190
January. 1900 .. 17321-17325 .. .. 1191-1195
17355-17359 •• •• 1196-1200
172
THE LOCOMOTIVES OF
In outside appearance equally with constructive details, these American en- gines showed a marked difference as compared with the standard G.N.R. goods locomotives. From Fig. 102 it will be seen that they were of the " Mogul " type, hav- ing outside cylinders, six- coupled driving wheels, a leading pony truck, and a tender carried on two bogies. \\'ith the exception of the chimney, buffers and brake pipe fittings and sand boxes, which are below the foot- board as in English practice, they were of American type throughout, merely modified to meet the restrictions of loading gauge, and designed to yield as nearly as possible the same efficiency of duty as the standard goods engines on the line. The leading dimensions were as follows : cylinders i8-in. in diameter with a stroke of 24-in. ; driving wheels 5-ft. i^-in. in diameter, truck and tender
THE GREAT NORTHERN RAILWAY. 173
wheels 3-ft. in diameter; wheel-base of engine 22-ft. 8-in., divided in the following proportion : centres of truck and leading coupled wheels 7-ft. 11 -in., centres of leading coupled and driving wheels 6-ft. 3-in., centres of driving and trailing coupled wheels 8-ft. 6-in. The boiler, which was of the flush- topped pattern, was built of f-in. plates, with a diameter of 4-ft. 6f-in., and contained 254 tubes measuring lo-ft. iif-in. long with a diameter of if -in. The safety valves, of the " pop " pattern, were pressed to blow off at 175 lbs. per sq. in. The firebox was 6-ft. long by 2 -ft. 9i-in. broad by 6-ft. 3^-in. deep, and there was a total heating surface of 1,380 sq. ft., the fire- box contributing 120 sq. ft. and the tubes 1,260 sq. ft. ; the grate area measured 16*7 sq. ft. In full working order these engines weighed 44 tons ig cwt., of which 6 tons 15 cwt. 3 qrs. were on the truck, and 38 tons 3 cwt. i qr. on the six-coupled wheels. The double bogie tender carried 3,500 gallons of water and 5 tons of coal, and weighed, thus loaded, 37 tons 14 cwt. 2 qrs. It is interesting to note that for its capacity the American type of tender possesses less dead weight than the English six-wheeled pattern, a result which is mainly secured by the use of lighter and conse- quently thinner plates in the building of the tanks.
In the meantime orders for goods engmes of Mr. Ivatt's standard pattern were being executed with the utmost despatch both at the Doncaster Works of the railway company, and by Messrs. Kitson & Co., of Leeds, and Messrs. Diibs & Co., of Glasgow, two orders of 20 each being in hand at Doncaster during the years 1899 and 1900 respectively, while the "outside" contingents consisted of 25 each. Of those built by Messrs. Diibs & Co., however, only thirteen were actually delivered to the G. N. R. Co.,
174
THE LOCOMOTIVES OF
the other twelve being transferred to the Midland and Great Northern Joint Railway on completion, receiving that company's running Nos. 81-92. Those built by the G.N.R. bore the following numbers : —
Date. |
Doncaster No. |
Engine No. |
Date. |
Doncaster No. |
Engine No. |
|||
1899 |
822 . 823 824 . 825 . 826 . 827 . . 828 829 830 . 831 842 ■ 843 • 844 • 845 846 ■ 847 848 • 849 850 • 851 . |
343 344 345 • 348 349 350 351 352 353 359 360 . 361 362 • 363 364 367 368 371 375 . 381 |
1900 |
882 883 884 885 886 887 888 889 890 891 892 893 894 895 896 897 898 899 900 901 |
. 165 177 179 180 192 302 303 304 306 308 • 384 386 • 387 . 388 390 392 394 396 398 399 |
|||
Th |
3 engines |
built " ov |
1 tside " |
bore |
the |
following |
||
number |
3 '. — |
|||||||
Date. |
Buil |
ders. |
Builders' Nos. |
Engine Nos. |
||||
1900 |
Kitso |
n & Co. |
3924- |
3948 |
1136-I160 |
|||
I90I |
Diibs |
& Co. |
3945-3957 |
116 |
1-1173 |
In general dimensions all these goods engines were similar to the earlier Doncaster built engines of the No. 315 class. So far as external appearance is concerned, those locomotives built at the Company's works were also identical with No. 315, an illustration of which has already been given, except that the sand boxes used when running tender-first were removed from the middle pair of driving wheels to the trailing pair, and thus are concealed within the cab side plates. The same alteration was made with
THE GREAT NORTHERN RAILWAY. 175
respect to the engines built " outside," as can be seen from the accompanying illustration, Fig. 103, which shows No. 1 138, and these were further distinguished by cast iron chimneys of the "built up" pattern, and brass beading round the splashers. In all other details they were practically of standard pattern.
Further engines of the smaller or No. 400 class of coupled passenger engines with a leading bogie were built dunng 1899. It has already been mentioned that of the preceding series No. 1320 differed from its companions in
Fig. 103.
respect to having the running-plate raised to clear the coupling rods, and an illustration of this particular locomotive was given in Fig. 93. The latest engines of this class were precisely similar to that illustration, except for the one detail that their chimneys, though of cast iron, were moulded so as to give the appearance of the " built up " pattern. Their numbers were : —
Date. 1899
Doncaster Nos. 862-871
Engine Nos. 1351-1360
After exhaustive trials of the large ten-wheel passenger engine, No. 990, it was decided to place more locomotives of the same class upon the road. These later engines
176
THE LOCOMOTIVES OF
were generally, in so far as their main dimensions were concerned, exactly similar to their prototype. The chief external points of difference lay in such details as an alteration of the framing at the leading end and a modi- fication of the sanding arrangements. The steam Sander delivered the sand under the driving or second pair of coupled wheels from boxes placed between the frames midway between the coupled axles, while the boxes and pipes used in running backwards were, in most cases, done away with. These engines also are fitted with a novel arrangement for locking the reversing gear in any desired position, con- sisting of a friction lock on the reversing shaft which is actuated by vacuum. The accompanying illustration. Fig. 104, showing No. 989 with its tender, also marks a slight modification adopted in the latter, the brake- blocks
t
u
THE GREAT NORTHERN RAILWAY. 177
being applied at the front of the tender wheels instead of at the back, as had previously been the practice. Altogether, in addition to No. 990, ten engines of this class have so far been built, with the following numbers : —
Date. 1900
Doncaster Nos. |
Engine Nos. |
872-873 |
949-950 |
874-881 |
982-989 |
In the meantime, Mr. Ivatt's new single-wheeler. No. 266, had already been running sufficiently long to prove its success in first-class express work, and another engine of a similar type was put in hand. It differed from its fore- runner, however, in details of the motion, having cylinders ig-in. in diameter with balanced valves on top, the move- ment of the link motion being transmitted by means of a rocking shaft. The valves are balanced by strips on the Richardson system, and the exhaust takes place straight through the top. The leading dimensions were as follows : — cylinders 19-in. in diameter, with a stroke of 26-in.; diameter of bogie wheels with 3-in. tyres 3-ft. 8-in., of driving wheels 7-ft. 8-in., and of trailing wheels 4-ft. 2 -in. Wheel-base : bogie 6-ft. 3-in., from trailing bogie wheel to driving wheel centres 7-ft. 9-in., and from driving to trail- ing wheel centres, g-ft. Length of frames 27-ft. 8-in., with an overhang at leading and trailing ends of 2-ft. 8-in. and 3-ft. respectively. Boiler barrel: length 11 -ft. 4-in., diameter outside smallest ring 4-ft. 3f-in., thickness of plates x'^-ii^-) height of centre above rails 8-ft. 3-in., length of smokebox 3-ft. 3f-in., length of outside firebox 7-ft., width 4-ft. ^-in. Heating surface: firebox 125-8 sq. ft., tubes ii43*8 sq. ft., total 1269-6 sq. ft., grate area 23-2 sq. ft., working pressure 175 lbs. per sq. in. Weight of engine in full working order 48 tons 11 cwt., of which 17
178 THE LOCOMOTIVES
tons 1 5 cwt. was available for adhesion. Weight of tender with 3,670 gallons of water and 5 tons of coal 40 tons 18 cwt. The accompanying illus- tration, Fig. 105, also shows this engine to have had a deeper frame at the forward end, but with these excep- tions it was practically a re- production of No. 266. So far, eleven engines have been built to the design here shown, in the following order :^
Doncaster |
Engine |
|
No. |
No. |
|
1900 |
902 |
267 |
I90I |
• 934 |
92 |
• 935 |
100 |
|
936 |
261 |
|
• 937 |
262 |
|
• 938 |
263 |
|
939 |
264 |
|
• 940 |
265 |
|
• 941 |
268 |
|
• 942 |
269 |
|
• 943 |
270 |
It will be noted with regret that these engines have displaced some historic vet- erans, which now drop into the fatal " A " list.
Continuing in chronologi- cal order, the next loco-
THE GREAT NORTHERN RAILWAY. 179
motives built at Doncaster were twenty of the large four-coupled bogie class, similar to Nos. 1 321 -1325, already described and illustrated. These twenty engines were turned out in the following order : —
Da |
te. |
Doncaster No. |
Engine No. |
19 |
00 t |
. . 903 . . 904 . . 905 906 |
. 1366 ■ 1367 • 1368 • 1369 |
• |
. . 907 . . 908 |
• 1370 • 1371 |
|
, |
. . 909 |
• 1372 |
|
1 1 |
910 ..911 |
• 1373 1380 |
|
1 |
912 |
• 1374 |
Date. 1900
1901
ncaster No. |
Engine No. |
913 914 915 |
.. 1382 • • 1383 .. 1384 |
916 917 |
• • 1375 • • 1376 |
918 919 |
•• 1377 ■• 1378 |
920 921 922 |
• • 1379 .. 1381 • • 1385 |
Immediately following the appearance of the engines last referred to, came a new type of goods locomotive which is deserving of extended mention. From time to time, as this brief history has sought to show% the locomotive superintendents of the Great Northern Railway have pro- duced exceptionally powerful engines for the heavy mineral traffic of the line. Mr. Sturrock led off with his famous steam tender engines, and Mr. Stirling followed suit with the large mineral engines of 1872. In neither instance, however, was the general traffic management of the line quite ripe for the introduction of such power, and the two classes severally failed owing to their very success. Apparently, however, the time is now suitable for a con- siderable increase in the tractive capacity of mineral engines on the G. N. R., and Mr. Ivatt has responded by designing a type of locomotive for this work which bids fair to meet all requirements in that direction for some years to come. The accompanying illustration, Fig. 106, shows the pioneer of the type and presents the chief details of its outside
i8o THE LOCOMOTIVES OF
appearance. It will be seen at once that No. 401 is of immense tractive and adhe- sive power, having cyHnders igf-in. by 26-in., eight- coupled wheels having, with 3-in. tyres, a diameter of only 4-ft. 8-in., and a total weight available for adhesion of more than 54^ tons, while its capacity to raise sufficient steam to supply those big cylinders is evidenced by the ample size of the boiler, which is practically of the same type as that adopted already for the large ten-wheel express engines of the " 990 " class. The cylinders, whose dimen- sions as new are stated above, drive the second pair of wheels, towards which they incline downwards at an angle corresponding to a drop of 4-in. in 2-ft. 2|^-in., the distance from centre of cylinders to centre of driving axle being 9-ft. g-in., and the connecting rods being 5-ft. 7f-in. long between centres. The slide valves are of the
THE GREAT NORTHERN RAILWAY. i8i
balanced kind, on top of the cylinders, deriving their
motion from the eccentrics and expansion gear through
the medium of a rocking shaft. The driving wheels,
4-ft. 8-in. in diameter, occupy a total wheel-base of
17-ft. 8-in., of which 3-ft. 8-in. separate the middle pairs,
with the leading and trailing axles respectively distant
to the extent of 6-ft. Over all, the frame plates measure
30-ft., the overhang in front being 6-ft. 3-in., and at
back 6-ft. I -in., while the footplate is 4-ft. 2-in. above the
rail level. The boiler barrel, pitched with its centre line
8-ft. 4-in. above the rails, is built up of three rings of
■j-^g-in. steel, the middle ring having an outside diameter
of 4-ft. 6^-in., and the outer rings being 4-ft. 8-in. in
diameter outside. The length of the barrel is 14-ft. 8|-in.,
of which, however, i-ft. iij-in. is occupied by the rearward
extension of the smokebox. The smokebox proper has a
length of 3-ft. 2f-in. and a diameter of 5-ft. 6|-in., inside
measurements. The firebox casing is 8-ft. long outside
and 4-ft. o^-in. wide at the bottom, its depths below the centre
line of the boiler being 5-ft. 6-in. in front and 4-ft. 8-in. at
back. Within the boiler barrel are igi tubes 2-in. in
diameter and 13-ft. long, the total heating surface being
1438-84 sq. ft., of which the firebox contributes 136-74
sq. ft., and the tubes the remaining 1 302-1 sq. ft. The
grate area is 24-5 sq. ft. It should be noted that though the
Ramsbottom type of safety valve is retained in these big
engines, it is duplicated, and the working pressure is fixed
at 175 lb. per sq. in. In full working order this type of
engine weighs a total of 54 tons 12 cwt. i qr., apportioned
as follows : — Leading wheels 13 tons 3 cwt. 2 qrs , driving
wheels 14 tons 18 cwt. 3 qrs., intermediate wheels 12 tons N
l82
THE LOCOMOTIVES OF
i8 cwt. I qr., and trailing wheels 13 tons 11 cwt. 3 qrs. The tender is of the standard large type, weighing, with 3,670 gallons of water and 5 tons of coal, 40 tons 18 cwt. I qr. ; thus the total weight of engine and tender is 95 tons 10 cwt. 2 qrs. ; and the total length over buffers is 54-ft. 7|-in.
