Data from [], Steamindex's summary of Great Northern locomotive practice. See also George Frederick Bird, The Locomotives of the Great Northern Railway 1847-1910 (London: Locomotive Publishing Company, 1910), p. 30. Hawthorn works #915-920.
Data from [], Steamindex's summary of Great Northern locomotive practice. See also George Frederick Bird, The Locomotives of the Great Northern Railway 1847-1910 (London: Locomotive Publishing Company, 1910), p. 42.
Data from "Great Northern Express Engine, Constructed by Messrs John Fowler and Co, Engineers, Leeds", Engineer, Volume 23 (1 March 1867), p. 181; [], Steamindex's summary of Great Northern locomotive practice. See also George Frederick Bird, The Locomotives of the Great Northern Railway 1847-1910 (London: Locomotive Publishing Company, 1910), p. 42. Works numbers were 747-749
Data from [], Steamindex's summary of Great Northern locomotive practice. See also George Frederick Bird, The Locomotives of the Great Northern Railway 1847-1910 (London: Locomotive Publishing Company, 1910), p. 14-15.
Data from [], Steamindex's summary of Great Northern locomotive practice. See also George Frederick Bird, The Locomotives of the Great Northern Railway 1847-1910 (London: Locomotive Publishing Company, 1910), p. 99-100 and Richard Marsden, The LNER Encyclopedia ([
], last accessed 25 January 2009).
Data from George Frederick Bird, The Locomotives of the Great Northern, 187-1910 (London: Locomotive Publishing Co, Ltd, 1910), p. 130; and E L Ahrons, The British Railway Locomotive, 1825-1925 (London: Locomotive Publishing Company, 1926); and Glover (1967). Doncaster works numbers were 471-472 in 1888;
477-478, 483-486, 489-492, 497-498 in 1889; 508, 510 in 1890; 532, 534, 540, 542, 549, 553 in 1891; 578-579, 581, 584-585, 588, 590, 593, 596 in 1892; 606, 621-622, 624, 628, 633, 635, 638-639 in 1893; 642, 644, 646, 648-650, 665-670 in 1894; 677-680 in 1895 Glover wrote of these engines, the last batch of a series that had begun in 1867, that they were passenger, rather than express, engines. And Ahrons observed that as cylinders increased in size in the series (from 17 to 17 1/2"), total tube surface dropped. As a result, the "coupled engines, though very good for semi-fast or stopping trains, were much inferior [to Stirling's singles] on the expresses. The reason probably lay in the fact that the celebrated old engineer went somewhat too far in reducing his boiler power." The data show this another way, too. For one thing, 21 years after the first of these boilers were introduced, the number and diameter of tubes in the 1881 2-4-0 design is identical to those of the 0-4-2s of 1867, which were already straining for power. Hence, although the ratio of the boiler tubes' cross-section to grate area is adequate, the boiler itself is just too small. That Henry Ivatt noticed this as well is demonstrated by his E1s, which came out two years after Stirling's death; see Locobase 3495.
Data from [], Steamindex's summary of Great Northern locomotive practice. See also George Frederick Bird, The Locomotives of the Great Northern Railway 1847-1910 (London: Locomotive Publishing Company, 1910), p. 51-52.
Data from [], Steamindex's summary of Great Northern locomotive practice. See also George Frederick Bird, The Locomotives of the Great Northern Railway 1847-1910 (London: Locomotive Publishing Company, 1910), p. 99-100.
