Data from "The Locomotive History of the London, Brighton and South Coast Railway," The Locomotive & Railway Carriage & Wagon Review, Vol III (March 1898), p. 34.
Craven, the line's locomotive superintendent, designed this little saddle-tanker to pull the 3-coach train that ran up the 2 mile 76 chain (2.84 miles) branch from Polegate to Hailsham. Originally delivered as an all-adhesion engine, it was found to track badly when running bunker-first, so the shops fitted a trailing axle. So modified, it gave good service on the Littlehampton and Arundel branch line.
Later, Stroudley adopted the engine as the works shunter and removed the trailing axle to allow 27 to take the sharper curves of an industrial layout. He also installed a well tank under the boiler between the driving axles, which now rolled on 41 1/2" drivers. Total weight decreased to 33,824 lb.
27 worked the Brighton and Red Hill yards until 1896, when it was scrapped.
Data from "The Locomotive History of the London, Brighton and South Coast Railway," The Locomotive & Railway Carriage & Wagon Review, Vol III (May 1898), p. 66. Kitson works number 1553. Boiler pressure is an estimate.
Similar to John Chester Craven's saddle-tank of the previous year (Locobase 10084), this engine had a bigger boiler, slightly bigger grate, but less weight on the drivers. Later revisions by Stroudley including adding a copper top to the stack, spring-balanced safety valves, sides to the cab, and the name "Bognor". The dome also changed shape. 76 was renumbered 358 in June 1877 and 496 in August 1886. It was scrapped in April 1895.
Data from Titre Exposition universelle internationale de 1889 a Paris. Rapports du jury internationale. Auteur - Volume France. Ministere du Commerce, de l'industrie. Picard, Alfred, ed. Volume Groupe VI - -Outillage et precedes des industries mecaniques. Electricite (5e partie) Classes 60 a 63. Rapport sur le materiel des chemins de fer; .tables beginning on p. 183 ([] (accessed 1 September 2005). (Thanks to Alexander Blessing for his 2 April 2023 email noting the driving and overall wheelbases and tube diameter.)
See also H Mitchell Whitley, Modern Locomotive Practice Scientific American Supplement, No. 458, October 11, 1884, reproduced by Project Gutenberg at [], last accessed 25 January 2007; J. Pearson Pattison, British Railways: Their Passenger Services (London: Cassell & Co, 1893), p 65 and same author, The London, Brighton And South Coast Railway: Its Passenger Services, Rolling Stock, Locomotives, Gradients, And Express Speeds .(London: Cassell, 1896) pp.24-25; William Frank Pettigrew, "London, Brighton, and South Coast Railway" , "Modern Locomotives: Simple", A Manual of Locomotive Engineering: With an Historical Introduction pp 46-47
More sources: J N Maskelyne, "The Express Locomotives of the London, Brighton and South Coast", Locomotive News and Railway Notes, Volume I [1], No. 3 (10 April 1919), p. 16; and Reginald H Coe, "Brighton 'Gladstone', An Appreciation", Locomotive News and Railway Notes, Volume II [2], No. 10 (25 July 1919), p. 62; and O S Nock, Railways in the Formative Years, Railways of theWorld in Color, Volume III [3] (New York: MacMillan, 1973), plate 112, p. 135.
Considered the epitome of the unusual 0-4-2 passenger express type, the Gladstones were found to ride well, burn fuel economically, and operate reliably. William Stroudley's philosophy centered on simplicity in design and ruggedness in construction. Glover (1967), noting the large number of boiler tubes, parenthetically commented: "(Stroudley had no inhibition against a crowded barrel, of which the excellent standard of maintenance he insisted upon may furnish a partial explanation.). Whitley noted that the Gladstones used feed water "...heated by a portion of the exhaust steam and the exhaust from the Westinghouse brake." As a consequence, he added, "the boiler is consequently fed by pumps, is kept cleaner, and makes steam better." The reversing gear used exhausting steam from behind the piston in a cylinder to assist valve settings.
The Stephenson link motion operated the inside slide valves directly because of Stroudley's positioning of the valve chests off bottom center. To ensure a smooth ride, the front axle was sprung with leaf springs, the center one with coils.
The Southern E-Group's website --www.semg.org.uk/steam/0298.html (visited November 2002) -- notes that Stroudley attempted to reduce wear on the leading driver flanges by increase the coning of the tread to a 1 in 32 ratio and introducing steam-jet lubrication.
The engine livery was yellow with slate trim. A low straight belt line required humps over the axle cranks; the splashers were solid, the front one having a triangular fillet. A mark of Stroudley's attention to detail was the bright yellow livery, a color whose choice implied to O S Nock the master mechanic's notion that such a color would induce frequent cleaning and thus care of the engine.
