Data from Ahrons (1927) and W. Parker, "New 4-4-4 Type Locomotive for the Metropolitan Railway, London, England ", Railway and Locomotive Engineering, Volume 34, No 1 (January 1921), p. 15. See also "4-4-4 Passenger Tanks Locomotive, Metropolitan Railway", Locomotive Magazine, Volume XXVI [26], No 336 (14 August 1920), p. 167; and No 339 (15 November 1920), pp. 237-238.
Suburban, double-ended tank engine by C. Jones. Ahrons shows 268 sq ft for the superheater, Marsden 164 sq ft..
Richard Marsden -- [] (22 February 2004) - says these were designed in response to a problem with the longer-wheelbase M2 0-6-4T class binding on the tight Metropolitan curves. They retained the Belpaire firebox of the 0-6-4T, but went outside with Walschaets motion.
After the Metropolitan began converting to electric operation, this small class was moved to other lines that were taken into the LNER in 1937. Commenting on their reception when they were moved out of London to the Nottingham area in 1941, Marsden says: "They were never popular in the Nottingham area, and developed a reputation for being poor steamers."
Richard HN Hardy (see Locobase 2314 for a discussion of this photographer and his extensive collection of LNER images; see [], accessed 8 May 2006) dissents from this adverse verdict: "Good free running engines, given to slipping when starting out of Richmansworth." As often was the case, the locomotive's later reputation was formed by the degree to which those who drove them could "learn" the engine: "They were transferred to Colwick in 1940 where they were very unpopular but in decent condition and good Welsh coal, they would go to Aylesbury on one firing, no smoke and plenty of steam."
World War II appears to have delayed their retirement, but the last one was gone by 1947.
Principal Dimensions by Steve Llanso of Middle Run Media | |
---|---|
Class | H / H2 |
Locobase ID | 2353 |
Railroad | Metropolitan |
Country | Great Britain |
Whyte | 4-4-4T |
Number in Class | 8 |
Road Numbers | |
Gauge | Std |
Number Built | 8 |
Builder | Kerr, Stuart & Co |
Year | 1920 |
Valve Gear | Walschaert |
Locomotive Length and Weight | |
Driver Wheelbase (ft / m) | 7.75 / 2.36 |
Engine Wheelbase (ft / m) | 33.50 / 10.21 |
Ratio of driving wheelbase to overall engine wheelbase | 0.23 |
Overall Wheelbase (engine & tender) (ft / m) | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | |
Weight on Drivers (lbs / kg) | 87,360 / 39,626 |
Engine Weight (lbs / kg) | 172,480 / 78,236 |
Tender Loaded Weight (lbs / kg) | |
Total Engine and Tender Weight (lbs / kg) | |
Tender Water Capacity (gals / ML) | 2400 / 9.09 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 5.40 / 5 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 73 / 36.50 |
Geometry Relating to Tractive Effort | |
Driver Diameter (in / mm) | 69 / 1753 |
Boiler Pressure (psi / kPa) | 160 / 1100 |
High Pressure Cylinders (dia x stroke) (in / mm) | 19" x 26" / 483x660 |
Tractive Effort (lbs / kg) | 18,500 / 8391.47 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.72 |
Heating Ability | |
Tubes (number - dia) (in / mm) | 147 - 1.75" / 44 |
Flues (number - dia) (in / mm) | 18 - 5.25" / 133 |
Flue/Tube length (ft / m) | |
Firebox Area (sq ft / m2) | 132 / 12.27 |
Grate Area (sq ft / m2) | 21.40 / 1.99 |
Evaporative Heating Surface (sq ft / m2) | 1157 / 107.53 |
Superheating Surface (sq ft / m2) | 268 / 24.91 |
Combined Heating Surface (sq ft / m2) | 1425 / 132.44 |
Evaporative Heating Surface/Cylinder Volume | 135.61 |
Computations Relating to Power Output (More Information) | |
Robert LeMassena's Power Computation | 3424 |
Same as above plus superheater percentage | 4075 |
Same as above but substitute firebox area for grate area | 25,133 |
Power L1 | 9120 |
Power MT | 460.31 |