Data from Ahrons (1927), pp. 360, 370. See also [], last accessed 27 July 2011;"380 class
" on the Goods Engines of LNWR website at [], last accessed 29 November 2021; and John Hodge, Railways and Industry in the Sirhowy Valley: Newport to Tredegar & Nantybwch ... (Pen and Sword Transport, 2020), pp. 35-36.
Odd wheel arrangement on this HP Beames-designed tank engine.
(7 January 2004) says this batch of L&NWR locomotives was ordered instead of another 40 0-8-2Ts. The first 13 were assigned L& NWR numbers, but never wore them and were renumbered after the entire class was delivered to the LMS.
The Goods Engine account says: "Most of the thirty tanks spent their working lives in the valleys of South Wales, where most LNW lines could be classed as steeply-graded but some were positively ferocious: The climb to the Heads of the valleys from Abergavenny being at 1 in 38 and sharply curved!"John Hodge noted they were "hugely powerful" and easily worked passenger consists up a 3% (1 in 34) grade.
Sixteen had been scrapped by the 1948 Nationalization. John Hodge provides some examples of shortcoming that explain why. The crews found the 380s' cabs "cramped" in large part because of the combined screw-and-lever reversing gear. The screw reverse adjusted cylinder cutoff, the lever supplied quick reversing action during shunting. The long wheelbase "caused considerable damage to the tracks on curves" and uneven track--"especially on colliery layouts"-- led to derailments.
Fourteen remained to be renumbered by British Railways in 1948. Withdrawals now occurred at such a rate that only two ever actually ever operated with BR numbers (47931 and 47937) and these had been retired by 1951.
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | 380/7F |
Locobase ID | 2366 |
Railroad | LMS |
Country | Great Britain |
Whyte | 0-8-4T |
Number in Class | 30 |
Road Numbers | 7930-7959 |
Gauge | Std |
Number Built | 30 |
Builder | LMS |
Year | 1923 |
Valve Gear | Joy |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 17.25 / 5.26 |
Engine Wheelbase (ft / m) | 26.25 / 8 |
Ratio of driving wheelbase to overall engine wheelbase | 0.66 |
Overall Wheelbase (engine & tender) (ft / m) | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 148,960 / 67,567 |
Engine Weight (lbs / kg) | 197,120 / 89,412 |
Tender Loaded Weight (lbs / kg) | |
Total Engine and Tender Weight (lbs / kg) | |
Tender Water Capacity (gals / ML) | 2436 / 7.69 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 3.85 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 62 / 31 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 53.50 / 1359 |
Boiler Pressure (psi / kPa) | 185 / 1280 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20.5" x 24" / 521x610 |
Tractive Effort (lbs / kg) | 29,645 / 13446.76 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.02 |
Heating Ability | |
Tubes (number - dia) (in / mm) | |
Flues (number - dia) (in / mm) | |
Flue/Tube length (ft / m) | |
Firebox Area (sq ft / m2) | |
Grate Area (sq ft / m2) | 23.60 / 2.19 |
Evaporative Heating Surface (sq ft / m2) | 1687 / 156.73 |
Superheating Surface (sq ft / m2) | 359 / 33.35 |
Combined Heating Surface (sq ft / m2) | 2046 / 190.08 |
Evaporative Heating Surface/Cylinder Volume | 184.00 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 4366 |
Same as above plus superheater percentage | 5152 |
Same as above but substitute firebox area for grate area | |
Power L1 | |
Power MT |