| Gresley Pacifics modifications to Raven A2 & W1 class A4 |
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| Gresley Pacifics modifications to Raven A2 & W1 class A4 |
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Other Gresley designs are considered separately
Al (later Al0) and A3:
Since the difference between the types was relatively slight, the
two classes are surveyed together.
Al :1922:
This design formed the last GNR project, but the real history of the
class belongs to the LNER. It stands as a milestone in locomotive development
as the first successful British Pacific design. Further, it formed the basis
for Gresley's "big engine" policy. In about 1915 had been considering a
four-cylinder Pacific with the inside valves to be driven via rocking shafts
and large Atlantic No. 279 was rebuilt to
test this configuartion..
Great Northern Railway: new three-cylinder 4-6-2 express passenger engine.
J. Instn Loco. Engrs., 1922, 12, 4-6. illus., table
Dimensions compared with Atlantic type.
GREAT Northern Railway-three cylinder Pacific type passenger engine.
Engineer, 1923, 135, 90; 452 + 2 double plates (between pp.
94/5 & 448/9). 7 diagrs., (incl. s. el.), plan.
Groves, Norman. Great Northern
locomotive history. Volume 3B. 1911-1922. The Gresley era.
RCTS, 1992. 132pp.
The work was completed after the death of the author. This part deals
solely with the Gresley designs during the Great Northern period: in the
case of the Pacifics this was extremely brief and is covered on pp 86-100.
It is, however, an excellent source for rare early photographs.
NEW Pacific type locomotives, London & North Eastern Ry. Loco. Rly
Carr. Wagon Rev., 1924, 30, 363 + plate on f.p. illus.
Series built by the North British Locomotive Co. to meet the composite
loading gauge. Also the naming ceremony of No. 2563 William
Whitelaw.
"PACIFIC" type express passenger locomotives, London & North Eastern
Railway (Great Northern Section). Rly Engr., 1923, 44, 95-100
+ folding plate. 4 illus., 4 diagrs., plan.
THREE-CYLINDER 4-6-2 locomotive, Great Northern Railway. Rly Mag.,
1922, 43, 176-80. 9 illus., 2 diagrs. (s. & f. els.)
The British Empire Exhibition:
L.N.E.R. 4-6-2 three-cylinder locomotive. Engineering, 1924,
117, 535-9 + 4 plates. 6 illus., 13 diagrs., plan.
Flying Scotsman (4472) was an exhibit at the
Exhibition. Includes sectionalized diagrams. There must be further references
to this event, including official catalogues of the Exhibition..
RCTS Locomotives of the LNER Part
2A Plate 5 shows the locomotive at the Wembley Exhibtion coupled
to what the caption states to be a K3 class type six-wheel tender (NER
type).
Hammer blow
Gribble, C. Particulars of locomotives employed in the tests and of
others examined for the Committee. Appendix D.
Department of Scientific & Industrial
Reserch. Report of the Bridge Stress Committee. London: HMSO, 1928.
Although Gribble made no specific mention of the advantage to be gained
from three-cylinder designs several data were presented for members of the
A1 class. For the whole engine at 5 revolutions per second were 1.37
and 1.72, 2.52 and 1.72 for each of the coupled axles. At 6 rps the whole
engine figure rose to 2.3 and the maximum on any axle 2.6 tons..
A3:1927
Two locomotives were re-boilered with 220 lb/in2
boilers. One locomotive retained 20 in diameter cylinders; the other
had its cylinders lined up to 18¼ in (19 in diameter was eventually
standardized, for subsequent reconstruction). The superheating area was also
increased and details of the changes in valve travel were also
released.
[Al 4-6-2 No. 4480 Enterprise rebuilt with a 220 lb/in2
boiler.] Loco. Rly Carr. Wagon Rev., 1927, 33,
298.
HIGHER steam pressure on the L. & N.E. Ry. Loco. Rly Carr. Wagon
Rev., 1927, 33, 343-4. illus.
L.N.E.R. 4-6-2 locomotive rebuilt with high-pressure boiler. Rly Mag.,
1927, 61, 2824. illus., 2 diagrs. (s. els.)
L. and N.E. Rly. locomotive with high-pressure boiler. Engineer, 1927,
144, 237. illus., diagr. (s. & f. els.)
NEW Pacific type locomotives, L. & N.E. Ry. Loco. Rly Carr. Wagon
Rev., 1928, 34, 345-6.
NEW 4-6-2 locomotive, L.N.E.R. Rly Mag., 1928, 63, 350 + plate f.p. 341.
illus.
This and the preceding reference both refer to the A3s built as new
locomotives.
A1/A3 :
The remaining sections apply to both classes. It should be noted that
the difference between the classes was one of boiler pressure, not valve
events. This latter modification was made very rapidly, but the last low
pressure locomotive lasted until 1948.
1925 : Westinghouse brake gear fitted for working on the North British section.
L.N.E. "Pacific" locomotive No.2571. Rly Mag., 1925, 56, 351.
illus.
1928 : Corridor tenders
These tenders were introduced to enable the Edinburgh to London run
to be completed non-stop. They were subsequently transferred to the A4
class.
INAUGURAL London (King's Cross)-Edinburgh (Waverley) non-stop runs, L.N.E.R.
Rly Mag., 1928, 62, 461-7.8 illus., plan.
L. and N.E. Rly.— corridor tender. Engineer, 1928, 145,
666-7. diagrs.
Sectionalized diagrams are included.
LONDON to Edinburgh non-stop new L.N.E.R. train services and the first corridor
tender. Rly Mag., 1928, 62, 371-4.5 illus.
NEW corridor locomotive tenders, L.N.E.R. Rly Engr. 1928, 49,
164-5. 4 illus., diagr. (s. el.), plan.
NON-STOP locomotive runs. Rly Engr, 1928, 49, 198.
Editorial comment
The NON-STOP train to Edinburgh, L. & N.E. Ry. Loco. Rly Carr. Wagon
Rev., 1928, 34, 140-1. 2 illus.
1928: Feed water heating: Experiments with the
Worthington system.
An IMPROVED locomotive feed-water heater and pump. Loco. Rly Carr. Wagon
Rev., 1928, 34, 225-7. 2 illus., 2 diagrs.
1929: Feed water heating: Experiments with A.C.F.I. apparatus.
IMPROVED type feed water heating apparatus, L.N.E.R.: particulars of the
new A.C.F.I. apparatus fitted to two of the Pacific type locomotives. Rly
Engr. 1929, 50, 442-4. 2 illus., 3 diagrs.
LOCOMOTIVE feed-water heater. Engineer, 1929, 148, 632. 2 illus.,
diagr. (s. & f. els.), plan.
L. & N.E.R. Pacific type locomotive fitted with A.C.F.I. feed-water heating
apparatus. Loco. Rly Carr. Wagon Rev., 1929, 35, 277.2 illus.
1929 : Raven a.t.c. apparatus:
Modification to this apparatus was required for locomotives operating
over the Forth Bridge : an un-titled paragraph exists
Rly Mag., 1929, 64, 503.
1931: Hinged look-out side window
Lancegaye non-splinterable glass fitted to cab side window on Pacific
No. 4478 to provide protection to engine men
Loco. Rly Carr. Wagon Rev., 1931, 37, 173.
1932/33: Smoke deflection:
Nos 2747 and 2751 were modified experimentally. The alterations affected
the upper part of the smokebox, which was cut-away and replaced by a sloping
plate. On No. 2747 the cylindrical shell and chimney were retained, but on
2751 the shell was removed and a stove pipe chimney and small, adjacent deflector
plates were fitted. The object of these modifications was to funnel the draught
to behind the chimney. See also Windle's
observations.
No. 2747: Rly Mag., 1932, 70, 75. illus, p. 207.
No.2751. Rly Mag., 1932, 71, 74: 1933, 72, 466.
Testing and performance.
1925 : Interchange trials:
The railway exhibits at the British Empire Exhibition had included
Al and "Castle class locomotives. After the close of the exhibition comparative
trials of the types were arranged by the LNER and GWR managements. The results
showed that the Great Western locomotive was superior in terms of performance
and fuel consumption. This relative failure of the Pacific design induced
Gresley to permit Bert Spencer to redesign the motion by introducing long
lap valves. C.J. Allen has chronicled these tests in a number of contemporary
and retrospective accounts. His The London & North Eastern Railway
is of special interest in that it analyses the reasons behind the origin
of the trials (see pp. 118- 23). Allen's Two million miles of train
travel quotes some of the author's personal involvement, especially the
Great Western's objection to a contemporary radio broadcast on the subject
(Allen was an LNER employee!). KPJ would like a full reference to The
Great Western Magazine account..
Allen, C.J. British locomotive practice and performance. Rly
Mag., 1925, 57, 47-57; 151-63.
