Tag Archives: ‘Atlantics’

Steam Locomotives of a More Leisurely Era 1906 – ‘Atlantics’ North British Railway

Steam Locomotives of a More Leisurely Era

1906 – ‘Atlantics’

North British Railway

HCC No. 9872 ‘Auld Reekie’ in early LNER days.

These were the largest engines built for the NBR, which like the southern member in the East Coast partnership, the Great Northern, never went in for the 4-6-0 engines as did most major railways of the period.  (The third member of the trio, the North Eastern, had both types.)  The new NB engines, which were massive in appearance by the standard of their day, were built during W.P.Reid’s superintendency by the North British Locomotive Co. (which firm had no actual connections with the NBR).  They bore certain obvious resemblances to Robinson’s engines of the same type for the GCR.  Fourteen of them were turned out in 1906, and another six, Nos.901-6, were built by Robert Stephenson & Co. in 1910, whilst two more with superheaters, Nos. 509 and 510, were added by W.Chalmers in 1921.  The earlier engines of the class were also later superheated.  They were given typical Scottish names, such as ‘Aberdonian’, ‘Waverley’, ‘Highland Chief’, and so on.  At the grouping they had 9000 added to their numbers, as 9868-81 and 9509-10.  They did some fine work on the NB main lines, particularly on the heavily graded Waverley route between Edinburgh and Carlisle.  They were taken out of service between 1933 and 1939, the last to go being No. 9875 ‘Midlothian’.

c10C10 No. 901 St. Johnstoun at Inverkeithing in 1921

Driving wheels – 6’ 9”,  Bogie wheels – 3’ 6”, Trailing wheels – 4’ 3”,  Cylinders (2) – 20”x 28”,  Pressure – 200 lb.,  Weight – 74 tons 8 cwt,  NBR classification before superheating – I,  NBR classification after superheating – H,  LNER classification – C11.

c11 9870C11 No. 9870 ‘Bon Accord’ leaves Aberdeen in 1928


Steam Locomotives of a More Leisurely Era 1899 – Aspinall’s ‘Atlantics’ Lancashire & Yorkshire Railway

Steam Locomotives of a More Leisurely Era

1899 – Aspinall’s ‘Atlantics’

Lancashire & Yorkshire Railway

No. 10307, formerly L&Y 1398, as running in 1925.

This was J.A.F.Aspinall’s last design for the L&Y R, and at the time of their appearance they were among the largest engines in the country.  With their big boilers and large driving wheels they were considered most impressive machines, as indeed they were.  Known by the nickname of ‘Highflyers’, they were fast and free running engines and popular in L&Y days, but the LMS which inherited all forty of them at the grouping, did not seem to like them very much, and they were all scrapped between 1926 and 1934.  The first twenty were built in 1899, and the second batch in 1902.  No. 1400 was the prototype, and their L&Y numbers were eventually 1392 – 1424, together with a few odd numbers in the 700s.  They became LMS Nos. 10300-39.  They had Belpaire boilers from the start, and some of them were fitted for a time with a steam drier, an early form of superheater.  These were eventually removed, and none of the class ever received a modern superheater.

Driving wheels – 7’ 3”,  Cylinders – 19”x 26”,  Pressure – 180 lb.,  Tractive effort – 16506 lb.,  Weight – 58 tons 15 cwt,  L&Y classification – 7

No. 711, early 20th century http://www.lyrs.org.uk


Steam Locomotives of a More Leisurely Era 1898 ‘Atlantics’ Great Northern Railway – London Brighton & South Coast Railway

Steam Locomotives of a More Leisurely Era

1898 ‘Atlantics’

Great Northern Railway – London Brighton & South Coast Railway

990 in early LNER days

H.A.Ivatt’s No.990, which emerged from Doncaster Works in the summer of 1898, was the first 4-4-2 tender engine to run in this country.  This type had already established a firm footing in the USA, and this was no doubt the reason for the nickname ‘Atlantic’ which has always been applied to engines of this wheel arrangement.

No.990 subsequently received the name ‘Henry Oakley’ and was unique in that it was the only GNR engine ever to bear a name until almost the close of that Company’s independent life, when Gresley’s two ‘Pacifics’, which appeared in 1922, were likewise honoured.

After extended trials with 990, ten more of the class were built in 1900, Nos.949, 950 and 982-9.