Gladstone (214) appeared in December 1882 followed a year later (December 1883) by Salisbury and two dozen more up to Stroudley's death in December 1889 from an asthma attack during a French trial of the Edward Blount (189) in 1889. Ten more were delivered between February 1890- April 1891. Many of these engines operated for over 40 years.
Whitley reported a trial trip on 3 October 1883 "that , from Brighton to London Bridge and back, with an average load of 19+ coaches, or 285 tons gross, and with a speed of 45 miles per hour, the consumption of coal was 31 lb. per train mile (8.73 kg/km), evaporating 8.45 lb. of water per pound of coal (1.74 kg/km), and with as much as 1,100 indicated horse-power at one portion of the run."
Maskelyne discussed the frequently voiced fear that high speeds would leap off the rails ere the locomotive reached 60 mph (97 kph). His rebuttal quoted Mr M F Long who "placed on record a run with one of them during which a speed of all but 80 mph [129 kph] was reached and sustained in a brilliant effort to make up lost time. The engine at this pace was perfectly steady on the road, and showed not the slightest sign of leaving the metals."
And Hamilton Ellis (Pictorial Encyclopedia of Railways, 1968) offered this summation of the Gladstone design's great qualities: "From boyhood memories, we retain a vivid impression of the quite enormous Pullman trains these little engines could take in their stride between London and Brighton. As for steadiness, when Hayling was derailed at full speed by the failure of an old cast-iron bridge near Norwood Junction, she was safely brought to a stand, quite upright, with the train also upright and in line."
J Pearson Pattison reported on a paper delivered by Stroudley in which he told of a run by a Gladstone from Brighton to London Bridge trailing 335 tons: "In this case, the locomotive ...never fell below 39 mph on the long banks of 1 in 264 [0.4% grade], and the speed generally on that gradient was over 40 miles an hour." Pattison added, with trumpets sounding: "No engine in the kingdom could much improve on a performance like this." Maskelyne trumped that report with truly impressive personal testimony describing a Gladstone run "in which the load behind the tender was not less than 490 tons. This was as recently as 1913."
Data from Graham Glover, British Locomotive Design 1825-1960 (London: George Allen & Unwin Ltd, 1967). See also "Rebuilt Tank Engine, LB&SCR", The Locomotive, Volume 17 (15 May 1911), pp. 111-112.
Preceding William Stroudley's more celebrated 0-4-2 express tender engines, these tanks presaged much of those designs' capacities. Production spanned 14 years.
Later reworking of the boiler resulted in the use of 231 steel tubes each measuring 1 1/2" in diameter (952 sq ft) and a slightly larger firebox (91 sq ft). In 1892, Billinton replaced the boilers with new ones holding 207 1 5/8" tubes (924.6 sq ft) and a smaller firebox (82.06 sq ft). (The A/S ratio barely changed, but perhaps increasing the ratio of the length of the tube to its diameter improved the tube's heat-transfer qualities.)
Glover salutes the design as follows: "These engines, which coped with the branch line and suburban traffic of the Brighton line for many years, were an outstanding example of British locomotive engineering skill."
Data from "Rebuilt Tank Engine, LB&SCR", The Locomotive, Volume 17 (15 May 1911), pp. 111-112.
In their original form, these tank locomotives had the dimensions and weights shown in Locobase 3207.
Later reworking of the boiler resulted in the use of 231 steel tubes each measuring 1 1/2" in diameter (952 sq ft) and a slightly larger firebox (91 sq ft). In 1892, Billinton replaced the boilers with new ones holding 207 1 5/8" tubes (924.6 sq ft) and a smaller firebox (82.06 sq ft). Perhaps increasing the ratio of the length of the tube to its diameter improved the tube's heat-transfer qualities.
In 1910, Douglas Earle Marsh, then locomotive and carriage engineer, reworked the boiler yet again by modifying 20 (delivered with the name Carshalton). His attempt to wring even more power out of this design by increasing boiler pressure and enlarging both the firebox and boiler did not encourage duplication. It was simply too unsteady at speed.
Data from "Locomotive History of the London, Brighton and South Coast Railway," The Locomotive & Railway Carriage & Wagon Review, Vol IV (January 1899), p. 8.
According to the author of this long-running history series, the six Richmonds were an express-passenger version of the D3 fast-freight 0-4-2s that came out two years later(Locobase 10108). Adverse predictions when this arrangement was fitted with such tall drivers included the fear that they would fling themselves off the rails at curves. Operations proved reassuring: "...they take the curves at high speeds with the greatest ease." The D2s pulled the 8:45 AM Brighton-London express until the larger Gladstones (Locobase 642) entered service 4 years later.
