Francis Webb, the C.M.E. of the London, North Western Railway, designed these tank engines for the suburban traffic around London, Birmingham, Manchester and Liverpool. They were based on the ‘Cauliflower’ 0-6-0 express goods engines which had first appeared in 1880, and entered service in 1898. They were an instant success, with most of the class becoming part of the L.M.S. on the grouping in 1923. Sixteen surviving into Nationalisation in 1947, the last being withdrawn in the early 1950s. WHEEL ARRANGEMENT: 0-6-2 ENGINE WEIGHT: 52¼ tons DRIVE WHEELS: 5 ft 2½ ins dia BOILER PRESSURE: 150 psi HEATING SURFACE: 1,036 sq ft FIREGRATE AREA: 17.1 sq ft CYLINDERS: Two (inside) CYLINDER DIAMETER: 18 inches CYLINDERS STROKE: 24 inches TRACTIVE EFFORT: 16,530 lbf VALVE GEAR TYPE: Joy NUMBER IN CLASS: 80 ENTERED SERVICE: 1898 WITHDRAWN BY: 1953 S P E C I F I C A T I O N : Webb ‘Watford Tank’ The London & North Western Railway Francis Webb, the C.M.E. of the London, North Western Railway, designed these tank engines for the suburban traffic around London, Birmingham, Manchester and Liverpool. They were based on the ‘Cauliflower’ 0-6-0 express goods engines which had first appeared in 1880, and entered service in 1898. They were an instant success, with most of the class becoming part of the L.M.S. on the grouping in 1923. Sixteen surviving into Nationalisation in 1947, the last being withdrawn in the early 1950s. WHEEL ARRANGEMENT: 0-6-2 ENGINE WEIGHT: 52¼ tons DRIVE WHEELS: 5 ft 2½ ins dia BOILER PRESSURE: 150 psi HEATING SURFACE: 1,036 sq ft FIREGRATE AREA: 17.1 sq ft CYLINDERS: Two (inside) CYLINDER DIAMETER: 18 inches CYLINDERS STROKE: 24 inches TRACTIVE EFFORT: 16,530 lbf VALVE GEAR TYPE: Joy NUMBER IN CLASS: 80 ENTERED SERVICE: 1898 WITHDRAWN BY: 1953 S P E C I F I C A T I O N : Webb ‘Watford Tank’ The London, Midland & Scottish Railway The S46 class was designed by James Holden (along with the similar D56 class) for the G.E.R., and were known as ‘Claud Hamiltons’ after the first member of the class, and the only locomotive to be named. In the 1900s they were the principal express locomotive on the Great Eastern before being displaced on the heaviest express trains by the S69 class from 1911. Most of the class were rebuilt during their lifetime and used on passenger and goods services throughout the Eastern Region until 1960. WHEEL ARRANGEMENT: 4-4-0 ENGINE WEIGHT: 42.2 tons DRIVE WHEELS: 7 ft dia BOILER PRESSURE: 180 psi HEATING SURFACE: 1,624 sq ft FIREGRATE AREA: 21.6 sq ft CYLINDERS: Two (inside) CYLINDER DIAMETER: 19 inches CYLINDER STROKE: 26 inches TRACTIVE EFFORT 17,095 lbf VALVE GEAR TYPE: Stephenson NUMBER IN CLASS: 121 ENTERED SERVICE 1900 WITHDRAWN BY: 1960 S P E C I F I C A T I O N : Holden S46 Class The Great Eastern Railway After the grouping in 1923 the G.E.R. S46 Class ‘Claud Hamiltons’ were rebuilt by the L.N.E.R. with Belpaire boilers which become Class D15. A later batch of ten engines was also built in 1923 with 5’ 1” diameter superheated Belpaire boilers which became Class D16 and known as ‘Super Clauds’. Under the LNER and British Rail the D15 and D16 classes were used extensively on the Eastern Region on passenger and goods services until 1960 when the last member of the class was withdrawn. WHEEL ARRANGEMENT: 4-4-0 ENGINE WEIGHT: 42.2 tons DRIVE WHEELS: 7 ft dia BOILER PRESSURE: 180 psi HEATING SURFACE: 1,624 sq ft FIREGRATE AREA: 21.6 sq ft CYLINDERS: Two (inside) CYLINDER DIAMETER: 19 inches CYLINDER STROKE: 26 inches TRACTIVE EFFORT 17,095 lbf VALVE GEAR TYPE: Stephenson NUMBER IN CLASS: 121 ENTERED SERVICE 1900 WITHDRAWN BY: 1960 S P E C I F I C A T I O N : L.N.E.R. D15 