Allen, C.J. The locomotive exchanges,
1870-1948. [1949].
Allen, C.J. The London &
North Eastern Railway. 1966.
Allen, C.J. Two million
miles of train travel. 1965.
The exchange trials of locomotives. Engineer, 1925,139,
627-8.
Editorial comment on the GWR test report.
Hills, Richard L. Power from
steam. 1989.
Here it is interesting to note that the Great Western Railway, which
used Welsh coal in its locomotives, retained a narrow firebox for its most
powerful 4-6-0 King class engines in 1927 whereas the London & North
Eastern Railway employed a wide firebox for the 4-6-2 Flying Scotsman in
1923 because the calorific value of its coal was not so high.
Hughes, G.J. Not a fair trial? some reflections on the GWR/LNER Locomotive
Exchange of 1925. Rly Wld.,
1981, 42, 638-42.
The story of the Locomotive Exchange between the GWR and the LNER
following the Wembley British Empire Exhibition in 1924 where Caerphilly
Castle was exhibited alongside Flying Scotsman is well-known and
is well-covered in C.J. Allen's The locomotive
exchanges (as is stated by the Author), but Hughes brings out
certain deatils which are less well-known, especially the looseness of the
management structure on the LNER where Alex Wilson, Divisional Manager of
the Southern Area appears to have been closely involved with Sir Felix Pole
in aranging the trial and without ensuring that Gresley was able to supply
the best motive power, especially for the runs on the ECML. On the GWR Driver
Pibworth and Premium Apprentice Eric Trask (who broke up the coal) ensured
that the Pacific's magnificent boiler was exploited in extremely fast uphill
running to compensate for the slow downhill running dictated by the poorly
laid Great Western track. On the LNER very fast running by the GWR crew (both
uphill and at inappropriate points, such as the approach to Peterborough
observed by J.F. Harrison) and Pacifics in run-down condition driven badly
ensured that the GWR had a terrific victory.
Interchange trials of passenger locomotives on the Great Western and
London and North Eastern Raliways. Loco. Rly Carr. Wagon Rev., 1925,
31, 142. illus.
Actual test performance.
The locomotive exchanges. Rly Engr, 1925, 46, 199-200.
The locomotive trials. Engineer, 1925, 139, 492. Erratum
p.519.
Rather cautious editorial comment.
Nock, O.S. British locomotives
of the 20th century. Volume 1. 1900-1930. 1984.
On page 86 Nock wrote that the Chairman [of the NBR], William Whitelaw,
always seemed to enjoy the prospect of comparative trials (which actually
extended beyond the life of the NBR), and noted the large number conducted
on the NBR (GWR 2-8-0, NER T3 and T2 and LNWR Precursor). This may be relevant
to the not much later Castle/A1 trials.
Nock, O.S. The Gresley
Pacifics. Newton Abbot: David & Charles, 1982
Of interest for noting Trask's involvement and comments upon the trials:
notably that the Pacific did withstand the very poorly aligned track on the
Great Western, and that this must have contributed to the slower running
thereon, and Gresley's disappointment at the high coal consumption and relatively
slow running on the Western.
Official statements as to results [by the Companies concerned]. Rly
Mag., 1925,57, 57-9.
Results of interchange locomotive trials, London and North Eastern
and Great Western Rys. Loco. Rly Carr. Wagon Rev., 1925, 31,
196.
Some inaccurate reasons were stated for the failure of the A1, such
as the use of ejectors on the L.N.E.R. in preference to vacuum
pumps.
Voyageur, pseud. The locomotive exchange : London & North
Eastern "Pacific" v Great Western "Castle". Rly Mag., 1925, 56,
478-82. 4 illus.
1934: Evaporative tests:
The ultimate steaming capacity of the boiler was determined by stationary
tests at Doncaster Works.
TESTS of a locomotive boiler. Engineer, 1934, 158, 118-20.
2 illus., 3 diagrs.
1934 : King's Cross-Leeds test run:
No. 4472 Flying Scotsman
is in many ways the epitome of the immortal locomotive.
It was displayed at the Wembley Exhibition in 1924 and
in 1934 it was the subject of a high speed trial run from London to Leeds
and back. On the return trip a speed of 100 mile/h was achieved—the
first fully authenticated occurrence in Britain. At last (April 2004) this
locomotive forms part of the NRM Collection
Allen, C.J. A new "record of records" : London to Leeds in 2 hours
32 minutes. Rly Mag., 1935, 76, 6-11. 2 diagrs., table.
HIGH-SPEED railway runs. Engineer, 1934, 158, 590-1. 2 diagrs.
(incl. s. & f. els.), tables.
1935 : King's Cross-Newcastle test run:
This served as a "dress rehearsal" for the Silver Jubilee service.
On the return journey a speed of 108 mile/h was attained. No. 2570
Papyrus, one of the locomotives rebuilt with a 220 lb/in2
boiler, was used for this test.
Allen, C.J. The L.N.E.R. world records: l08 m.p.h. maximum and 300
miles at 80 m.p.h. Rly Mag., 1935, 76, 238-43. diagr., 5
tables.
FURTHER details of the L.N.E.R. record run. Rly Gaz., 1935, 62,
501-2. diagr.
Includes coal consumption figures and reproductions of the diagrams
for speed recorded in the dynamometer car.
The LOCOMOTIVE that holds the world speed records. Rly Gaz., 1935,
62, 509. illus.
A WORLD'S record on the L.N.E.R. Rly Gaz., 1935, 62, 466-7.3
tables.
1937 : Centre of gravity tests:
One A3 class locomotive was tested to see if its calculated centre
of gravity agreed with actuality.
LOCOMOTIVE centres of gravity. Loco. Rly Carr. Wagon Rev., 1937, 43, 212-13. 2 illus., diagr.
Retrospective and critical material:
These Pacifics rank with four or five other designs as being the most
popular ever to run in Britain. This popularity is exemplified by the fact
that a private individual (A. Pegler) was prepared to buy Flying Scotsman
to save it for posterity (see "Mr. Pegler's Pacific"). This section is
as written in 1969 and there has been much further material published, but
nothing to compare with the ultimate acquisition of Flying Scotsman by
the NRM.
C.J. Allen's two books form useful accumulations of material which is other
wise scattered, but they lack some of the detail found in contemporary records.
Ransome-Wallis' article is noteworthy for the extensive details of post-war
developments.
The papers by J.F. Harrison and O.V.S. Bulleid include short appreciations
of this class, and are of importance in that they represent the design viewpoint.
A highly articulate engine-driver, N. McKillop, must also be regarded amongst
the premier authorities on this locomotive type. In order to set his writings
into perspective it is necessary to note that he was employed at Haymarket
Shed, Edinburgh, where enginemen were assigned to individual locomotives.
McKillop's charge was No. 60100 Spearmint,
and from the experience gained in handling this locomotive he developed a
reasoned admiration for the class. This relationship between man and locomotive
has been described in a number of articles and books.
Allen, C.J. British Pacific
locomotives. 1962.
A list of errata is given in a letter by P.J. Coster: "The L.N.E.R.
Pacifics" (J. Stephenson Loco. Soc., 1963, 39,17-18). The author
rates this as his best work. [Two
million miles of train travel (1965)] and the only appreciable omissions
are the diagrams found in contemporary accounts.
Allen, C.J. The Gresley
Pacifics of the L.N.E.R. 1950 .
The section on Gresley Pacifics in
British Pacific locomotives
(1962) is a slightly expanded version of this monograph. The cab diagrams,
elevations and many illustrations were not incorporated in the later work,
however.
Baxter, F.L. Balancing of three-cylinder locomotives. Engineer,
1935, 160, 84-6. 5 diagrs., 8 tables.
Although mainly a theoretical treatise, the Al is considered on a
comparative basis with other 3-cylinder designs.
Bond, R.C. Organisation and control
of locomotive repairs on British Railways. J. Instn Loco. Engrs, 1953,
43, 175-265. (Paper No. 520).
Annual mileage figures (post WW2) for the class are
quoted.
Bulleid, O.V.S. Locomotives I have known. Proc. Instn mech.
Engrs, 1945, 152, 341-52 + 6 plates. 18 illus., 12 diagrs., 11
tables.
The Al class is one of a few select designs to be
considered.
Clay, John F. How good were the original Gresley Pacifies?
in Hughes, Geoffrey.
A Gresley anthology. Didcot: Wild Swan/Gresley Society, 1994.
pp.25-6.
Before being equipped with long lap valves performance was often poor
except in relationship to haulage capacity. Cost of conversion was £150-190
per locomotive and coal consumption was reduced from 50 to 40 lb per mile.
It would have been very costly to convert the Raven Pacifics.
Cook, A.F. Raising steam on
the LMS: the evolution of LMS locomotive boilers. Huntingdon: RCTS,
1999. 233pp.
