Tag Archives: Steam Locos

Steam Locos of a Leisurely Era 1867 – Connor 2-4-0 – Caledonian Railway

Steam Locos of a Leisurely Era

1867 – Connor 2-4-0 – Caledonian Railway

A series of 38 2-4-0 engines for express work built by B.Connor between 1867 and 1874.  At that time they had the largest coupled wheels in the country.  They had the Allan type of framing of Crewe origin.  Their numbers were 30 – 48, 98 – 102, 107 – 112 and 117 – 124.  All were subsequently rebuilt, some by G.Brittain, and others by J.Lambie and J.F.McIntosh, and the last survivors did not disappear until 1921.

Driving wheels – 7’ 2”,  Cylinders 17”x 24”,  Pressure 140 lb

Some of the engines had 7’ 0” wheels and only 130 lb pressure

 

Pic – No.108, probably running shortly before its withdrawal in 1898.

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Steam Locos of a Leisurely Era 1866 – London Chatham & Dover Railway – 0-4-2Ts

Steam Locos of a Leisurely Era

1866 – London Chatham & Dover Railway – 0-4-2T

A class of fourteen engines built by Neilson & Co. in 1866 during the superintendency of W.Martley.  The design, however, was by Archibald Sturrock of the Great Northern, which line had also twenty similar locomotives.  Both railways’ engines were built for working the through services between the two lines from Hatfield to Herne Hill via the Metropolitan Railway.

The LCDR engines were numbered 81-94, and for some reason, possibly on account of their having been built in Glasgow, were given Scottish names, Iona, Staffa, Clyde, Spey, and so on.  These, however, were all later removed.  The engines gave good service for many years, and some lasted to be absorbed into SECR stock at the 1899 amalgamation with the South Eastern.  They had 459 added to their numbers and they were scrapped during the early 1900s.  They were built with ‘haystack’ fireboxes, but were rebuilt with flat topped boilers in later years.

Driving wheels – 5’ 6”,  Trailing wheels – 4’ 0”,  Cylinders – 17”x 24”,  Weight – 41 tons 10 cwt. Pic – No.83  Jura as originally built

93 Chasewater Railway Museum Bits & Pieces Autumn 1979 – 2

93 Chasewater Railway Museum Bits & Pieces Autumn 1979 – 2

Loco Department

As it’s the end of a decade, a complete rundown of locos is given.

Invicta’  AB 2220/1946The loco was kept in reserve at the start of the season and was not steamed until June 10th and then chose to run hot!  As there was only two weeks to go before Transport Scene there was much gloom and despondency around as well as a fair amount of bickering.

The offending bearing was the rear driver’s side axle box and this was duly removed following sterling work by those stout fellows Messrs. Hames and Luker.  Inspection of said bearing revealed the cause of the trouble.  It was a well known fact that during her latter years at Chatham, ‘Invicta’ had been fitted with a brand new rear axle and someone had obviously forgotten to cut oil grooves in the bearing brass, leaving only two small holes to lubricate the axle – not very good – especially as one had got blocked leading to overheating so bad as to actually melt the bearing surface.

Swift alterations to the bearing saw the loco back in service within four hours and the loco has performed without trouble ever since.

‘Invicta’ is undoubtedly the loco to be used at the start of the 1980 season, following the annual boiler test.

‘Alfred Paget’ N 2937/1882The ancient Neilson has performed without trouble all season and is now awaiting its hydraulic test, after Christmas, which will entail the removal of the saddle tank and boiler lagging and cladding.  As its firebox has overcome its leakage problems it would seem probable that the boiler test will be passed without too much trouble.  The opportunity will be taken for a thorough repaint and perhaps even new boiler cladding sheets will be provided to replace the current motley collection.  There is every confidence of the loco working next season – the loco’s 98th year in fact.

‘Asbestos’ HL 2780/1909This loco has been the centre of great activity this year with up to seven people working on it at one time – unheard of before!.

The loco is completely dismantled and a thorough mechanical and cosmetic job is being done to ensure trouble-free running when it resumes earning its keep.

The boiler was lifted out of the frames in June and was finally despatched to Park Holland Ltd. of Hanley on August 12th.  It now seems as though the firebox repairs will be of the welding and riveting kind rather than uplifting of the foundation ring, following a further examination by our tame boiler inspector.  The boiler is said to be ready around Christmas time which will ensure plenty of work in the New Year.

Following the removal of the boiler the motion was completely taken down, followed by jacking the frames clear of the wheels to enable the wheels to be rolled out.  Removal of the wheels has enabled a thorough paint job to be done on the frames, at present five coats have been applied with at least one more to follow.  To enable all members to feel part of the restoration team a couple of carriage and wagon tappers were roped in for a paint session (only undercoats of course!) though with the onset of stormy weather they have been despatched back to their rightful place fending off the bitter easterly winds off the workshop area.

Removal of the wheels will enable tyre turning to take place, probably at Bridgnorth.  The valves and motion have had attention with reassembly following, as far as the lack of wheels will allow anyway!  Whilst Brian has been busy machining the regulator valve to allow greater use of the steam produced.  All concerned with the restoration of the loco are confident of seeing it in steam next year.

‘The Colonel’ P 1341/1914The hydraulic test was passed in July, followed by refitting of the boiler cladding and lagging since when not much has been done save for the two Bobs (and others) finishing off the new coal bunker which looks rather fine.  Providing the tank can be repaired the loco should see service next year.

‘Peckett’ 917/1902No work has been done on this loco apart from routine preservative maintenance, but the situation should change once ‘Asbestos’ is back in traffic, as it is the next loco due for ‘works’ treatment.