Class The London North Eastern Railway Many of the Claud Hamilton class locomotives were rebuilt by Gresley from 1933 onwards with round topped boilers, modified splashers, framing and footplating in which guise they became L.N.E.R. Class D16/3. In this form they proved to be very good and efficient engines, but bore little resemblance to the original design. Most of the D16/3 class survived into Nationalisation and were the last of of the ‘Clauds’ to be retired from British Railways service in 1960. WHEEL ARRANGEMENT: 4-4-0 ENGINE WEIGHT: 42.2 tons DRIVE WHEELS: 7 ft dia BOILER PRESSURE: 180 psi HEATING SURFACE: 1,624 sq ft FIREGRATE AREA: 21.6 sq ft CYLINDERS: Two (inside) CYLINDER DIAMETER: 19 inches CYLINDER STROKE: 26 inches TRACTIVE EFFORT 17,095 lbf VALVE GEAR TYPE: Stephenson NUMBER IN CLASS: 121 ENTERED SERVICE 1900 WITHDRAWN BY: 1960 S P E C I F I C A T I O N : L.N.E.R. D16/3 Class British Railways The Robinson 8F or Immingham class 4-6-0 locomotives were designed for hauling fast goods and fish trains between London, Manchester, and Grimsby for the Great Central Railway. They entered service in 1906, and the only member of the class to carry a name was No. 1097 which was named Immingham when it was used to haul management and guests to the construction ceremony of a new dock at Immingham. They all survived into L.N.E.R. ownership when they were reclassified Class B4. WHEEL ARRANGEMENT: 4-6-0 ENGINE WEIGHT: 70 tons 14 cwt DRIVE WHEELS: 6 ft 7 ins dia BOILER PRESSURE: 180 psi HEATING SURFACE: 1,911 sq ft FIREGRATE AREA: 26¼ sq ft CYLINDERS: Two (outside) CYLINDER DIAMETER: 19 inches CYLINDER STROKE: 26 inches TRACTIVE EFFORT: 18,176 lbf VALVE GEAR: Stephenson NUMBER IN CLASS 10 ENTERED SERVICE: 1906 WITHDRAWN BY: 1944-50 S P E C I F I C A T I O N : Robinson Immingham Class The Great Central Railway The 2221 Class or ‘County Tank’ was designed by George Jackson Churchward as a 4-4-2 tank version of the 3800 County Class 4-4-0 tender locomotives. The two classes had different boilers, standard No. 4 for the tender locomotive, and the smaller standard no 2 for the tank. Thirty were built between 1905 and 1912 for the London suburban services, but they had a reputation for rough riding and they were replaced by the 6100 Class from 1931 onwards, the last County Tank going in 1934. WHEEL ARRANGEMENT: 4-4-2 ENGINE WEIGHT: 58 tons 6 cwt DRIVE WHEELS: 6 ft 8½ ins dia BOILER PRESSURE: 200 psi HEATING SURFACE: 1,518 sq ft FIREGRATE AREA: 20½ sq ft CYLINDERS: Two (outside) CYLINDER DIAMETER: 18 inches CYLINDER STROKE: 30 inches TRACTIVE EFFORT: 20,530 lbf VALVE GEAR: Stephenson NUMBER IN CLASS 30 ENTERED SERVICE: 1905 WITHDRAWN BY: 1931-34 S P E C I F I C A T I O N : Churchward 2221 Class ‘County Tank’ The Great Western Railway S P E C I F I C A T I O N : The Y65 Class was James Holden’s final design of 2-4-2 tank engine for the Great Eastern Railway. They entered service in June 1909, eighteen months after he retired, and were expected to replace ageing locomotives on branchline duties. 12 were built at Stratford in 1909-10, and they soon became known as the ‘Crystal Palaces’ due to the cab’s large expanse of glass. They were deployed throughout East Anglia, but were the least successful of his 2-4-2 tank engine designs. WHEEL ARRANGEMENT: 2-4-2 ENGINE WEIGHT: 45¾ tons DRIVE WHEELS: 4 ft 10 ins dia BOILER PRESSURE: 160 psi HEATING SURFACE: 872 sq ft FIREGRATE AREA: 12.2 sq ft CYLINDERS: Two (inside) CYLINDER DIAMETER: 15 inches CYLINDER STROKE: 22 inches TRACTIVE EFFORT 11,607 lbf VALVE GEAR TYPE: Stephenson NUMBER IN CLASS: 12 ENTERED SERVICE 1909 WITHDRAWN BY: 1948 S P E C I F I C A T I O N : Holden