Table 50 (page 217) quotes the cost of classified boiler repairs on
a comparitive basis in pence per mile in 1954: 2.7 pence/mile for a Duchess
as against 0.8 for an A4, 1.5 for an A3 and 0.6 for a Merchant
Navy..
Coster, P.J. An appreciation of the Gresley "A3" Pacifics. J.
Stephenson Loco. Soc., 1966, 42, 71-86. 8 illus., 2 tables.
Bibliog.
Duffy, M.C. Technomorphology and the Stephenson
traction system. Trans. Newcomen
Soc., 1982, 54,55-74. Disc.: 74-8.
Notes that Gresley's initial Pacific design would have been a failure,
and it was only through Gresley's understanding of the significanace of Goss's
work as expressed in American Locomotive Company's No. 50,000 that GNR No.
1470 was such a successful design.
Evans, M. Pacific steam : the
British Pacific locomotive. 1961.
Clear and concise, with a foreword by R.A. Riddles.
Gresley, H.N. The three-cylinder high-pressure locomotive.
Proc. Instn mech. Engrs,
1925, (2), 927-67.
Hall, Stanley. Railway
milestones and millstones: triumphs and disasters in British railway
history. 2006.
"The streamlined trains were a huge publicity success for the LNER
and a great morale boost for the staff, who had lived through tight economic
pressures. But primarily, the 'A4s' had technically outclassed even the 'A3s'.
They were the glory of the East Coast expresses for the next 30 years and
Gresley's crowning achievement. He was quite properly knighted in
1936."
Harrison, J.F. The gathering of the new
crop. J. Instn Loco. Engrs, 1961-62,
51, 336-56.
Includes an appreciation of the Gresley Pacifics.
Jarvis, C.C. Dynamometer car working on the L.N.E.R.
J. Instn Loco. Engrs, 1933,
23, 2-33. . (Paper No. 297).
Contains brief details of two tests, namely the effect of taking
up water on speed and power output and a test-run on the Waverley route
(Edinburgh-Carlisle.)
Kelway-Bamber, H. Modern British express passenger engines.
J. Instn Loco. Engrs, 1926,
16, 1004-17. (Paper No. 207).
Detailed comparative analysis of the A1, Castle and Lord Nelson designs;
included an examination of A1/Castle running betwen King's Cross and
Grantham..
McKillop, N. Enginemen elite.
1958.
Chapters 14 and 15 describe the author's experiences with
Spearmint
McKillop, N. The Gresley touch. Trains Ann., 1956, 5-10. 2
illus.
[McKillop, N..] Toram Beg, pseud. The highlights that stick.
Rly Wld, 1963, 24, 3-4.
Priming
[McKillop, N.] Toram Beg, pseud. The speed barrier: a footplate
commentary. Trains ill., 1956, 9, 312-13.
High speed with Spearmint.
Miller, N.G. Coasting at 25% cut-off. J. Stephenson Loco.
Soc., 1956, 32, 138-9.
The reason for Gresley Pacifics coasting at 25% cut-off, rather than
in mid-gear.
Miller, T.C.B. Salad days in steam.
in Hughes, Geoffrey.
A Gresley anthology. Didcot: Wild Swan/Gresley Society, 1994.
pp. 59-65.
As part of his premium apprenticeship in 1932 the writer spent a
considerable amount of time on the footplate when working a great variety
of trains. One vivid memory was a trip on a K3 in darkness when the crew
were thrilled at the view of glow worms in the cuting at Stoke summit.. Another
memory was an extremely difficult start from Peterborough going north on
2751 Humorist with the Duke and Duchess of York on the train. There
was a very fast run with 2544 Lemberg.
Miller, Terry. Examining the piston valves of a 'Castle'.
in Hughes, Geoffrey. A Gresley anthology. Didcot:
Wild Swan/Gresley Society, 1994. p. 35.
There have been suggestions that the LNER may have committed industrial
espionage on the Castle class during the locomotive exchanges: this only
considers the feasibility of removong, measuring and replacing the piston
valves on a Castle: gives no indication as to whether this was
done.
Neve, Eric. Early runs with the original Pacifies
in Hughes, Geoffrey.
A Gresley anthology. Didcot: Wild Swan/Gresley Society, 1994.
pp.27-30.
Argues that performance varied with drivers - some failed to work
on full regulator. Examines the quality of the drivers and locomotives selected
for the exchanges with the Castle class. Argues that overall performance
was better than sometimes stated.
Newsome, Norman. Gresley Pacifies and Super-Pacifics
in Hughes, Geoffrey.
A Gresley anthology. Didcot: Wild Swan/Gresley Society, 1994.
pp.31-5.
Credits Bert Spencer with redesigning the valve gear with long travel
valves. Cites Dow's British steam horses
(page 110 et seq) as source of excellent descriptions of the
high speed test runs and of the inaugural run on the Silver
Jubilee.
Nock, O.S. The Great Northern
Railway. 1958.
The results of the 1923 comparative tests of Gresley and Raven Pacifics
were published for the first time.
Railway Correspondence & Travel
Society. Locomotives of the LNER. Part 2A. Tender engines—classes
A1 to A10. 1978.
Ransome-Wallis, P. The Gresley class "A3" Pacifics. Trains ill.,
1960, 13, 360-4: 430-5. 8 illus., 3 tables.
The later developments (i.e. post-1945) are thoroughly reviewed.
Reed, Brian. LNER non-streamlined
Pacifics. Loco Profile No. 1. undated.
5 tables. centre colour spread drawn by A. Wolstenholme shows A1 4472
Flying Scotsman as exhibited at British Empire Exhibition in 1924
and A3 2501 Colombo of final series. Acknowledges help from E.D. Trask,
A.J. Somers, E.H. Fowkes and Peter Townend. At least in the part work original
there is some very "current information" relating to the tour in the USA
which may disturb today's reader..
Robson, R.J. discussion on: Windle, E. Locomotive valves and
valve gears. J. Instn Loco. Engrs,
1933, 23, 474-5.
Introduced statistics relating to eight of the Gresley Pacifics which
had been modified with long travel valves: these had each run over 500,000
miles and Royal Lancer had achieved 613,366 miles..
Spencer, B. The development of L.N.E.R. locomotive design, 1923-1941.
J. Instn Loco. Engrs, 1947,
37, 222 et seq. (Paper No. 465)
Reply to question from Cox concerning the performance of copper firebox
stays on high pressure boilers, the LNER had found that the stay heads in
the fireboxes of the Pacific engines carrying a working pressure of 220 psi
deteriorated more rapidly than those of the 180 lb. psi boiler and that the
area subject to deterioration was extended, but there was no noticeable
difference between the performance of the copper firebox stays on the 220
psi boilers and those on the 250 psi boilers. The firebox combustion chamber
on the 250 lb. boilers was 12 in. longer than on the 220 lb. and 180 lb.
boilers and would possibly have some bearing on the matter. The average mileages
obtained with the 220 psi and 250 psi boilers on the Pacifics between boiler
lifts was 70,000 to 80,000 miles.
Continuing with his response to questions raised by A.F. Cook and O.S. Nock
on the over-running of the centre cylinder valve on engines fitted with Gresley
gear Spencer noted that indicator diagrams had not been taken on the A4 class
as the streamlined casing made it impracticable to find accommodation for
an operator and direct reading instruments were not available, but diagrams
had been taken on A3 class engines and a selection from engine No. 2751 were
included on a folding diagram (Fig. 49). These showed that the area of the
centre cylinder diagram is not affected to any material extent until speeds
of 60 mph and over are reached at early cut-offs. Above this speed there
is some difference in the power developed between the inside and outside
cylinders, but the fact remains that engines fitted with this form of conjugated
valve gear ran successfully and economically, in the pre-war period, some
of the fastest trains in Britain.
Stephenson, H.J. Locomotive engine failures and their causes—some
hints for their prevention. J. Instn
Loco. Engrs, 1928, 18, 133-44. (Paper No. 223).
Includes a descripton of failures in the union link and combination
lever, and attempts to eradicate them.
Townend, P.N. East Coast Pacifics
at work. 1982.
Webber, A.F. The proportions of locomotive boilers.
J. Instn Loco. Engrs, 1937,
27, 688-725. (Paper No. 378).
The A3 boiler is considered on a comparative basis.
Webster, H.C. Introduction to the locomotive. London, Sampson,
Low, Marston, [1947]. vi, 56 p. l6diagrs.
Intended as an introductory work for children. It includes 16 fenestrated
diagrams of an A3 class locomotive.
Wilkinson, W., illus. 4-6-2 three-cylinder Pacific locomotive.
London, Virtue, [1935?]. folding plate, diagr.
