Data from Richard Marsden, "The Thompson B1 4-6-0 "Antelope" Class" on his LNER website at [] (visited July 2002), last accessed at [
] on 2 February 2021. and LNER Type B1 diagram, See also the B1 Locomotive Trust homepage at [
], last accessed 2 February 2021.
Designed by Edward Thompson and built by several companies including LNER's Darlington and Gorton works, North British Locomotive, and Vulcan Foundry. Only ten were completed during World War II, but their performance was satisfactory enough to trigger serial production at up to 15 per month when the war ended, a pace that continued until 1952 when the 410th was delivered. Very few British steam locomotive designs were built in such numbers. Marsden comments that the first batch were named after species of antelopes and that the whole class had the nickname of "Bongoes".
The photograph on Richard Drew's website ([]) shows a straight-boilered (domeless) design that John Firth ([
] no longer active) says was a good boiler when properly fired. A later British Railway diagram shows double-paned cab side windows and a very small dome over the middle axle.
The diagram also shows the uneven spacing of the driving axles (7' 3"/2.21 m first to second, 9'/2.74 m) second to third) and notes the relatively generous piston valve diameter of 10" (254 mm). This allowed the firebox to fit between the drivers but over the frame.
[] (visited 2 May 2005) repeats Richard HN Hardy's view, as published in Steam World (1992, Vol 59, p 6), "that the B1 could match the LMS class 5 'any day of the week' and 'were lighter on coal and fast and free for steam'. Futhermore, the injectors were infinitely better. Both classes were tough, but Hardy considered that the class 5 was more rugged.
In the early years B1s ran primarily in the North of England and in Scotland. Later on, B1 assignments included the daily Grimsby-Kings Cross round trip (350 miles). Time in service ranged from 10 years 8 months to 22 years 9 months.
61264 served as a stationary boiler for a few years after its retirement from service, being consigned to the renowned Barry scrapyard. Like many other engines stored in that facility , 61264 evaded the torch long enough to be preserved. Its buyers trucked the B1 to the Great Central Heritage Railway at Loughborough in July 1976. Over the next 21 years, its owners would spend 230,000 pounds to restore the 61264 to service. The original boiler and firebox proved irreperable and Pridham Engineering received a contract to build a new set and the boiler was finally installed in 1995.
After compiling 80,000 miles in heritage railway service, the 61264 underwent a 10 year overhaul costing 450,000 pounds. The Thompson B1 Trust's account notes the extensive work found to be required: "the boiler was comprehensively rebuilt, with most major components being renewed or replaced. The work undertaken, at a cost of nearly ú450k, included an entirely new inner firebox, smokebox, smokebox door, tubes, tubeplates (front and back), stays, outer firebox sides, ashpan, throatplate, and one third of the firebox outer backplate."
In 2021, then-owner B1 Locomotive Trust had tested much of the running gear and repaired or replaced suspect components.
Data from Bryan Attewell ([] Steam locomotive simulator (April 2000 edition), Nigel Gresley rebuilt of the GER's Class S69. Confirmed with additional data from Richard Marsden's [
] (15 February 2004) and the Wandering 1500 website dedicated to the last B12 in service. [
] (accessed 4 March 2006)
Marsden explains that the rebuilds included substituting a round-topped firebox for the original design, enlarging the boiler, and fitting long-travel, 10"-diameter Stephenson piston valves. The extended modification program, which lasted from 1932 to 1944, proved of enduring value. Although the first B12/3 was retired in 1947, the last -- 61572 -- made its final run in September 1961.
Data from Bryan Attewell ([] Steam locomotive simulator (April 2000 edition) and from Richard Marsden's LNER Encyclopedia ([
], last accessed 26 December 2009).
These were North Eastern S3s that had already been rebuilt by Gresley as B16/2s. Edward Thompson (1944-1949) rebuilt 17 locomotives that drove all three cylinders with Walschaerts valve gear.
Data from Richard Marsden's LNER Encyclopedia -- [] (January 2004). Additional information from Richard Green, on his web page [
] (visited 18 April 2003); Mike Parkes' [
], also accessed 18 April 2003; and "Sunday Streamline #56: Go East" on the dieselpunks.org website at [
], last accessed 11 July 2019. For news about the Helmincham Hall, a new locomotive built to the B17 design, see the home page of the B17 Trust at b17steamloco.com, last accessed 11 July 2019.