Y65 Class The Great Eastern Railway S P E C I F I C A T I O N : The North Eastern Railway was an early enthusiast of electric traction, and as part of a 1902 scheme to electrify the suburban railways in the Tyneside area, a short three-quarter mile freight line from Trafalgar Yard to Newcastle Quayside was included. This was a difficult line for steam traction to operate, having sharp bends, low tunnels and steep gradients, but after electrification the two members of the ES1 class operated the short freight line successfully from 1906 until 1964 when they were finally withdrawn. WHEEL ARRANGEMENT: Bo-Bo ENGINE WEIGHT: 56 tons WHEEL BASE: 27 ft WHEELS: 3 ft dia ELECTRIC SYSTEM : 600-630V DC PICK UP: Third rail and cantenary POWER OUTPUT: 640 bhp TRACTIVE EFFORT: 25,000 lbf MAXIMUM SPEED: 25 mph NUMBER IN CLASS: 2 ENTERED SERVICE: 1906 WITHDRAWN: 1964 S P E C I F I C A T I O N : ES1 Class Electric Locomotive The North Eastern Railway S P E C I F I C A T I O N : In 1913 Sir Vincent Raven was given permission for the electrification of the 18 mile route from Shildon to Newport so he could demonstrate his belief in the advantages of electric traction. The line became fully operational in January 1916, and ten EB1 locomotives were built to convey the mineral traffic. They proved to be reliable in service, but after the decline in coal traffic in the late 1920s it was decided to abandon electrification of the line and the locomotives were placed in storage in 1935. WHEEL ARRANGEMENT: Bo-Bo ENGINE WEIGHT: 75 tons WHEEL BASE: 27 ft WHEELS: 4 ft dia ELECTRIC SYSTEM : 1,500V DC PICK UP: Cantenary POWER OUTPUT: 1,100 bhp TRACTION MOTORS: Four 275 hp TRACTIVE EFFORT: 28,000 lbf NUMBER IN CLASS: 10 ENTERED SERVICE: 1915 WITHDRAWN & STORED: 1935 BROKEN UP: 1951 (9) 1964 (1) S P E C I F I C A T I O N : EB1 Class Electric Locomotive The North Eastern Railway The Great Western Railway 1400 Class locomotives were designed for branch line passenger work, and originally classified as the 4800 Class when introduced in 1932, but were renumbered in 1946. Although credited to Collett, the design was basically a modernised version of George Armstrong’s 517 class of 1868. The 4800/1400 class are best remembered for operating autocoaches, a specialist coach designed for push-pull passenger working on branchlines. The last engine was withdrawn in 1965. WHEEL ARRANGEMENT: 0-4-2 ENGINE WEIGHT: 41 tons 6 cwt DRIVE WHEELS: 5 ft 2 ins dia BOILER PRESSURE: 165 psi HEATING SURFACE: 870 sq ft FIREGRATE AREA: 12.8 sq ft CYLINDERS: Two (inside) CYLINDER DIAMETER: 16 inches CYLINDER STROKE: 24 inches TRACTIVE EFFORT: 13,900 lbf VALVE GEAR: Stephenson NUMBER IN CLASS 75 ENTERED SERVICE: 1932 WITHDRAWN BY: 1956-65 S P E C I F I C A T I O N : Collett 1400 Class The Great Western Railway The Great Western Railway 1400 Class locomotives were designed for branch line passenger work, and originally classified as the 4800 Class when introduced in 1932, but were renumbered in 1946. Although credited to Collett, the design was basically a modernised version of George Armstrong’s 517 class of 1868. The 4800/1400 class are best remembered for operating autocoaches, a specialist coach designed for push-pull passenger working on branchlines. The last engine was withdrawn in 1965. WHEEL ARRANGEMENT: 0-4-2 ENGINE WEIGHT: 41 tons 6 cwt DRIVE WHEELS: 5 ft 2 ins dia BOILER PRESSURE: 165 psi HEATING SURFACE: 870 sq ft FIREGRATE AREA: 12.8 sq ft CYLINDERS: Two (inside) CYLINDER DIAMETER: 16 inches CYLINDER STROKE: 24 inches TRACTIVE EFFORT: 13,900 lbf VALVE GEAR: Stephenson NUMBER IN CLASS 75 ENTERED SERVICE: 1932 WITHDRAWN BY: 1956-65 S P E C I F I C A