Eastern Counties / Great Eastern / Newmarket 2-4-0 Locomotives in Great_Britain

Class 1 (Locobase 10458)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol X (15 August 1904), p. 138.

The LM history's author explained that the Newmarket Railway was something of a hard-luck road that opened a line from Newmarket to Great Chesterford. Unfortunately for the NR, traffic never really developed and the Eastern Counties Railway took it over in November 1850.

Coming to the ECR fold were these 6 locomotives of rather attractive line, but supplied by a little-known company that built 351 engines in 30-year period. The Newmarket engines had a low mounted boiler with a raised firebox and a thick dome mounted just behind the stack and topped with a hemispheric cap and a 6-wheel tender. They were named after famous racehorses: Beeswing, Queen of Trumps, Van Tromp, Flying Dutchman, Eleanor, and Alice Hawthorn.

The ECR ran the locomotives without any significant modifications into the late 1860s. 32 and 35 were scrapped in December 1866; the last to be broken up was the 36 in April 1870.

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Class 1 - rebuilt (Locobase 10725)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol XV (14 August 1909), p. 147.

The large class of four-coupled passenger engines came up for boiler renewal 20 years after they entered service. The GER took that opportunity to fit a new boiler made up of tow butt-jointed plates, a slightly smaller grate and firebox, and a dome relocated further forward.

So revised, the engines carried on. The first retirements didn't come until 1901 and as late as 1908, 13 were still in service with 160-psi boilers and 2 more boiler tubes.

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Class 109 (Locobase 10739)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol XV (15 December 1909), p. 223.

This trio was built to replace three 66" drivered singles that had recently been retired and they used both the link motion and the connecting (main) rods of those earlier engines. The plate frame had springs mounted above the footboard, the dome set over the lead coupled axle, short cab, and tall stack.

They ran for about 15 years, 116 being scrapped in October 1881 followed by 111 in the following January, and 109 in March 1884.

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Class 125 (Locobase 10712)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol XV (15 June 1909), p. 107. Works numbers were 1294-1296, 1300-1301.

S W Johnson's assessment of the GER's locomotive stock when he took on the job of locomotive superintendent led him to design several standard classes of both passenger and freight locomotives. To fill an immediate void, however, he purchased this quintet of four-coupled mixed traffic locomotives from a set of 12 that Neilson & Company were supplying to the North British Railway (see Locobase 10713).

The LM history notes that Johnson's own preferences diverged from this design in several respects, the Neilson engines having "...[a] domeless boiler, pull-out regulator, and curious [sic] shaped manhole-cover over the firebox. The boiler tubes were also of larger diameter ...."

They lasted only about 15 years in service, the first (128) being scrapped in March 1884, the last (127) in February 1886.

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Class 130 (Locobase 10454)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol X (15 June 1904), p. 101.

This class was originally delivered to the Norfolk Railway in November 1846-November 1847 as a class of 10. The builder was Robert Stephenson & Company and works numbers ran 571-580 and the design featured the same hemispherical firebox, straight boiler, tall capped stack as several other Norfolk locomotives. In 1850, the NR was taken over by the ECR, which renumbered the class 130-139.

When Robert Sinclair took over the duties as locomotive superintendent, his flurry of rebuilding projects included half of the 130s. 138 was made over in April 1860 and the last one - 133 - finished in December 1861. The engines now had a dome, positioned over the leading coupled axle, a flared stack, and a weatherboard with a sketch of a windscreen.

The program gained the quintet more than 10 years of additional service compared to the 5 that were left alone; the rebuilts were scrapped between August 1877 and January 1882.

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Class 172 (Locobase 10344)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol VIII (27 June 1903), p. 44. Boiler pressure is an estimate. Works numbers were 289-298.

These long-boilers were delivered with an oval boiler barrel, a raised firebox, dome over the first driven axle, outside cylinders, tall capped stack and relatively generous proportions.

But 12 years later, the railway rebuilt 4 of the class (181, 174-175, and 178) with boilers supplied by R Stephenson & Company which had 10.5-sq ft grates, 54.4 sq ft of firebox heating surface, and heating surface from 145 tubes amounting to 917.6 sq ft. Stratford rebuilt 2 more with identical fireboxes, but tubes measuring about 2 1/2 inches less and aggregating 906.9 sq ft.