No.271, which followed in 1902, was a much more powerful engine, in that although similar in appearance to the 990s, it was provided with four high pressure cylinders in place of the two carried by the earlier examples.  It remained the only engine of its class, and after various modifications it ended up with two inside cylinders only, in the form in which it remained until scrapped in 1936.4433 in early LNER days

Also in 1902 appeared No.251, the pioneer of the larger and better known class of Atlantics which did so much yeoman service on the GNR main line for very many years.  This engine was provided with a much bigger boiler, and was the largest passenger engine in the country at the time.  Another essential difference between the new engine and the ‘small Atlantics’ was the wide firebox extending over the whole width of the frames.  The large grate which it was thus possible to provide was one of the contributory reasons for the success of the design.  Whilst 251 was undergoing trials ten more of the small class appeared in 1903, Nos. 250 and 252-60, after which the enlarged version came out in considerable numbers between 1904 and 1910, eventually totalling 94 engines.  The numbers were 251, 272-301, 1300, and 1400-61.  The last ten were built new with superheaters and had sundry other improvements.  Eventually the remainder of the class was also superheated.

There were a few add deviations from the standard design amongst these engines.  No. 292 was built as a 4-cylinder compound, and was scrapped as such in 1927.  No. 1421 also started as a 4-cylinder compound, but was converted to a standard 2-cylinder simple in 1921.  No. 279 was rebuilt as a 4-cylinder in 1915, but reverted to two cylinders in 1928.  No. 1419 acquired a ‘booster’ to the trailing wheels in 1923, a small auxiliary engine to assist in starting, but this was not greatly successful, and the apparatus was later removed.  Finally, No. 1300, which was a 4-cylinder compound constructed by the Vulcan Foundry in 1905, and which differed considerably from the standard class in appearance, was converted to 2-cylinder simple in 1917, and scrapped in 1924, the first of the class to go.

By 1946 all of the small-boilered Atlantics had been taken out of service, and withdrawal of the large ones had already begun in 1945.  All except Nos. 292 and 1300, however, were included in the 1946 renumbering scheme as 2800-91, although many of them never actually carried these numbers.  Seventeen survived to be incorporated in BR stock in 1948, but only No. 62822 was actually renumbered as such.  This engine, the last to remain in traffic, was scrapped in 1950.

The originals of both small and large designs, Nos. 990 and 251, have been preserved in their old GNR colours, but No. 990 is not exactly in its original condition, as it acquired, in common with others of its class, an extended smokebox.

When D.E.Marsh, who had been at Doncaster when the ‘251’ class came out, and probably had a hand in their design, went to the LBSCR, he built eleven almost exactly similar engines for that line, Nos. 37-41, originally un-superheated, in 1905, and another six, with superheaters, in 1911-12, Nos. 421-6.  Most of the latter outlasted their GNR antecedents, one of them remaining in service until 1958 as BR No. 32424.  This was the last ‘Atlantic’ type engine in regular service in this country.3258 pic by M.Peirson – LNER Encyclopedia

Dimensions as finally running:

GNR 990 class – Driving wheels – 6’ 8”,  Cylinders – 19”x 24”,  Pressure – 170 lb.,  Tractive effort – 15649 lb.,  Weight – 60 tons,  LNER classification – C2,  LBSC & SR classification – NA,  BR classification – NA

GNR 251 class – Driving wheels – 6’ 8”,  Cylinders – 20”x 26”,  Pressure – 170 lb.,  Tractive effort – 18735 lb.,  Weight – 70 tons,  LNER classification – C1,  LBSC & SR classification – NA,  BR classification – 2P

 LBSC 37-41 – Driving wheels – 6’ 7½”,  Cylinders – 19”x 26”,  Pressure – 200 lb.,  Tractive effort – 20070 lb.,  Weight – 68¼ tons,  LNER classification – NA,  LBSC & SR classification – H1,  BR classification – 4P

LBSC 421-6 – Driving wheels – 6’ 7½”,  Cylinders – 21”x 26”,  Pressure – 200 lb.,  Tractive effort – 24520 lb.,  Weight – 68¼ tons,  LNER classification – NA,  LBSC & SR classification – H2,  BR classification – 4P

GNR 4-4-2 Class C2 “Klondyke” no. 990 “Henry Oakley” at Doncaster Works open day on 27th July 2003.

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