T I O N : Collett 1400 Class British Railways S P E C I F I C A T I O N : The Great Western Railway 1400 Class locomotives were designed for branch line passenger work, and originally classified as the 4800 Class when introduced in 1932, but were renumbered in 1946. Although credited to Collett, the design was basically a modernised version of George Armstrong’s 517 class of 1868. The 4800/1400 class are best remembered for operating autocoaches, a specialist coach designed for push-pull passenger working on branchlines. The last engine was withdrawn in 1965. WHEEL ARRANGEMENT: 0-4-2 ENGINE WEIGHT: 41 tons 6 cwt DRIVE WHEELS: 5 ft 2 ins dia BOILER PRESSURE: 165 psi HEATING SURFACE: 870 sq ft FIREGRATE AREA: 12.8 sq ft CYLINDERS: Two (inside) CYLINDER DIAMETER: 16 inches CYLINDER STROKE: 24 inches TRACTIVE EFFORT: 13,900 lbf VALVE GEAR: Stephenson NUMBER IN CLASS 75 ENTERED SERVICE: 1932 WITHDRAWN BY: 1956-65 S P E C I F I C A T I O N : Collett 1400 Class British Railways British Railways In the mid 1930s, the Southern Railway prepared plans for three prototype electric locomotives for use on their third rail passenger network. The first locomotive, CC1, emerged in July 1941 and commenced trials primarily on wartime freight duties. CC2 emerged in 1945 after the war, while CC3 appeared in 1948 in a modified form after Nationalisation. With British Rail they became Class 70 and were used on both freight and passenger workings and lasted until 1968 when they were withdrawn. WHEEL ARRANGEMENT: Co-Co ENGINE WEIGHT: 105 tons WHEEL BASE: 44 ft 6 ins WHEELS: 3 ft 7 ins dia ELECTRIC SYSTEM : 660-750V DC PICK UP: Third rail and cantenary POWER OUTPUT: 1,470 bhp TRACTIVE EFFORT: 45,000 lbf MAXIMUM SPEED: 75 mph NUMBER IN CLASS: 3 ENTERED SERVICE: 1948 WITHDRAWN: 1968 S P E C I F I C A T I O N : Class 70 Electric Locomotive In the mid 1930s, the Southern Railway prepared plans for three prototype electric locomotives for use on their third rail passenger network. The first locomotive, CC1, emerged in July 1941 and commenced trials primarily on wartime freight duties. CC2 emerged in 1945 after the war, while CC3 appeared in 1948 in a modified form after Nationalisation. With British Rail they became Class 70 and were used on both freight and passenger workings and lasted until 1968 when they were withdrawn. WHEEL ARRANGEMENT: Co-Co ENGINE WEIGHT: 105 tons WHEEL BASE: 44 ft 6 ins WHEELS: 3 ft 7 ins dia ELECTRIC SYSTEM : 660-750V DC PICK UP: Third rail and cantenary POWER OUTPUT: 1,470 bhp TRACTIVE EFFORT: 45,000 lbf MAXIMUM SPEED: 75 mph NUMBER IN CLASS: 3 ENTERED SERVICE: 1941 WITHDRAWN: 1968 S P E C I F I C A T I O N : Class 70 Electric Locomotive British Railways British Railways In 1942 one of the ex North Eastern EB1 class elctric locomotives was rebuilt by the LNER as an experimental locomotive for the proposed electrification of the Manchester - Sheffield - Wath route. With British Rail the locomotive was renumbered 26510 and later transferred to the Ilford Depot on the Eastern Region and used as a shunter. In 1959 it was transferred to departmental stock and renumbered No. 100, but in the early 1960s was withdrawn on the introduction of the 25,000V AC system. WHEEL ARRANGEMENT: Bo-Bo ENGINE WEIGHT: 75 tons WHEEL BASE: 27 ft WHEELS: 4 ft dia ELECTRIC SYSTEM : 1,500V DC PICK UP: Cantenary POWER OUTPUT: 1,256 bhp TRACTION MOTORS: 4 x 314 hp TRACTIVE EFFORT: 37,600 lbf ENTERED SERVICE: 1915 WITHDRAWN & STORED: 1935 REBUILT: 1942 NUMBER REBUILT: 1 BROKEN UP: 1964 S P E C I F I C A T I O N : Rebuilt EB1 Class Electric Locomotive Thomas Whitelegg is generally attributed the design of the No. 1 Class, but