Data from "The Rhymney Ry. and its Engines", Locomotive Magazines, Volume XXII [22] (15 August 1916), p. 156. Vulcan Foundry produced the 57-61 and 67-72 (works numbers were 1284-1288 in 1890 and 1329-1334 in 1891). Sharp, Stewart crafted road numbers 7-9, 73-86 (works numbers were 4037-4043 in 1894 and 4257-4266 in 1897).
These saddle tanks, a configuration frequently adopted by the Rhymney, designed by the railway's locomotive superintendent Cornelius Lundie and built by several small British firms The first 27 shared similar data and, like all of the early 0-6-2STs on the Rhymney, had profiles dominated by the heavy double frame, outside bearings on the coupled axles, and flat-topped saddle tank.
The last nineteen, delivered in 1899-1900, had slightly less heating surface area. See Locobase 20180.
Data from "New Tank Engines, Rhymney Railway,"Locomotive and Railways, Volume I [1], No 11 (November 1900), p. 159; and Data from "The Rhymney Ry. and its Engines", Locomotive Magazines, Volume XXII [22] (15 August 1916), p. 156-157. 87-95 produced by Hudswell Clarke (works numbers were 510-515 in 1899 and 547-549 in 1900. Neilson and Company supplied the remainder in 1900 (works numbers were 5711-5720).
These saddle tanks, a configuration frequently adopted by the Rhymney, comprised the last two batches of a design by the railway's locomotive superintendent Cornelius Lundie. Like the others, the profile was dominated by the heavy double frame, outside bearings on the coupled axles, and flat-topped saddle tank. Compared to the earlier engines, these nineteen had fewer tubes and smaller water tanks.
Data from "0-6-2 Mineral Tank Locomotive, Rhymney Railway," The Locomotive Magazine, Volume XVII (15 September 1911), p. 195. (Thanks to Mr. A. McDiarmid HND BA Railway Mechanical Engineer for his 23 March 2023 email noting the proper nomenclature for RR locomotive classes.) Robert Stephenson & Company produced the first ten in 1911 (works numbers were 3387-3391 in 1910 3392-3396 in 1911) and Hudswell Clarke added six (works numbers 946-951) in 1911.
Compared to the R class radial tanks of 1908 (Locobase 10511), this design was a bit smaller but just as powerful because smaller drivers compensated for slightly less cylinder volume..
Data from "0-6-2 Mineral Tank Locomotive, Rhymney Railway," The Locomotive Magazine, Vol XVII (15 September 1911), p. 195. (Thanks to Mr. A. McDiarmid HND BA Railway Mechanical Engineer for his 23 March 2023 email noting the proper nomenclature for RR locomotive classes.) Hudswell Clarke produced six in 1914 (1063-1065) and Robert Stephenson & Company two more. See also Jim Champ, "Rhymney Railway A and A1 Classes", Rhymney Railway Locomotive Sketches, posted 12 April 2012 at [], last accessed 17 November 2024.
These repeats of the 1911 As (Locobase 20038) used Belpaire fireboxes and grates. Jim Champ's history noted the installation of top feed and the gradual replacement of Class A boilers with the A1 Belpaire.
Data from "New Type of Six-Wheels Coupled Locomotive," Railway Magazine, Volume XVII [17], p. 301. See also Charles A Lake, "New Tank Locomotives for the Rhymney Railway", Engineering Review, Volume XIII [13], No 10 (October 1905), p. 333; and Jim Champ, "Rhymney Railway M Class", Rhymney Railway Locomotive Sketches, 26 October 2021 on the RMWeb.co.UK blog at []. (Thanks to Mr. A. McDiarmid HND BA Railway Mechanical Engineer for his 23 March 2023 email noting the proper nomenclature for RR locomotive classes.) Works numbers were 3125-3130 in 1904.
Designed by Richard Jenkins, this was the first version of what became the updated standard Rhymney type well-suited to the railway's primary mission of hauling heavy coal trains over the railway's relatively short main line. Its boiler had a typically British neatly arranged capped stack, single dome, and safety valve stand, the latter standing over the Belpaire firebox.
Jim Champ described the subsequent variations as deriving from "a complicated and rather incestuous group." He identified "three basic themes: 4' 6" wheels with larger boilers (M and R [Locobase 10511]), 5 ft wheels with a smaller firebox (P [Locobase 20572]), and 4' 4.5 [sic\ wheels also with the smaller boiler (A [Locobase 20038]). He adds "There were subclasses with roundtop and [B]elpaire firebox boilers.]
Although they were taken into the Great Western in 1923, most of the M class didn't share in the general upgrade to the GWR's standard Number 2 roundtop boiler. But most had their boiler pressures raised to 175 psi (12.07 bar) and surrendered their original cylinders as they received R-class design types.
Data from "Tank Locomotive, Rhymney Railway," The Locomotive Magazine, Volume XIV [14] (14 March 1908), p. 64 and "New Tank Engines for the Rhymney Railway," Railway Times, Volume XCIII [93], No 19 (9 May 1908), p. 485. (Thanks to Mr. A. McDiarmid HND BA Railway Mechanical Engineer for his 23 March 2023 email noting the proper nomenclature for RR locomotive classes.) Works numbers were 3372-3374 in 1909.