Following is a list of the eight-coupled mineral engines of the No. 400 class built up to 1906 : —
Date. |
Doncaster No. |
Engine No. |
„ . Doncaster Date. j^„ |
Engine No. |
1901 |
923 |
401 |
1903 . . 1009 |
422 |
1902 |
964 |
402 |
lOIO |
424 |
1 » |
965 |
405 |
lOII |
426 |
1 » |
966 |
406 |
I0I2 |
427 |
t t |
967 |
407 |
,, .. IOI3 |
429 |
» » |
968 |
403 |
: IOI4 |
430 |
» » |
969 |
408 |
IOI5 |
42S |
1 f |
970 |
409 |
,, .. IO16 |
431 |
1 t |
971 |
410 |
1904 . . 1027 |
432 |
» » |
972 |
404 |
1028 |
433 |
,, |
973 |
411 |
,, .. 1029 |
434 |
t 1 |
976 |
412 |
1050 |
433 |
1 1 |
978 |
414 |
I05I |
436 |
t 1 |
982 |
413 |
1052 |
437 |
t t |
983 |
415 |
1053 |
. 438 |
984 |
417 |
1054 |
439 |
|
985 |
416 |
1055 |
440 |
|
> t |
986 |
418 |
1906 .. I 139 |
441 |
1 ( |
9S7 |
419 |
II40 |
442 |
I 1 |
9S8 |
420 |
II4I |
443 |
9S9 |
421 |
,, .. 1 142 |
444 |
|
1903 1 1 |
1007 1008 |
423 425 |
"43 |
445 |
No. 407 and several others were subsequently fitted with a variable blast pipe, which is automatically worked from the reversing rod, and No. 417 has been fitted with the Schmidt superheater and piston valves, in conjunction with which the Klinger forced system of lubricating the cylinders and valves was introduced.
In succession to the engine last illustrated came a
THE GREAT NORTHERN RAILWAY. 183
further series of ten-wheeled tank locomotives fitted with condensing apparatus, for working the London suburban traffic through the " underground " to Moorgate Street and elsewhere. These were of the type already described, and illustrated by Fig. loi, but it should be noted that they differed from their predecessors in having cylmders i8-in. in diameter, with a stroke of 26-in., and in the absence of rails round the bunker-top.
Their numbers were as follows : —
Date. Doncaster Kos. Engine Nos.
1901 .. .. 924-933 •• •• 1521-1530
Two further series of this class of engine have since been built as follows : —
Date. |
Doncaster Nos. |
Engine Nos. |
1903 |
1017-1026 |
1531-1540 |
1907 |
II55-I164 .. |
154I-1550 |
No. 1533 was fitted with brake blocks to the wheels of the bogie, and No. 1514 of the earlier series was also so equipped, whilst No. 1520 of the earlier series was fitted with Marshall's valve gear.
In 1 90 1 also there arose a need for a further supply of the useful goods locomotives with six-coupled wheels and a saddle tank over the boiler, of which Mr. Stirling had built upwards of 150, and Mr. Ivatt had already put 45 on the rails. Accordingly another 40, having six-coupled wheels 4-ft. 7^-in. in diameter and cylinders i8-in. by 26-in., were constructed at Doncaster in the following order : —
Date. |
Doncaster Nos. |
Engine Nos. |
igoi |
944-954 |
1251-126X |
1902 |
955-963 |
1262-1270 |
1905 |
1087-1096 |
1271-12S0 |
190S |
1216-1225 |
1281-1290 |
Nos. 1 251 -1 270 differed from the other engines of the same type in having a raised deck to the cab-roof, about
i84 THE LOCOMOTIVES OF
6-in. high, which is fitted with ventilators, and the later engines of the class had fluted coupling rods.
A few years ago almost every locomotive superni- tendent of note designed a four-cylinder high-pressure engine for express traffic, more or less as a protest against the introduction of the compound system, and in 1902 Mr. Ivatt built an engine, No. 271 (Doncaster No. 974), which is shown in the accompanying illus- tration. Fig. 107. It will be seen that No. 271 bears a resemblance to No. 990, in that it has a leading bogie, four-coupled wheels and a small pair of trailing wheels. No. 271 is, however, pro- vided with four cylinders, two outside the frames and two inside, placed in line. These cylinders are each 15-in. in diameter, with a stroke of 20-in., and drive direct on the first pair of coupled wheels, with
IN
4.
^3
THE GREAT NORTHERN RAILWAY. 185
connecting rods 5-ft. gf -in. long, the distance from centre of cylinders to centre of driving axle being 9-ft. 3-in. The bogie and trailing wheels are each 3-ft. yi^-in. in diameter, while the four-coupled wheels are 6-ft. 7^-in. in diameter, and are placed with their centres 6-ft. lo^-in. apart, the total wheel-base being 26-ft. 9-in., of which the bogie-wheel centres account for 6-ft. 3-in., and the distance of the trailing wheels from the rearmost coupled axle accounts for 7-ft. 6-in. Over all, the frame-plates measure 33-ft. 7i-in., the overhang being 2-ft. 5-in. and 4-ft. S^-in. at leading and trailing ends respectively. The original boiler, with its centre 8-ft. i-in. above the rails, had a barrel 15-ft. 4|-in. long, with a diameter outside the smallest, or middle ring, of 4-ft. 6-|-in. The smokebox had a length externally of 3-ft. 3i-in., and it was extended within the boiler barrel, but not to the same degree as in the " 990 " class, the distance between tube plates being 14-ft. The tubes were only 141 in number, 2i-in. in diameter. The firebox casing measured 8-ft. in length, with a breadth at the bottom of 4-ft. o|-in., giving a heating surface of 140J sq. ft., to which was to be added the tube surface of i,i62f sq. ft., making a total of 1,303 sq. ft. The grate area was 24^ sq. ft. Duplex safety valves were fitted, pressed to blow off at 175-lb. per sq, in. In its original state this engine weighed 58 tons 15 cwt., divided as follows : bogie 15 tons 10 cwt., driving wheels 17 tons, coupled wheels 15 tons 15 cwt., and trailing wheels 10 tons 10 cwt. ; and the tender was of the smaller kind, fitted with water pick-up apparatus, weighing in working order only 38 tons 10 cwt.
In 1904, No. 271 was fitted with the Walschaerts valve gear, and towards the close of 1908 was again
i86
THE LOCOMOTIVES OF
overhauled and a boiler of the standard 990 class fitted, having a total heating surface of 1442 sq. ft.
The next engines constructed at Doncaster were a further series of bogie four-coupled passenger locomotives of the " 1326" class, already described and illustrated, and these have been succeeded by two other series, as the following list shows : —
Date. 1902
Doncaster No. |
En^^ne ^^ |
Doncaster '^- No. |
Engine No. |
975 |
1386 igc |
37 .. I 169 |
1399 |
977 |
. 1388 |
1 170 |
1 180 |
979 |
1391 i9( |
d8 .. 1226 |
41 |
980 |
• 1389 |
1227 |
42 |
g8i |
• 1387 |
1228 |
43 |
990 |
1390 |
1229 |
44 |
992 |
1394 |
1230 |
45 |
993 |
• 1395 |
1231 |
46 |
994 |
1392 |
1232 |
47 |
995 |
1393 |
1233 |
48 |
1 165 |
1396 |
1234 |
49 |
1167 |
1397 |
1235 |
50 |
1168 |
• 1398 |
1907
In Dec, 1902, appeared the first of a class of passenger express engine, which is to the modern Great Northern locomotive equipment what Mr. Stirling's famous 8-ft. singles were to the same railway's stock of 40 years ago. This noteworthy engine, No. 251, which is illustrated in Fig. 108, was the prototype of the standard G.N. express engine of to-day, and has so far justified its existence that there are now no fewer than 81 of the class.
So far as the general dimensions of cylinders, wheels and length are concerned, it was practically identical with the pioneer British " Atlantic," No. 990, already described and illustrated in this monograph, but it was fitted with a much larger boiler, with a total heating surface of 2,500 sq. ft., and this innovation, which also increased the adhesion
THE G.N. RAILWAY. 187
weight by several tons, has rendered it a far more powerful machine than the earlier engine.
A point not mentioned in connection with No. 990, though the feature is common to all the G.N.R. Atlantic engines, large and small, is the differential throw of the connecting and coupling rod pins. The coupling rod pins of the driving wheels are 6-in. in diameter, and have a throw of ii^-in., whilst the connecting rod pins are 5-in. in diameter, turned eccentri- cally on the larger coupling rod pins, so as to give a throw of i2-in. Thus, whilst the stroke of the pistons is 24-in., the coupling rods travel in a circle of only 23-in. diameter, a reduction which at high speeds is of considerable importance in reducing the stress on those rods. Another point of interest is the reversing gear, which has a vacuum lock of Mr. Ivatt's invention fitted on the middle
i88 THE LOCOMOTIVES OF
of the reverse shaft, this holding the gear in any set position.
The boiler was naturally the chief feature of interest in this engine. The barrel consisted of two rings, each of f-in. steel plate, giving a total length of barrel of i6-ft. 3-J-in., the one nearest the smokebox being 8-ft. 6f-in. long and 5-ft. 4f-in. in diameter outside, and the other 8-ft. i-in. long and 5-ft. 6-in. in diameter outside. The smokebox tube-plate was of the drumhead type, set inside the front ring, the actual length of the boiler between tube-plates being i6-ft., and the smokebox was also extended forward, its total internal length being about 5-ft. gin., and its internal diameter 5-ft. ii^-in. The centre of the boiler was 8-ft. 8|^-in. above the level of the rails, and this height, with the large diameter of the smokebox, reduced the effective outside height of the chimney to i-ft. 7-|-in. ; this, however, was partly obviated by continuing the inner lining of the chimney 2-ft. i-in. downwards into the smokebox, when it terminated in a bell mouth of 2-ft. diameter slightly below the level of the upper row of tubes, and io|-in. above the top of the 5i-in. blast pipe. The firebox was of a design not hitherto adopted in Great Britain, curving out from the shape of the boiler barrel at top to a wide base resting on the main engine frames. At the foundation ring it had an external length of 5-ft. I I-in., and a width of 6-ft. 9-in. In order to clear the driving wheels both the throat plate and the lower part of the firebox tube-plate were sloped backwards at an appreciable angle. The inside firebox had a length inside at the top of 5-ft. ^^-^,-m., a width inside at the bottom of 5-ft. ii|-in., and a depth in front of 5-ft. o|-in., and at
THE GREAT NORTHERN RAILWAY. 189
back of 4-ft. 6^-in. below the centre line of the boiler. The crown plate was i-ft. a^-^-in. and i-ft. oii-in. above the centre line at front and back respectively. The heating surface of the firebox was 141 sq. ft., and of the 248 tubes, i6-ft. long by aj-in. diameter, 2,359 sq. ft., giving a total of 2,500 sq. ft. ; the grate area was 30-9 sq. ft. Four safety valves of the Ramsbottom type, each 3-in. in diameter, were enclosed in a circular casing on the firebox, and were adjusted to blow off at a pressure of 175 lb. per sq. in. Owing chiefly to the increased size of the boiler. No. 251 weighed considerably more than No. 990, the total weight of the engine in working order being 68 tons 8 cwt., distributed as follows: — On bogie wheels 17 tons 6 cwt., on each pair of coupled wheels 18 tons, and on trailing wheels 15 tons. The tender was of the standard type, and weighed 40 tons 18 cwt. with 3,670 gallons of water and 5 tons of coal. It differed from its predecessors, however, in being fitted with Mr. Ivatt's patent water- pick-up apparatus, which has since been very largely adopted on the G.N.R. tenders.
As has already been mentioned, there are at present no fewer than 81 engines of the " 251 " class in service, their dates and numbers being as follows : — -
Date. 1904
T'Vr.f ci |
Doncaster |
Engine |
iJate. |
No. |
No. |
1902 |
991 |
251 |
1904 |
1030 |
272 |
1 . |
1031 |
273 |
• ■ |
1032 |
274 |
1 1 |
1033 |
275 |
>> |
1034 |
276 |
I » |
1035 |
277 |
» 1 • |
1036 |
278 |
» f • |
1037 |
279 |
> » • |
1038 |
280 |
I > • |
1039 |
281 |
1905
Doncaster |
Engine |
No. |
No. |
1040 |
283 |
1041 |
285 |
1042 |
282 |
1043 |
286 |
1044 |
284 |
1045 |
287 |
1046 |
289 |
1047 |
288 |
1048 |
290 |
1049 |
291 |
1067 |
293 |
I go
THE LOCOMOTIVES OF
Date. 1905
1906
loncaster No. |
Engine No. |
Date. |
Doncaster No. |
Engine No. |
1068 |
297 |
1906 |
II46 |
1423 |
1069 |
296 |
• 1 |
• "47 |
• 1424 |
1070 |
294 |
II |
1 148 |
1425 |
1071 |
295 |
II |
1 149 |
1427 |
1072 |
298 |
1 1 • |
1 150 |
1428 |
1073 |
299 |
■ I |
. 1151 |
1426 |
1074 |
301 |
II |
1152 |
1429 |
1075 |
300 |
>i |
1153 |
1430 |
1076 |
1400 |
>• |
1154 |
1431 |
1077 |
1401 |
1907 |
1171 |
1432 |
1078 |
1402 |
II |
1 172 |
1433 |
1079 |
1403 |
1 1 ' |
"73 |
1434 |
1080 |
1405 |
1 1 " |
1174 |
1435 |
1081 |
1404 |
* 1 |
1175 |
1436 |
1082 |
1406 |
1908 |
1186 |
1437 |
1083 |
1407 |
1 f • |
1187 |
. 1438 |
1084 |
1408 |
1 1 |
. - 1188 |
1439 |
1085 |
1409 |
1 1 |
1189 |
1440 |
1086 |
1410 |
1 1 • |
iigo |
144I |
1 109 |
I411 |
1 1 |
1191 |
1443 |
mo |
1412 |
1 1 |
1 192 |
1444 |
mi |
1413 |
1 1 |
1193 |
1442 |
1112 |
1414 |
1 1 • |
1 194 |
1445 |
1113 |
1415 |
1 1 • |
1 195 |
1446 |
1114 |
I416 |
1 1 |
1 196 |
1447 |
1115 |
1417 |
1 1 |
1 197 |
1448 |
1116 |
I418 |
1 1 |
1199 |
1450 |
1117 |
1419 |
1 1 |
1 200 |
1449 |
1118 |
1420 |
1 1 " |
1201 |
1451 |
1 144 |
1422 |
For the purpose of instituting comparative trials with No. 292, a four-cylinder compound " Atlantic," which will be described in due course, No. 294 was altered to carry a working pressure of 200 lb. per sq. in. The result of these trials was that the compound engine showed a slight superiority in efficiency and economy, though scarcely to so marked a degree as to compensate for the enhanced prime cost of construction.