documentation exists that suggest the design to be that of William Adams of the G.E.R. The No. 1 class were straightforward engines, and proved well suited to the requirements of the line. In 1912 the company was taken over by the Midland Railway, which iiself became part of the L.M.S. on the grouping in 1923. Withdrawal of the first member of the class began in 1930, with the remainder all going by the end of 1935. WHEEL ARRANGEMENT: 4-4-2 ENGINE/TENDER WEIGHT: 56.1 tons DRIVE WHEELS: 6 ft 1 inch dia BOILER PRESSURE: 160 psi HEATING SURFACE: 1,290 sq ft FIREGRATE AREA: 17½ sq ft CYLINDERS: Two (outside) CYLINDER DIAMETER: 17 inches CYLINDER STROKE: 26 inches TRACTIVE EFFORT: 13,998 lbf VALVE GEAR: Stephenson NUMBER IN CLASS: 36 ENTERED SERVICE: 1880 WITHDRAWN BY: 1930-35 S P E C I F I C A T I O N : Whitelegg No. 1 Class The London, Tilbury & Southend Railway Thomas Whitelegg is generally attributed the design of the No. 1 Class, but documentation exists that suggest the design to be that of William Adams of the G.E.R. The No. 1 class were straightforward engines, and proved well suited to the requirements of the line. In 1912 the company was taken over by the Midland Railway, which iiself became part of the L.M.S. on the grouping in 1923. Withdrawal of the first member of the class began in 1930, with the remainder all going by the end of 1935. WHEEL ARRANGEMENT: 4-4-2 ENGINE/TENDER WEIGHT: 56.1 tons DRIVE WHEELS: 6 ft 1 inch dia BOILER PRESSURE: 160 psi HEATING SURFACE: 1,290 sq ft FIREGRATE AREA: 17½ sq ft CYLINDERS: Two (outside) CYLINDER DIAMETER: 17 inches CYLINDER STROKE: 26 inches TRACTIVE EFFORT: 13,998 lbf VALVE GEAR: Stephenson NUMBER IN CLASS: 36 ENTERED SERVICE: 1880 WITHDRAWN BY: 1930-35 S P E C I F I C A T I O N : Whitelegg No. 1 Class The London, Midland & Scottish Railway With branchline traffic dwindling in many areas during the early twentieth century, most railway companies began to introduce railmotors to reduce costs. The Lancashire & Yorkshire Railway produced a railmotor designed around standard parts, with the semi-trailer forming the rear of the drivers cab and connected to the engine by an articulated joint. They proved capable of hauling a bogie trailer up gradients as steep as 1 in 50, eighteen being built between 1906-1911. WHEEL ARRANGEMENT: 0-4-0 ENGINE WEIGHT: 32 tons DRIVE WHEELS: 3 ft 8 ins dia BOILER PRESSURE: 180 psi HEATING SURFACE: 509 sq ft FIREGRATE AREA: 9.4 sq ft CYLINDERS: Two (outside) CYLINDER DIAMETER: 12 inches CYLINDER STROKE: 16 inches TRACTIVE EFFORT: Unknown VALVE GEAR: Walschaert NUMBER IN CLASS: 18 ENTERED SERVICE: 1906 WITHDRAWN BY: 1948 S P E C I F I C A T I O N : Hughes Rail Motor The Lancashire & Yorkshire Railway The Aspinal 1351 Class first entered service on the Lancashire and Yorkshire Railway in 1897. They were designed to be used in goods yards where sharp curves abounded, and at the time the only convenient motive power were the small four wheeled ‘Pug’ saddle tanks. They were commonly referred to as Klondykes or Rapid Shunters by the railwaymen, but after George Hughes became the Chief Mechanical Engineer of the railway company in 1904 they were redesignated Class 24. WHEEL ARRANGEMENT: 0-6-0 ENGINE WEIGHT: 50 tons DRIVE WHEELS: 4 ft diameter BOILER PRESSURE: 160 psi HEATING SURFACE: 1,082 sq ft FIREGRATE AREA: 17 sq ft CYLINDERS: Two (outside) CYLINDER DIAMETER: 17 inches CYLINDER STROKE: 24 inches TRACTIVE EFFORT: 17,470 lbf VALVE GEAR: Allen NUMBER IN CLASS: 20 ENTERED SERVICE: 1897 WITHDRAWN BY: 1961 S P E C I F I C A T I O N : Aspinall 1351 Class The Lancashire & Yorkshire Railway
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