These followed the Class R 0-6-2Ts delivered in 1907 and described in Locobase 10511. To accomplish the railway's passenger power requirement, this later trio rolled on 6" (152 mm) taller drivers. Sources are unclear whether other key dimensions repeated those of the Class Rs, but as the Ps were delivered with straight boilers (i.e. not fitted with Belpaire fireboxes), it's less likely that the two were all that similar. However, one source notes that the P class used the S class 0-6-0s (Locobase 10686) boiler; lacking other information, Locobase adopts the grate and firebox areas from that design.
By 1916, the engines had undergone one noticeable change and several detail revision. Belpaire fireboxes replaced the round tops on the Ps (and the lone P1 from Hudswell Clarke in 1917). Underhung springs on the lead driving axle sat above the axle rather than below and the same drivers now had larger splashers with brass-bead trim. The safety valve stand had been altered and the sandboxes alongside the smokebox were moved as well.
In the 1920s, all were superheated.
Sources comment that the P class inspired the design and development of the Welsh-based 5600 class introduced by the Great Western Railway in 1924 (Locobase 3585).
Data from "Tank Locomotive, Rhymney Railway," The Locomotive Magazine, Vol XIV (14 March 1908), p. 64 and "New Tank Engines for the Rhymney Railway," Railway Times, Volume XCIII [93], No 19 (9 May 1908), p. 485. (Thanks to Mr. A. McDiarmid HND BA Railway Mechanical Engineer for his 23 March 2023 email noting the proper nomenclature for RR locomotive classes.)
Compared to the just-preceding M class radial tanks (Locobase 20178), these bigger and heavier engines fit the mold well of the kind of engine this Welsh coal road needed. They were quite successful and valued by both the RR and the Great Western when that railway took over the Rhymney in the 1922 Grouping. At around that latter time, Hudswell Clarke added four R1s (works numbers 1431-1432, 1438-1439) and Beyer, Peacock produced six (works numbers 6099-6104).
(See "New Tank Locomotive, Rhymney Railway," The Locomotive Magazine, Volume XI (15 June 1905), p. 99, for relatively sketchy details on the immediately preceding M class. Known as the Rhymney Stephensons, this class of radial tanks was designed by Richard Jenkins for short-haul heavy coal traffic. See Locobase 10599 for heating surface data from the Neath & Brecon Stephensons that is very likely similar or identical to the M class.)
Principal Dimensions by Steve Llanso of Middle Run Media | |||||
---|---|---|---|---|---|
Class | 57 | 87 | A | A1 | M |
Locobase ID | 20179 | 20180 | 20038 | 20039 | 20178 |
Railroad | Rhymney | Rhymney | Rhymney | Rhymney | Rhymney |
Country | Great Britain | Great Britain | Great Britain | Great Britain | Great Britain |
Whyte | 0-6-2ST | 0-6-2ST | 0-6-2T | 0-6-2T | 0-6-2T |
Number in Class | 27 | 19 | 16 | 14 | 6 |
Road Numbers | 57-61, 67-72, 7-9, 73-86 | 87-105 | 10-14, 115-119, 15, 18-22/52-56, 71-75, 57-62 | 23-30/52-75 | 16, 106-110/33, 47v51 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 27 | 19 | 16 | 8 | 6 |
Builder | several | several | several | several | Robert Stephenson & Co |
Year | 1899 | 1899 | 1911 | 1914 | 1904 |
Valve Gear | Stephenson | Stephenson | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 15.25 / 4.65 | 15.25 / 4.65 | 15.25 / 4.65 | ||
Engine Wheelbase (ft / m) | 21 / 6.40 | 21 / 6.40 | 21.75 / 6.63 | 21.75 / 6.63 | 21.75 / 6.63 |
Ratio of driving wheelbase to overall engine wheelbase | 0.73 | 0.73 | 0.70 | ||
Overall Wheelbase (engine & tender) (ft / m) | 21 / 6.40 | 21 / 6.40 | 21.75 / 6.63 | 21.75 / 6.63 | 21.75 / 6.63 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |||||
Weight on Drivers (lbs / kg) | 106,176 / 48,161 | 106,176 / 48,161 | / 62,995 | ||
Engine Weight (lbs / kg) | 125,440 / 56,899 | 125,440 / 56,899 | 143,696 / 65,179 | 143,696 / 65,179 | 138,880 / 62,995 |
Tender Loaded Weight (lbs / kg) | |||||
Total Engine and Tender Weight (lbs / kg) | |||||