One of the later engines of the class. No. 1442, after running for about 40,000 miles, which included hauling the
THE GREAT NORTHERN RAILWAY. 191
Royal train conveying the King and Queen to Leeds in the summer of igo8, was temporarily withdrawn from service in the spring of 1909, and was overhauled in the shops and given an " exhibition finish " prior to being shown in the Machinery Hall at the Imperial International Exhibition at Shepherd's Bush. It was shown standing on the present standard track of the G.N.R., with loo-lb. rails, and a portion of a water-trough in the four-foot, whilst alongside it was Mr. Stirling's pioneer 8-ft. single, No. i, which had been withdrawn from service in August, 1907, after com- pleting upwards of 1,400,000 miles. This veteran had then been partially dismantled, and much of its internal gear and fittings removed, but for the purposes of exhibition it was thoroughly overhauled, and not only so, but renovated as far as possible in its original condition, and supplied with an old tender with wooden brake-blocks, as in 1870. It was also shown standing on a specimen of the track of that period, with steel rails weighing 80 lb. per yard.
An interesting series of comparative trials was insti- tuted between engines of this class and standard L. & N.W.R. express locomotives during the summer of 1909. No. 1449 was "lent" to the L. & N.W.R. and put to work on the traffic between Euston and Crewe. The engine was worked by its own driver and fireman, with a L. & N.W.R. driver as pilot-man. During the same period the L. & N.W.R. locomotive No. 412, " Marquis," a four-coupled bogie engine of the " Precursor" class, was at work on the G.N.R. main line, with its own driver and fireman and a G.N.R. pilot-man, running between King's Cross, Doncaster and Leeds on alternate days, in competition with the Atlantic No. 1451. No official figures are forth-
ig2
THE LOCOMOTIVES OF
coming as to the results of these friendly trials, which naturally aroused considerable interest in the railway world. A somewhat similar test was made some time previously when a standard L. & Y. R. express engine was " lent " to and ran for some time on the Great Northern Railway, with one of that company's tenders.
The next new class of engine constructed at Doncaster was a large eight-coupled tank locomotive with a pair of trailing wheels. This engine, No. ii6, which is illustrated in Fig. log, was, as originally built, so far as boiler.
Fig. log.
cylinders and wheels were concerned, practically identical in dimensions with the eight-coupled mineral engines of the "401 " class, with the addition of side tanks and an end bunker, and condensing apparatus, this last being fitted with the intention that this locomotive should work passenger and goods traffic over the Metropolitan " under- ground " section of the G.N.R., and the chimney and steam dome were of a modified pattern in order to pass the Metro- politan loading gauge. The cylinders were igf-in. in dia- meter, with a stroke of 26-in. The diameter of the eight- coupled wheels was 4-ft. 7^-in., and of the radial trailing
THE GREAT NORTHERN RAILWAY. 193
wheels 3-ft. 7^-in. The total wheel-base was 25-ft. 2-in., the two middle pairs of coupled wheels being 5-ft. 8-in. apart, centre to centre, and the two extreme pairs being respectively distant from these to the extent of 6-ft., whilst the trailing axle was 7-ft. 6-in. to the rear of the last coupled axle, centre to centre. The engine measured 35-ft. 7i-hi. over the buffer beams, the overhang being 6-ft. 5-in. and 4-ft. oj-in. at leading and trailing ends respectively ; the total length over all was 38-ft. 7j-in. The boiler originally supplied was similar to that of the No. 401 class, and its centre line was 8-ft. 4-in. above the rails. As originally built, the side tanks and bunker were of exceptionally large capacity, being built to hold 2,000 gallons of water and 4 tons of coal respectively. In road-worthy condition, the engine weighed a total of 79 tons, the distribution being : on leading coupled wheels, 15 tons; on driving, intermediate and trailing coupled wheels, 17 tons per axle ; and on trailing radial wheels, 13 tons.
Almost immediately after being put in service, this powerful and otherwise successful engine was found to be too heavy for the Metropolitan line, and in response to the requirements of the permanent way department, Mr. Ivatt undertook so to modify the design as materially to reduce the gross moving load. With this end in view, he removed the boiler originally provided, and replaced it by one having a length of barrel of 11 -ft. 9-in., and a minimum diameter, inside, of 3-ft. iif-in.; the firebox was also reduced to 6-ft. 2-in. in length. This new boiler had a total heating surface of 1,043*7 ^1- ^t., of which the firebox contributed 107*7 sq. ft., and the tubes 936 sq. ft. ; the grate area was 17*8 sq. ft. At the same time, the side tanks were reduced
194
THE LOCOMOTIVES OF
in length, lessening their capacity to 1,500 gallons, and only 3 tons of coal were carried. As thus modified, the engine weighed 70 tons 5 cwt., distributed as follows: on leading wheels 13 tons 10 cwt., on driving wheels 15 tons 5 cwt,, on intermediate coupled wheels 15 tons, on trailing coupled wheels 14 tons 10 cwt., and on traiHng radial wheels 12 tons. No. 116 ran for some time in its modified form, as shown in Fig. no, before being followed by others of the same class, but eventually a series, built in accordance with
Fig. no.
the revised dimensions, were built at Doncaster in the following order : —
Date.
1903 1904
Doncaster
Nos.
1004
1055-10G5
Engine
Nos.
116 I17-126
Date.
1905 1906
Doncaster
Nos. 1097-1106 II19-II38
Engine
Nos. 127-136 137-136
Nos. 127-136, which had icjf-in. cylinders, on com- pletion, instead of being sent to the Metropolitan district, were stationed at Colwick, to work coal trains over the Nottinghamshire branch lines, and these were followed to the same depot by Nos. 137- 141, which began work between Colwick sidings and Pinxton, and later by Nos. 142-151, all these having i8-in. cylinders. At the beginning of igoS,
THE GREAT NORTHERN RAILWAY. 195
Nos. 1 16-126 were removed from London to Colwick, and prior to getting to work there had their cyHnders reduced from igf-in. to i8-in. diameter, and tlie condensing gear removed. Nos. 1 27-131 were similarly stripped of their condensing gear and sent to Ardsley (Leeds). Nos. 127-136 are the only engines of the class now running with igf-in. cylinders. In October, 1909, No. 133 of this class was re- built with a boiler similar to that originally fitted to No. 116, bringing the total weight, with tanks full and 2^ tons of coal in the bunker, up to 71 tons 7 cwt.
In the meantime there were completed at Doncaster a series of the new engines of the smaller x\tlantic, or " 990 " class. They diflfered from their original in having the frames so shaped as to allow of them being fitted with the larger boilers if necessity arose, and they also had the duplicate (four-column) Ramsbottom safety valves which subsequently were fitted to all the Atlantic class, large and small. The dates and numbers of these new engines were : —
Date.
1903
At the beginning of 1905 INIr. Ivatt made a notable departure by the introduction of a four-cylinder compound locomotive of the Atlantic type. In general design it is of the " 251 " type, having the same dimensions of boiler and wheels as that class. The cylinders are placed in line across the engine, and are of proportions that have given rise to some argument. The high-pressure cylinders are outside, 13-in. in diameter with a stroke of 20-in., with balanced
Doncaster No. |
Engine No. |
Date. |
Doncaster No. |
Engine No. |
996 |
252 |
1903 |
lOOI |
257 |
997 |
253 |
1 1 |
1002 |
259 |
998 |
256 |
1 1 |
1003 |
250 |
999 |
255 |
1 1 |
1005 |
260 |
1000 |
254 |
) I |
1006 |
258 |
196 THE LOCOMOTIVES OF
slide valves of the open-backed type placed above them, while the low-pressure cylinders, inside the frames and connected to the leading pair of coupled wheels, are 16-in, in diameter with a stroke of 26-in., and have their valves placed back to back between them. As can be seen, the outside cylinders are actuated by Walschaerts valve-gear, the low-pressure cylinders being operated by Stephenson link motion. A change valve is fitted over the low-pressure steam chest, worked by a small auxiliary steam cylinder, whereby the low-pressure cylinders can be supplied at will, and for any length of time, with either live steam from the boiler or the exhaust steam from the high-pressure cylinders, thus being worked either as a "simple" or a compound, according to requirements. There are two reversing levers with sectors placed close together on the foot-plate, and the two sets of gear can be operated independently or together, as may be desired. Mr. Ivatt's vacuum locking device is fitted to the two reversing shafts, this device having the advantage of locking the gear close up to its work, thereby obviating any slackness in the fittings between the shaft and the foot-plate. Apart from the cylinder arrangement, and the construction of the boiler shell with slightly thicker plates to stand an enhanced working pressure of 200 lb. per sq. in.. No. 292 was practically identical with the "simple" Atlantics of the " 251 " class. The modifications here chronicled, however, increased the total weight of the engine to 69 tons, which were distributed as follows: On bogie wheels 18 tons 10 cwt., on each pair of coupled wheels 18 tons 5 cwt., and on trailing wheels 14 tons. The tender is of the standard type, carrying 5 tons of coal and 3,670 gallons of water, and
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THE G.K. RAILWAY. 197
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provided with Mr. Ivatt's pick-up apparatus for filling the tank en route. No. 292 bears Doncaster Works No. 1066, and is shown in Fig. III. In a series of tests made with this engine and No. 294 "simple" Atlantic, already referred to, the ad- vantage was slightly in favour of the compound
engme.
Almost simultaneously with the advent of No. 292, a further trial of compound- ing was made on the Great Northern Railway. With the consent of his directors, Mr. Ivatt invited the leading firms of locomotive builders in the country to submit tenders for the building of locomotives of their own design, and an engine de- signed by the Vulcan Foun- dry, Ltd., of Newton-le- Willows, was accepted and built. No. 1300, which bears the makers' No. 2025 and the date 1905, is a four-cylinder compound, approximating in
igS LOCOMOTIVES OF
arrangement with the well- known and successful system of M. de Glehn, but with certain specialities of the builders. For example, the engine is provided with the " Vulcan " patent starting valve, which admits steam at a reduced pressure to the receiver at starting, the supply being automatically cut off as soon as the steam has reached the low-pressure cylinders. Another feature is the " Vulcan " patent reversing gear, which allows one reversing screw to operate both high and low-pressure valve gear at the same time, giving a variable cut-off for the two sets of motion, which can be adjusted to suit re- quirements whilst the engine is running. Thus the high- pressure motion can, for ins- tance, be notched up at will without interfering with the cut-off of the low-pressure cylinders, or vice versa. These two devices were fully illus- trated and described in The
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THE GREAT NORTHERN RAILWAY. 199
Locomotive Magazine of September 14th, 1907. As can be seen from the accompanying illustration, Fig. 112, this engine differed in external appearance from the general type of G.N.R. designs, though in certain details the practice of the railway was adhered to, notably in the framing and details of the leading bogie and the trailing wheels; and the tender was of the standard G.N.R. pattern, being, in fact, built at Doncaster.
No. 1300 differed from the Doncaster-built compound already described in most of its leading dimension?, and notably in the size and proportions of its cylinders, the discrepancy being, of course, all the more noticeable since both engines have the same diameter of coupled wheels, 6-ft. 8-in. No. 1300 has two high-pressure cylinders, 14-in. in diameter with a stroke of 26-in., placed outside the frames and driving direct on the trailing pair of coupled wheels, and actuated by Walschaerts valve gear and piston valves. The low-pressure cylinders are in the usual position below the smoke box, and are 23-in. in diameter with a stroke of 26-in. ; they are also actuated by Walschaerts gear and piston valves. The bogie is of the standard G.N.R. swing- link pattern, with a wheel-base of 6-ft. 3-in., the leading axle being 3-ft. 3-in. in advance of the centre pivot, but it is fitted with wheels only 3-ft. 2-in. in diameter. The driving wheels are 6-ft. 8-in. in diameter, and the trailing wheels 3-ft. 8-in. The total wheel-base of the engine is 28-ft. 2-in., divided as follows : — Bogie, 6-ft. 3-in. ; trailing bogie wheels to leading coupled wheels, 6-ft. 9-in. ; coupled wheels, centre to centre, 8-ft. 6-in. ; trailing coupled to trailing carrying wheels, 6-ft. 8-in. The boiler is of ample size; it has a barrel 11 -ft. 11 -in. long with an outside
200 THE LOCOMOTIVES OF
diameter of 5-ft. if-in., and is pitched with its centre 8-ft. lo-in, above the rail level. It contains 149 " Serve " steel tubes, i2-ft. 4-in. long by 2f-in. in diameter. The outside firebox measures lo-ft. in length, and is of the round-topped pattern, the restriction of the loading gauge preventing the Belpaire firebox originally intended from being adopted. The copper inside firebox measures g-ft. long, 4-ft. lo^-in. wide at the centre line of the boiler, and 6-ft. 4-|-in. and 4-ft. 9-in. high at front and back respectively. The total heating surface is 2,514 sq. ft., of which the firebox contri- butes 170 sq. ft., and the tubes 2,344 sq- ft- ; the grate area is 31 sq. ft. The boiler carries a working pressure of 200 lb- per sq. in. The engine as originally designed would have weighed 72 tons, but this was subsequently reduced to 71 tons, the distribution of weights being as follows : — On bogie wheels 20 tons 5 cwt., on each pair of coupled wheels 18 tons 10 cwt., and on trailing wheels 13 tons 15 cwt. The tender is of G.N.R. standard dimensions, with capacities for 3,670 gallons of water and 5 tons of coal respectively, and weighs 40 tons 18 cwt. full. The total wheel-base of engine and tender is 49-ft. 6-in., and the total length over buffers 58-ft. loi-in. This engine has worked the express services of the Great Northern Railway in conjunction with No. 292 (Doncaster compound) and the " simple " Atlantics of the " 251 " class without demon- strating any marked superiority in either efficiency or economy of operation, but the introduction of an engine so obtained, and built to the designs of a firm of locomotive builders in place of the Company's own locomotive engineer, was an experiment deserving of note.
