Data from "Bogie Passenger Locomotive, Midland & South-Western Junction Railway," The Locomotive Magazine, Vol XI (15 September 1905), p. 159; "Four-coupled Express Engines, Midland & South-Western Junction Railway", LM, Volume XIX [19] (15 March 1913), p. 55; and "New Passenger Locomotives, Midland & South Junction Railway", Locomotive Magazine, Volume 21 (15 March 1915), pp. 51-52.
Dubs & Company had supplied earlier four-coupled bogies to the M & SWJR in 1900 (Locobase 10145). Two years later, the company joined with Sharp, Stewart and Neilson to form North British, the biggest commercial builder of locomotives in the British Empire. When this nonet was supplied three years later, it featured a larger boiler with Belpaire firebox, greater cylinder volume, larger grate, higher boiler pressure, and smaller drivers.
Thus the Junction railway saw a step up in its motive power over a "difficult" railway connecting Cheltenham and Southampton (100 miles, 161 km) on the English Channel. The line's "severe curves" and gradients as steep as 1 in 61 (1.64%), said the second LM report in 1913, that "a special type of locomotive work the trains with any appreciable success." Key features were relatively small drivers and a tight wheelbase. The engines ran over this road twice a day and the class leader (No 1) accumulated an impressive 321,740 miles (518,000 km) before undergoing a general repair.
Two years and seven months into World War One, a third LM report said that supporting military camps on Salisbury Plain had required the M&SWJ entire stud of locomotives to work "at top pressure almost continuously" and added "none has taken the curves and heavy inclines so well" as this class. The route under discussion began at Andoversford (near Cheltenham) and running about 61 miles (98 km) to the London & South Western's junction at Andover as well as a branch from Ludgershall to Tidworth Camp that offered 1 in 75 (1.33%) grades that extended "for miles".
All of the class was taken into the Great Western when it grouped its railways in 1922.
NB: The heating surface area data in the 1913 report was incorrectly reported. Data in the entry draws from the 1915 article.
Data from "The Locomotives of the Midland & South-Western Junction Railway," The Locomotive Magazine, Volume V [5] (May 1900), p. 70-72. Works number was 3076.
This railway linked the Midland and London & South Western Railways from Cheltenham to Andover Junction. It was itself the 1884 junction of the Swindon, Marlborough & Andover (begun in 1873) and the Swindon & Cheltenham Extension Railway (begun in 1881). It cannot be said to have been warmly received by the Great Western Railway, which charged such high trackage-rights fees that passengers were required to disembark from one train and travel by road 1 1/2 miles around the GWR metals.
This was an off-the-rack buy from Dubs and was the first on the M & SWJ with a separate tender and had the tallest drivers.
Principal Dimensions by Steve Llanso of Middle Run Media | ||
---|---|---|
Class | 1 | 9 |
Locobase ID | 10530 | 10145 |
Railroad | Midland & South-Western Junction (MSWJ) | Midland & South-Western Junction (MSWJ) |
Country | Great Britain | Great Britain |
Whyte | 4-4-0 | 4-4-0 |
Number in Class | 1 | |
Road Numbers | 1-8, 31 / 1119-1126, 1128 | 9 |
Gauge | Std | Std |
Number Built | 1 | |
Builder | North British | Dubs & Co |
Year | 1905 | 1893 |
Valve Gear | Stephenson | Stephenson |
Locomotive Length and Weight | ||
Driver Wheelbase (ft / m) | 8.50 / 2.59 | 8 / 2.44 |
Engine Wheelbase (ft / m) | 22.33 / 6.81 | 14.70 / 4.48 |
Ratio of driving wheelbase to overall engine wheelbase | 0.38 | 0.54 |
Overall Wheelbase (engine & tender) (ft / m) | 44.71 / 13.63 | 14.70 / 4.48 |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 35,616 / 16,155 | 32,704 / 14,834 |
Weight on Drivers (lbs / kg) | 67,536 / 30,634 | 56,168 / 25,477 |
Engine Weight (lbs / kg) | 103,264 / 46,840 | 86,492 / 39,232 |
Tender Loaded Weight (lbs / kg) | 80,146 / 36,354 | 67,760 / 30,735 |
Total Engine and Tender Weight (lbs / kg) | 183,410 / 83,194 | 154,252 / 69,967 |
Tender Water Capacity (gals / ML) | 3600 / 13.64 | 3000 / 11.36 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 5.50 / 5 | 4.40 / 4 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 56 / 28 | 47 / 23.50 |
Geometry Relating to Tractive Effort | ||
Driver Diameter (in / mm) | 69 / 1753 | 72 / 1829 |
Boiler Pressure (psi / kPa) | 160 / 1100 | 150 / 1030 |
High Pressure Cylinders (dia x stroke) (in / mm) | 18" x 26" / 457x660 | 17" x 24" / 432x610 |
Tractive Effort (lbs / kg) | 16,604 / 7531.46 | 12,283 / 5571.48 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.07 | 4.57 |
Heating Ability | ||
Tubes (number - dia) (in / mm) | 242 - 1.75" / 44 | 198 - 1.75" / 44 |
Flues (number - dia) (in / mm) | ||
Flue/Tube length (ft / m) | 11.33 / 3.45 | |
Firebox Area (sq ft / m2) | 120 / 11.15 | 105.66 / 9.82 |
Grate Area (sq ft / m2) | 20.40 / 1.90 | 16.62 / 1.54 |
Evaporative Heating Surface (sq ft / m2) | 1376 / 127.83 | 1051 / 97.68 |
Superheating Surface (sq ft / m2) | ||
Combined Heating Surface (sq ft / m2) | 1376 / 127.83 | 1051 / 97.68 |
Evaporative Heating Surface/Cylinder Volume | 179.69 | 166.69 |
Computations Relating to Power Output (More Information) | ||
Robert LeMassena's Power Computation | 3264 | 2493 |
Same as above plus superheater percentage | 3264 | 2493 |
Same as above but substitute firebox area for grate area | 19,200 | 15,849 |
Power L1 | 4748 | 4509 |
Power MT | 309.98 | 353.96 |