Sectionalized diagram. Catalogued in Manchester Central Library under
"London and North Eastern Railway."
Wilson, Andrew. Gresley Pacifics on the Midland: the Leeds Holbeck
'A3s'. Steam Days, 1995,
(72) 462-9.
Brief period in early 1960s when performance on the Leeds to Carlisle
and Glasgow services was transformed by the A3 class. Many photographs plus
observations by Donald Palmer (a diesel traction inspector) and Bert Coles
(a fireman). KPJ found that the A3s could out-perform the off-peak diesels
and had one amazing run up to Ais Gill from Appleby on the afternoon train
from Glasgow with the sweet music from the Kylchap exhaust.
Wilson, G.R.S. Report on the derailment which occurred on 1st
September, 1955 at Westwood Junction near Peterborough in the Eastern Region,
British Railways. Ministry of Transport & Civil Aviation : Railway
accidents [monograph]. London, HMSO, 1956. 10 p. + 6 plates. (incl. 1 folding).
5 illus. diagr. (s. & f. els.), 2 plans.
This accident to the W1 locomotive indicated that the bogie stretcher
bars and side frames on Gresley's Pacifics were weak.
Windle, E.
Some notes relating to cylinder performance.
J. Instn. Loco.
Engrs, 1931, 21, 178-97.
(Paper No. 272).
This paper outlines the development of long lap valves on the
LNER.
Windle, E.
Discussion on Holcroft, H. Smoke deflectors for locomotives.
J. Instn Loco. Engrs, 1941, 31, Pp. 490-9 (9 illus).
Pp. 490-9 (9 illus.) : the experimental modifications
(see above) to Al and A3 smokebox and chimney
arrangements are considered in detail.
Yeadon, Willie B. Yeadon's Register
of L.N.E.R. locomotives. Vol.1 : Gresley's A1, A3 Classes.
Names
2563 William Whitelaw
William Whitelaw alongside No. 2573 William Whitelaw at Dunfermline
in 1929. With Earl of Elgin and Major Stemp.in
R.D. Stephen Steam supreme page 115
upper
Illustrations
There are numerous collections of photographs: herein are listed only
those books that contain something of real historical value.
Townend, P.N. The colour of steam. V. 4. The LNER Pacifics.
Truro: Atlantic, 1985.
This includes colour photograph-based illustrations in post-1945 apple
green and in early British Railways liveries: 2582 Sir Hugo at Grantham
in summer 1946 (apple green)(C.C.B. Herbert); 60084 Trigo at Newcastle
on 20 August 1948 (purple/dark blue) (H.N. James), and 60085 Knight of
Thistle at Haymarket in late 1949 (light blue).
Preserved 4474 Flying Scotsman
Hughes reminds the reader
that the locomotive's sometimes adventurous period in preservation is now
greater than its period in "service". Inspection of the bibliography in this
publication immediately shows that the "preservation period" is inadequately
covered in Steamindex. More about this famous locomotive can be found
above.
FLYING Scotsman. J. Stephenson Loco. Soc., 1963, 39, 154-5.
Chronology of No. 4472.
"FLYING" Scotsman saved. Rly Mag., 1963, 109. 78.
Purchase by Mr. Pegler.
Forsythe, H.G. Most famous of them all. Rly Wld, 1959,
20, 152-5. 5 illus.
No.4472 Flying Scotsman
Hughes, Geoffrey. Flying Scotsman: the people's
engine. [York]: Friends of the National Railway Museum Enterprises,
2005. 64pp.
A reproduction of Cuneo's superb painting of the preserved locomotive
crossing the Forth Bridge on the cover sets the standard for a beautifully
written text which is accompanied by many interesting photographs, the majority
of which show the locomotive in its preserved state. The author is indeed
fortunate to have seen Gresley Pacifics in their prime when he watched them
pass Hadley Wood in the 1930s and even has dim memories of seeing Flying
Scotsman at the Wembley British Empire Exhibition.
MR. Pegier's Pacific. Rly Wld, 1964, 25, (284 January) Supplement.
8 p. 13 illus.
No. 4472 history.
Nicholson, Peter. Flying Scotsman:
the world's most travelled steam locomotive. Shepperton: Ian Allan,
1999. 112pp.
Mainly its long career as a preserved locomotive initially in the
ownership of Alan Pegler, and later Tony Marchington. Also includes its role
in the early talking film (with soundrack) entitled The Flying Scotsman
produced by British International Pictures, directed by Cattleton Knight.
Includes the very staged "non-stop" run on 1 May 1968 from King's Cross to
Edinburgh. Its trips to North America and Australia are also reported. Bill
(Sir William) McAlpine engineered the return of the locomotive from California
in early 1973, when Pegler became insolvent. For a long time the locomotive
was associated with Steamtown at Carnforth. For a time the locomotive was
associated with Pete Waterman's Waterman Railways.
Wheeler, Geoffrey. Fired by steam.
London: John Murray, 1987.
Includes coloured plate, based on water colour side elevations of
4472 Flying Scotsman with corridor tender, but without banjo dome:
artwork prepared for Sir William McAlpine.
A4 class
 |
Introduced 1935: The A4 design was based on the earlier A3 class,
but the boiler pressure was increased to 250 lb/in2 and the steam
passages were redesigned ensure maximum flow. Externally this class differed
considerably, as it was streamlined for hauling the high speed Silver
Jubilee train, which was introduced concurrently.
During the press debut on September 27th 1935, a speed
of 112½ mile/h was attained. Most of the contemporary descriptions
refer to this high speed run, the streamlined train-set and the locomotive,
but the last sometimes receives least attention. Later No. 4468
Mallard raised the speed ceiling to 126 mile/h, a world record for
steam traction. For removal of valences see Thompson
& his deeds.
Allen, C.J. "The Coronation" and other
famous L.N.E.R.trains.
Allen, C.J The Silver Jubilee Express, L.N.E.R.:
Britain's first streamlined train and its world's record run. Rly
Mag., 1935, 77, 352-62. 6 illus., 2 diagrs. (incl. s. el.), plan,
table.
Concentrates attention on the record run.
Bulleid, O.V.S. The "Silver Jubilee" trains, London and North Eastern
Railway. Bull. int. Rly Congr. Ass., 1935, 17, 1299-1325 +
2 folding plates. 17 illus., 7 diagrs., 2 plans, 3 tables.
The most detailed account.
"CORONATION" train on the London and North Eastern Railway.
Engineering, 1937, 144, 40-2. 3 illus., diagr.. plan.
4-6-2 type streamline locomotive "Silver Link", L.N.E.R. Engineering,
1935, 140, 334-5. diagr. (s. & f. els.)
L.N.E.R. Shunting locomotives in unusual livery. Rly Mag., 1936,
78, 235. illus.
A Doncaster Works shunter was painted in various shades of aluminium
paint to determine the shade for Silver Link.
L. and N.E.R. — "The Silver Jubilee" train. Engineer,
1935,160, 318-20. illus., diagr. (s. & f. els.), 2 tables.
NEW "Coronation" trains: L. & N.E. Railway. Loco. Rly Carr. Wagon
Rev., 1937, 43, 203-8. 6 illus., diagr. (s. el.)
NEW streamlined locomotive and train, L.N.E.R. Rly Gaz., 1935,
63. 450-8; 460-1.15 illus., 3 diagrs. (incl. s. el.), plan, 2
tables.
A4 and the Silver Jubilee train.
The SILVER Jubilee streamlined train, L.N.E.R. inaugural ceremonies—
world record on trial run—beginning of public service. Rly Gaz.,
1935, 63, 544-8. 3 illus., map, table.
The "SILVER JUBILEE" train of the L.N.E.R. record trial run. Loco. Rly
Carr. Wagon Rev., 1935, 41, 304-8. 2 illus., table, diagr. (s.
& f. els.),
Includes a technical description of the A4 design.
TEST runs of "Coronation" trains. Engineer, 1937, 164, 39-41.
4 illus., 4 tables, diagr. (s. & f. els.)
Testing and performance
C.J. Allen stated that every trip in one of the A4-hauled, streamlined
trains was a special occasion and this is reflected in the many references
to general performance, in terms of reliability, coal consumption etc. Further,
no other class of British steam locomotive has been deliberately driven at
high speed for record making purposes on so many occasiosn or at such high
speeds.
Record breaking journeys.
27 September 1935 : Silver Jubilee press trip :
This run which produced a maximum speed of 112½ mile/h, is
described in many of the references noted in the opening
section.
Allen, C.J. 113 m.p.h. on the Silver Jubilee : a new London &
North Eastern Railway record. Rly Mag., 1936, 79, 245-6. diagr.,
table.
Dow, George. British steam
horses. London: Phoenix, 1950.
pp 110 et seq paint a vivid picture of the experimental high
speed runs and the inaugural press run of the Silver Jubilee on which
Dow travelled.