In 1904 Mr. Ivatt began to turn his attention to the
THE GREAT NORTHERN RAILWAY. 201
provision of rail motor coaches suitable for local traffic, and designed some steam coaches which were built at Doncaster and elsewhere. Before these were completed, however, he made experiments with a petrol motor coach, which began work by making a series of trial trips between Hatfield and Hertford. Two other petrol coaches, Nos. 3 and 4, built by Messrs. Kerr, Stuart & Co., Ltd., worked the service until early in 1909, when they were withdrawn.
Early in 1905 orders were booked with the Avonside Engine Co., Ltd., and Messrs. Kitson & Co., Ltd., for two steam rail motor coaches from each firm. In the meantime Mr. Ivatt put two in order at the Doncaster works, as follows : —
Date. |
Doncaster No. |
Rail Motor No |
1905 |
II07 |
No. 2 |
>■ • " |
1 108 |
No. I |
The design of these coaches consisted in making the locomotive and carriage body detachable, thus rendering it easy to withdraw either part for repairs, so that should the engine of one complete coach, and the body of another, be laid aside at one time, the other sections might be utilised together during the interval. The engine bogie was there- fore made complete in itself as a small four-wheeled locomotive with a loco-type boiler 4-ft. o^-in. in diameter, containing 178 tubes, and working at a pressure of 175 lb. per sq. in. ; the firebox measures 3-ft. 6-in. long by 4-ft. o-|^-in. wide. The total heating surface is 382 sq. ft., and the grate area 9^ sq. ft. The cylinders are placed outside the bogie frames, and are lo-in. in diameter by i6-in. stroke, actuated by Walschaerts valve gear, and the coupled driving wheels are 3-ft. 8-in. in diameter. The car body is 49-ft. long, and is carried at the other end on a standard
202 THE LOCOMOTIVES OF
G.N.R. four-wheeled carriage bogie. It is divided into a luggage compartment next to the engine, third-class smoking and non-smoking compartments, a first-class saloon (the total seating accommodation being for 53 passengers), and a guard's compartment, which is fitted with duplicate controlling gear so that the car can be operated from that end when running carriage first.
Some of these engines were first put to work on the Louth-Grimsby section of the G.N.R., a section of 14 miles in all with four intermediate stations, to which were added six additional " haltes," at Fotherby, Utterby, Grainsby, Holton Village, Weelsby Road and Hainton Street. Others were intended for the local services between Finchley and Edgware, Hatfield and Hertford, Hatfield and St. Albans, Hitchin and Baldock, etc.
The coaches built by outside makers differed in some details from those built by the Railway Company itself. Thus, Nos. 5 and 6, the locomotive bogies of which were built by Messrs. Kitson & Co., Ltd., and the carriage bodies by the Birmingham Carriage & Wagon Co., Ltd., had the following leading dimensions : — Cylinders, lo-in. by i6-in. ; heating surface of boiler, 505-64 sq. ft. ; working pressure, 200 lb. per sq. in.; diameter of coupled wheels, 3-ft. 7-in. ; length over buffers, 66-ft. 51-in. ; extreme width over step boards, 8-ft. io*-in. ; extreme height, 12-ft. 6-in. ; seating accommodation for 57 passengers; total weight, 40 tons
2 cwt.
Nos. 7 and 8, built by the Avonside Engine Co., Ltd., have the following leading particulars: — Cylinders, lo-in. by i6-in. ; diameter of coupled wheels, 3-ft. 8-in., with 3-in. by 5i-in. tyres ; wheel-base of engine bogie, 8-ft. ; heating
THE GREAT NORTHERN RAILWAY. 203
surface: firebox 60 sq. ft., tubes 330 sq. ft., total 390 sq. ft.; grate area, io'3 sq. ft.; working pressure, 200 lb. per sq. in.; total wheel-base of coach, 53-ft. g-in. ; total length over buffers, 66-ft. if -in. ; extreme width over carriage body, 8-ft. 6-in. ; accommodation for 10 first-class and 40 third- class passengers ; total weight, 40 tons gf cwt. The water tanks are placed below the carriage body, and contain 650 gallons of water. These coaches are fitted with the automatic vacuum brake, having two i8-in. cylinders. The tractive effort with a 70 % cut-off is 5,500 lb., and a motor of this type and power is capable of taking a trailer car as well up gradients of i in 40, and of averaging a speed of 20 miles per hour up gradients of i in 50.
Having found that the large 0-8-2 tank engines of the No. 116 class, which were originally intended to deal with the heavy suburban passenger and goods traffic into and out of the Metropolitan Railway's underground lines, were even in their reduced dimensions still too much for the permanent way and works of that system, Mr. Ivatt transferred them elsewhere, as has already been noted, and proceeded to substitute for them a powerful type of tank engine, which should, however, be lighter on the track. Accordingly, in igo6, he built a loco- motive with six-coupled wheels and a trailing radial pair, which had the following leading dimensions : — Cylinders, i8-in. by 26-in. ; diameter of six-coupled wheels, 5-ft. 8-in., and of trailing wheels, 3-ft. 8-in. ; wheel-base : leading to driving wheels 7-ft. 3-in., driving to trailing coupled wheels g-ft., trailing coupled to trailing radial wheels 7-ft. o-in., total 23-ft. 3-in. ; boiler : length of barrel lo-ft. i-in., diameter (outside) 4-ft. 8-in. ; height of centre above rails,
204
THE LOCOMOTIVES OF
8-ft. of -in. ; working pressure, 170 lb. per sq. in. ; heating surface : firebox i2osq. ft., tubes 1,130 sq. ft., total 1,250 sq. ft. ; grate area, 19 sq. ft. ; capacity of tanks 1,600 gallons, and of bunker 4 tons ; weight of engine in working order, 64 tons 14 cwt., of which 51 tons 4 cwt. rested on the six- coupled wheels.
This engine, No. 190, was succeeded by ten others of the same general design, but slightly modified in one or two details, the chief object of the change being to effect a more equable distribution of weight over the four pairs of wheels
Fig- II3-
in view of the fact that some of the " foreign " lines South of London, on which these engines, would be expected to run, did not allow the same maximum load per wheel as the G.N.R. itself. Accordingly, the side tanks were shortened, and the end tank enlarged, and the wheel-base slightly lengthened behind the coupled wheels. These modified engines, one of which is shown in Fig. 113, had the following dimensions : — Wheel-base : leading to driving wheels 7-ft. 3-in., driving to trailing coupled 9-ft., trailing coupled to trailing radial 7-ft. 6-in., total 23-ft. 9-in. ; boiler: length of barrel, lo-ft. i-in.; capacity of tanks
THE GREAT NORTHERN RAILWAY. 205
1,600 gallons, and of bunker 4 tons; weight of engine in working order, 65 tons 17 cwt., distributed as follows: on leading wheels, 16 tons 2 cwt. ; on driving wheels, 18 tons; on trailing coupled wheels, 17 tons 5 cwt. ; and on trailing radial wheels, 14 tons 10 cwt. All the engines of this class were, of course, fitted with condensing gear.
Below are given the dates, works numbers and running numbers of the series, including ten built this year : —
Date. |
Doncaster No. |
Engine No. |
1906 |
I145 |
190 |
1907 |
1176-1185 |
1551-1560 |
1910 |
I 256-1265 |
1561-1570 |
Interposed in the series of large Atlantic type locomo- tives already referred to, ^Iv. Ivatt allocated one of the numbers in the " 1400's " to an engine which stood apart from the rest. No. 1421 (Doncaster No. 1166, 1907) was a four-cylinder compound, in general design resembling the earlier compound engine, No. 292, already described and illustrated, but differing in details. For example, whilst the high-pressure cylinders were of the same dimensions, 13-in. by 20-in., the low-pressure had 2-in. greater diameter, i8-in. by 26-in., and they were operated by Walschaerts valve gear instead of the ordinary Stephenson link-motion adopted in the earlier engine. The leading coupled axle was of a built-up, balanced type, patented by Mr. Ivatt. The boiler was also of a modified pattern, the smokebox being extended backwards instead of in advance of the chimney. Consequently the distance between the tube- plates was reduced from i6-ft, to 14-ft. 6-in., with a pro- portionate reduction in the heating surface, the total being 2,351-8 sq. ft., of which the firebox contributed i43"6 sq. ft., and the tubes 2,208*2 sq. ft. ; the grate area was 31 sq. ft.
2o6 LOCOMOTIVES OF
Otherwise the engine, which is illustrated by Fig. 114, was practically identical with No. 292, and in general dimensions with the " 251 " class. No. 142 1 weighed in working order 69 tons 2 cwt., distributed as follows : — On bogie wheels 18 tons 2 cwt., on each pair of coupled wheels 18 tons, and on trailing wheels 15 tons. It was provided with the stan- dard tender, fitted with Mr. Ivatt's patent water pick-up apparatus.
It may be interesting to note in this place that engine No. 265, 7-ft. 8-in. bogie single, was fitted with Mr. Ivatt's patent flexible bal- anced crank axle, and Joy's valve gear in place of the Stephenson link motion, in 1910, and that No. 866, a Stirling four-coupled pas- senger engine, has also been rebuilt with another form of balanced crank axle of Mr. Ivatt's design.
In 1908 Mr. Ivatt intro-
ifQ
'<W
THE G.N. RAILWAY. 207
duced a new class of six- coupled goods tender engines, with wheels of exceptionally large diameter, 5-ft. 8-in. These engines are, in respect to their boilers, cylinders, motion and wheels, prac- tically interchangeable with the 0-6-2 suburban tank locomotives of the "190" class, and were intended to work express goods and mixed traffic on the main line. They are illustrated in Fig. 115. Following are the leading dimensions : — Cylin- ders, i8-in. by 26-in. ; dia- meter of coupled wheels, 5-ft. 8-in. ; w^heelbase : leading to driving 7-ft. 3-in., driving to trailing 9-ft., total i6-ft. 3-in.; boiler : length of barrel lo-ft. 5-in. between tube plates, diameter (outside) 4-ft. 8-in., height of centre above rails 8-ft. of -in. ; heating surface : firebox 120 sq. ft., tubes 1,130 sq. ft., total 1,250 sq. ft. ; grate area, 19 sq. ft. ; working pressure, 170 lb. per sq. in. The tender
2o8
THE LOCOMOTIVES OF
was of a new pattern with unequally spaced wheel-base, 7-ft. between leading and middle, and 6-ft. between middle and trailing wheels respectively, this arrangement bringing more weight to bear on the leading wheels ; the capacity of the tender was 3,500 gallons of water and 6^ tons of coal. In working order the engine weighed 46 tons 14 cwt., distributed as follows : on leading wheels, 16 tons ; on driving wheels, 17 tons 4 cwt. ; and on trailing wheels, 13 tons 10 cwt. ; the tender weighed 43 tons 2 cwt. The total wheel-base of engine and tender was 37-ft. 8-in., and the extreme length over buffers 50-ft. 5j-in. So far fifteen engines of this class have been built at Doncaster, in the following order : —
Date. 1908 |
Doncaster No. 1 198 |
Engine No. I |
,, |
1202-1215 |
.. ■ 2-15 |
A new series of eight-coupled mineral engines was put in order at Doncaster in igog. They differed from their prototype. No. 401, in having fluted coupling rods and larger crank pins and were fitted with the exhaust steam injector on the left-hand side. They bear the following numbers : —
T^ .._ T7 Bate.
1909
ri'ito |
Doncaster |
Engine |
J.-'dlc. |
No. |
No. |
1909 |
1236 |
446 |
1 • |
• 1237 |
447 |
•1 |
• 1238 |
448 |
1 » |
1239 |
449 |
1 1 . |
1240 |
450 |
Doncaster |
Engine |
No. |
No. |
124I |
451 |
1244 |
452 |
1245 |
453 |
1248 |
454 |
1250 r^ 1 |
455 • -1 . |
Nos. 451 to 455 v/ere fitted with the Schmidt super- heater, piston valves and 21 -in. cylinders. They also had other features slightly different from those of their pre- decessors. In order to accommodate the tail rods of the piston valves, tlie overhang at the leading end was increased
THE G.N. RAILWAY. 2og
by about 9-in., and the centre of the boiler was raised 2-in., to 8-ft, 6-in. The heating surface was as follows : fire- box 137 sq. ft., tubes 1,027 sq. ft., total 1,164 sq. ft. ; superheater surface 343 sq. ft. ; grate area 24^ sq. ft. The working pressure in these superheater engines was reduced to 160 lb. per sq. in. The total weight of the engine in working order was increased by these various modifications to 58 tons 5 cwt., distributed as follows : On leading wheels 14 tons 6 cwt., on driving wheels 15 tons 9 cwt., on intermediate wheels 14 tons 4 cwt., and on trailing wheels 14 tons 6 cwt. The tender was of the new type, as adopted on the No. i class, weighing 43 tons 2 cwt.