The non-rebuilt quartet was scrapped in the early 1970s, while the 6 rebuilds were withdrawn from March 1874 to May 1879.

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Class 18 (Locobase 10329)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol VIII (30 May 1903), p. 369. Boiler pressure is an estimate. EHS comprises tube heating surface only.

In converting the small passenger single-wheelers shown in Locobase 10328 into 4-coupled, side-tank switchers, the shops seem simply to have replaced the rear carrying axle with a driving set. Each of the drivers was smaller and the engines' tube length and count decreased appreciably. In this form, the pair remained in service 15 more years with 18 going to the ferro-knacker's first in June 1870 and 19 following over a year later in August 1871.

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Class 183 (Locobase 10369)

Data from "The Locomotives of the GER," The Locomotive Magazine, Vol IX (19 September 1903), p. 170. Boiler pressure is an estimate.

Jones & Potts had moved to a modified boiler design when these were ordered. The raised firebox had only the safety valve stand, the dome was positioned well forward and had a hemispherical cap. Note the relatively small drivers, which suggests these were maids-of=-all work (or jacks-of-all-trade, to be fair). 186-187 had wrought-iron driving wheels.

Four of the five were rebuilt by Sinclair beginning in 1859; see Locobase 10370.

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Class 183 - rebuilt (Locobase 10370)

Data from "The Locomotives of the GER," The Locomotive Magazine, Vol IX (19 September 1903), p. 170. Boiler pressure is an estimate.

As was true of most of the ECR locomotives that still operated when Robert Sinclair took over, these received new boilers, ones constructed of 4 lap-jointed plates. The dome moved back to behind the leading coupled axle and had a smoother line. The footplate now had a weather board with the slightest trailing edge.

Reconstruction earned the 4 that received it another 12-15 years of operation. The last (186) was scrapped in April 1876.

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Class 189 (Locobase 10354)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol IX (22 August 1903), p. 112. Boiler pressure is an estimate. Works number was 667.

Categorized here as a "compound" locomotive, 189 can be seen as such in a sense and hence the first or one of the first to try reusing exhaust steam from one cylinder to drive another. Since the cylinders are equal size, some contend that it was not a true compound.

John Nicholson of the ECR patented a "continuous expansion engine" of which this was a prototype. It was tested for 2,000 miles on the ECR between Stratford and Norwich and Nicholson claimed its consumption was 12 lb less per mile than before the locomotive was altered. "Just then," Nicholson explained in an 1870 article quoted in the LM, " there was a great rush for engines; I had not sufficient influence, and it was again altered to its original form in four days."

As the lone member of its class, 189 carried on until its scrapping in November 1868.

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Class 190 (Locobase 10425)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol IX (226 December 1903), p. 369. Boiler pressure is an estimate. Works numbers were 713-714.

A more conventional version of the compound 189, the 190-192 had the basic layout of so many 6-wheeled, 4-coupled locomotives. Its dome sat over the leading coupled axle, the splashers over the driving wheels were open, a tall capped stack rose out of the smokebox and the safety-valve stand lent its height to the raised firebox.

None of these locomotives was ever retrofitted and they were scrapped in February 1869 (192) and July 1870 (190-191).

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Class 193 (Locobase 10386)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol IX (17 October 1903), p. 170. Boiler pressure is an estimate.

Unlike many of the other 2-4-0 classes that came onto the ECR in the 1840s, these engines were never rebuilt. They retained the relatively old-fashioned fluted dome with hemispheric cap, tall, capped stack, and fluted safety valve stand.

Two engines -- 194-195 -- led the class to the scrapyard in November 1868; the last one was scrapped in February 1871.

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Class 37 (Locobase 10308)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol VIII (2 May 1903), p. 296. Boiler pressure is an estimate.

This was a class of 4-coupled "long boilers" with relatively tall drivers, a gothic firebox, wood lagging all along the boiler and firebox, high straight running board with slotted splashers over the drivers, and a capped stack. They were later rebuilt; see Locobase 10309.

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Class 37 - rebuilt (Locobase 10309)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol VIII (2 May 1903), p. 296.