Tender Water Capacity (gals / ML) | 1440 / 5.45 | 1380 / 5.23 | 1920 / 7.27 | 1920 / 7.27 | 1680 / 6.36 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 3.30 / 3 | 3.30 / 3 | 3.85 / 4 | 3.85 / 4 | 3.30 / 3 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 59 / 29.50 | 59 / 29.50 | |||
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 55 / 1397 | 55 / 1397 | 52.50 / 1334 | 52.50 / 1334 | 54 / 1372 |
Boiler Pressure (psi / kPa) | 150 / 1030 | 150 / 1030 | 175 / 1210 | 175 / 1210 | 165 / 1140 |
High Pressure Cylinders (dia x stroke) (in / mm) | 17.5" x 24" / 445x610 | 17.5" x 24" / 445x610 | 18" x 26" / 457x660 | 18" x 26" / 457x660 | 18.5" x 26" / 470x660 |
Tractive Effort (lbs / kg) | 17,039 / 7728.77 | 17,039 / 7728.77 | 23,868 / 10826.36 | 23,868 / 10826.36 | 23,111 / 10482.99 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 6.23 | 6.23 | |||
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 211 - 1.75" / 44 | 200 - 1.75" / 44 | 236 - 1.75" / 44 | ||
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 11.19 / 3.41 | 11 / 3.35 | 11.58 / 3.53 | ||
Firebox Area (sq ft / m2) | 94.50 / 8.78 | 97 / 9.01 | 122 / 11.33 | ||
Grate Area (sq ft / m2) | 16.40 / 1.52 | 16.40 / 1.52 | 17.50 / 1.63 | 18 / 1.67 | 21.60 / 2.01 |
Evaporative Heating Surface (sq ft / m2) | 1177 / 109.35 | 1105 / 102.66 | 1347 / 125.14 | 1347 / 125.14 | 1374 / 127.65 |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 1177 / 109.35 | 1105 / 102.66 | 1347 / 125.14 | 1347 / 125.14 | 1374 / 127.65 |
Evaporative Heating Surface/Cylinder Volume | 176.16 | 165.39 | 175.90 | 175.90 | 169.86 |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2460 | 2460 | 3063 | 3150 | 3564 |
Same as above plus superheater percentage | 2460 | 2460 | 3063 | 3150 | 3564 |
Same as above but substitute firebox area for grate area | 14,175 | 14,550 | 20,130 | ||
Power L1 | 3395 | 3272 | 3642 | ||
Power MT | 211.48 | 203.82 |
Principal Dimensions by Steve Llanso of Middle Run Media | ||
---|---|---|
Class | P | R |
Locobase ID | 20578 | 10511 |
Railroad | Rhymney | Rhymney |
Country | Great Britain | Great Britain |
Whyte | 0-6-2T | 0-6-2T |
Number in Class | 4 | 5 |
Road Numbers | 4-6, 31 | 1-3, 17, 97/30-32, 34, 46 |
Gauge | Std | Std |
Number Built | 4 | 5 |
Builder | Robert Stephenson & Co | Robert Stephenson & Co |
Year | 1909 | 1907 |
Valve Gear | Stephenson | Stephenson |
Locomotive Length and Weight | ||
Driver Wheelbase (ft / m) | 15.25 / 4.65 | 15.25 / 4.65 |
Engine Wheelbase (ft / m) | 21.75 / 6.63 | 21.75 / 6.63 |
Ratio of driving wheelbase to overall engine wheelbase | 0.70 | 0.70 |
Overall Wheelbase (engine & tender) (ft / m) | 21.75 / 6.63 | 21.75 / 6.63 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | ||
Weight on Drivers (lbs / kg) | 121,072 / 54,917 | |
Engine Weight (lbs / kg) | 134,736 / 61,115 | 149,968 / 68,024 |
Tender Loaded Weight (lbs / kg) | ||
Total Engine and Tender Weight (lbs / kg) | ||
Tender Water Capacity (gals / ML) | 2088 / 7.91 | 2088 / 7.91 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 3.30 / 3 | 3.30 / 3 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 67 / 33.50 | |
Geometry Relating to Tractive Effort | ||
Driver Diameter (in / mm) | 60 / 1524 | 54 / 1372 |
Boiler Pressure (psi / kPa) | 175 / 1210 | 175 / 1210 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 26" / 457x660 | 18.5" x 26" / 470x660 |
Tractive Effort (lbs / kg) | 20,885 / 9473.29 | 24,512 / 11118.47 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.94 | |
Heating Ability | ||
Tubes (number - dia) (in / mm) | 236 - 1.75" / 44 | |
Flues (number - dia) (in / mm) | ||
Flue/Tube length (ft / m) | 12 / 3.66 | |
Firebox Area (sq ft / m2) | 108.50 | 123.50 / 11.47 |
Grate Area (sq ft / m2) | 18 | 21.60 / 2.01 |
Evaporative Heating Surface (sq ft / m2) | 1374 / 127.65 | 1420 / 131.92 |
Superheating Surface (sq ft / m2) | ||
Combined Heating Surface (sq ft / m2) | 1374 / 127.65 | 1420 / 131.92 |
Evaporative Heating Surface/Cylinder Volume | 179.43 | 175.55 |
Computations Relating to Power Output (More Information) | ||
Robert LeMassena's Power Computation | 3150 | 3780 |
Same as above plus superheater percentage | 3150 | 3780 |
Same as above but substitute firebox area for grate area | 18,988 | 21,613 |
Power L1 | 4380 | 3967 |
Power MT | 216.71 |