Principal Dimensions by Steve Llanso of Sweat House Media | |||||
---|---|---|---|---|---|
Class | 223 | 251 / E5 | 264 | 71 | E1 |
Locobase ID | 9657 | 9660 | 9661 | 9652 | 3495 |
Railroad | Great Northern | Great Northern | Great Northern | Great Northern | Great Northern |
Country | Great Britain | Great Britain | Great Britain | Great Britain | Great Britain |
Whyte | 2-4-0 | 2-4-0 | 2-4-0 | 2-4-0 | 2-4-0 |
Number in Class | 6 | 10 | 3 | 20 | 10 |
Road Numbers | 223-228 | 251-260 | 264-266 | 71-90 | 1061-1070 |
Gauge | Std | Std | Std | Std | Std |
Number Built | 6 | 10 | 3 | 20 | 10 |
Builder | R & W Hawthorn | Sharp, Stewart | John Fowler & Sons | several | Great Northern |
Year | 1855 | 1866 | 1866 | 1851 | 1897 |
Valve Gear | Stephenson | Stephenson | Stephenson | ||
Locomotive Length and Weight | |||||
Driver Wheelbase (ft / m) | 7.50 / 2.29 | 7.50 / 2.29 | 8.50 / 2.59 | 7.25 / 2.21 | 8.25 / 2.51 |
Engine Wheelbase (ft / m) | 15.75 / 4.80 | 17.08 / 5.21 | 18.08 / 5.51 | 15 / 4.57 | 17.92 / 5.46 |
Ratio of driving wheelbase to overall engine wheelbase | 0.48 | 0.44 | 0.47 | 0.48 | 0.46 |
Overall Wheelbase (engine & tender) (ft / m) | |||||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 33,600 / 15,241 | ||||
Weight on Drivers (lbs / kg) | 67,200 / 30,481 | ||||
Engine Weight (lbs / kg) | 73,920 / 33,530 | 81,088 / 36,781 | 62,496 / 28,348 | 92,960 / 42,166 | |
Tender Loaded Weight (lbs / kg) | |||||
Total Engine and Tender Weight (lbs / kg) | |||||
Tender Water Capacity (gals / ML) | 2880 / 10.91 | 3000 / 11.36 | |||
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 2.20 / 2 | ||||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 56 / 28 | ||||
Geometry Relating to Tractive Effort | |||||
Driver Diameter (in / mm) | 78 / 1981 | 72 / 1829 | 84 / 2134 | 72 / 1829 | 80 / 2032 |
Boiler Pressure (psi / kPa) | 140 / 9.70 | 150 / 10.30 | 150 / 10.30 | 120 / 8.30 | 170 / 11.70 |
High Pressure Cylinders (dia x stroke) (in / mm) | 16.5" x 22" / 419x559 | 16.5" x 22" / 419x559 | 17" x 24" / 432x610 | 16" x 22" / 406x559 | 17.5" x 26" / 445x660 |
Tractive Effort (lbs / kg) | 9138 / 4144.93 | 10,606 / 4810.81 | 10,528 / 4775.43 | 7979 / 3619.22 | 14,382 / 6523.57 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.67 | ||||
Heating Ability | |||||
Tubes (number - dia) (in / mm) | 160 - 2" / 51 | 157 - 2" / 51 | 167 - 2" / 51 | 157 - 2" / 51 | 215 - 1.75" / 44 |
Flues (number - dia) (in / mm) | |||||
Flue/Tube length (ft / m) | 10.42 / 3.18 | 10.37 / 3.16 | |||
Firebox Area (sq ft / m2) | 110 / 10.22 | 114.25 / 10.61 | 102 / 9.48 | 103.10 / 9.58 | |
Grate Area (sq ft / m2) | 14.92 / 1.39 | 22.70 / 2.11 | 19.67 / 1.83 | 14.80 / 1.38 | 17 / 1.58 |
Evaporative Heating Surface (sq ft / m2) | 982 / 91.26 | 1021 / 94.85 | 1006 / 93.49 | 1124 / 104.46 | |
Superheating Surface (sq ft / m2) | |||||
Combined Heating Surface (sq ft / m2) | 982 / 91.26 | 1021 / 94.85 | 1006 / 93.49 | 1124 / 104.46 | |
Evaporative Heating Surface/Cylinder Volume | 180.36 | 161.93 | 196.50 | 155.29 | |
Computations Relating to Power Output (More Information) | |||||