One of the more unusual features of these reconstructed 4-coupled passenger locomotives was the cab design. Indeed, Robert Sinclair made over the entire engine with a new boiler that had its dome over the first coupled axle, slightly larger grate, more but slightly shorter tubes, smaller drivers under nearly solid splashers, even a plainer flaired stack in place of the original capped stack.

But the cab was only as long as the short distance from the spectacle windscreen to the back of the footplate; the resulting appearance was pretty odd, although doubtless the crews appreciated even this slender shelter. A picture from the Pictorial Encyclopedia of Railways (Hamilton Ellis, 1968), p .41, shows that the cab window had several panes of glass consisting of an arched center pane surrounded by side lights and three segments around the arch.

As with most reconstructions at the time, the locomotives' new lives lasted for about 15 years. 37 was scrapped in October 1878 while 41 was the last to go in January 1882.

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Class 68 (Locobase 10262)

Data from "The Locomotives of the Great Eastern Ry.," The Locomotive Magazine, Vol VIII (31 January 1903), p. 76.

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Class 68 - rebuilt (Locobase 10263)

Data from "The Locomotives of the Great Eastern Ry.," The Locomotive Magazine, Vol VIII (31 January 1903), p. 76.

Fourteen years after the initial entry of this class of 4-coupled 6-wheelers, Robert Sinclair rebuilt them with a bigger boiler fed by injectors and pressed to a higher psi. 70 was scrapped in 1868 while the rebuilt engines lasted until March 1876 (690) and June 1878 (680).

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Class 71 (Locobase 10311)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol VIII (2 May 1903), p. 297. Boiler pressure is an estimate.

Robert Stephenson and Company was promoting its "long boiler"design to all and sundry at the time of this ECR purchase, but the design's profile doesn't present the length as much as a packed outline. Along the top of the boiler were the tall, capped stack, tall dome with hemispherical cap, tall safety valve column on the raised firebox. A high running board and open splashers exposed most of the thickly spoked drivers and carrying axle as well as the connecting and coupling (main and side) rods.

Sinclair later modified this class; see Locobase 10312.

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Class 71 (Locobase 10312)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol VIII (2 May 1903), p. 297.

Robert Sinclair rebuilt 2 of the Stephenson long-boiler 4-coupleds (Locobase 10311) using a boiler whose dimensions didn't much change the overall look of the engines. The stack had a plainer look and an inverse taper, but the hemispherically capped dome and safety-valve column remained unchanged as did the crew's untrammeled exposure to the elements.

The two rebuilt locomotives operated for about another 10-15 years before being scrapped in in August 1871 (77) and May 1878 (71). In 1867, ECR 72 and 75 of the same original class were rebuilt with a cab and drivers one inch larger in diameter.

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Class 78 (Locobase 10285)

Data from "The Locomotives of the GER," The Locomotive Magazine, Vol VIII (7 Mar 1903), p. 160. Boiler pressure is an estimate.

At the same time, Jones & Potts were supplying the 89-91 4-2-0 engines (Locobase 10284), they built these very similar 4-coupled locomotives that had smaller drivers and narrower firetubes. Three were rebuilt in 1861-1863; see Locobase 10286.

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Class 78 - rebuilt (Locobase 10286)

Data from "The Locomotives of the GER," The Locomotive Magazine, Vol VIII (7 Mar 1903), p. 160.

Rebuilt from the haystack-domed Jones & Potts engines of 1846-1847, this trio received a straight boiler with a brass dome over the leading coupled axle. Heating surface area in the boiler apparently declined while the grate was slightly enlarged.

79 was rebuilt first in December 1861 followed by 80 in May 1863 and 78 seven months later. All served into the early 1880s with 788 and 790 being scrapped in August 1880 and 800 in July of the next year.

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Class 81 (Locobase 10287)

Data from "The Locomotives of the GER," The Locomotive Magazine, Vol VIII (7 Mar 1903), p. 160. Boiler pressure is an estimate.

Locobase 10285 shows the first 3 Jones & Potts 4-coupled passenger engines with the haystack boiler. The following pair adopted the straight boiler with raised firebox and prominent dome forward then coming into use. An interesting difference between the two was the 44 GPS outlay for wrought-iron wheels for 82. 81 was scrapped without rebuilding in 1869, but 82 received a new boiler in 1862; see Locobase 10288.