Taylor, Arthur. A personal account of 'The Silver Jubilee' trial run
in Hughes, Geoffrey.
A Gresley anthology. Didcot: Wild Swan/Gresley Society, 1994.
page 76
Driver Taylor was on the footplate when Silver Link attained
112 mile/h, and he was informed of this when Gresley came through the corridor
tender onto the footplate. He claimed to be unaware that he was travelling
so fast and considered that this was due to the stronger bogie springs than
on his egular engine 4476 Royal Lancer.
27 August 1936:113 mile/h on a regular journey on the up Silver Jubilee
service.
ANOTHER British speed record. Rly Gaz., 1936, 65, 381. diagr.
30 June 1937 : 109½ mile/h—Coronation press
trip.
See also references to the Coronation train in the opening section.
Allen, C.J. The new L.M.S. and L.N.E. speed records : trial
runs of the Coronation
Scot and Coronation. Rly Mag., 1937, 81, 110-16 +. 2 illus.,
2 diagrs.. 6 tables.
3 July 1938 :126 mile/h:
the world record for steam (see also Harris retrospective
section) with Mallard and
contribution by eye-witness Le Clair.
Allen, C.J. Two miles a minute: the new L.N.E.R. record of 125 m.p.h.
Rly Mag., 1938, 83, 79-81. illus., diagr., table.
A NEW L.N.E.R. speed record. Rly Gaz., 1938, 69, 78.9. diagr.,
table.
7 September 1948: Non-stop journey of 408½
miles:
Flood damage between Edinburgh and Berwick necessitated that the
"non-stop" "Flying Scotsman" be diverted via Galashiels and Tweedsmouth.
Normally stops were required, on the diversion, for banking assistance and
water, but on one occasion Driver Swan decided to scorn these and make a
genuine non-stop journey. This showed that the locomotives were very economical
in fuel and water consumption. Others followed and this has led to more
controversy and extra-information in 21st century
[Allen, C.J.] Quicksilver, pseud. The "Flying Scotsman": a
new British record. Trains ill., 1949, 2, 6-7.
Craig, J.M. The driver's story: Charlie Peachey
in Hughes, Geoffrey.
A Gresley anthology. Didcot: Wild Swan/Gresley Society, 1994.
pp. 71-6.
Joined the GNR in 1895 and was a driver for 33 years until retirement
in 1942. Began with suburban trains at King's Cross. Describes how he coped
with route learning. Drove the non-stop Flying Scotsman and states
how the crew were served with lunch in the dining car, and had a night out
in Edinburgh as they had earned two and a half days pay. Anecdote about
how Will Fyffe talked himself into being taken onto the footplate. Another
describes how the crew missed the nothbound train to take them "on the cushions"
to Edinburgh and had to travel on a Newcastle train and then had the good
fortune to catch a return Whitley Bay to Edinburgh excursion at Newcastle.
Worked on both Coronation and Silver Jubilee, and on the latter
achieved 104 mile/h at one point. Only one stink bomb was set off by his
activities. Described a trip on 2001 Cock o' the North with Gresley
on the footplate: immense power but huge coal consumption. Recounts how King
Olaf of Norway travelled on the footplate. His house in North Finchley was
called Fairway after the locomotive.
McKillop, N. Enginemen
elite. 1958.
Farr, Keith: Legend of the Non-Stop
- Part two. Backtrack, 17, 306-13.
Part 1 began on page 275. The service
was restored on 31 May 1948 with a timing of 7h 50 min. The line between
Edinburgh and Berwick was breached on 12 August. The northbound service took
16 hours on that day, which put it in the Virgin class. Initially the southbound
route was via Beattock, Carlisle and Leeds, but we were the first south-bound
"non-stop" over the Waverley route to Carlisle and some of the progress was
very slow.. The St Boswells to Tweedsmouth route was reopened on 23
August, but Lucker troughs were now 92 miles from Edinburgh, but on 24 August
Bill Stevenson with 60029 Woodcock managed to lift the train to Falahill
without a banker and start the non-stop run to King's Cross of 408.6 miles
- a world record, repeated subsequently in both directions on each of eight
occasions. See letter by A.J. Mullay
(p. 474) which adds another long way round non-stop,
additional info by Farr.
General performance on the high speed trains.
CORONATION reliability. Rly Mag., 1939, 85, 152.
The SILVER Jubilee, L.N.E.R. Rly Gaz., 1936, 65, 539.
First year of service surveyed.
The SILVER Jubilee in service. Rly Gaz., 1935, 63, 606-7.
table.
A Darlington to King's Cross run.
The SILVER Jubilee, L.N.E.R.: some details of current locomotive performance
on this high-speed service. Rly Gaz., 1936, 64, 1130-2. diagr.,
table.
SILVER Jubilee success. Rly Mag., 1938, 82, 62-3.
Includes coal consumption statistics.
The SILVER Jubilee's birthday. Rly Mag., 1936, 79, 374.
STREAMLINE reliability. Rly Gaz., 1939, 70, 927.
Notes on the continuous use of No. 4497 Golden Plover on the
Coronation train for eight weeks.
STREAMLINE success. Rly Gaz., 1937, 67. 1007.
Mechanical and financial success of the "Silver Jubilee" service.
TWO years results with the Silver Jubilee. Rly Gaz., 1937, 67,
1036.
1948: Inter-regional trials:
Although several failures of bearings occurred, the A4 class returned
the lowest fuel and water consumption figures of any locomotive tested in
1948.
Allen, C.J.. The locomotive
exchanges, 1870-1948. [1950].
Retrospective and critical :
Gresley's papers and his comments in discussion are especially noteworthy.
E. Windle's and B. Spencer's
notes on the development of the streamlining are also highly
significant.
Allen, C.J. British Pacific
locomotives. 1962.
Allen, C.J. The Gresley
Pacifics of the LN.E.R. 1950.
Certain diagrams (e.g. cab layouts) and illustrations from this work
are not repeated in the later British Pacific locomotives
(above).
Allen, C.J. World
record-holder for speed with steam. Rly Wld, 25,
An appreciation of the class published to mark Mallard's
installation at the Museum of Transport, Clapham.
Atkins, Philip. Locos from
scratch. Rly Mag., 1989, 135, 516-17.
Locomotives built within a limited time scale: The design and construction
of the A4 Pacifics was completed within six months at Doncaster Works: chronolgy:
boiler ordered 11 March, major steel castings 22 March; cylinder drawings
approved 17 April; patterns completed mid-May; cat 6-7 June; main frames
laid 26 June; locomotive steamed 7 September...
Bond, R.C. Organisation and control
of locomotive repairs on British Railways. J. Instn Loco. Engrs, 1953,
43, 175-265. (Paper No. 520).
Annual mileage figures for the class are quoted.
Bulleid, O.V.S. Locomotives I have known. Proc. Instn mech.
Engrs, 1945, 152, 341-52 + 6 plates. 18 illus., 12 diagrs., 11
tables.
Bulleid, O.V.S. discussion on Spencer, B. The development of
L.N.E.R. locomotive design, 1923-1941.
J. Instn Loco. Engrs, 1947,
37, 211-12. (Paper No. 465)
There was one small point with regard to streamlining which might
be of interest. Not only were the models tested in the wind tunnel, but Sir
Nigel, who knew Bugatti, followed his work in France with close interest,
made it his business to travel on the Bugatti rail-cars between Deauville
and Paris, and was much impressed by the efficiency with which the wedge
form of the front of the engine passed through the atmosphere with the minimum
of disturbance. It was really that which led to the type of front end adopted
on the "Pacifics."
Cameron, K.R.M. via Rogers,
H.C.B. Thompson & Peppercorn. 1979. p. 52 and 150
Whilst Assistant DPMS at King's Cross Cameron found that they were
either brilliant or awful: they were like racehorses in that they demanded
attention to get the best results. Although an LMS man he could see little
difference between the Duchess class and the A4 class..
Clay, J.F. How great are those A4s? J. Stephenson Loco.
Soc., 1960, 36, 114-18. illus.
Objective review of performance.
Clay, John F. Locomotive working with the Streamliners. in
Hughes, Geoffrey.
A Gresley anthology. Didcot: Wild Swan/Gresley Society, 1994.
pp. 11-18.
Timekeeping, especially by the Silver Jubilee was excellent.
The Coronation was a more difficult task: the train was heavier and
the demand for electricity was higher. On some southbound journeys the
locomotives ran out of fuel. Author wonders why Kylchap double chimney
locomotives were not allocated to this service. The down West Riding
Limited was more difficult to schedule.
Cook, A.F. Raising steam on
the LMS: the evolution of LMS locomotive boilers. Huntingdon: RCTS,
1999. 233pp.
