London & North Western 2-4-0 Locomotives in Great_Britain


Class Details by Steve Llanso of Sweat House Media

Class 2234 (Locobase 2168)

Data from "Tank Locomotive", Engineering, Volume XXIV [24] (21 December 1877), pp 473-474 and two pages of diagrams. See also Graham Glover, British Locomotive Desigh-1925-1960 (London: George Allen & Unwin, 1967) ; and W A Tuplin, The Steam Locomotive: Its Form and Function (New York: Charles Scribner's Sons, 1974). See also "LNWR/LMS Webb "2234" Class 2-4-0T" at [link], last accessed 31 August 2024. First batch of 20 produced at Crewe in 1876 (and January 1877 for out-of- sequence 2233), 19 in 1877, 9 in 1878, and 1 in 1880.

(Note: Engineering's illustration confusingly shows the "2000", which actually celebrated Crewe's 2000th locomotive, not a road number.)

Nicknamed the "Chopper tanks", because they "chopped" the trailing axle of the 4 ft 6 inch tank (Whyte 2-4-2T; see Locobase 2171).

Glover noted that these were the first engines to use Webb's radial axle design, which Engineering described in detail on p. 474. Webb's hydraulic engine brake, also described on p. 474, exerted "very prompt and effective" action.

Another feature satisfied requirements for working underground at the head of commuter traffic by, in effect, swallowing the steam in condensers and recirculating the resulting water. Engineering's report added that the condensers also offered "a convenient mode of heating the feed water at such times as the blast is not required to maintain steam."

In late 1877, they were reported as heading up Manchester and Buxton passenger trains as well as those in Central Wales and the Stour Valley Railway. Described as "most satisfactory", the engines used on the Buxton line consumed an average of 28.6 lb/mile (8.06 kg/km) of coal. This was a low figure, "considering that the line is very heavy, it having a rise of 953 ft [290.5 m] in 23 1/2 miles [37.8 km or 0.76%], with a ruling gradient of 1 in 58 [1.1%] for 6 1/2 miles [10.5 km]."

Fifteen survived to be taken into the London, Midland & Scottish (LMS) in 1923. The last of these ran until 1952.


Class Crewe 2-4-0 (Locobase 668)

Data from "The 'Crewe' Goods Locomotive," The Locomotive Magazine, Volume XIV [14] (15 August 1908), p. 144.

See Crewe 2-2-2 (Locobase 648) for the passenger variant. As that entry notes, this large class fell into two variants of which this variant had the greater amount of adhesion. The weight distribution must have mirrored that of the 2-2-2, however, because the leading coupled axle, which was driven, had almost twice the axle loading as did the trailing coupled axle.

In any event, the design remained in production for 13 years until superseded by what would be the most numerous and perhaps most famous L&NWR goods designs -- the DX.

NB: The direct heating surface (including the firebox heating surface) is an estimate calculated by subtracting the calculated tube heating surface from the reported total evaporative heating surface.


Class Improved Precedent (Locobase 2170)

Data from W A Tuplin, The Steam Locomotive: Its Form and Function (New York: Charles Scribner's Sons, 1974); and a summary of the steaming capabilities of the Precursors and Precedents in Edward Cecil Poultney, British Express Locomotive Development (London: George Allen and Unwin, 1952), pp. 24-28.

Final version of Webb's family of 2-4-0s that began with the PRECEDENTs (Locobase 669) in 1874. Also known as "Large Jumbos".

Although small, these engines could be driven hard and posted impressive records in speed and longevity. In 1895, during the "Race to the North" from London to Aberdeen, the Precedent-class locomotive Hardwicke (790) covered 141 miles (227 km) at an average speed of 67.2 mph (108.2 kph). The Charles Dickens (955) travelled 2 million miles (3,220,000 km) in its career.


Class Newton (Locobase 2163)

Data from "The 'Newton' Class, 2-4-0 Passenger Engines, L & NWR", Locomotive Magazine, Volume 22 (14 October 1916), p. 210, with W B Thompson 20 October 1916 letter published weight correction published on p. 238 in LM 14 November 1916 issue.