Robert LeMassena's Power Computation | 2089 | 3405 | 2951 | 1776 | 2890 |
Same as above plus superheater percentage | 2089 | 3405 | 2951 | 1776 | 2890 |
Same as above but substitute firebox area for grate area | 15,400 | 17,138 | 12,240 | 17,527 | |
Power L1 | 5121 | 5303 | 4264 | 5134 | |
Power MT | 336.86 |
Principal Dimensions by Steve Llanso of Sweat House Media | |||
---|---|---|---|
Class | E2 | E3 | E3 / 86 |
Locobase ID | 3504 | 2997 | 9668 |
Railroad | Great Northern | Great Northern | Great Northern |
Country | Great Britain | Great Britain | Great Britain |
Whyte | 2-4-0 | 2-4-0 | 2-4-0 |
Number in Class | 56 | 20 | 14 |
Road Numbers | 210 | 280-299 | 86 |
Gauge | Std | Std | Std |
Number Built | 56 | 20 | 14 |
Builder | Doncaster | several | Doncaster |
Year | 1888 | 1867 | 1874 |
Valve Gear | Stephenson | Stephenson | Stephenson |
Locomotive Length and Weight | |||
Driver Wheelbase (ft / m) | 8.25 / 2.51 | 8.25 / 2.51 | 8.25 / 2.51 |
Engine Wheelbase (ft / m) | 17.92 / 5.46 | 17.75 / 5.41 | 17.92 / 5.46 |
Ratio of driving wheelbase to overall engine wheelbase | 0.46 | 0.46 | 0.46 |
Overall Wheelbase (engine & tender) (ft / m) | |||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 31,808 / 14,428 | 27,664 / 12,548 | 30,912 / 14,021 |
Weight on Drivers (lbs / kg) | 61,600 / 27,941 | 61,600 / 27,941 | 57,992 / 26,305 |
Engine Weight (lbs / kg) | 87,360 / 39,626 | 87,360 / 39,626 | 86,464 / 39,219 |
Tender Loaded Weight (lbs / kg) | 90,244 / 40,934 | ||
Total Engine and Tender Weight (lbs / kg) | 177,604 / 80,560 | ||
Tender Water Capacity (gals / ML) | 4200 / 15.91 | ||
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 5.50 / 5 | ||
Minimum weight of rail (calculated) (lb/yd / kg/m) | 51 / 25.50 | 51 / 25.50 | 48 / 24 |
Geometry Relating to Tractive Effort | |||
Driver Diameter (in / mm) | 79 / 2007 | 79 / 2007 | 79 / 2007 |
Boiler Pressure (psi / kPa) | 160 / 11 | 130 / 9 | 130 / 9 |
High Pressure Cylinders (dia x stroke) (in / mm) | 17.5" x 26" / 445x660 | 17.5" x 24" / 445x610 | 17.5" x 26" / 445x660 |
Tractive Effort (lbs / kg) | 13,708 / 6217.85 | 10,281 / 4663.39 | 11,137 / 5051.66 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.49 | 5.99 | 5.21 |
Heating Ability | |||
Tubes (number - dia) (in / mm) | 174 - 1.75" / 44 | 206 - 1.75" / 44 | 186 - 1.75" / 0 |
Flues (number - dia) (in / mm) | |||
Flue/Tube length (ft / m) | 10.50 / 3.20 | ||
Firebox Area (sq ft / m2) | 92.40 / 8.58 | 94 / 8.74 | 95 / 8.83 |
Grate Area (sq ft / m2) | 16.25 / 1.51 | 15.90 / 1.48 | 15.90 |
Evaporative Heating Surface (sq ft / m2) | 929 / 86.31 | 1086 / 100.93 | 992 / 92.29 |
Superheating Surface (sq ft / m2) | |||
Combined Heating Surface (sq ft / m2) | 929 / 86.31 | 1086 / 100.93 | 992 / 92.29 |
Evaporative Heating Surface/Cylinder Volume | 128.35 | 162.54 | 137.05 |
Computations Relating to Power Output (More Information) | |||
Robert LeMassena's Power Computation | 2600 | 2067 | 2067 |
Same as above plus superheater percentage | 2600 | 2067 | 2067 |
Same as above but substitute firebox area for grate area | 14,784 | 12,220 | 12,350 |
Power L1 | 4049 | 3986 | 3469 |
Power MT | 289.82 | 285.31 | 263.75 |