Table 50 (page 217) quotes the cost of classified boiler repairs on
a comparitive basis in pence per mile in 1954: 2.7 pence/mile for a Duchess
as against 0.8 for an A4 and 0.6 for a Merchant Navy..
Ellis, C.H. Some classic
locomotives. 1949.
A delightfully off-beat account of the Silver Jubilee press
run is given on page 119: "One night in 1935 I was on one of the platforms
of King's Cross, having just got out of the Silver Jubilee streamlined train
after its breathless press run. It was an excited crowd on that platform;
we had been travelling faster than ever before in a steam train, during that
afternoon; humming along at well over a hundred miles an hour for many miles
at, a stretch had become almost a familiar sensation. Passengers and spectators
were surging round Gresley's Silver Link, which to unused eyes looked
faintly like a small airship under the dim station roof, and her designer,
looking very large and benevolent, was up on the footplate with the enginemen
while cameramen let off flashlights in their faces."
Evans, M. Pacific steam : the
British Pacific locomotive. 1961.
Farr, K.S. 'Mallard' memories. Rly Mag., 1988, 134,
462-3.
A somewhat jaundiced view of the A4 speed records. Notes that Edward
Thompson was on the footplate on 27 August 1936 when 2512 Silver Fox
hauling the Silver Jubilee attempted a fast run down from Stoke Summit
and damaged its middle big end. The writer takes a somewhat jaundiced view
of the LNER high speed runs and questions whether the Civil Engineer was
kept fully informed.
Gresley, H.N. Development of high-speed running on railways.
Greenock, Greenock Philosophical Society, 1937. 24 p. table. (Papers of
the Greenock Philosophical Society—Watt Anniversary Lecture).
A review of world development is followed by a description of the
A4 class. The topic of streamlining is accentuated.
Gresley, H.N. [Presidential address]. Proc. Instn mech. Engrs,
1936, 133, 251-65.3 tables.
A description of the high-speed trains, including the development
of streamlining, plus results of the Silver Jubilee in service.
Gresley, H.N. Discussion on
McDermid, W.F. Brakes for streamlined
railway vehicles. J. Instn Loco. Engrs, 1935, 25, 309-68. (Paper
No. 337).
Streamlined implies fast rather than a physical type of vehicle.
Harris,
Michael. No. 4468, Mallard: fastest of them all. Rly
Wld, 1986, 47, 646-50.
Short account of the record breaking run, including the reaction by
Inspector Sam Jenkins to the detection of the odour from the stink bomb to
indicate that a bearing was overheating and to inform Driver Duddington to
slow down, plus an account of the further life of the locomotive until withdrawn
for preservation. Harris had the assistance of John Bellwood in writing this
feature and Bellwood argued that the Kylchap chimney gave the locomotive
considerable edge both in terms of power and Peter Townend argued that
locomotives so-fitted were easier to maintain as the greater draught kept
the tubes cleaner.
Harrison, J.F. The gathering of the new crop. (Presidential
Address) J. Instn Loco. Engrs., 336-56. + plate. 16 illus.
4 diagrs.
Includes an appreciation of the Gresley Pacifics.
Holyhead, G.C. The "big green yins". Rly Wld, 1963, 24,
218-19. illus.
The class ended its service on light, high-speed trains between Glasgow
and Aberdeen. The enginemen's impressions of this design are recorded in
this article, hence the Glaswegian expression "big green yins".
Joyce, Michael. The badger's back.
in Hughes, Geoffrey.
A Gresley anthology. Didcot: Wild Swan/Gresley Society, 1994.
pp. 83-5.
Account of an unofficial footplate ride, via the corridor tender,
on 60028 with Driver Charlie Price when the ride was "as rough as a badger's
back".
Joyce, Michael. 'The Silver Jubilee' — a day to remember
in Hughes, Geoffrey.
A Gresley anthology. Didcot: Wild Swan/Gresley Society, 1994.
pp. 19-20.
Account of journey by 15 years old office boy on up Silver
Jubilee from Darlington in 1936.
LeClair, L.J.
discussion on: Newsome, N. The development of L.N.E.R.
carriage and wagon design, 1923-1941. J. Instn Loco. Engrs, 1948,
38, page 473
Observations on the 126 mile/h test run.
Livesay, E.H.
London to Edinburgh on the footplate. Loco. Rly Carr. Wagon Rev.,
1938, 44, 337-8.
Written as a companion article to the same author's "Vancouver to
Calgary on the footplate" (Loco. Rly Carr. Wagon Rev., 1938, 44,
244-8).
Livesay, E.H.
Scottish locomotive experiences. No. 7 — L.N.E.R. Edinburgh-Newcastle
trains, "A4" engines. Engineer, 1939, 168, 438-40. 2 illus.,
2 diagrs.
Lowther, David. The anonymous years
in Hughes, Geoffrey.
A Gresley anthology. Didcot: Wild Swan/Gresley Society, 1994.
pp. 21-4.
Not really relevant as relates to the coaching stock for the streamlined
trains post-WW2: rumours of reintroduction of the Silver Jubilee were
unfounded. The stock was used, but the restaurant cars were wihdrawn when
cooking by electricity was abandoned. The Fife Coast Express was the
sole train to exploit the stock. The FO 5.37 Manchester Exchange to Newcastle
in August 1962 was one of the final workings. The illus. of 60047
Donovan hauling the Silver Jubilee triplutet
restaurant car was cropped such that the relevant cars were lost.
McKillop, N. The Gresley touch. Trains Ann., 1956, 5-10. 2
illus.
McKillop drove Mallard north from Newcastle for an exhibition
in Dundee. He describes this high speed journey during which the Flamman
speed recorder indicated 107 mile/h at one point.
Mayes, Frank. Did 'Number 9' ever reach 120 miles an hour?
Steam Wld, 1990 (34)
7-11.
On an up working of the non-stop Capitals Limited hauled by 60009
Union of South Africa the locomotive had a faulty water pick-up scoop and
a halt had to be made for water at Babworth. Driver Alf Smith attempted to
make up the lost time by running very rapidly doen the bank from Stoke Summit
and estimated that they reached 120 mile/h: the pen had been lifted off the
flaman recorder by Inspector John Cunningham who was travelling on the locomotive
on this day.
Mayes, F. Firing the A4 Pacifics. Rly Wld, 1964, 25, 3-6+
4. illus., table.
Experiences in the King's Cross "top link".
Miller, N.G. Coasting at 25% cut-off. J. Stephenson Loco. Soc.,
1956, 32, 138-9.
Reason for not coasting at the more usual 15%.
Neve, Eric. The last LNER luxury expresses – the 'West Riding
Limited' and the 'East Anglian'.
Rly Wld, 1987, 48,
614-17.
Includes logs of runs: the West Riding Limited was aimed at
giving the Yorkshire businessman from Leeds and Bradford time for a full
afternoon in London and enough time in the office before a rapid transit
to London: the LNER obviously hoped to luch and dine its customers en
route.
Neve, Eric. Memories of the Gresley Streamliners in
Hughes, Geoffrey. A
Gresley anthology. Didcot: Wild Swan/Gresley Society, 1994. pp.
1-9.
Captures the excitement of seeing the 2509 Silver Link departing King's
Cross on the 7.10 am to Cambridge on 14 September 1935, and on several other
mundane journeys before the arrival of the return trial run with the
Silver Jubilee train on 27 September when Gresley exclaimed "112 mile/h"
to waiting press men. Describes the performance of all the streamlined trains,
such as the rare engine failures where non-streamlined Pacifics and Atlantics
attempted to maintain the exacting schedules.
Railway Correspondence & Travel
Society. Locomotives of the LNER. Part 2A. Tender engines—classes
A1 to A10. 1978.
Rutherford, Michael. Mallard: the record breaker. Newburn House
(Friends of the NRM), 1988.
Ottley 18148: although only 48 page pamphlet brings together
much hidden elsewhere: excellent illustrations.
Scott, Ron. and Reed, Brian.
Gresley A4s. Loco Profile 19..
Not seen for some time: therefore awaits extra comment.
Spencer, B.
Discussion on: Holcroft, H. Smoke deflectors for locomotives.
J. Instn Loco. Engrs, 1941, 31, p.503-4.
Spencer depicted a diagram of a tentative form of streamlining in
which the chimney cowling was projected horizontally back to meet the top
of the boiler casing. The locomotives were actually built with a sloping
"tail" to the chimney.