Designed by Ramsbottom and based on his celebrated DX class of 0-6-0 freight engines. The L & NWR Society web page ([link], accessed 27 April 2007) says they were built for the Lancashire & Carlisle Railway portion of the L & NWR to solve the problem of the lack of adhesion shown by the Problem class (Locobase 662).

Credited with 293-ton trailing load at 45 mph on level track.


Class Newton - rebuilt (Locobase 3189)

These were Newton-class engines rebuilt by Webb along Precedent lines. Many of them were again "rebuilt" in the late 1880s, a process that actually involved replacing them with brand-new "Large Jumbo" engines.


Class Precedent (Locobase 669)

Data from Ahrons (1927) as well as from Frederick Colyer, A treatise on modern steam engines and boilers: Including Land, Locomotive, and Marine Engines and Boilers (London: E & F N Spon, 1886), pp. 86-87. See also Edward Cecil Poultney, British Express Locomotive Development (London: George Allen and Unwin, 1952), pp. 24-28. (Many thanks to Jill Weeks for her 9 October 2018 and later emails supplying more information about Josiah Mills, one of the regular drivers on the Charles Dickens.)

Steam ports were 14" x 1 1/2" (356 x 38 mm), exhaust ports 3 1/2" (89 mm) in diameter. Valve travel in full gear measured 4 1/2"(114. mm) with an outside lap of 1 1/2" and no inside lap or lead. Also, the valves were set to cut off short of 70% of stroke, a relatively short admission period that, says Poultney, "...would also tend to improve the steam flow into the cylinders when running 'notched up'."

Poultney points out that the cylinder ports were served by a common, V-shaped valve chest. He describes this design as the Precedents' (and Precursors') "leading feature" and cites two virtues: the provision of long journal bearings for on the crank axle and extensive steam chest volume. Both the ports and the chest volumes "...undoubtedly contributed in no small measure to the high speeds attained by the large-wheeled 'Precedent' class and to the relatively high powers developed."

At the Newark brake trials in 1875, this engine achieved 50.75 mph (81.7 kph) with a train load (including engine and tender) of 207.55 tons. Colyer cites a performance of 293 gross train tons in ten carriages running at 45 mph (72.5 kph) with an average coal consumption of 28 lb/mile (7.9 kg/km). At the time of his writing (1884), Precedents averaged about 31,200 miles (50, 232 kmg) running per year.

The Charles Dickens of this class ran daily from Manchester to London and return. Entering service in February 1882, it had accumulated 1,000,000 miles in service on 12 September 1891 (9 1/2 years later, i.e.) and 11 years later it surpassed 2,000,000 in 5,312 round trips. For all of its first 20 years, the Charles Dickens had three drivers - David Pennington (1882-1886), Josiah Mills (1886-1902), Leigh Bowden (all 20 years). Bowden and Pennington/Mills alternated runs.

Weeks offered several comments passed on to her by family members about their ancestor.

First came his work history: Josiah started work as a Carter and went on to be an engine driver, working in or around the Gorton, UK, area which at the time was a very important steam train depot'.

Weeks continued: "Another relative told me that the front [foot]plate of the train would be 'red hot' the train arrived in Manchester, as to be late was a 'sin'." Locobase supposes the missing word refers to the crew space. Standing as he did just behind the firebox door, it's very likely that the entire area conducted considerable heat from the firebox.

In a later email, Weeks supplied further information: " Another (distant) relative in the U.K. said:

My grandma used to tell the story about her grandad (Josiah - I think) - he used to drive a steam train from Manchester to London and back and the train line passed close to his house. On his way back from London he would blow the whistle to let his wife know to get the tea on. The train was called the Charles Dickens number 955 - there is a picture on the internet of it - apparently Josiah had a white beard and the man on the photo of the train has a white beard, although my dad doesn't know if it is Josiah."


Class Precursor (Locobase 2169)

Data from W A Tuplin, The Steam Locomotive: Its Form and Function (New York: Charles Scribner's Sons, 1974), and a summary of the steaming capabilities of the Precursors and Precedents in Edward Cecil Poultney, British Express Locomotive Development (London: George Allen and Unwin, 1952), pp. 24-28.

Variants of the Precedents (Locobase 669) with smaller drivers for the Crewe-Carlisle leg.