A new type of six-coupled goods engines with standard wheels was brought out in 1909, and is illustrated in Fig. 116. Following are the leading dimensions ; —
210
THE LOCOMOTIVES OF
Cylinders i8-in. in diameter by 26-in. stroke; diameter of six-coupled wheels 5-ft. 2-in. ; wheelbase : leading to driving 7-ft. 3-in,, driving to trailing g-ft., total i6-ft. 3-in. ; boiler length of barrel lo-ft. i-in., diameter (outside) 4-ft. 8-in. height of centre above rails 7-ft. gf-in. ; heating surface firebox 120 sq. ft., tubes 1,130 sq. ft., total 1,250 sq. ft. grate area ig sq, ft. ; working pressure 170 lb. per sq. in. weight of engine in working order 47 tons 6 cwt., distributed as follows: on leading wheels 15 tons 14 cwt., on driving wheels 17 tons and on trailing wheels 14 tons 12 cwt. The tender is of the new type, weighing 43 tons 2 cwt. Twenty engines of this class have been built so far, bearing the following numbers : —
Date.
1909
mcaster No. |
Engine No. |
1242 |
31 |
1243 1246 |
32 33 |
1247 |
34 |
1249 |
35 |
1251 1252 1253 |
37 .. 36 .. 38 |
1254 |
39 |
1255 |
40 |
Date. |
Doncaster |
Engine |
No. |
No. |
|
igio |
1266 |
21 |
1267 |
22 |
|
1268 |
23 |
|
1269 |
24 |
|
1270 |
25 |
|
1271 |
26 |
|
1272 |
27 |
|
1273 |
28 |
|
1274 |
29 |
|
1 1 |
1275 A.I |
30 |
I9I0
In May, igog, one of the smaller Atlantic engines. No. g88, was rebuilt with the Schmidt superheater, and fitted with new cyhnders 20-in. in diameter by 24-in. stroke, with 8-in. piston valves. The working pressure of the boiler was reduced to 160 lb. per sq. in., and the distributon of heating surface was modified as follows: firebox 137 sq. ft., tubes 1,027 sq. ft., total 1,164 sq. ft.; superheater surface 343 sq. ft. ; grate area 24^ sq. ft. The weight of the engine was increased to 60 tons, as follows : on bogie wheels 16 tons, on leading coupled wheels 15 tons 12 cwt., on driving
THE GREAT NORTHERN RAILWAY. 211
wheels 16 tons 12 cwt., and on trailing wheels 11 tons 16 cwt. It received one of the new tenders.
Subsequently, in 1910, No. 1383, four-coupled bogie engine, was fitted with a Baldwin smokebox superheater, which necessitated the provision of an extended smokebox. The weight of- the engine in working order was thereby increased to 50 tons 9 cwt.
Following on these trials of superheating, Mr. Ivatt has put in hand a new series of the large Atlantic type of express engine, fitted with the Schmidt superheater. This class is provided with 20-in. by 24-in. cylinders fitted with tail rods, and piston valves, lubricated by means of Wakefield's mechanical lubricator. Externally the boiler is of the same dimensions as in the 251 class, the only noticeable difference being that the chimney is placed further forward so that the blast should clear the " header " or steam collector on the smokebox tube plate. The working pressure is only 150 lb. per sq. in., and the heating surface is apportioned as follows : firebox 143^ sq. ft., tubes 1,909^ sq. ft., total 2,053 ^1- ft.; superheater surface 343 sq. ft.; grate area, 31 sq. ft. There are at present ten of this series in course of construction at Doncaster bearing the following numbers : —
Date. Doncaster No. Engine No.
1910 .. .. 1276-1285 .. .. 1452-1461
m THE LOCOMOTIVES OF
PART VIL MR. IVATT'S REBUILDS.
WHILE the foregoing pages have dealt with Mr. Ivatt's new locomotives, a small space may be devoted to the matter of rebuilds of older engines which have been carried out by the present capable locomotive superin- tendent. No practical end can be served by going into the matter in the closest detail, as in some cases the engines thus rebuilt have already completed their sphere of useful- ness, but sufficient may be said to show the lines on which it was necessary to proceed in order to enhance for a brief period the capabilities of some of the stock that was becoming obsolete, though not at the time of rebuilding quite ready for the scrap-heap.
Mr. Stirling's bogie singles were the first engines of his predecessors on which Mr. Ivatt had to place his improving hand, and in these the most novel feature, judged from outside, was the introduction of the steam dome, which had been absent from all new designs on the G.N.R. for nearly 30 years. No. 93 was the first engine to undergo alteration, and it was almost immediately followed by the Exhibition veteran No. 776. Though differing in a few minor details, as for instance in the size of the dome and the steam pressure carried, the
THE GREAT NORTHERN RAILWAY. 213
accompanying Fig. T17, which shows No. 93, may be accepted as iUiistrating the transformed engines. They both received new boilers having larger fireboxes than formerly, and carrying a higher pressure of steam — 170 lb. in No. 93 and 175 lb. in No. 776. The heating surface worked out to: Firebox 114 sq. ft., tubes 969 sq. ft., total 1,083 sq- ft- ; grate area 23^ sq. ft. According to figures given to the writer by Mr. Ivatt, these changes altered the weight of the engines, No. 776 being given with the following distribution : bogie 17 tons 6 cwt., driving wheels
Fig. 117.
18 tons, trailing wheels 10 tons 14 cwt., total 46 tons. The tenders were altered, the tanks being converted to "horse-shoe " form. The driver's toolbox was brought to the front, so as to be within reach from the footplate, and gauge cocks were fitted to the tanks at the footplate end. As altered, the weight of the tender was officially given as 41 tons 14 cwt. 2 qrs.
Other engines of the class were also rebuilt and modified, with a view to extending their spheres of useful- ness. But the traffic requirements of the G.N.R. have become so much more exacting within the last few years
214
THE LOCOMOTIVES OF
that these fine single-wheelers have for some time been hopelessly outclassed in express work. It was inevitable, therefore, thougli regrettable, that the doom of the eight- footers should be pronounced, and they have been gradually withdrawn from service until in July, 1910, there were only nine left in service: Nos. 95, 1006 and 1007 stationed at Grantham, Nos. 668, 776, looi, 1003 and 1004 ^t Peter- borough, and No. 1008 at Lincoln. As has been mentioned on a previous page. No. i is still in existence, though not in service, and is now, after having been removed from the
Fig. 118.
Imperial International Exhibition, standing in the erecting shop at King's Cross.
Next among the rebuilds came Mr. Stirling's old 7-ft. singles. No. 21 (as can be seen from the accompanying illustration, Fig. 118) was supplied with a new boiler, having 1,119 sq. ft. of heating surface and 16I sq. ft. of grate area. To adapt this larger boiler to the 7-ft. wheels it was necessary to pitch it with its centre line 7-ft. lo-in. above the rails. So far as the frames and wheels were concerned, the principal alteration consisted in placing the leading springs, of a longer span than formerly, outside and
THE GREAT NORTHERN RAILWAY. 215
above the frames instead of in the inaccessible position previously adopted. Another change welcomed by engine- men concerned the removal of the sandboxes from the front of the splashers, where they prevoited ready access to the motion, to a position below the running plate. Other engines of the same class also underwent a process of rebuilding ; but they have since been subjected to the same fate as the bogie engines, until now there are few, if any, remaining.
Several 7-ft. 6-in. engines were rebuilt with new boilers
Fig. 119.
carrying 170 lb. pressure and possessing a heating surface of 1,083 sq- ft. apportioned as follows : firebox 114 sq. ft., tubes 969 sq. ft. As will be seen from Fig. 119, the nature of other alterations effected was practically identical with that already detailed in regard to No. 21. Others were also rebuilt, but with boilers of the domeless Stirling pattern.
Quite a number of Mr. Stirling's coupled passenger engines have been rebuilt. From Fig. 120 it will be seen that by the adoption of Mr. Ivatt's standard boiler and cab, and the effecting of sundry alterations to the leading
2l6
THE LOCOMOTIVES OF
springs and sandboxes, these rebuilds closely resembled the coupled engines completed by Mr. Ivatt shortly after he took charge at Doncaster. Some, however, retained the old form of cab.
Fig. 120.
An interesting rebuild was effected with regard to No. 708, one of the coupled passenger engines built by Messrs. Kitson & Co., Ltd., in 1884. This engine was equipped in 1903 with the Druitt Halpin thermal storage apparatus.
Fig. 121.
Several of the 5-ft. i^-in. and 5-ft. 7-in. front-coupled bogie tank engines have been rebuilt in the manner shown in Fig. 121. They were supplied with Mr. Ivatt's standard boiler, which is of greater diameter than that originally fitted,
THE GREAT NORTHERN RAILWAY. 217
so that the wing tanks had to be placed rather wider apart during the process of reconstruction in order to accommodate this larger boiler. Otherwise the engines remain much as they were, except for slight alterations on the footplate.
One of Mr. Stirling's well-tank bogie engines, No. 533, was rebuilt as a crane engine for handling material at the Doncaster works. Various alterations were made to suit the new service. The well-tank underneath the coal bunker at the trailing end was removed, and two side tanks on either side of the smokebox substituted for it. Other modifications included new sand boxes to the leading driving wheels necessitated by the addition of the side tanks, steam sanding gear, and a new boiler and cab. The crane was adapted for dealing with a maximum load of 5 tons at a radius of about 11 -ft. 6-in., and was so designed as to be able to make a complete revolution on its pivot. The engine retains its continuous brake gear, which is used for the testing of new rolling stock.
Several of Mr. Stirling's six-wheeled front-coupled radial passenger tank engines, notably Nos. 116, 120 and 122, and a number of Mr. Stirling's front-coupled tender engines for mixed traffic were rebuilt with new boilers, but on the other hand a number of these one-time useful engines have been removed from service.
Similarly, a large number of Stirling goods engines were rebuilt, and special mention may be made of one, No. 743, which was also fitted with Marshall's valve gear, concerning which the untechnical press predicted such phenomenal properties. The ten-wheeled passenger tank
2i8 THE LOCOMOTIVES OF
engine No. 1520 was also so fitted, but the gear has in both cases been removed.
Various saddle-tank goods engines have been rebuilt, with new boilers of the domeless pattern, in order to avoid alteration to the tanks.
As regards the older goods engines on the line, built during Mr. Sturrock's regime, and rebuilt by Mr. Stirling, historians will perhaps be sorry to learn that these have now all disappeared.
THE GREAT NORTHERN RAILWAY. 219
Table III.
List of G.N.R, Locomotives, Designed by Mr. H. A, Ivatt, Built in the years 1896-1910.
Description.
Cylinders.
V
H
o «
<u
(A
V S
Q
°3
•9 <" E.S
Where built.
1896 I 1897
1897 1897 1897
1897
1898
1898 i
1 1897
1898
189S
1898
• 1898
1 1898
j 1898
I 1899 1899 1900 1899 1900 1900
1900 !
igoi ]
1901
igoi
1902
1902
1902
1903
1903
1905
1905
1905 1905 1906
i 1907 1907
1908 1909 1910
Coupled Bogie Passenger, .j
Coupled Passenger
Six-coupled Goods Tank . . Six-coupled Goods Tank . . Coupled Bogie Passenger. . Ten-wheel Bogie Tank ....
Atlantic Passenger
Coupled Bogie Passenger . .
Six-coupled Gcods
Six-coupled Goods
Six-coupled Goods j
Coupled Bogie Passenger..
Bogie Single
Coupled Bogie Passenger.. Ten-wheel Bogie Tank ....
Mogul Goods
Six-coupled Goods
Six-coupled Goods
Coupled Bogie Passenger. .
Atlantic Passenger
Bogie Single
Coupled Bogie Passenger.. Eight coupled Mineral .... Ten-wheel Bcgie Tank .... Six-coupled Goods Tank . . Ten-wheel 4-cylr. Passenger Coupled Bogie Passenger..
Atlantic Passenger
Atlantic Passenger
Eight-coupled Radial Tank
m.
7J 7i 7h 7k 7i 7* 7i 7i i^ li i^
7^ 7i
7i
7i
I
I* I* 7i 7i 8
7i 7i 7l 7l 7h 7l 8
8 Atlantic Compound 6 8
Atlantic Compound 6 8
Rail ]\Iotor Coach j 3 7
Rail Motor Coach 3 7
Six-coupled Radial Tank ..58 Coupled Bogie Passenger.. 6 8
Atlantic Compound 6 8
Six-coupled Goods 5 8
Six-coupled Goods ,5 2
Superheater Atlantic | 6 8
ft. in. 17)^x26 I7|x26 18 X 26
18 X26
17^x26 i7|x26 i8|x24 17^x26 i7|x 20 17IX26 17^x26 i7§ X26 18 X26 17^x26 I7|x26
18 X24 17^ X 26 17IX26 i7^x 26 i8|x24
19 X26 17JX26 19IX26 18 X26 18 X26
(4) 15 X 20
17^x26
i8|x24
i8|x24
19I X 26
( 13x20 [
"l 16x261
( 14 X 26 1
"( 23 X 26 )
10 X 16
10 X 16
17^x26
I7|x26
(13x20)
1 18x26/
17^x26
I 17IX26
I 20 X24
No.