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Class 82 (Locobase 10345)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol VIII (27 June 1903), p. 441.

Built as a sub-contract from Vulcan, this class followed immediately after the Vulcan engines described in Locobase 10344. Like the earlier engines, the first 4 had oval boiler barrels. The data refer to the last two locomotives -- 86-87 -- which were delivered with cylindrical boilers and more heating surface area. The first 4 had oval boilers with 127 tubes and a smaller firebox measuring 12.53 sq ft on the grate and 58.27 sq ft overall.

The author can't say exactly how long 85 and 87 lasted, but 86 was scrapped in Februar4y 1868, 82 in February 1869, 83 in October 1869, with 84 being the last to go in July 1870.

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Class 82 - rebuilt (Locobase 10288)

Data from "The Locomotives of the GER," The Locomotive Magazine, Vol VIII (7 Mar 1903), p. 162. Boiler pressure is an estimate.

Rebuilding this locomotive -- which entered service in 1847 as one of a pair (Locobase 10287) -- allowed a modest increase in grate area and a healthier expansion of boiler heating surface. The latter was substantially greater than the rebuilt 78s that appeared at the same time (see Locobase 10286).

As rebuilt, this locomotive enjoyed an even longer operating life and was scrapped in December 1878.

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Class Butterflies (Locobase 10556)

Data from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol XII (15 May 1906), p. 75.

Supplied by three builders including the ECR's Canada Works at Birkenhead, this class were dual-purpose locomotives, being scaled for goods traffic but used extensively on passenger trains as well. Sharp, Stewart and Kitson & Company each supplied 6 locomotives beginning in May 1855 and finishing in August. The Sharp, Stewarts were works numbers 853-855 and 865-867; Kitson's works numbers were consecutive from 434 to 439. (The fortuitous side-by-side comparison of production totals is interesting.) Canada Works completed the class in January-June 1856.

None of the class received new boilers and scrapping began in January 1873 and was completed by December 1879.

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Class G14 (Locobase 2998)

Data from E L Ahrons, The British Railway Locomotive, 1825-1925 (London: Locomotive Publishing Company, 1926); supplemented by data from J. Pearson Pattison, British Railways: Their Passenger Services, ... (London: Cassell & Co, 1893), p 73; and "Locomotives of the Great Eastern Railway," Locomotive Magazine, Volume 18 (15 January 1912), pp. 10-11. See also Steamindex -- [], accessed 27 May 2007 -- unearthed a delightful quote from another Ahrons publication: Ahrons (Locomotive and Train Working 1 p. 113),

Thomas W Worsdell design with all inside motion except for the side rods. 562-564 were delivered in 1882, the remainder in 1883.

"These engines burn 27 lb (7.61 kg/km) of coal per train mile with trains averaging thirteen coaches."

Steamindex unearthed a delightful quote from another Ahrons publication: Ahrons (Locomotive and Train Working 1 p. 113), Ahrons, Steamindex commented: "... is sharp about their performance: although he agreed that they could haul heavy trains that 'when it came to fast running there was an indefinable something about them, which may be expressed that they usually seemed to travel after the manner of a stout lady in a hobble skirt"'.

Individual engines received distinctive modifications: 562 had its Joy gear replaced by Stephenson link to supply steam to 17 1/2" (445 mm) cylinders. Eight received new boilers in 1891-1892; see Locobase 20064.

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Class G14- new boiler (Locobase 20064)

Data from "Locomotives of the Great Eastern Railway," Locomotive Magazine, Volume 18 (15 January 1912), pp. 10-11.

Locobase 2998 describes the original G14 design by Thomas Worsdell and delivered in 1882. Nine and ten years later, eight of the locomotives received an entirely new boiler of significantly different design. Just 566 of the first ten was so altered (the others received a new barrel). Only 645 and 648 of the latter ten were not changed.

Plate thickness increased by 1/16" (1.6 mm). Fireboxes were 3" (76.2 mm) shallower and tube diameter decreased by 1/8" (3.18 mm) even as tube count increased by 22. The LM article doesn't give reasons for the changes.

All of these locomotives were withdrawn near the end of the century.