Further information was published in the Scientific American Supplement, No. 458, October 11, 1884, which is reproduced by Project Gutenberg at ftp://sailor.gutenberg.lib.md.us/gutenberg/1/1/6/4/11647/11647-8.txt, accessed 25 January 2007. The author reported "...with the Scotch express, averaging in total weight 187 tons,

between Crewe and Carlisle, over heavy gradients, they burn 33 lb. of coal per mile [9.30 kg/km]."

That consumption seems high (although clearly the road had many adverse grades). Also, according to the writer, "These engines, although much more powerful than the standard type, are not nearly of so handsome an appearance, the drivers seeming much too small for the boiler under which they are placed."


Class Waterloo, Whitworth (Locobase 2175)

Data from Hollingsworth (1982); and "LNWR/LMS Webb "Waterloo" Class 2-4-0 - 'Small Jumbo'" on the BRDatabase website at [link], last accessed 15 August 2023. Works numbers were 3112-3141, 3554-3363, 3365-3384, and 3441-3470.

Also known as "Small Jumbos" or "Waterloos". According to Hollingsworth, this class and the 166 Precedent rebuilds were accomplished under the nose of the Chief Mechanical Engineer, FW Webb. They were insinuated into service as an antidote to the mediocrity of Webb's three-cylinder compounds.

In contrast to the short-lived 2-2-2-0s, many of these engines served for decades. While some were withdrawn by 1907, 30 of the class joined the London, Midland & Scottish (LMS) when railways were grouped in 1923. The last of the 30 left in 1932.

Principal Dimensions by Steve Llanso of Middle Run Media
Class2234Crewe 2-4-0Improved PrecedentNewtonNewton - rebuilt
Locobase ID2168 668 2170 2163 3189
RailroadLondon & North WesternLondon & North WesternLondon & North WesternLondon & North WesternLondon & North Western
CountryGreat BritainGreat BritainGreat BritainGreat BritainGreat Britain
Whyte2-4-0T2-4-02-4-02-4-02-4-0
Number in Class5023816696
Road Numbers2233-2252, 2278-2288+scattered
GaugeStdStdStdStdStd
Number Built5023896
BuilderL&NW - CreweL&NW - CreweL&NW - CreweL&NW - CreweL&NW - Crewe
Year18761845188718661878
Valve GearAllanAllanStephensonStephenson
Locomotive Length and Weight
Driver Wheelbase (ft / m) 7.75 / 2.36 7.33 / 2.23 8.25 / 2.51
Engine Wheelbase (ft / m)14.50 / 4.4212.67 / 3.8615.67 / 4.7815.67 / 4.78
Ratio of driving wheelbase to overall engine wheelbase 0.53 0.58 0.53
Overall Wheelbase (engine & tender) (ft / m)14.50 / 4.4229.71 / 9.06
Axle Loading (Maximum Weight per Axle) (lbs / kg)29,680 / 13,46320,160 / 914425,760 / 11,685
Weight on Drivers (lbs / kg)58,800 / 26,67130,800 / 13,97150,400 / 22,86144,240 / 20,06749,280 / 22,353
Engine Weight (lbs / kg)80,080 / 36,32443,680 / 19,81373,360 / 33,27665,408 / 29,66973,920 / 33,530
Tender Loaded Weight (lbs / kg)56,000 / 25,40156,000 / 25,401
Total Engine and Tender Weight (lbs / kg)129,360 / 58,677121,408 / 55,070
Tender Water Capacity (gals / ML)1080 / 4.092160 / 8.18
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT)
Minimum weight of rail (calculated) (lb/yd / kg/m)49 / 24.5026 / 1342 / 2137 / 18.5041 / 20.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)55.50 / 141060 / 152478 / 198179 / 200779 / 2007
Boiler Pressure (psi / kPa)140 / 970120 / 830150 / 1030120 / 830140 / 970
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x61015" x 20" / 381x50817" x 24" / 432x61017" x 24" / 432x61017" x 24" / 432x610
Tractive Effort (lbs / kg)14,872 / 6745.837650 / 3469.9911,338 / 5142.848955 / 4061.9210,448 / 4739.14
Factor of Adhesion (Weight on Drivers/Tractive Effort) 3.95 4.03 4.45 4.94 4.72
Heating Ability
Tubes (number - dia) (in / mm)179 - 1.875" / 48158 - 1.75" / 44208 - 1.875" / 48
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)10.17 / 3.10 9.62 / 2.93
Firebox Area (sq ft / m2)85 / 7.9062 / 5.76103.50 / 9.6287.30 / 8.11104 / 9.67
Grate Area (sq ft / m2)14 / 1.3010.76 / 117 / 1.5815 / 1.3917 / 1.58
Evaporative Heating Surface (sq ft / m2)972 / 90.30754 / 70.071084 / 100.741068 / 99.221084 / 100.74
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)972 / 90.30754 / 70.071084 / 100.741068 / 99.221084 / 100.74
Evaporative Heating Surface/Cylinder Volume154.16184.32171.93169.39171.93
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation19601291255018002380
Same as above plus superheater percentage19601291255018002380
Same as above but substitute firebox area for grate area11,900744015,52510,47614,560
Power L128693121495337704689
Power MT215.14446.79433.31375.74419.54