400 1 061
III 1201 1301 1009
990 1321 1091
315 IIOI
1326
266 I34I
I50I II8I
343 1 136
1351 949 267
1366 401
1521
1251 271
1386
251 252
116 292
1300
2
5 190
1396 1421
I
31 1452
S
H6
M6
S2
T U V
E5
V2 W S3 X
E6
S4
U2
W2
V3
Y
X2
M7
Z
V4
LU
US
YT
ZZ
MC
MM V5
ZZ2
EE EE2 LUS
II built 10 12 40 20 10 I
5 10 10
35 20 I 10 20 20 20 38 10 10 II 20
55 30 40 I 10 81 10 41
2
4 21
15
I
15 20
10 bldg
Doncaster
Outside Doncaster
Outside Doncaster Outside Doncaster
U.S.A. Doncaster Outside Doncaster
Outside
Doncaster
Outside
Doncaster
220
THE LOCOMOTIVES OF
Table IV. List of Locomotives built at Doncaster Works^ i867'i9io.
d Z U o |
Q |
c . ■50 eZ |
0 |
6 0 |
Q |
0 |
6 Z (A 0 |
6 |
B . cZ |
0 |
|
^ |
^ |
^ |
|||||||||
I |
1867 |
18 |
A |
49 |
1870 |
92 |
F |
97 |
1873 |
158 |
I |
2 |
> 1 |
23 |
t * |
50 |
I |
G |
98 |
16 |
A |
||
3 |
f 1 |
40 |
» » |
51 |
39 |
B |
99 |
50 |
1 » |
||
4 |
1868 |
6 |
B |
52 |
15 |
A |
100 |
151 |
E |
||
5 |
t 1 |
222 |
,, |
53 |
25 |
1 1 |
lOI |
43 |
L |
||
6 |
f 1 |
41 |
t t |
54 |
65 |
» 1 |
102 |
145 |
I |
||
7 |
f 1 |
392 |
C |
55 |
122 |
D |
103 |
10 |
L |
||
8 |
• 1 |
4 |
B |
56 |
190 |
E |
104 |
152 |
E |
||
9 |
t 1 |
21 |
1 * |
57 |
200 |
A |
105 |
5 |
G |
||
lO |
1 t |
124 |
C |
58 |
35 |
1 1 |
106 |
508 |
A |
||
II |
J ^ |
14 |
B |
59 |
64 |
, , |
107 |
7 |
G |
||
12 |
> • |
44 |
A |
60 |
132 |
D |
108 |
504 |
K |
||
13 |
t 1 |
162 |
C |
61 |
8 |
G |
109 |
509 |
A |
||
H |
f » |
126 |
D |
62 |
366 |
E |
no |
505 |
K |
||
15 |
t t |
49 |
A |
63 |
187I |
85 |
A |
III |
186 |
E |
|
16 |
1 1 |
9 |
t » |
64 |
395 |
C |
112 |
77 |
A |
||
17 |
1 » |
38 |
, , |
65 |
398 |
1 » |
113 |
171 |
E |
||
18 |
1 1 |
127 |
D |
66 |
33 |
G |
114 |
81 |
A |
||
19 |
( f |
218 |
A |
67 |
32 |
A |
115 |
335 |
E |
||
20 |
» » |
220 |
, , |
68 |
116 |
D |
116 |
193 |
I t |
||
21 |
1869 |
125 |
D |
69 |
118 |
,, |
117 |
506 |
K |
||
22 |
I t |
76 |
A |
70 |
30 |
A |
118 |
1874 |
146 |
I |
|
23 |
1 t |
205 |
n |
71 |
261 |
H |
119 |
510 |
K |
||
24 |
t t |
II |
1 * |
72 |
203 |
A |
120 |
22 |
G |
||
25 |
t 1 |
31 |
» » |
73 |
68 |
A |
121 |
372 |
E2 |
||
26 |
t f |
55 |
B |
74 |
262 |
H |
122 |
373 |
,, |
||
27 |
t t |
6r |
t t |
75 |
117 |
D |
123 |
507 |
K |
||
28 |
f t |
19 |
A |
76 |
83 |
A |
124 |
73 |
A |
||
29 |
t I |
369 |
E |
77 |
2 |
G |
125 |
164 |
I |
||
30 |
1, |
123 |
D |
78 |
119 |
D |
126 |
219 |
A |
||
31 |
I t |
131 |
* 1 |
79 |
174 |
I |
127 |
86 |
H2 |
||
32 |
> > |
63 |
B |
80 |
1872 |
148 |
E |
128 |
89 |
* > |
|
33 |
1 t |
17 |
A |
81 |
46 |
A |
129 |
5" |
K |
||
34 |
1 f |
215 |
B |
82 |
3 |
G |
130 |
494 |
M |
||
35 |
> > |
82 |
A |
83 |
376 |
I |
131 |
512 |
K |
||
36 |
> 1 |
377 |
E |
84 |
311 |
E |
132 |
354 |
E2 |
||
37 |
1 t |
396 |
C |
85 |
13 |
A |
133 |
198 |
,, |
||
38 |
1 > |
184 |
E |
86 |
333 |
E |
134 |
495 |
M |
||
39 |
It |
27 |
A |
87 |
52 |
A |
135 |
496 |
» » |
||
40 |
, , |
129 |
D |
88 |
197 |
E |
136 |
136 |
J2 |
||
41 |
1870 |
169 |
E |
89 |
471 |
J |
137 |
137 |
» » |
||
42 |
1 1 |
56 |
A |
90 |
71 |
A |
138 |
138 |
,, |
||
43 |
»» |
54 |
,, |
91 |
75 |
1 1 |
139 |
20 |
L |
||
44 |
1 1 |
380 |
E |
92 |
470 |
J |
140 |
5-^3 |
K |
||
45 |
1 1 |
58 |
A |
93 |
120 |
K |
141 |
84 |
H2 |
||
46 |
1 1 |
121 |
D |
94 |
128 |
I » |
142 |
42 |
L |
||
47 |
, , |
59 |
A |
95 |
166 |
C |
143 |
497 |
M |
||
48 |
1 1 |
37 |
B |
96 |
1873 |
167 |
C |
144 |
514 |
K |
THE GREAT NORTHERN RAILWAY. 221
List of Locomotives built at Doncaster Works, i867'i9io.
6 |
d |
6 |
|||||||||
2 |
Ol |
a . |
«i |
z |
V |
lU s • |
tfl |
Z |
m |
c . |
xi |
•2 0 |
Dat( Engi No |
■2 0 |
cZ |
a 0 |
0 |
cZ W |
Ul — |
||||
^ |
^ |
^ |
|||||||||
145 |
1S74 |
498 |
M |
193 |
1876 |
543 |
H2 |
241 |
1878 |
631 |
N2 |
146 |
90 |
H2 |
194 |
552 |
K |
242 |
641 |
E2 |
|||
147 |
515 |
K |
195 |
62 |
G |
243 |
625 |
K2 |
|||
148 |
74 |
A2 |
196 |
526 |
A2 |
244 |
632 |
N2 |
|||
149 |
399 |
J2 |
197 |
45 |
, , |
245 |
549 |
G |
|||
150 |
48 |
G |
198 |
533 |
K |
246 |
626 |
K2 |
|||
151 |
499 |
M |
199 |
312 |
E2 |
247 |
60 |
G |
|||
152 |
516 |
K |
200 |
.. 1314 |
> 1 |
248 |
550 |
» t |
|||
153 |
517 |
1 1 |
201 |
534 |
A2 |
249 |
642 |
E2 |
|||
154 |
36 |
A2 |
202 |
527 |
1 1 |
250 |
244 |
K2 |
|||
155 ' .. |
196 |
E2 |
203 |
130 |
K |
251 |
57 |
A2 |
|||
156 ; 1875 |
173 |
,, |
204 |
535 |
A2 |
252 |
643 |
E2 |
|||
157 |
519 |
A2 |
205 |
536 |
» 1 |
253 |
246 |
K2 |
|||
158 |
518 |
1 1 |
206 |
159 |
K |
254 |
616 |
M |
|||
159 |
340 |
E2 |
207 |
538 |
A2 |
255 |
1879 |
617 |
1 t |
||
160 |
520 |
A2 |
20S |
501 |
N |
256 |
66 |
A2 |
|||
161 |
365 |
E2 |
209 |
502 |
> 1 |
257 |
263 |
H2 |
|||
162 |
521 |
A2 |
210 |
537 |
A2 |
258 |
644. |
E2 |
|||
163 |
141 |
E2 |
211 |
539 |
* t |
259 |
241 |
K2 |
|||
164 |
26 |
A2 |
212 |
221 |
G |
260 |
618 |
M |
|||
165 |
34 |
G |
213 |
606 |
M |
261 |
243 |
K2 |
|||
166 |
28 |
A2 |
214 |
607 |
» » |
262 |
619 |
M |
|||
167 |
163 |
E2 |
215 |
94 |
G |
263 |
51 |
H2 |
|||
168 |
522 |
A2 |
216 |
503 |
N |
264 |
645 |
E2 |
|||
169 |
339 |
E2 |
217 |
1877 |
608 |
M |
265 |
250 |
K2 |
||
170 |
47 |
G |
218 |
161 |
N |
266 |
245 |
1 1 |
|||
171 |
187 |
E2 |
219 |
69 |
G |
267 |
160 |
E2 |
|||
172 |
523 |
A2 |
220 |
98 |
t f |
268 |
620 |
M |
|||
173 |
528 |
K |
221 |
609 |
M |
269 |
646 |
E2 |
|||
174 |
24 |
A2 |
222 |
610 |
f t |
270 |
133 |
1 f |
|||
175 |
605 |
J2 |
223 |
611 |
f » |
271 |
96 |
H2 |
|||
176 |
604 |
1 1 |
224 |
72 |
H2 |
272 |
627 |
K2 |
|||
177 |
500 |
M |
225 |
80 |
1 * |
273 |
168 |
E2 |
|||
178 |
529 |
K |
226 |
612 |
M |
274 |
99 |
H2 |
|||
179 |
29 |
A2 |
227 |
614 |
1 1 |
275 |
628 |
K2 |
|||
180 |
601 |
M |
228 |
613 |
1 ( |
276 |
633 |
M |
|||
181 |
328 |
E2 |
229 |
615 |
t t |
277 |
247 |
K2 |
|||
182 |
194 |
, , |
230 |
544 |
G |
278 |
154 |
E2 |
|||
183 |
602 |
M |
231 |
545 |
1 * |
279 |
2,; 9 |
K2 |
|||
184 |
530 |
K |
232 |
546 |
t 1 |
280 |
634 |
M |
|||
185 |
53 |
G |
233 |
547 |
» t |
281 |
93 |
G |
|||
1S6 |
540 |
H2 |
234 |
621 |
K2 |
282 |
1880 |
635 |
M |
||
187 |
524 |
A2 |
235 |
1878 |
622 |
, , |
283 |
6?9 |
K2 |
||
188 |
541 |
H2 |
236 |
623 |
1 » |
284 |
630 |
t t |
|||
189 |
531 |
K |
237 |
310 |
E2 |
285 |
95 |
G |
|||
I go |
603 |
M |
238 |
624 |
K2 |
286 |
636 |
M |
|||
191 |
525 |
A2 |
239 |
393 |
E2 |
287 |
640 |
E2 |
|||
192 |
542 |
H2 |
240 |
548 |
G |
288 |
<^37 |
M |
222
THE LOCOMOTIVES OF
List of Locomotives built at Doncaster Works, 1867-1910.
o
289 290 291 292
293 294
295 296
297 298 299 300 301 302 303 304 305 306
307 308
309 310
3" 312
313 314 315 316
317 318
319 320
321 322
323 324 325 326
327 328
329 330 331 332 333 334 335 336
(a |
|
<u |
a |
5b 0 |
|
Q |
W^^ |
o
1880
I88I
1882
242
248
223
647 638
97 648
^53 652
653 472 207 649
639
662
650
473
654
655
651
226
212
208
663
656
657 672
673 227 658 674 664 665
91 666 667
675 676
659 660 102
lOI
661 677 678 679 680 682
K2
I t
H2
E2
M
H2
E2
M
K2
ft
M H2
E2
M
G
E2
M
K2
E2 H2
f I
H3 G
K2
M2
H3
O
M2
G
1 1
H3 G
M2
O
E2
o
o
o
M2
o
337
338
339
340
341
342
343
344
345
346
347
348
349
350
351
352
353
354
355
356
357 358
359 360
361 362 363 364
365 366
367 368
369 370 371 372 373 374 375 376 377 378
379 380
381 382
383 384
Q
■So
1883
1882 683
78 88 681 668 669 201 202
103 104 684 685 670 671
699 700 688 689 690
374 172 6gi 692
693 112
"3 694
686
695 687
751 752 696 114
115 697
^05 106 698 761 206 209 771
772 762
753
, 754 885 I 763
1884
O H3
M2 G
H3
A3
J3
f I
G
H3 M2
M2
A3
O
J3 O
]3 H4
f I
O A3
I t
o
A3
I I
o
H4
62
» I
o
H4
t t
o
o
385 386
387 388
389 390 391 392 393 394 395 396
397 398
399 400 401 402
403 404
405 406 407 408 409 410 411 412
413 414
415 416
417 418 419 420 421 422 423 424 425 426
427 428
429 430 431 432
Q
(U
c . 'ci o
W
1885
886
1887
764
765
781
782
238
232
107
108
773
774
185
189
109
no
783
784
785
786
787 788 211 217 224 228
234 229 791 792 793 794 795 796
797 798
799 800 216 225
755 756 757 758 775 237 789 790 322 307
u
O M2
r t
Q A3 G2
» I
p
A3 M2
H4
1 1 1 1
Q2
E3
H4
G2
Q2
M2
I f
E3
THE GREAT NORTHERN RAILWAY. 223 List of Locomotives built at Doncaster Works, 1867-1910.
o Z
CO
u o
a
a
V
433 434 435 436
437 438
439 440 441 442 443 444 445 446
447 448
449 450 451 452 453 454 455 456 457 458
459 460 461 462
463 464
465 466 467 468 469 470
471 472
473 474 475 476
477 478
479 I
480 I
1888
1887 776 230 10 12
759 760
779 780
777 778 199 320 236
239 142 188 176 183 389
147 801
802 231 233 156
157 803
178 309 150
324 181
321
20
326
804
235 240 210 2 04 42 43 323 382 811 812 300 301
G2
Q2
A4
H4
o 12;
O
Q
481 482 483 484 485 486
M2 1) 487 488
G2 I 489
(U
a . 'Sij o
o
o 2
1889
E3
f I
Q2
p
E3
1 1
M2
l» Q2
M2
E3
1889
A4
M2
Q2
H5 A4
E3 H5 E3
490 491 492
493 494 495 496
497 498
499 500
501 502
503
504
505 506
507 508
509 510 511 512
513 514 515 516
517 518 519 520
521 522
523 524 525 526
527 528
890
189
805 806
813 814
815 816
330
135 817
818 819 820 170
195 191
383 213 214
766 767 342 347 175 768
391
769
770
79
397
87
139 821 822 378 370
134 140
823 824 825 807
831 808 832 826 827 809 828
(U |
||
0) |
a |
<n |
Q |
5b 0 |
(A 0 |
M2 529
530
I89I
H5
E3
I t
H5
E3
H5
» »
R
9 t
E3
R
E3 R
1 1
H5
M2
H5
M2
R
t I
E3
u
t I
R
M2
E3
M2
E3 R
M2 R
531
532
553
534
535
536
537
538
539
540
541
542
543
544
545
546
547
548
549
550
551
552
553
554
555
556
557
558
559
560
561 562 563 564 565 566
567 568
569 570 571 572 573 574 575 576
1892
833 E3
810 I M2
829 I R
861 H5
834 I E3
862 H5
830 R S51 : M2
835 E3
852 I M2
385 ! E3
863 H5
836 E3
864 H5 379 E3
853 M2
837 951 839 854 S65
838
855 840
866 841 856
E3
A4
E3 M3
H5 E3 M3
E3 H5 E3 M3
845 E3 952 A4
842
857 846
843 871
847 858
844 872 848 859 849 860
873 850
874 317 341 875
E3 M3
E3
Q3 E3 M3
E3 Q3
E3
M3
E3 M3
Q3
E3
Q3
E3
Q3
224 THE LOCOMOTIVES OF
List of Locomotives built at Doncaster Works, 1867' 1910.
