Data from PCD [P. C. Dewhurst?], "The Midland & Great Northern Joint Railway and Its Locomotives", Locomotive Magazine, Volume 27 (15 June 1921), pp. 144-145. Works numbers were 2105-2108 in 1882, 2338-2341 in 1883--both ordered by the L&F and 2794-2795, 2797 in 1886, 2939-2342 in 1888.
PCD commented that the first four engines were "very similar in design to Mr Adams '135' class" on the London & South Western Railway (Locobase 10752), built by Beyer, Peacock in 1881. The L&F engines were, however, "of smaller dimensions throughout." Even so, the design proved quite suitable, working all the important passenger trains until greater demand meant larger engines. They then handled local traffic between Melton Constable and Yarmouth as well as the run to Cromer.
hey looked like classic British 2-4-0s scaled up to lead with a bogie truck. The first batch were delivered without equalizing beams between the two drivers on each side. Retrofitted after they entered service, the first four soon lost the beams. The second quartet also lacked compensation and apparently never had them.
The third batch did have compensation beams when they were delivered in 1886. The fourth batch supplemented the engine's Westinghouse system with a Vacuum Brake for the train. Other additions included the Adams "Vortex" Blast Pipe and Roscoe lubricators.
Not long after the L&F ordered the first two batches, the railway was absorbed by the Eastern & Midlands. The E&M was the key artery openng the Norfolk coast resorts to the Midlands and the North of England with the popular Norfolk coast resorts. Such a route appealed mightily to the Midland and Great Northern Railways, who rescued the E&M from financial straits in 1893.
| Principal Dimensions by Steve Llanso of Middle Run Media | |
|---|---|
| Class | 21 |
| Locobase ID | 20883 |
| Railroad | Lynn & Fakenham |
| Country | Great Britain |
| Whyte | 4-4-0 |
| Number in Class | 15 |
| Road Numbers | 21-24, 25-28, 29-31. 32-35 |
| Gauge | Std |
| Number Built | 15 |
| Builder | Beyer, Peacock |
| Year | 1882 |
| Valve Gear | Stephenson |
| Locomotive Length and Weight | |
| Driver Wheelbase (ft / m) | |
| Engine Wheelbase (ft / m) | |
| Ratio of driving wheelbase to overall engine wheelbase | |
| Overall Wheelbase (engine & tender) (ft / m) | 43.35 / 13.21 |
| Axle Loading (Maximum Weight per Axle) (lbs / kg) | 27,328 / 12,396 |
| Weight on Drivers (lbs / kg) | 54,488 / 24,715 |
| Engine Weight (lbs / kg) | 85,932 / 38,978 |
| Tender Loaded Weight (lbs / kg) | 52,528 / 23,826 |
| Total Engine and Tender Weight (lbs / kg) | 138,460 / 62,804 |
| Tender Water Capacity (gals / ML) | 2400 / 9.09 |
| Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 3.30 / 3 |
| Minimum weight of rail (calculated) (lb/yd / kg/m) | 45 / 22.50 |
| Geometry Relating to Tractive Effort | |
| Driver Diameter (in / mm) | 72 / 1829 |
| Boiler Pressure (psi / kPa) | 140 / 970 |
| High Pressure Cylinders (dia x stroke) (in / mm) | 17" x 24" / 432x610 |
| Tractive Effort (lbs / kg) | 11,464 / 5199.99 |
| Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.75 |
| Heating Ability | |
| Tubes (number - dia) (in / mm) | 204 - 1.75" / 44 |
| Flues (number - dia) (in / mm) | |
| Flue/Tube length (ft / m) | 10.33 / 3.15 |
| Firebox Area (sq ft / m2) | 95 / 8.83 |
| Grate Area (sq ft / m2) | 17.70 / 1.64 |
| Evaporative Heating Surface (sq ft / m2) | 1063 / 98.76 |
| Superheating Surface (sq ft / m2) | |
| Combined Heating Surface (sq ft / m2) | 1063 / 98.76 |
| Evaporative Heating Surface/Cylinder Volume | 168.60 |
| Computations Relating to Power Output (More Information) | |
| Robert LeMassena's Power Computation | 2478 |
| Same as above plus superheater percentage | 2478 |
| Same as above but substitute firebox area for grate area | 13,300 |
| Power L1 | 4098 |
| Power MT | 331.62 |