Principal Dimensions by Steve Llanso of Middle Run Media
ClassPrecedentPrecursorWaterloo, Whitworth
Locobase ID669 2169 2175
RailroadLondon & North WesternLondon & North WesternLondon & North Western
CountryGreat BritainGreat BritainGreat Britain
Whyte2-4-02-4-02-4-0
Number in Class704090
Road Numbers/5080-5109
GaugeStdStdStd
Number Built704090
BuilderL&NW - CreweL&NW - CreweL&NW - Crewe
Year187418741889
Valve GearAllanAllanAllan
Locomotive Length and Weight
Driver Wheelbase (ft / m) 8.25 / 2.51 8.42 / 2.57
Engine Wheelbase (ft / m)15.67 / 4.7815.83 / 4.82
Ratio of driving wheelbase to overall engine wheelbase 0.53 0.53
Overall Wheelbase (engine & tender) (ft / m)
Axle Loading (Maximum Weight per Axle) (lbs / kg)25,760 / 11,685
Weight on Drivers (lbs / kg)49,720 / 22,55347,040 / 21,33756,000 / 25,401
Engine Weight (lbs / kg)73,360 / 33,27671,680 / 32,51480,640 / 36,578
Tender Loaded Weight (lbs / kg)56,000 / 25,401
Total Engine and Tender Weight (lbs / kg)129,360 / 58,677
Tender Water Capacity (gals / ML)2160 / 8.18
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) 4.40 / 4
Minimum weight of rail (calculated) (lb/yd / kg/m)41 / 20.5039 / 19.5047 / 23.50
Geometry Relating to Tractive Effort
Driver Diameter (in / mm)79 / 200766 / 167675 / 1905
Boiler Pressure (psi / kPa)140 / 970140 / 970150 / 1030
High Pressure Cylinders (dia x stroke) (in / mm)17" x 24" / 432x61017" x 24" / 432x61017" x 24" / 432x610
Tractive Effort (lbs / kg)10,448 / 4739.1412,506 / 5672.6311,791 / 5348.31
Factor of Adhesion (Weight on Drivers/Tractive Effort) 4.76 3.76 4.75
Heating Ability
Tubes (number - dia) (in / mm)208 - 1.875" / 48198 - 1.875" / 48
Flues (number - dia) (in / mm)
Flue/Tube length (ft / m)10.21 / 3.1110.08 / 3.07
Firebox Area (sq ft / m2)103.50 / 9.6294 / 8.74104 / 9.66
Grate Area (sq ft / m2)17.10 / 1.5917.14 / 1.5917 / 1.58
Evaporative Heating Surface (sq ft / m2)1084 / 100.711075 / 99.911084 / 100.71
Superheating Surface (sq ft / m2)
Combined Heating Surface (sq ft / m2)1084 / 100.711075 / 99.911084 / 100.71
Evaporative Heating Surface/Cylinder Volume171.93170.50171.93
Computations Relating to Power Output (More Information)
Robert LeMassena's Power Computation239424002550
Same as above plus superheater percentage239424002550
Same as above but substitute firebox area for grate area14,49013,16015,600
Power L1468237744770
Power MT415.21353.75375.57

Photos

All material Copyright © SteamLocomotive.com
Wes Barris