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Class T19 (Locobase 2999)

Data from "Express Locomotive: Great Eastern Railway", Engineering, Volume 45 (4 May 1888), p. 429. See also E L Ahrons, The British Railway Locomotive, 1825-1925 (London: Locomotive Publishing Company, 1926); and Glover (1967). Designed by James Holden, these engines originally had a three-ring boiler that was later reduced to two rings; diameter was 52". Earlier engines were pressed to 140 psi (9.66 bar).

Ahrons noted that at 5 1/2" (140 mm) in diameter, the steam pipe allowed the steam chests to maintain higher pressure at higher speeds. Engineering singled out the valves, which were located under the cylinders rather than the more common between the two cylinders. "This arrangement," the report noted, "effectually drains the cylinders, and also allows the valves to drop quite off their faces when running with steam off." This latter benefit reduced back pressure. And placing the valves further out from the centerline "also admits of longer crankshaft bearings."

Glover summarized their "look" : "With their stove-pipe chimneys, neat but adequate cabs and their effective finish in blue, set off by scarlet coupling rods, they presented a characteristic appearance which marked Great Eastern productions until the end of the century."

Another 20 identical engines were completed with 68" (1,727 mm)-diameter drivers for general passenger traffic; see Locobase's T26 entry at 3651. T19 760 tested Holden's oil-burning system; see Locobase 20539.

21 in this class were rebuilt in 1902 with 57" (1,445 mm)-diameter Belpaire boilers and called Humpty Dumpties. According to specifications on a tinted lithograph of the time, the result was a larger boiler and firebox (1,476 sq ft /137.13 sq m of heating surface, 117 3/4 sq ft/10.94 sq m of which was firebox heating surface and offering 21.3 sq ft/1.98 sq m of grate), higher boiler pressure (180 psi/12.41 bar). Driver diameter was reduced to 78" (1,981 mm).

Sixty T19s were rebuilt as 4-4-0s beginning in 1905. All were retired by 1920, well before the LNER would have given them a class ID.

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Class T19 Petrolea (Locobase 20539)

Data from "Express Passenger Engine (Great Eastern Railway) Fired with Liquid Fuel", Railway Express,Volume XII [12], No 8 (August 1891), p. 215; and "Four Wheels Coupled Express Passenger Engine (Great Eastern Railway) Fired with Liquid Fuel" , No 9 (September 1891), pp. 229-230; and "Locomotive History of the GER", in David Marsden's LNER Encyclopedia at [], last accessed 14 April 2019.

Railway Engineer's two issues described one of James Holden's earliest efforts to use liquid fuel (oil) in a steam locomotive. In the August issue, RE commented on their earlier (April) exploration of the case for oil fuel: "[I] it is not necessary to refer here to the economic aspects of the system, the advantages of which are undoubtedly great; but at present the supply of fuel in this country at a suitable price is very limited." This concern frequently formed the core of trying oil fuel throughout the steam era.

Marsden describes a similar motive to the one that drove the Reading's John Wootten to develop his wide grate to burn the anthracite waste in Pennsylvania coalfields. A gas works owned by the Great Eastern had allowed its by-products to flow into the water supply, "poisoning everything downstream." Holden found that the by-product could be burned and developed an easily installed and removed burner to try it.

RE's account offered a detailed explanation of the method Holden adopted to burn fuel:

"The salient features of Mr. Holden's invention are, firstly, simplicity, and secondly, the beautiful method of atomising the stream of fuel by means of the six separate steam jets which impinge on the streams immediately they leave the nozzle.

"The absence of smoke proves how completely the fuel is atomised and consumed. The drivers place the greatest reliance on the system, and this is saying a great deal for an apparatus which is often used only as`an auxiliary, and can only be due to its never having been found wanting, and this chiefly is due to its simplicity.

" It will be noticed that the outer cone is ground into the shell and the inner cone is ground into the outer cone. These cones can be withdrawn in a few seconds either separately or together. The central tube is screwed into the inner cone and can be withdrawn quite easily. This construction is clearly shewn on the drawing. A spare central tube is always carried in case of an emergency."

Petrolea was a standard T19 (Locobase 2999), originally built in 1890.

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Class T26 (Locobase 3651)

See Ahrons (1927), J. Pearson Pattison, British Railways: Their Passenger Services, ... (London: Cassell & Co, 1893), p 73 and Richard Marsden's LNER Encyclopedia ([], accessed 4 March 2006) for data.

