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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.
►^I-I^-
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
00
o
bo
G
00
u
■t-l
Oh
c
CM
1/3
>
o
o
o
hJ
75
^>
u
Q.
X
o
(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
>
<
>•
t3
C
bo
W
CJ
^3
♦.
<y
_>
O
a
o
o
O
hJ
«J
U
o,
X
W
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
rJy -i^
THE G.K. RAILWAY. 197
Q
^
%=
B
(»
W
E
W:
Nj
r-'./
^Qr:
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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cf
r.^^=^
V=^
J^
s
"^
X ^
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
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0
6
0
Q
0
6
Z
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0
6
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cZ
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^
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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
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53
25
1 1
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6
f 1
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t t
54
65
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145
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f 1
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55
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5
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59
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62
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112
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38
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65
398
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171
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18
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66
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218
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220
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193
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1869
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69
118
,,
117
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22
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70
30
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118
1874
146
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23
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205
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71
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119
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74
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373
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t t
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t t
75
117
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507
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76
83
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73
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77
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78
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79
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63
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80
1872
148
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128
89
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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
» »
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, ,
129
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88
197
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136
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1870
169
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89
471
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137
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90
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138
138
,,
43
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75
1 1
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20
L
44
1 1
380
E
92
470
J
140
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45
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58
A
93
120
K
141
84
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94
128
I »
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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
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V
lU
s •
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Z
m
c .
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Dat(
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No
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0
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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
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244
K2
155 ' ..
196
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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
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f I
H3
G
K2
M2
H3
O
M2
G
1 1
H3
G
M2
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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
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M2
G
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A3
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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
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'Sij o
o
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2
1889
E3
f I
Q2
p
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1 1
M2
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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
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531
532
553
534
535
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538
539
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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
582
931
R
630
966
,,
678
998
»»
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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
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750
751
752
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756
757
758
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760
761
762
763
764
765
766
767
768
897
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W
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1898
1069
1070
1071
1072
1073
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1075
1076
1077
1078
1079
1080
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155
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1203
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1205 I
1206
1207
1208
1209
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1303
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769
770
771
772
773
774
775
776
777
778
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780
781
782
783
784
785
786
787
788
789
790
791
792
793
794
795
796
797
798
799
800
801
802
803
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806
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809
810
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812
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814
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816
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266
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1016
1017
1018
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1330
1331
1019
1020
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1342
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828
829
830
831
832
833
834
835
836
837
838
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840
841
842
843
844
845
846
847
848
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850
851
852
853
854
855
856
857
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860
861
862
863
864
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1508
1509
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344
345
348
349
350
351
352
353
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1519
1520
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361
362
363
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367
368
371
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381
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1337
1338
1339
1340
1361
1362
1363
1364
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226 THE LOCOMOTIVES OF
List of Locomotives built at Doncaster Works, i867'i9lo.
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II
THE GREAT NORTHERN RAILWAY. 227
List of Locomotives built at Doncaster Works, 1867' 1910.
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228 THE GREAT NORTHERN RAILWAY.
List of Locomotives built at Doncaster Works, 1867-1910.
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