The locomotive names were Richmond, Devonshire, Cornwall, Beaconsfield (later Cavendish), Hartington, and Norfolk.
Data from "The Locomotive History of the London, Brighton and South Coast Railway," The Locomotive & Railway Carriage & Wagon Review, Vol IV (January 1899), p. 7. See also See also J N Maskelyne, "The Express Locomotives of the London, Brighton and South Coast", Locomotive News and Railway Notes, Volume I [1], No.2 (25 March 1919), p. 4.
This class worked an express freight service from Worthing & London (fruit) and Newhaven & London (Grande Vitesse and fish). Like most 0-4-2s, they were upright and stubby. Designed to pull heavy fruit and fish trains, they proved more than up to hauling main line passenger trains. "Like all Stroudley's engines," said Maskelyne, "they were wonderful workers considering their sie and weight, and I frequently saw them tackling trains that one would have expected to see in [the] charge of much larger engines."
Their names reflected the wide range of originating ports: Lyons, Caen, Turin, Milan, Nice, Genoa, Naples, & Venice (300-307 in September 1876- March 1878) and a later sextet that appeared in 1883: Como, Splugen, Laval, Rhone, Albion, Paris (308-313).
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 27 | 76 | B2/Gladstone | D1 | D1X |
Locobase ID | 10084 | 10086 | 642 | 3207 | 15891 |
Railroad | London, Brighton & South Coast | London, Brighton & South Coast | London, Brighton & South Coast | London, Brighton & South Coast | London, Brighton & South Coast |
Country | Great Britain | Great Britain | Great Britain | Great Britain | Great Britain |
Whyte | 0-4-2ST | 0-4-2ST | 0-4-2 | 0-4-2T | 0-4-2T |
Number in Class | 1 | 1 | 36 | 125 | 1 |
Road Numbers | 27 | 76 | 214-220, 172-200 | A 79 | |
Gauge | Std | Std | Std | Std | Std |
Number Built | 1 | 1 | 36 | 125 | |
Builder | LBSCR | Kitson & Co | LB&SC | LB & SC | LB&SC |
Year | 1868 | 1869 | 1882 | 1873 | 1911 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 6 / 1.83 | 6 / 1.83 | 7.58 / 2.31 | 7.58 / 4.57 | 7.58 / 2.31 |
Engine Wheelbase (ft / m) | 11.29 / 3.44 | 11.17 / 3.40 | 15.58 / 4.75 | 15 / 4.57 | 15 / 4.57 |
Ratio of driving wheelbase to overall engine wheelbase | 0.53 | 0.54 | 0.49 | 0.51 | 0.51 |
Overall Wheelbase (engine & tender) (ft / m) | 11.29 / 3.44 | 11.29 / 3.44 | 38.79 / 11.82 | 15 / 4.57 | 15 / 4.57 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 19,488 / 8840 | 12,992 / 5893 | 32,480 / 14,733 | ||
Weight on Drivers (lbs / kg) | 36,064 / 16,358 | 23,632 / 10,719 | 63,392 / 28,754 | 60,480 / 27,433 | |
Engine Weight (lbs / kg) | 43,680 / 19,813 | 38,304 / 17,374 | 86,688 / 39,321 | 86,240 / 39,118 | 106,400 / 48,262 |
Tender Loaded Weight (lbs / kg) | 61,200 / 27,760 | ||||
Total Engine and Tender Weight (lbs / kg) | 147,888 / 67,081 | ||||
Tender Water Capacity (gals / ML) | 384 / 1.45 | 600 / 2.27 | 2700 / 10.23 | 1032 / 3.26 | 1032 / 3.91 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 0.80 / 1 | 4.50 / 4.10 | 1.70 / 1 | 1.70 / 2 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 30 / 15 | 20 / 10 | 53 / 26.50 | 50 / 25 | |
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 38 / 965 | 48 / 1219 | 78 / 1981 | 66 / 1676 | 66 / 1676 |
Boiler Pressure (psi / kPa) | 130 / 900 | 130 / 900 | 150 / 1030 | 150 / 1030 | 170 / 1170 |
High Pressure Cylinders (dia x stroke) (in / mm) | 9" x 14" / 229x356 | 12" x 18" / 305x457 | 18.25" x 26" / 464x660 | 17" x 24" / 432x610 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 3298 / 1495.95 | 5967 / 2706.59 | 14,155 / 6420.61 | 13,399 / 6077.69 | 15,186 / 6888.26 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 10.94 | 3.96 | 4.48 | 4.51 | |