6 |
c . |
6 Z |
V c . |
(n |
6 |
OJ |
<u c . |
tf) |
|||
CA U 0 |
13 Q |
0 |
■£ 0 |
13 Q |
en n 0 |
0 |
13 |
||||
^ |
^ |
^ |
|||||||||
577 |
1892 |
144 |
J4 |
625 |
1893 |
953 |
A4 |
673 |
I ''95 |
1005 |
G3 |
578 |
867 |
H5 |
626 |
954 |
,, |
674 |
1006 |
»i |
|||
579 |
868 |
t 1 |
627 |
964 |
M5 |
675 |
1007 |
f* |
|||
580 |
149 |
J4 |
628 |
890 |
H5 |
676 |
1008 |
ff |
|||
581 |
881 |
H5 |
629 |
965 |
M5 |
677 |
997 |
H5 |
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582 |
931 |
R |
630 |
966 |
,, |
678 |
998 |
»» |
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583 .. |
932 |
, , |
631 |
100 1 |
G2 |
679 |
999 |
11 |
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584 |
882 |
H5 |
632 |
1002 |
, , |
680 |
1000 |
ji |
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585 |
869 |
1 I |
633 |
891 |
H5 |
681 |
977 |
M5 |
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586 |
143 |
E3 |
634 |
319 |
E3 |
682 |
978 |
n |
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587 |
346 |
1 » |
635 |
892 |
H5 |
683 |
979 |
>i |
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588 |
870 |
H5 |
636 |
967 |
M5 |
684 |
980 |
n |
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589 |
933 |
R |
637 |
327 |
E3 |
685 |
958 |
A4 |
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590 |
883 |
H5 |
638 |
893 |
H5 |
686 |
959 |
)) |
|||
591 |
921 |
M4 |
639 |
894 |
687 |
960 |
»i |
||||
592 |
313 |
E3 |
640 |
1894 |
968 |
M5 |
688 |
941 |
R2 |
||
593 .. |
884 |
H5 |
641 |
lOII |
E3 |
689 |
942 |
»» |
|||
594 |
934 |
R |
642 |
895 |
H5 |
690 |
943 |
M |
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595 |
182 |
E3 |
643 |
969 |
M5 |
691 |
944 |
M |
|||
596 |
885 |
H5 |
644 |
896 |
H5 |
692 |
1896 |
1021 |
P2 |
||
597 |
922 |
M4 |
645 |
1012 |
E3 |
693 |
1022 |
»» |
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598 |
935 |
R |
646 |
897 |
H5 |
694 |
1023 |
)i |
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599 |
1893 |
923 |
M4 |
647 |
970 |
M5 |
695 |
1024 |
>) |
||
600 |
924 |
J , |
648 |
898 |
H5 |
696 |
1025 |
)j |
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601 |
936 |
R |
649 |
899 |
697 |
1026 |
>i |
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602 |
325 |
A4 |
650 |
900 |
t » |
698 |
1027 |
ti |
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603 |
925 |
M4 |
651 |
876 |
Q3 |
699 |
1028 |
>< |
|||
604 |
355 |
A4 |
652 |
877 |
, , |
700 |
[029 |
ff |
|||
605 |
926 |
M4 |
653 |
878 |
1 1 |
701 |
1030 |
ji |
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606 |
886 |
H5 |
654 |
879 |
f 1 |
702 |
1081 |
E4 |
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607 |
937 |
R |
655 |
880 |
» t |
703 |
1082 |
I) |
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608 |
927 |
M4 |
656 |
981 |
1 1 |
704 |
1083 |
>J |
|||
609 |
'.; 356 |
A4 |
657 |
971 |
M5 |
705 |
1084 |
>» |
|||
610 |
938 |
R |
658 |
972 |
1 » |
706 |
1085 |
»» |
|||
611 |
357 |
A4 |
659 |
973 |
1 1 |
707 |
1086 |
») |
|||
612 |
928 |
M4 |
660 |
974 |
» 1 |
708 |
1087 |
»» |
|||
613 |
929 |
" |
661 |
975 |
709 |
1088 |
»» |
||||
614 |
939 |
R |
662 |
976 |
'• |
710 |
1089 |
11 |
|||
615 |
930 |
M4 |
663 |
955 |
A4 |
711 |
1090 |
)» |
|||
616 |
358 |
A4 |
664 |
956 |
, , |
712 |
400 |
S |
|||
617 |
940 |
R |
665 |
991 |
H5 |
713 |
1897 |
ic6i |
H6 |
||
618 |
961 |
M5 |
666 |
992 |
,, |
714 |
1062 |
>1 |
|||
6ig |
962 |
1 I |
667 |
993 |
1 1 |
715 |
1063 |
»1 |
|||
620 |
957 |
A4 |
668 |
994 |
f 1 |
716 |
1064 |
1) |
|||
621 |
887 |
H5 |
669 |
995 |
1 1 |
717 |
1065 |
»» |
|||
622 |
888 |
670 |
996 |
1 » |
718 |
1066 |
»» |
||||
623 |
963 |
M5 |
671 |
1003 |
G3 |
719 |
1067 |
>> |
|||
624 |
889 |
H5 |
672 i ,, |
1004 |
>> |
720 |
1068 |
91 |
THE GREAT NORTHERN RAILWAY. 225 List of Locomotives built at Doncaster Works, 1867-1910.
o
o
721 722 723 724
725 726
727 728
729 730
731 732 733 734 735 736
737 738
739
740 I
741
742 i
743
744
745
746
747 74S
749
750
751
752
753
754
755
756
757
758
759
760
761
762
763 764
765 766 767 768
897
c . W
o Z
1898
1069 1070 1071 1072
1073 1074
1075 1076
1077 1078 1079 1080 III
155 I20I 1202 1203 1204 1205 I 1206 1207 1208 1209 I2IO I3QI 1302 1303 1304 1305 1306
1307 1308
1309 I3IO 1009 lOIO
IOI3 IOI4
I3II I3I2
1313 I3I4 I3I5
I3I6
I3I7 I3I8
I3I9 1320
H6 S
M6
S2
T
S2
769 770 771 772 773 774 775 776
777 778
779 1 780 781 782
783 784
785
786
787
788
789
790
791
792
793
794
795
796
797 798
799
800
801
802
803
804
805
806
807
808
809
810
811
812
813 814
815 816
1898
tz w
(J
V
E5
1899
990 U 1321 1322 1323 1324 1325
315
316
318
329
331
332
334
336
337
338 1326
1327 266
1015
1016
1017
1018
X328
1329
1330
1331
1019
1020
1332
1333
1334
1335
1341
1342
1343
1344
1345
1346
1347 1318
1349 1350 1501 1502 1503 1504 1505
V2
w
T
V2
))
))
T V2
n
S3
o
X
817 818 819 820 821 822 823 824
825 826 827 828 829 830
831 832
833 834 835 836
837 838
839 840 841 842
843 844
845 846
847 848
849
850
851 852
853
854 855 856
857 858
859 860 861 862 863 864
1899
o
1506
1507 1508 1509
I5I0 343 344 345 348 349 350 351 352 353 339
1511 1512
1513 1514 1515 1516
1517 1518
1519 1520 360 361 362 363 3^ 367 368
371 375 381 1336 1337 1338 1339 1340 1361 1362 1363 1364 1365 1351 1352 1353
E6
E6
V2
S4
226 THE LOCOMOTIVES OF
List of Locomotives built at Doncaster Works, i867'i9lo.
6 -A |
01 |
0} |
CO |
6 |
nj |
0) -S - |
ui |
6 |
CJ |
tn |
|
01 o |
■^1 |
0 |
0 |
'bib 0 |
(A 0 |
'he 0 |
0 |
||||
^ |
^ |
^ |
|||||||||
865 |
1899 |
1354 |
S4 |
913 |
1900 |
1382 |
V3 |
961 |
1902 |
1268 |
M7 |
866 |
1355 |
n |
914 |
, , |
1383 |
1) |
962 |
, , |
1269 |
11 |
|
867 |
1356 |
>i |
915 |
, , |
1384 |
l» |
963 |
» » |
1270 |
11 |
|
868 |
1357 |
n |
916 |
1 1 |
1375 |
I) |
964 |
1 1 |
402 |
Y |
|
869 |
1358 |
n |
917 |
1 1 |
1376 |
n |
965 |
1 1 |
405 |
I) |
|
870 |
1359 |
M |
918 |
I9OI |
1377 |
>) |
966 |
t » |
406 |
»» |
|
871 |
1360 |
»i |
919 |
, , |
1378 |
II |
967 |
1 1 |
407 |
It |
|
872 |
1900 |
949 |
U2 |
920 |
1 1 |
1379 |
II |
968 |
f 1 |
403 |
11 |
873 |
950 |
)) |
921 |
1 > |
1381 |
11 |
969 |
1 1 |
408 |
j» |
|
874 |
982 |
n |
922 |
1 1 |
1385 |
II |
970 |
1 1 |
409 |
>) |
|
875 |
983 |
J) |
923 |
1 1 |
401 |
Y |
971 |
,, |
410 |
>> |
|
876 |
984 |
>i |
924 |
1 1 |
1521 |
X2 |
972 |
1 1 |
404 |
)i |
|
877 |
985 |
)i |
925 |
1 1 |
1522 |
II |
973 |
, , |
411 |
>) |
|
878 |
986 |
»i |
926 |
1 1 |
1523 |
II |
974 |
1 1 |
271 |
Z |
|
879 |
987 |
n |
927 |
> » |
1524 |
II |
975 |
1 1 |
1386 |
V4 |
|
880 |
988 |
)* |
928 |
1 1 |
1525 |
II |
976 |
,, |
412 |
Y |
|
881 |
989 |
)» |
929 |
1 1 |
1526 |
II |
977 |
1 1 |
1388 |
V4 |
|
882 |
165 |
E6 |
930 |
1 1 |
1527 |
)) |
978 |
1 1 |
414 |
Y |
|
883 |
177 |
)) |
931 |
1 » |
1528 |
15 |
979 |
,, |
I39I |
V4 |
|
884 |
179 |
M |
932 |
, , |
1529 |
I) |
980 |
1 1 |
1389 |
II |
|
885 |
180 |
II |
933 |
1 » |
1530 |
11 |
981 |
»i |
1387 |
II |
|
886 |
,, |
192 |
Jl |
934 |
1 > |
92 |
W2 |
982 |
,1 |
413 |
Y |
887 |
302 |
n |
935 |
■ t |
100 |
11 |
983 |
1 1 |
415 |
I) |
|
888 |
303 |
n |
936 |
1 1 |
261 |
II |
984 |
1 » |
417 |
II |
|
889 |
304 |
n |
937 |
1 > |
262 |
II |
985 |
1 1 |
416 |
II |
|
890 |
306 |
n |
938 |
1 1 |
263 |
II |
986 |
•» |
418 |
11 |
|
891 |
308 |
>J |
939 |
» 1 |
264 |
1) |
987 |
419 |
II |
||
892 |
384 |
11 |
940 |
t ■ |
265 |
n |
988 |
1 ( |
420 |
II |
|
893 |
386 |
n |
941 |
» » |
268 |
n |
989 |
,, |
421 |
11 |
|
894 |
387 |
>» |
942 |
1 1 |
269 |
11 |
990 |
1 1 |
1390 |
V4 |
|
895 |
388 |
J) |
943 |
1 1 |
270 |
?? |
991 |
> t |
251 |
LU |
|
896 |
390 |
>) |
944 |
1 1 |
1251 |
M7 |
992 |
,> |
1394 |
V4 |
|
897 |
392 |
»i |
945 |
., |
1252 |
11 |
993 |
1 1 |
1395 |
11 |
|
898 |
394 |
>) |
946 |
» 1 |
1253 |
II |
994 |
1 1 |
1392 |
II |
|
899 |
396 |
II |
947 |
, , |
1254 |
II |
995 |
,, |
1393 |
11 |
|
900 |
398 |
1) |
948 |
1 1 |
1255 |
1) |
996 |
1903 |
252 |
U3 |
|
901 |
399 |
)) |
949 |
1 1 |
1256 |
11 |
997 |
» I |
253 |
11 |
|
902 |
267 |
W2 |
950 |
> f |
1257 |
II |
998 |
1 1 |
256 |
11 |
|
903 |
» 1 |
1366 |
V3 |
951 |
f 1 |
1258 |
II |
999 |
1 » |
255 |
II |
904 |
1367 |
)) |
952 |
1 > |
1259 |
II |
1000 |
1 1 |
254 |
II |
|
905 |
, , |
1368 |
n |
953 |
1 1 |
1260 |
n |
100 r |
1 1 |
257 |
11 |
906 |
I » |
1369 |
11 |
954 |
It |
1261 |
11 |
1002 |
• > |
259 |
II |
907 |
, , |
1370 |
>) |
955 |
1902 |
1262 |
II |
1003 |
», |
250 |
II |
908 |
1 1 |
1371 |
» |
956 |
t ) |
1263 |
11 |
1004 |
» 1 |
116 |
YT |
909 |
,, |
1372 |
>t |
957 |
tf |
1264 |
II |
1005 |
,, |
260 |
U3 |
910 |
1 1 |
1373 |
1) |
958 |
1 * |
1265 |
1) |
1006 |
,t |
258 |
11 |
911 |
\ 1 |
1380 |
ji |
959 |
II |
1266 |
11 |
1007 |
1 1 |
423 |
Y |
912 |
>, |
1374 |
n |
960 |
• 1 |
1267 |
II |
1008 |
» t |
425 |
II |
THE GREAT NORTHERN RAILWAY. 227 List of Locomotives built at Doncaster Works, 1867' 1910.