Hudswell Clarke 431/1895Following a relatively ‘light job’ on Peckett 917 the ‘old Hudswell’ should get the full treatment though this is probably a good 18 months away at the moment. (32 years and counting!)

Andrew Barclay 1223/1911

This loco is in a presentable state at the moment but needs heavy boiler and firebox repairs before it can steam again – pity as the mechanics are in first-class condition.

’S100’ HC 1822/1949

The loco migrated into the compound and the boiler received a coat of paint, since when nothing, – where are you, Tony?

DL7 (RH 458641/1961)Once the loco was cajoled into action after removal to Chasewater it has proved to be a fine acquisition and it is to be hoped that the CLR Co. will have sufficient funds to buy it off the STEPS scheme.

Apart from working 5 days a week it has proved its worth on shunting duties on steam days, as well as hauling a couple of passenger trains on Gricers’ Day.  Once its future is secure the NCB green will disappear under a coat of CLR livery of some colour or another.

Others

Of the two Bass-Worthington diesels, No.21 sees occasional use whilst No.20 is rumoured to be going off on loan to the Bass Museum, Burton-on-Trent, which will be a useful advert for the Railway and give us a bit of room.(It went and is still there, 2011)

The two No.1s are performing sterling work as a stop block on ‘Three Road’ whilst various people mutter darkly about getting them going again.

Whilst on the subject of infernal combustion it must be mentioned that Bob Curtis has offered to paint No.21 as the Society is 21 years old next year.  Well done that man.

Carriage & Wagon Department

He DMU trailer coach has performed well as usual but the paintwork is now in need of some touching up, especially around the windows – so hopefully this will be done before it gets worse as, having seen similar coaches on a North Yorkshire Moorland Railway, it wouldn’t be advisable to wait too long.

Messrs. Pearson and Curtis have been busy painting the ex LNWR TPO and nailing panels back onto the Maryport and Carlisle coach.  We are hoping they will move onto the LNWR full brake after finishing the TPO as the paint is fast peeling off.

John Elsley is busy rebuilding the fire-damaged brake end of the ex MSL six-wheeler and it is looking better with every panel.  The only other item to receive attention has been the Great Western brake van which should get repainted during the New Year, following some welding to the platework which is rather thin in places.

Steam Locos of a Leisurely Era – GWR 4-4-0 Tender Engines – Part 3

From the ‘Mercian’ – January 1970

Steam Locomotives of a Leisurely Era

The Great Western Railway 4-4-0 Tender Locos. Part 3

By Casey Jones

The final chapter in the life of the Bulldogs was not complete, for in 1929 the frames of number 3365 were used with the boiler of Duke class number 3265 to form another variation.  The resulting locomotive retained the Duke class number and name, and formed the prototype of a class numbered 9000 – 28 although it was never renumbered with them, but remained with the Duke class until withdrawn.

Numbering (information from Wikipedia)

NB: In the table below, names in parentheses were allocated but never actually carried.

Numbers Rebuilt from Name
3265 / 9065 3265 & 3365 Tre Pol and Pen
3200 / 9000 3288 & 3422 Earl of Mount Edgcumbe
3201 / 9001 3263 & 3412 Earl of Dunraven
3202 / 9002 3286 & 3416 Earl of Dudley
3203 / 9003 3275 & 3424 Earl Cawdor
3204 / 9004 3271 & 3439 Earl of Dartmouth
3205 / 9005 3255 & 3413 Earl of Devon
3206 / 9006 3267 & 3428 Earl of Plymouth
3207 / 9007 3274 & 3410 Earl of St. Germans
3208 / 9008 3285 & 3403 Earl Bathurst
3209 / 9009 3277 & 3392 Earl of Radnor
3210 / 9010 3269 & 3402 Earl Cairns
3211 / 9011 3281 & 3415 Earl of Ducie
3212 / 9012 3261 & 3405 Earl of Eldon
3213 / 9013 3257 & 3374 (Earl of Powis)
3214 / 9014 3252 & 3434 (Earl Waldegrave)
3215 / 9015 3262 & 3420 (Earl of Clancarty)
3216 / 9016 3282 & 3404 (Earl St Aldwyn)
3217 / 9017 3258 & 3425 (Earl of Berkeley)
3218 / 9018 3266 & 3380 (Earl of Birkenhead)
3219 / 9019 3260 & 3427 (Earl of Shaftesbury)
3220 / 9020 3279 & 3414
3221 / 9021 3259 & 3411
3222 / 9022 3278 & 3436
3223 / 9023 3253 & 3423
3224 / 9024 3290 & 3409
3225 / 9025 3268 & 3437
3226 / 9026 3270 & 3390
3227 / 9027 3280 & 3433
3228 / 9028 3256 & 3429

In some cases the ‘Duke’ names were retained but they were soon removed.  One reason put forward for the building, if that is the right word, of these locomotives, was that there was a drastic shortage of suitable motive power for use on the Cambrian section of the system.  One of the musts so far as motive power on this section is concerned is that the axle loading must be exceedingly light.Dukedog – Earl of Berkeley

Unfortunately the Company had nothing suitable in the way of an alternative and rather than going to the expense of a completely new design they cast around for a suitable alternative amongst their available stock which could be modernised as a stop-gap at a reduced cost and at the same time use up stocks of parts which would otherwise be put on the scrap heap.  Thus it came about that the best parts of the two classes mentioned were used as both types had been used on the Cambrian section.

Consequently most of the class spent their entire life working from Oswestry, Aberystwyth and Machynlleth depots.

The work of the class has been fully documented over the years by the railway photographers who flocked to see these antiquated looking machines at work, and through the good offices of a Birmingham enthusiast it is now possible to see one restored to full working order at the premises of the Bluebell Railway Preservation Society.

Withdrawal dates were between 1948 and 1961.