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 63 - 2" / 51 | 110 - 1.75" / 44 | 333 - 1.5" / 38 | 175 - 1.75" / 44 | 200 - 1.75" / 44 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 8.42 / 2.57 | 10 / 3.05 | 10.70 / 3.26 | 10.73 / 3.27 | 10.50 / 3.20 |
Firebox Area (sq ft / m2) | 44 / 4.09 | 52 / 4.83 | 112.50 / 10.45 | 84 / 7.81 | 90 / 8.36 |
Grate Area (sq ft / m2) | 8.75 / 0.81 | 9 / 0.84 | 20.65 / 1.92 | 15 / 1.39 | 15.66 / 1.45 |
Evaporative Heating Surface (sq ft / m2) | 318 / 29.55 | 504 / 46.84 | 1492 / 138.61 | 921 / 85.59 | 1054 / 97.92 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 318 / 29.55 | 504 / 46.84 | 1492 / 138.61 | 921 / 85.59 | 1054 / 97.92 |
Evaporative Heating Surface/Cylinder Volume | 308.49 | 213.90 | 189.54 | 146.07 | 167.17 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 1138 | 1170 | 3098 | 2250 | 2662 |
Same as above plus superheater percentage | 1138 | 1170 | 3098 | 2250 | 2662 |
Same as above but substitute firebox area for grate area | 5720 | 6760 | 16,875 | 12,600 | 15,300 |
Power L1 | 4297 | 3372 | 5089 | 3509 | 4461 |
Power MT | 525.36 | 629.15 | 353.97 | 255.82 |
Principal Dimensions by Steve Llanso of Middle Run Media | ||
---|---|---|
Class | D2 / Richmond | D3 |
Locobase ID | 3005 | 10108 |
Railroad | London, Brighton & South Coast | London, Brighton & South Coast |
Country | Great Britain | Great Britain |
Whyte | 0-4-2 | 0-4-2 |
Number in Class | 6 | 14 |
Road Numbers | 208-213 | 300-313 |
Gauge | Std | Std |
Number Built | 6 | 14 |
Builder | LB & SC | Brighton |
Year | 1878 | 1876 |
Valve Gear | Stephenson | Stephenson |
Locomotive Length and Weight | ||
Driver Wheelbase (ft / m) | 8 / 2.44 | 7.58 / 2.31 |
Engine Wheelbase (ft / m) | 15.58 / 4.75 | 15.50 / 4.72 |
Ratio of driving wheelbase to overall engine wheelbase | 0.51 | 0.49 |
Overall Wheelbase (engine & tender) (ft / m) | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 32,480 / 14,733 | 33,600 / 15,241 |
Weight on Drivers (lbs / kg) | 62,720 / 28,449 | 60,592 / 27,484 |
Engine Weight (lbs / kg) | 73,920 / 33,530 | 76,944 / 34,901 |
Tender Loaded Weight (lbs / kg) | ||
Total Engine and Tender Weight (lbs / kg) | ||
Tender Water Capacity (gals / ML) | ||
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 52 / 26 | 50 / 25 |
Geometry Relating to Tractive Effort | ||
Driver Diameter (in / mm) | 78 / 1981 | 66 / 1676 |
Boiler Pressure (psi / kPa) | 140 / 970 | 150 / 1030 |
High Pressure Cylinders (dia x stroke) (in / mm) | 17.5" x 26" / 445x660 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 12,148 / 5510.25 | 13,399 / 6077.69 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.16 | 4.52 |
Heating Ability | ||
Tubes (number - dia) (in / mm) | 202 - 1.75" / 44 | 244 - 1.5" / 38 |
Flues (number - dia) (in / mm) | ||
Flue/Tube length (ft / m) | ||
Firebox Area (sq ft / m2) | 109 / 10.13 | 103 / 9.57 |
Grate Area (sq ft / m2) | 17 / 1.58 | 17 / 1.58 |
Evaporative Heating Surface (sq ft / m2) | 1183 / 109.94 | 1074 / 99.81 |
Superheating Surface (sq ft / m2) | ||
Combined Heating Surface (sq ft / m2) | 1183 / 109.94 | 1074 / 99.81 |
Evaporative Heating Surface/Cylinder Volume | 163.44 | 170.34 |
Computations Relating to Power Output (More Information) | ||
Robert LeMassena's Power Computation | 2380 | 2550 |
Same as above plus superheater percentage | 2380 | 2550 |
Same as above but substitute firebox area for grate area | 15,260 | 15,450 |
Power L1 | 4345 | 4158 |
Power MT | 305.46 | 302.57 |