0 |
QJ |
M |
d |
0 |
"5 |
6 Z |
cj |
0 s • |
(fl |
||
(A l-l |
15 Q |
•5,0 cZ W |
0 |
1 |
I |
*hf) 0 cZ W |
0 |
(A 0 |
Q |
'Si c> 5^ |
(A IS 0 |
1 |
^ |
^ |
|||||||||
1009 |
1903 |
422 |
Y |
1057 |
1904 |
118 |
YT |
I 105 |
1905 |
135 |
YT |
lOIO |
J J |
424 |
)) |
1058 |
1 1 |
119 |
»» |
I 106 |
1 * |
136 |
»» |
lOII |
, , |
426 |
») |
1059 |
1 1 |
120 |
»1 |
IIO7 |
* t |
No. 2 |
MC |
I0I2 |
, , |
427 |
n |
1060 |
, , |
121 |
J1 |
I 108 |
1 t |
No. I |
)1 |
IOI3 |
, , |
429 |
M |
1061 |
yy |
122 |
J) |
I 109 |
I » |
1411 |
LU |
IOI4 |
» » |
430 |
») |
1062 |
,, |
123 |
)1 |
IIIO |
1 » |
1412 |
t* |
IOI5 |
I I |
428 |
n |
IC63 |
» > |
124 |
H |
nil |
1. |
1413 |
5< |
IOI6 |
, , |
431 |
11 |
1064 |
» » |
125 |
M |
III2 |
f t |
1414 |
J) |
IOI7 |
1 1 |
I531 |
X |
1065 |
1 ( |
126 |
M |
III3 |
1906 |
1415 |
J? |
IO18 |
1 * |
1532 |
l» |
1066 |
1905 |
292 |
ZZ |
III4 |
,, |
1416 |
U |
IOI9 |
,, |
1533 |
J» |
1067 |
1 1 |
293 |
LU |
III5 |
■ 1 |
1417 |
1) |
1020 |
, , |
1534 |
)» |
1068 |
,, |
297 |
J) |
III6 |
f 1 |
1418 |
J» |
I02I |
f t |
1535 |
») |
1069 |
I 1 |
296 |
)) |
III7 |
>. |
1419 |
»» |
1022 |
1 1 |
1536 |
J) |
1070 |
» 1 |
294 |
») |
II18 |
f f |
1420 |
»» |
1023 |
>i |
1537 |
>> |
1071 |
1 I |
295 |
?» |
III9 |
1 1 |
137 |
YT |
1024 |
1 1 |
1538 |
»1 |
1072 |
,, |
298 |
n |
II20 |
> I |
138 |
n |
1025 |
,, |
1539 |
») |
1073 |
M |
299 |
J) |
II2I |
*> |
139 |
M |
1026 |
t ) |
1540 |
11 |
1074 |
, , |
301 |
>» |
II22 |
.. |
140 |
n |
1027 |
1904 |
432 |
Y |
1075 |
1 I |
300 |
n |
II23 |
» t |
141 |
»» |
1028 |
,, |
433 |
J) |
1076 |
1 » |
1400 |
>) |
II24 |
1 * |
142 |
>i |
1029 |
» » |
434 |
n |
1077 |
> 1 |
I4OI |
J) |
II25 |
1 t |
143 |
») |
1030 |
1 » |
272 |
LU |
1078 |
> 1 |
1402 |
)) |
II26 |
t » |
144 |
»» |
IO3I |
,, |
273 |
)) |
1079 |
It |
1403 |
)) |
II27 |
» 1 |
145 |
>i |
1032 |
,, |
274 |
JJ |
1080 |
1 ) |
1405 |
)i |
II28 |
>. |
146 |
11 |
1033 |
, , |
275 |
»» |
1081 |
,, |
1404 |
M |
II29 |
1 f |
147 |
»> |
1034 |
,, |
276 |
») |
1082 |
1 > |
I4O6 |
») |
II30 |
1 t |
148 |
»? |
1035 |
, , |
277 |
n |
1083 |
* 1 |
1407 |
H |
II3I |
f t |
149 |
n |
1036 |
,, |
278 |
M |
i 1084 |
1408 |
>J |
II32 |
1 > |
150 |
n |
|
1037 |
,, |
279 |
)» |
1085 |
» » |
1409 |
IJ |
II33 |
» 1 |
151 |
n |
1038 |
, , |
280 |
>) |
1086 |
,, |
I4IO |
J) |
"34 |
1 » |
152 |
»i |
1039 |
, , |
281 |
n |
1087 |
, , |
127I |
M8 |
"35 |
» » |
153 |
?j |
1040 |
, , |
283 |
»5 |
1088 |
, , |
1272 |
») |
1136 |
1 t |
154 |
n |
IO4I |
> 1 |
285 |
)) |
1089 |
, , |
1273 |
M |
"37 |
» » |
155 |
»» |
1042 |
,, |
282 |
n |
1090 |
,, |
1274 |
n |
1138 |
I » |
156 |
»» |
1043 |
, , |
286 |
)» |
1091 |
> » |
1275 |
)) |
"39 |
t 1 |
441 |
Y |
1044 |
,, |
284 |
») |
1092 |
,, |
1276 |
)1 |
1 140 |
1 > |
442 |
»f |
1045 |
, , |
287 |
») |
1093 |
1 > |
1277 |
)1 |
1141 |
>> |
443 |
f» |
1046 |
,, |
289 |
») |
1094 |
> 1 |
1278 |
>? |
1142 |
» 1 |
4^4 |
n |
1047 |
1 1 |
288 |
n |
1095 |
1 1 |
1279 |
>» |
"43 |
» » |
445 |
»» |
1048 |
t ■ |
290 |
»i |
1096 |
1 1 |
1280 |
»1 |
"44 |
,, |
1422 |
LU |
1049 |
1 y |
291 |
»i |
1097 |
, , |
127 |
YT |
"45 |
t » |
190 |
MM |
1050 |
,, |
435 |
Y |
1098 |
,, |
128 |
>i |
1 146 |
., |
1423 |
LU |
IO5I |
) 1 |
436 |
n |
1099 |
1 t |
129 |
»» |
"47 |
f I |
1424 |
»» |
1052 |
, , |
437 |
»» |
1 100 |
1 > |
130 |
ji |
1 148 |
1 t |
1425 |
}) |
1053 |
,, |
438 |
)> |
IIOI |
1 1 |
131 |
n |
"49 |
1907 |
1427 |
»» |
1054 |
1 1 |
439 |
j» |
1102 |
» • |
132 |
" |
1150 |
l» |
1428 |
») |
1055 |
» » |
440 |
»i |
1 103 |
f 1 |
133 |
H |
"51 |
t » |
1426 |
1) |
1056 |
I t |
117 |
YT |
1 104 |
• » |
134 |
tl |
1152 |
P * |
1429 |
»9 |
228 THE GREAT NORTHERN RAILWAY. List of Locomotives built at Doncaster Works, 1867-1910.
d Z |
^ |
. |
6 Z |
m |
c . |
ifi |
d Z |
5J |
in |
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05 0 |
cZ W |
0 |
t-i 0 |
0 |
Q |
'5b 0 cZ |
0 |
||||
^ |
^ |
^ |
|||||||||
1 153 |
1907 |
1430 |
LU |
I 199 |
1908 |
1450 |
LU |
1245 |
1909 |
453 |
Y |
"54 |
1431 |
)T |
1200 |
t > |
1449 |
>) |
1246 |
t t |
33 |
EE2 |
|
1 155 |
154I |
X |
i2or |
1 1 |
1451 |
n |
1247 |
,, |
34 |
^ , |
|
1 156 |
1542 |
n |
1202 |
,. |
2 |
EE |
1248 |
, , |
454 |
Y |
|
1157 |
1543 |
J) |
1203 |
,, |
3 |
») |
1249 |
> » |
35 |
EE2 |
|
1158 |
1544 |
»» |
1204 |
I 1 |
4 |
»» |
1250 |
» » |
455 |
Y |
|
"59 |
1545 |
>) |
1205 |
> 1 |
5 |
H |
1251 |
t 1 |
37 |
Eh:2 |
|
1 160 |
1546 |
») |
1206 |
> 1 |
6 |
n |
1252 |
36 |
, , |
||
1161 |
1547 |
»j |
1207 |
I 1 |
7 |
n |
1253 |
38 |
J , |
||
1 162 |
1548 |
>» |
1208 |
» 1 |
8 |
»> |
1254 |
1 » |
39 |
1 » |
|
1 163 |
1549 |
»» |
1209 |
> ) |
9 |
J) |
1255 |
I910 |
40 |
, , |
|
1 164 |
1550 |
») |
1210 |
,, |
10 |
>» |
1256 |
, , |
1561 |
MM |
|
1 165 |
1396 |
V5 |
1211 |
1 1 |
ir |
n |
1257 |
1 > |
1562 |
> 1 |
|
1 166 |
I421 |
ZZ2 |
1212 |
1 1 |
12 |
)) |
1258 |
1 1 |
1563 |
J J |
|
1 167 |
1397 |
V5 |
1213 |
I » |
13 |
n |
1259 |
, , |
1564 |
, , |
|
1168 |
1398 |
»» |
1214 |
, , |
14 |
>) |
1260 |
1 1 |
1565 |
, , |
|
1169 |
1399 |
>)' |
1215 |
)* |
15 |
»j |
1261 |
1566 |
, , |
||
1 170 |
I180 |
,, |
1216 |
» » |
1281 |
M9 |
1262 |
1567 |
, , |
||
1171 |
1432 |
LU |
1217 |
, , |
12S2 |
n |
1263 |
, , |
1568 |
, , |
|
1 172 |
1433 |
M |
1218 |
' ' |
1283 |
n |
1264 |
, , |
T5&9 |
, , |
|
1 173 |
1434 |
n |
1219 |
1 t |
1284 |
»i |
1265 |
1 1 |
1570 |
, , |
|
1174 |
1435 |
n |
1220 |
1909 |
1285 |
»? |
1266 |
, , |
21 |
EE2 |
|
1 175 |
1436 |
») |
1221 |
, , |
1286 |
M |
1267 |
, , |
22 |
, ^ |
|
1 1 76 |
1551 |
MM |
1222 |
) * |
1287 |
M |
1268 |
» » |
23 |
> t |
|
1 177 |
1552 |
1) |
1223 |
> > |
1288 |
»» |
1269 |
, , |
24 |
t I |
|
1178 |
1553 |
M |
1224 |
t» |
1289 |
)) |
1270 |
,, |
25 |
, , |
|
1 179 |
1554 |
n |
1225 |
, , |
1290 |
M |
1271 |
, , |
26 |
1 > |
|
1 180 |
1555 |
„ |
1226 |
P » |
41 |
V6 |
1272 |
1 1 |
27 |
1 ) |
|
1181 |
1556 |
n |
1227 |
1 I |
42 |
») |
1273 |
1 1 |
28 |
1 1 |
|
1182 |
1557 |
») |
1228 |
» t |
43 |
») |
1274 |
, , |
29 |
» I |
|
1183 |
1908 |
1558 |
)> |
1229 |
» » |
44 |
>> |
1275 |
1 1 |
30 |
f t |
1 184 |
1559 |
M |
1230 |
» t |
45 |
J1 |
1276 |
1 1 |
1452 |
LUS |
|
1185 |
1560 |
»J |
1231 |
, , |
46 |
»5 |
1277 |
t » |
1453 |
, f |
|
1186 |
1437 |
LU |
1232 |
,, |
47 |
») |
1278 |
, , |
1454 |
t 1 |
|
1187 |
1438 |
»» |
1233 |
> 1 |
48 |
»? |
1279 |
1 1 |
1455 |
, , |
|
1188 |
1439 |
>» |
1234 |
> 1 |
49 |
»» |
1280 |
t f |
1456 |
1 1 |
|
1189 |
1440 |
>» |
1235 |
» » |
50 |
M |
1281 |
,, |
1457 |
,, |
|
1 190 |
1441 |
>> |
1236 |
» » |
446 |
Y |
1282 |
1 f |
1458 |
1 1 |
|
1191 |
1443 |
)1 |
1237 |
» I |
447 |
») |
1283 |
,, |
1459 |
I » |
|
1 192 |
1444 |
)) |
1238 |
» 1 |
448 |
M |
1284 |
, , |
1460 |
,, |
|
1193 |
1442 |
n |
1239 |
,, |
449 |
n |
1285 |
1 1 |
1461 |
,, |
|
1 194 |
1445 |
»i |
1240 |
I > |
45D |
n |
1286 |
,, |
|||
1195 |
1446 |
»j |
1241 |
I 1 |
451 |
»i |
1287 |
1 1 |
|||
1 196 |
1447 |
n |
1242 |
1 * |
31 |
EE2 |
1288 |
, , |
|||
1197 |
1448 |
»i |
1243 |
1 1 |
32 |
»1 |
1289 |
1 1 |
|||
1 198 |
I |
EE |
1244 |
• t |
452 |
Y |
1290 |
f ( |
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