Spencer, B. The development of L.N.E.R. locomotive design,
1923-1941. J. Instn Loco. Engrs,
1947, 37, 222 et seq. (Paper No. 465)
Reply to question from Cox concerning the performance of copper firebox
stays on high pressure boilers, the LNER had found that the stay heads in
the fireboxes of the Pacific engines carrying a working pressure of 220 psi
deteriorated more rapidly than those of the 180 lb. psi boiler and that the
area subject to deterioration was extended, but there was no noticeable
difference between the performance of the copper firebox stays on the 220
psi boilers and those on the 250 psi boilers. The firebox combustion chamber
on the 250 lb. boilers was 12 in. longer than on the 220 lb. and 180 lb.
boilers and would possibly have some bearing on the matter. The average mileages
obtained with the 220 psi and 250 psi boilers on the Pacifics between boiler
lifts was 70,000 to 80,000 miles.
Stokes, Ken. Both sides of the footplate. Truro: Bradford
Barton, [1985?]. Chap. 10.
This Midland-trained footplate man found the ultimate steam motive
power on the East Coast Mainline where the Pacifics rode perfectly, the water
pick-up gear operated to perfection (and water troughs were clearly marked)
and where full regulator and short cut-off working was the norm. He even
found that the sheet which connected the cab to the tender was significant:
in the absence of one the exhaust entered the cab and made driving difficult.
On his final trip 107 mile/h was attained at the usual location descending
from Stoke Summit towards the Fens.
Topham, W.L.
The running man's ideal locomotive. J. Instn Loco. Engrs., 1946,
36, 3-29. Disc.: 29-91. (Paper No. 456)
Admired the cabside windscreens fitted to the A4 class
Townend, P.N. East Coast
Pacifics at work. 1982.
Train, J.C.L. discussion on
Cox, E.S. Balancing of locomotive reciprocating parts. J. Instn
Loco. Engrs., 1943, 33, 221-2. (Paper No. 432)
Commented at length on his concern about the effect of high speed
trains, but had accepted Gresley's reassurances. He considered that the steam
locomotive was at a disadvantage compared with other forms of motive power
due to their reciprocating parts
Trask E.D. The smokebox of streamlined engines. Rly Gaz., 1940,
72, 220-2. 2 illus., 2 diagrs.
Reprinted from the London & North Eastern Railway Magazine,
1939.
Webber, A.F. The proportions of
locomotive boilers. J. Instn Loco. Engrs, 1937, 27, 688-726.
(Paper 378).
An analysis of A4 on a comparative
basis.
Webster, H.C. Early days with the class "A4" Pacifics:
the personal experiences of an LN.E.R. locomotive man in the late 1930's.
Trains Ann., 1963, 5-12+. 8 illus.
The author notes some of the difficulties experienced in maintaining
the exacting high speed schedules, especially that of the Coronation,
and in the maintenance of locomotives equipped with streamlined casings.
One anecdote concerns one of the Commonwealth High Commissioners invited
onto the cab following the unveiling of a plaque on the cabside failing to
open the regulator then yanking it open too far which led to violent slipping:
the High Commissioner remained calm and quickly closed the regulator. Notes
the hot air trap caused by the rubber sheeting placed between cab and
tender..
Wheeler, Geoffrey. Fired by steam.
London: John Murray, 1987.
Includes coloured plate, based on water colour side elevations of
No. 4468 Mallard as it ran on ran on record-breaking day: that is
without plaques.
Wilson, G.R.S. Report on the derailment which occurred on 1st
September, 1955 at Westwood Junction near Peterborough in the Eastern Region,
British Railways. Ministry of Transport & Civil Aviation: Railway
accidents [monograph]. London, H.M.S.O., 1956. 10 p. + 6 plates (incl.
1 folding). 5 illus., diagr. (s. & f. els), 2 plans.
This accident (to the W1 locomotive) revealed inherent weakness in
the design of the bogie side frames and stretcher bars on Gresley's larger
locomotives.
Windle, E.
Discussion on Holcroft, H. Smoke deflectors for locomotives.
J. Instn Loco. Engrs, 1941, 31, Pp. 490-9 (9 illus).
Windle described the smokedeflection and stream lining experiments
which led to the A4 Bugatti-type front-end.
Yeadon, Willie B. Yeadon's register
of L.N.E.R. locomotives. Vol.2: Gresley A4 and W1 Classes.
Irwell Press, 1990.
Names and embellishments:
The original names were those of sea, marsh or moorland birds,
e.g. Seagull, Wild Swan, etc. Later, some of these singularfy
appropriate names were either no longer pursued or removed in favour of
Commonwealth country, railway director or other "personality" names.
C.P.R. bell for L.N.E.R. loco. Loco. Rly Carr. Wagon Rev., 1938,
44, 115. illus.
As fitted to No. 4489 Dominion of Canada.
LOCOMOTIVE naming ceremonies at King's Cross. Rly Gaz., 1937,
67, 44.
Dominion of Canada, Empire of India and Union
of South Africa.
L.N.E.R. directors honour Sir Nigel Gresley. Loco. Rly Carr. Wagon Rev.,
1937, 43, 400. illus.
Naming cermeony of No. 4498 Sir Nigel Gresley.
L.N.E.R. Pacific named "Commonwealth of Australia". Rly Gaz., 1937,
66, 1218.
L.N.E.R. Pacific named "Sir Nigel Gresley" Rly Gaz., 1937, 67,
944; 991-2. 4 illus.
L.N.E.R. Pacific named "Sir Ralph Wedgwood". Rly Gaz., 1939,
70, 440. illus. p. 424.
NAMING of streamlined locomotive "Dominon of Canada" at King's Cross Station.
Rly Gaz., 1937, 66, 1184. 2 illus. p.1174.
"SIR Nigel Gresley", 4-6-2. Rly Gaz., 1937, 67, 965.
Editorial comment on the naming of No. 4498.
Illustrations
There are numerous collections of photographs: herein are listed only
those books that contain something of historical value.
Townend, P.N. The colour of steam. V. 4. The LNER Pacifics.
Truro: Atlantic, 1985.
This includes colour photograph based illustrations in both pre-1939
and post-1945 garter blue: 22 Mallard is shown departing Waterloo
with the Great Western dynamometer car and Southern Railway stock during
the 1948 locomotive exchanges (C.C.B. Herbert); 8 Dwight D. Eisenhower
on parcels train at Sandy on 26 August 1948 (H.N. James); 4498 Sir
Nigel Gresley at Darlington in August 1938. Also 2509 Silver Link
in original silver livery on up Flying Scotsman at Grantham in June
1937.
1922 : The Raven Pacifics (LNER class A2)
These were, by general agreement (see Allen or Smeddle), unsuccessful
locomotives. The series constructed in 1924 were equipped with Cartazzi trailing
trucks. City names were added at the same time. Finally in 1929, one
locomotive was rebuilt with a Gresley Pacific boiler and standard cab.
1924: Cartazzi trailing truck.
NEW Pacific type locomotives, London & North Eastern Ry. (North Division).
Loco. Rly Carr. Wagon Rev., 1924, 30, 112. illus.
1929 : Gresley Pacific boiler fitted to No. 2404.
NEW boiler for "Pacific" locomotive, L. & N.E.R. Loco. Rly Carr. Wagon
Rev., 1929, 35, 400-1. illus., 2 diagrs. (s. & f. els.),
table.
RE-BOILERED 4-6-2 express locomotive, L.N.E.R. Rly Mag., 1930,
66, 94. illus.
Retrospective and critical.
Allen, C.J. British Pacific
locomotives. 1962.
See Chapter 2.
Baxter, F.L. Balancing of three-cylinder locomotives. Engineer,
1935, 160, 84-6. 5 diagrs., 8 tables.
The A2 class is considered on a comparative basis.
Cook, A.F. The Raven Pacifics of the North Eastern. Trains ill.,
1950, 3, 202-6. 5 illus.
Nock, O.S. The Great Northern
Railway. 1958.
Includes results of the tests made between the Al and A2 classes in
1923.
Railway Correspondence & Travel
Society. Locomotives of the LNER. Part 2A. Tender engines—classes
A1 to A10. 1978.
Pp. 136-42.
Smeddle, R.A. The North Eastern
Railway and recent railway developments. J.Instn
Loco. Engrs, 1959/60, 605-21. (Presidential Address).
Part of the address criticises the A2 design.
Weight, R.A.H. A short-lived Pacific class. Rly Mag., 1949,
95, 195-6. illus.
Yeadon, Willie B. Yeadon's register
of L.N.E.R. locomotives. Vol.3: Raven, Thompson and Peppercorn
Pacifics. Irwell Press, 1991.
Young, JA. The Raven Pacifics. Rly Obsr, 1936,8, 245.
4-6-4
W1: 1930:
This experimental locomotive incorporated a Yarrow high pressure
water-tube boiler coupled with a four-cylinder compound engine. The trailing
truck arrangement has caused doubt as to the correct Whyte notation for this
design and it is sometimes quoted as 4-6-2-2. There is a wealth of published
information which is not in character with the soubriquet, "Hush Hush"
locomotive. Gresley's "High pressure locomotives" (retrospective section)
is the major study of the design. The RCTS History is also extremely
thorough.