James Holden design for branch-line service that remained in production for eleven years. The last 20 locomotives boosted boiler pressure to 160 psi (11.03 bar), raising tractive effort to 14,700 lb. See []. Marsden says the design was based on T19 2-4-0 express locomotives, but had much smaller drivers and shortened steam passages. Some of the class was delivered with 17"-diameter cylinders, some with 18". In 1896, the railroad split the difference and recylindered all to 17 1/2".

See Locobase 8442 for the 84"-driver express variant and Locobase 3652 for the C32 2-4-2 side tanks derived from these T26s.

Later, two-ring telescoping boilers were a bit smaller (1,165 sq ft total heating surface area) and had fewer tubes (242). So refitted the T26 went into the LNER in 1923 as it was taken into the LNER. In 1940, a further reworking reduced the tube count to 219 and overall heating surface to 1,137.69 sq ft (105.69 sq m).

Nicknamed the "Intermediates", The T26s were intended from the start for slow mainline service and extensive agricultural-sector traffic. In later, LNER years the class's particular set of attributes proved handy in several unusual instances. Marsden notes that the Darlington to Penrith line was demanding and with the retirement of the Worsdell Class G (D23) 4-4-0s, the LNER couldn't find a locomotive that would satisfy requirements until some E4s were tried. So while other T26s were being scrapped, six of the class proved indispensable in the North East area.

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Class U13 (Locobase 16077)

Data from "The Locomotives of the Great Eastern Ry," The Locomotive Magazine, Vol XVII (15 December 1911), pp. 261-262. Built between September 1882 and December 1882.

Locobase describes the Y-class rebuilds that were intended to extend the lives of some very useful Six-wheelers in Locobase 10661. The class in this current entry represented the decision by Mr M Gillies to build ten more to very nearly the same specifications as the rebuilt Y class. The boiler and grate were essentially identical and the firebox nearly so.

The class had a very short career, the first of the ten being broken up in 1890 and the last two in 1894.

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Class X (Locobase 10693)

Data from "The Locomotives of the Great Eastern Ry," The Locomotive Magazine, Vol XV (15 March 1909), p. 44.

This little quintet of tanks worked the local trains on the North Woolwich branch. After three years, they were split up, with 120-121 going to the Buntingford branch and later to Saffron Walden, 122 to Lowestoft, 123 wound up on the Victoria Park branch, and 124 worked the Harwich Quay.

They were scrapped between 1880 and 1885.

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Class Y (Locobase 3192)

Data from "The Locomotives of the Great Eastern Ry," The Locomotive Magazine, Vol XIV (15 May 1908, pp. 62-63, and 15 June 1908, p. 99). Neilson works numbers were 496-515 (road #307-326).

Designed by Robert Sinclair as freight engines, these engines had tall drivers and probably a good turn of speed. They had inside frames and outside cylinders and in the first group of engines from Neilson, the dome positioned over the firebox, which placed it between the coupled axles. See Locobases 10657 and 10658 for the 90 later and slightly smaller Y-class engines that appeared in 1861 and 1863

Many were supplied with new boilers and 20 of the entire Y class were rebuilt as 4-4-0 mainline passenger locomotives by Massey Bromley.

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Class Y (Locobase 10657)

Data from "The Locomotives of the Great Eastern Ry," The Locomotive Magazine, Vol XIV (15 May 1908, pp. 62-63, and 15 June 1908, p. 99)

Designed by Robert Sinclair as freight engines, these engines had tall drivers and probably a good turn of speed. They had inside frames and outside cylinders. Locobase 3192 shows the first 20, which came from Neilson.

The current batch had slightly smaller boilers and cylinders. The boilers were made up of four sections, the first and third being lap jointed over the second and fourth. The 30 engines were produced by Robert Stephenson & Co were 1361-1375 (road 327-341), R & W Hawthorn works numbers 1105-1119 (road 342-356).

