E L Ahrons, The British Railway Locomotive, 1825-1925 (London: Locomotive Publishing Company, 1926); and "No 978 Express Locomotive Engines, Lancashire and Yorkshire Railway", Locomotive Magazine, Volume XXII [22] (15 February 1916), p. 20. Works numbers were 2872-2901 in 1888-1889.
Designed by Sir John Aspinall with swing-link as opposed to the earlier Adams sliding bogie. ee Locobase 2252 for a sub-variant with 75" (1,905 mm) drivers
LM's report commented on the apparent similarities of these engines with the earlier class shown in Locobase 9138. Cylinder volume increased slightly, but it was in boiler capacity that the new engines shone. Not only was there more heating surface area, but the boiler was pressed 20 psi (). Firebox and grate both rode above the driving axles, allowing them to be wider and of greater area.
See Ahrons (1927) for data, supplemented by A T Taylor, Modern British Locomotives (London: E & FN Spon, Ltd, 1907), p. 7. See also O S Nock, Railways in the Years of Pre-Eminence (New York: MacMillan, 1971), plate 89.
These appear to be the 1888-design Eight-wheelers shown in Locobase 2241, but standing on taller drivers. The slightly shorter wheelbase is a puzzle. Both were Aspinall designs.
In 1908, George Hughes fitted superheaters in the boilers in six engines, which placed them in a separate Class 4. It's not clear if all of the six engines also received cylinders bored out to 20 inches (518 mm), but all had larger boilers. OS Nock thought the redesign of cylinders and valve gear still more important, as the effort "gave an extremely free flow of steam, and produced an exceedingly fast-running engine." The class was refitted with Joy valve gear in 1912. Placed at the head of light business expresses between Manchester and Liverpool, a Class 4 would hit 85 mph (137 km/h) on the most favorable stretches and cover the 37 miles (60 km) between the two cities in 40 minutes.
The entire class was redesignated and renumbered when the L&Y was taken into the LMS at Grouping. The 34 saturated-boiler 3s were renumbered 10150-10183 while the Class 4s were numbered 10190-10195.
Retirements came relatively quickly in 1925 and all were withdrawn by 1930.
Data from Mr Edward Woods, Address to the Institution of Civil Engineers 9 November 1886 (London: ICE, 1886), p. 6 and steamindex ([]). Sharp, Stewart works numbers were 2910-2917 in 1880 and 2992-2999 and 3001-3008 in 1881. Neilson's 20 engines in 1883 had works numbers 2877-2896 and these were immediately by 10 more (works 2897-2906) that had Joy valve gear. Kitson & Company contributed 20 in 1885 (works nubmers 2851-2871), and Vulcan Foundry's 35 came in two batches: works numbers 1140-1159 in 1886, 1182-1197 in 1887. This last batch had a slightly longer coupled wheelbase of 8 ft 11 in.
Like the Class 25 0-6-0s, Steamindex tells us these were designed by Barton Wright as part of his program to reduce the inefficent duplication of L&Y locomotive stock by building dozens of each type. The research site refers to Marshall (Marshall, John. Lancashire & Yorkshire Railway. Newton Abbot: David & Charles. 1969-72. 3v.). The summary of the plan:
"These light, but moderately powerful 4-4-0s with 6ft driving wheels may reflect Barton Wright's association with India. The initial batch was supplied by Sharp Stewart. By implication from the other "Barton Wright designs" these may have been developed by Sharp Stewart. Construction continued under Aspinall. Timmis coil springs were used on all the axles including the bogie, was of the swivel link type (unusual at that time).
Some of a batch manufactured by Neilson were fitted with Joy valve gear.