EXPERIMENTAL high-pressure compound locomotive, L.N.E.R.. Rly Engr,
1930, 51, 54-7. 3 illus., 2 diagrs. (incl. s.el.)
4-6-4 high-pressure watertube boiler locomotive, L.N.E.R. Rly Mag..
1930, 66, 89-91 + plate f.p. 89. illus.
HIGH-PRESSURE compound "Baltic" type locomotive, L.N.E.R.. Loco. Rly Carr.
Wagon Rev., 1930, 36, 1-3. 2 illus., diagr. (s. & f. els.)
HIGH-PRESSURE compound locomotive, London & North Eastern Railway. J.
Instn Loco. Engrs, 1930, 20, 134-6. illus.
HIGH-PRESSURE 4-6-2-2-type locomotive on the London and North Eastern Railway.
Engineering, 1929, 128, 842; 850. 3 illus., 2 diagrs., (s.
& f. els.)
Components of the design considered in detail. (see also Yarrow in the retrospective section).
BUILT-UP locomotive crank axle. Engineer, 1930, 149, 160. illus.,
diagr.
The NEW Gresham feed water heater for locomotives. Rly Engr, 1931,
52, 92. diagr.
VALVE gear of L. & N.E. Ry. high-pressure locomotive. Loco. Rly Carr.
Wagon Rev., 1931, 37, 113-15. 2 diagrs.
Modified Walschaerts-Gresley gear.
Testing
TESTS on boiler of L.N.E.R. engine No. 10000. Engineering, 1934, 158, 19 1-3. 7 diagrs.
W1: 1937:
The locomotive was rebuilt with a normal Stephenson boiler, three
simple expansion cylinders and A4-type streamlining. It emerged from Doncaster
Works in November 1937, but Jones (in published form) fails to note any
contemporary references.
Allen, C.J. The rebuilt No. 10000, L.N.E.R. Rly Mag., 1938,
82, 36-40. 3 illus., diagr (s. & f. els.).
Includes performance of locomotive on up Flying Scotsman from
Darlington to King's Cross, with very fast running between Huntingdon and
Stevenage.
Retrospective and critical
Allen, C.J. British Pacific
locomotives. 1962.
Pp. 37-41 contain a review of the design.
Allen, C.J. Lone locomotives. Trains Ann., 1956. 67-79; 82-4.
25 illus.
An account of several designs which were not duplicated including
the W1.
Brown, F.A.S. Nigel Gresley
: locomotive engineer. 1961.
Folding diagram at end of book giving cut-away drawing of 10000 in
original (water-tube) condition prepared: draing prepared by LNER
Ellison, J.H. Experimental locomotives. 2. L.N.E.R. high pressure
4-cylinder compound locomotive, No.10,000. Rly Obsr, 1941,13,
177-8. illus.
Gresley, H.N. High pressure
locomotives. Proc. Instn mech. Engrs, 1931, 120, 101-35.
Sectionalized diagrams are included.
Gresley, H.N. Discussion at: International Railway Congress
Association, 11th Session, Madrid, 1930. 2nd Session. Question 5. Locomotives
of new types. Bull. int. Rly Congr. Ass., 1931, 13,103-4.
Comment on water-tube boilers.
Le Fleming, H.M. Gresley's "Hush Hush" experiment: a study of the
L.N.E.R.water tube boiler 4-6-4 No. 10000. Trains ill., 1955,
8, 49-52. 3 illus., table.
Jones called this a thorough survey, but this was prior to the RCTS
account.
Matthewson-Dick,
T. Address by the President. How they run. J. Instn Loco. Engrs,
1967, 57, 155-96.
He had been responsible for the Sentinel railcar Phenomena and this
had prepared him for work with No. 10000 in its original form when he was
a Technical Inspector at Gateshead to instruct footplate crews. There were
problems with the cracking of the inner skin of the boiler wall which drew
in cold air. Frequent adjustments had to be made to the cut-off due to leakage
of steam from the high pressure to low pressure cylinders via cracks in the
high pressure valve liners. The diaphragms valve for tapping the 450 psi
to convert it to 250 psi for the auxiliaries was extremely temperamental.
The low point was reached when No. 10000 failed at Plessey North of
Newcastle.
Pargiter, G.M. discussion on Selby, F.W. Compound locomotives.
J. Instn Loco. Engrs, 1930,
20, 317-19 (Paper No. 257)
Implied criticism of LNER No. 10000: it has been fitted with almost
every device which exists with the exception of wings and a propeller,
Railway Correspondence &
Travel Society Locomotives of the L.N.E.R.. Part 6C. Tender engines
– classes Q1 to Y10. 1984.
An extremely thorough account of the original locomotive and its
modifications implemented at Darlington, and it is tempting to consider that
K. Hoole was responsible for this information. High power outputs were recorded
in the final tests.
Ransome-Wallis, P. Unconventional forms of motive power [in:]
Ransome-Wallis, P. editor. The
concise encyclopaedia of world railway locomotives. 1959.
Pp.461-77 (Chap. 9) : Includes the original W1 design.
Tufnell, Robert Prototype
locomotives. Newton Abbot: David & Charles, 1985. 112pp.
Chapter 5: The first No 10000 in view of mention of K. Hoole in comment
on RCTS (above) it is noteworthy that Tufnell acknowledges Hoole in his
chapter.
Tuplin, W.A. The steam
locomotive. 1974. Chapter 6. Unconventional steam locomotives.
In other spheres of operation of steam power, increasing use was made,
after the start of the twentieth century, of the water-tube boiler and this
seemed to be an obvious alternative to the Stephenson boiler in locomotives.
For one thing, it had none of the stays that were continually breaking in
Stephenson boilers. So water-tube boilers were repeatedly tried in locomotives
but could not survive against their inherent disadvantages that: (1) loss
of heat through the walls of the furnace was excessive unless they were made
so thick that little room was left for the fire-grate; (2) it was impracticable
to keep the tubes reasonably free from scale deposited by such waters as
could be supplied to locomotives in ordinary service. An advantage of the
water-tube boiler is that it may be made to work at much higher steam pressures
than are practicable in the conventional locomotive boiler and it therefore
offered the possibility of using compound expansion in circumstances that
could permit it to show some useful advantage over single-expansion. This
was never realised in regular practice....
The origin of the design seems to have been the idea that by using a boiler
pressure of 450 lb. per sq. in. compounding could be applied with perceptible
advantage in economy of coal, but there seems to have been no recognition
of the fact that that result can be achieved only by working at a much higher
expansion ratio than is practicable in the conventional locomotive. For the
cylinders of No. 10000 offered not the slightest chance of this at any power
output commensurate to the size of the locomotive.
The pressure of 450 lb per sq. in. was far beyond the practicable limit for
the conventional locomotive boiler and that is why the water-tube boiler
was used. Its design was accomplished in conjunction with the Scottish
marine-boiler manufacturers Yarrow & Co. It had the feature that the
outer casing was a double wall and that the air fed to the ashpan reached
it by passing between the walls and was thus pre-heated by heat that would
otherwise have been wasted. The fire-box was provided with firebrick walls
that were found to be inadequate and were thickened to the extent that the
grate-area was reduced to about 36 sq. ft, some 14 per cent. less than that
of the standard Gresley Pacific, so that unless compounding and high
boiler-pressure between them should produce some unaccountably great advantage,
this large locomotive would be less powerful than those in common use on
the LNER main-line trains.
Wilson, G.R.S. Report on the derailment
which occurred on 1st September, 1955 at Westwood Junction near Peterborough
in the Eastern Region, British Railways. Ministry of Transport &
Civil Aviation: Railway accidents [monograph]. London, H.M.S.O., 1956. 10
p. + 6 plates (incl. 1 folding). 5 illus., diagr. (s. & f. els),
2 plans.
This accident (to the W1 locomotive) revealed inherent weakness in
the design of the leading bogie side frames and stretcher bar.
Yarrow, H.E. Discussion on: Macleod, J. The steam turbine
locomotive. Trans. Instn Engrs. & Shipbldrs. Scotl. 1929/30,
73, 49-79. Disc. : 79-108 + 2 folding plates. 14 illus., 6 diagrs.,
2 tables, plan.
A feature of the discussion was the clash between Yarrow and Macleod
over the latter's infringement of Yarrow's and Gresley's patent rights for
water-tube boilers.
Yeadon, Willie B. Yeadon's register
of L.N.E.R. locomotives. Vol.2: Gresley A4 and W1 Classes.
Irwell Press, 1990.
Illustrations
W1 No. 10000 in original condition on Queen of Scots Pullman at Eryholme.
Harry Dumas. Steam Wld.,
1990 (34) 49.
2008-03-04