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Class Y (Locobase 10658)

Data from "The Locomotives of the Great Eastern Ry," The Locomotive Magazine, Vol XIV (15 May 1908, pp. 62-63, and 15 June 1908, p. 99). Kitson & Co works numbers 1131-1135, 1141-1145, 1151-155, 1161-1165, 1171-1172, 1183-1184, and 1272 (357-381), Vulcan Foundry works numbers were 540-544, 511-521, 526-528, 530, 545-549 (382-406), and Schneider et Cie Type 57 works numbers were 928-937 (road 407-416). Kitson sent 6 more (works 1173-1175, 1181-1182, 1185) to the Egyptian Railway Administration; Vulcan added 5 more from its production batch (works 522-525, 529)

Designed by Robert Sinclair as freight engines, these engines had tall drivers and probably a good turn of speed. They had inside frames and outside cylinders. Locobase 3192 shows the first 20, which came from Neilson and Locobase 10657 gives the data for the second group of 30.

This batch was virtually identical to the middle 30, but were substantially heavier for some reason. Likely reasons include a different sort of boiler constructed of parallel barrels of four plates butt jointed, a one-inch (25.4 mm) longer wheelbase, and a larger, roomier cab.

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Class Y - rebuilt (Locobase 10661)

Data from "The Locomotives of the Great Eastern Ry," The Locomotive Magazine, Vol XIV (15 August 1908), pp. 62-63, and 15 June 1908, p. 138-139.

The date is an estimate, because this set of updates followed the conversion of 20 of this large class of locomotives (Locobase 3192, 10657, and 10658). The overhaul can be seen as the definitive 6-wheel rebuild for this class. Bromley used a 3-section, butt-jointed boiler in which the tubes were more numerous, but slightly smaller in diameter. The grate and firebox grew modestly as well as did the locomotives' weight. A few had a relatively closed-cab and slots in the splashers. Later ones were plainer. Note that the heaviest axle loading fell on the leading axle, not one of the coupled axles as was usually the case.

The history cited above has the detail list of retirements, which began in 1882 and ended in 1894.

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Class Z (Locobase 10079)

Data from "The Locomotives of the Great Eastern Ry.," The Locomotive & Railway Carriage & Wagon Review, Vol XIV (15 January 1908), p. 3.

It was less common to see the 2-4-0 arrangement used in freight service, but Robert Sinclair of the ECR chose just such a combination of layout and service. These were relatively small and short-lived locomotives. They were delivered with 18"-diameter cylinders, but that cylinder volume proved too demanding of the boiler, so they were relined to a 16" diameter. When the tube sheets needed replacing, the railway took the opportunity to replace the tubes with more and slightly longer tubes of a slightly smaller diameter. The result was a boiler of 1,466 sq ft of total evaporative surface area, 74 sq ft of which came from the firebox. The entire class was scrapped in 1873.

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Class unknown (Locobase 2228)

Data from Ahrons (1927) and from "The Locomotives of the Great Eastern Railway," The Locomotive Magazine, Vol XV (15 July 1909), p. 131.132

SW Johnson design built by Sharp, Stewart (30) and the Stratford shops (10). Sharp, Stewart's works numbers were (1803-1806 in October 1867, 1807-1809 in May 1868, 1810-1814 in the rest of 1868, 1815-1822 in 1869, 2044-2045 and 2068-2070 in November 1870, and 2113-2116 in March 1871.

The design presented perky lines with a tall, slender, capped stack, steam dome over the leading coupled axle, straight running board, and sheltered weatherboard. When they were refitted with new fireboxes, the boiler substituted 164 1 3/4" tubes for the 140 2" tubes that had been fitted; the change yielded 688.5 sq ft of tube heating surface, which is nearly a wash compared to the older boiler.

Although small, they endured for anywhere from 35 to 47 years on the GE's cross-country lines. In that time, they were extensively rebuilt in 1889-1893; see Locobase 10726.

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Class unknown (Locobase 9408)

Data from Walter S Hutton, The Works Manager's Handbook of Tables, Rules, and Data ... (London: Crosby, Lockwood & Co, 1885), p. 49-51.

Thomas W Worsdell design with all inside motion except for the side rods.

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Class unknown (Locobase 10244)

Data from "The Locomotives of the GER.," Locomotive Magazine, Vol VII (December 1902), p. 196

Jones & Potts delivered this pair in June and July 1846, at which point they weighed in at 48,496 lb each. Eighteen years later, the railway installed new boilers in 171 (November 1864) and 170 (May 1866). It is that set of specifications that is given above. In their new configurations, 171 remained in service until August 1877 and 170 was scrapped in March 1879.