Vulcan Foundry built the last batch. Most were withdrawn before WW1, but two became LMS 10100 and 10101 and survived until November 1930. Further of a slightly modified version were built after Aspinall took control. "
Principal Dimensions by Steve Llanso of Middle Run Media | |||
---|---|---|---|
Class | 2 | 3 (1093) | unknown |
Locobase ID | 2241 | 2252 | 9138 |
Railroad | Lancashire & Yorkshire | Lancashire & Yorkshire | Lancashire & Yorkshire |
Country | Great Britain | Great Britain | Great Britain |
Whyte | 4-4-0 | 4-4-0 | 4-4-0 |
Number in Class | 30 | 40 | 110 |
Road Numbers | 978-1007 | 1093-1112, 1220-1229, 318, 338-339, 368, 429-430+ | |
Gauge | Std | Std | Std |
Number Built | 30 | 40 | 110 |
Builder | Beyer, Peacock | Horwich | several |
Year | 1888 | 1891 | 1880 |
Valve Gear | Joy | Joy | Stephenson |
Locomotive Length and Weight | |||
Driver Wheelbase (ft / m) | 8.92 / 2.72 | 8.58 / 2.62 | 8.58 / 2.62 |
Engine Wheelbase (ft / m) | 24.62 / 6.68 | 21.50 / 6.55 | 20.79 / 6.34 |
Ratio of driving wheelbase to overall engine wheelbase | 0.36 | 0.40 | 0.41 |
Overall Wheelbase (engine & tender) (ft / m) | 41.15 / 12.54 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 33,600 / 15,241 | 36,960 / 16,765 | 32,816 / 14,885 |
Weight on Drivers (lbs / kg) | 66,080 / 29,973 | 69,440 / 31,497 | 64,960 / 29,465 |
Engine Weight (lbs / kg) | 96,992 / 43,995 | 100,352 / 45,519 | 95,200 / 43,182 |
Tender Loaded Weight (lbs / kg) | 61,488 / 27,891 | 58,520 / 26,544 | 60,704 / 27,535 |
Total Engine and Tender Weight (lbs / kg) | 158,480 / 71,886 | 158,872 / 72,063 | 155,904 / 70,717 |
Tender Water Capacity (gals / ML) | 2400 / 9.09 | 2160 / 8.18 | 2400 / 9.09 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 3.30 | 3.30 / 3 | 3.30 / 3 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 55 / 27.50 | 58 / 29 | 54 / 27 |
Geometry Relating to Tractive Effort | |||
Driver Diameter (in / mm) | 72 / 1829 | 87 / 2210 | 72 / 1829 |
Boiler Pressure (psi / kPa) | 160 / 1100 | 160 / 1100 | 140 / 970 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 26" / 457x660 | 18" x 26" / 457x660 | 17.5" x 26" / 445x660 |
Tractive Effort (lbs / kg) | 15,912 / 7217.57 | 13,169 / 5973.37 | 13,160 / 5969.28 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.15 | 5.27 | 4.94 |
Heating Ability | |||
Tubes (number - dia) (in / mm) | 220 - 1.75" / 44 | 220 - 1.75" / 44 | 192 - 1.75" / 44 |
Flues (number - dia) (in / mm) | |||
Flue/Tube length (ft / m) | 10.74 / 3.20 | 11 / 3.35 | 10.75 / 3.28 |
Firebox Area (sq ft / m2) | 107.68 / 10.01 | 107.68 / 10 | 90.50 / 8.41 |
Grate Area (sq ft / m2) | 18.75 / 1.74 | 18.75 / 1.74 | 19.25 / 1.79 |
Evaporative Heating Surface (sq ft / m2) | 1229 / 114.22 | 1216 / 112.97 | 1029 / 95.63 |
Superheating Surface (sq ft / m2) | |||
Combined Heating Surface (sq ft / m2) | 1229 / 114.22 | 1216 / 112.97 | 1029 / 95.63 |
Evaporative Heating Surface/Cylinder Volume | 160.49 | 158.80 | 142.16 |
Computations Relating to Power Output (More Information) | |||
Robert LeMassena's Power Computation | 3000 | 3000 | 2695 |
Same as above plus superheater percentage | 3000 | 3000 | 2695 |
Same as above but substitute firebox area for grate area | 17,229 | 17,229 | 12,670 |
Power L1 | 4431 | 5315 | 3439 |
Power MT | 295.66 | 337.49 | 233.43 |