Designed by Nigel Gresley but also built by North British and Robert Stephenson & Company, these express Ten-wheelers used the conjugated swing lever to operate the inside valve from the outside Walschaerts motion. Piston valves measuring 8" (203 mm) supplied steam. Wartime traffic demands and fewer resources available for proper maintenance led to resetting boiler pressure to 180 lb (12.4 bar).
After World War II ended, 55 of the class were fitted with Thompson's Diagram 100A boiler, which was set to 225 psi (15.5 bar), raised TE to 28,553 lb (12,951 kg or 127 kN). Grate area increased slightly to 27.9 sq ft (2.59 sq m). So modified, these engines were designated B17/6.
LNER 2859 and 2870--originally named Norwich City and Manchester City, respectively--were soon renamed East Anglian and City of London when they were fitted with a streamline casing similar to that of the A4 Pacifics (Locobase 1066).
As Marsden notes: "This streamlining was for show only, and served no practical purpose at typical B17 speeds. Also, the streamlining actually fitted over the existing boiler cloth plates, so avoiding damage to the lagging around the barrel. The streamlined appearance was enhanced by fitting side sheets to the tenders. Also, as with the A4s, chime whistles were fitted. Both the valences and chime whistles were removed during World War 2, and the streamline cladding itself was removed in April 1951."
Later rebuilds with new 100A boilers (57) were class B17/6, and 10 more were rebuilt by Edward Thompson as B2.
Richard Green explains that the original goal of a light axle loading led to a lightly built locomotive that developed frame cracks and suffered from springing problems. Fixing those deficiencies and accounting for variations in the kind of braking systems led to the creation of several subclasses. Green's table:
B17/1 2800-2809 1928
North British Locomotive Co.
B17/2 2810-2842 1930, 1931, 1933
B17/3 2843-2847 1935
B17/4 2848-2861 1936
LNER works Darlington
B17/4 2862-2872 1937
Robert Stephenson & Co.
Parkes noted that the first three classes had the smallish GER tender while B17/4 used a 5,040-US gal (4,200-Imp gal) standard tender.
B17/4s were nicknamed "The Footballers", and named after football (for US Locobasers, "soccer") clubs located in LNER's bailiwick. Green describes the lengths to which the identification went: "The nameplates carried the football clubs name with the splasher painted in the club colours, either side of a cast brass football."
Peter Stevens responded to an inquiry on [] in a reply dated 28 Jan 2000. In it he explains that not all B17/4s were named for football clubs Moreover, he adds, "It appears that replica nameplates were made for football clubs that were never carried by any member of the B17/4 class. I believe that Norwich once had or still have such a plate on display at their ground, Carrow Road."
The first three withdrawals of B17s occurred in 1952-1953. The others began leaving 1958 and the last was gone in 1960.
Principal Dimensions by Steve Llanso of Middle Run Media | ||||
---|---|---|---|---|
Class | B1 | B12/3 | B16/3 | B17 Sandringham |
Locobase ID | 2377 | 3766 | 5201 | 2509 |
Railroad | LNER | LNER | LNER | LNER |
Country | Great Britain | Great Britain | Great Britain | Great Britain |
Whyte | 4-6-0 | 4-6-0 | 4-6-0 | 4-6-0 |
Number in Class | 410 | 52 | 17 | 72 |
Road Numbers | 2801-2872 | |||
Gauge | Std | Std | Std | Std |
Number Built | 410 | 72 | ||
Builder | LNER | Darlington | several | |
Year | 1942 | 1932 | 1944 | 1928 |
Valve Gear | Walschaert | Walschaert | Walschaert | Walschaert |
Locomotive Length and Weight | ||||
Driver Wheelbase (ft / m) | 16.25 / 4.95 | 14 / 4.27 | 13.50 / 4.11 | 16.25 / 4.95 |
Engine Wheelbase (ft / m) | 28 / 8.53 | 24.25 / 7.39 | 27.66 / 8.43 | 27.75 / 8.46 |
Ratio of driving wheelbase to overall engine wheelbase | 0.58 | 0.58 | 0.49 | 0.59 |
Overall Wheelbase (engine & tender) (ft / m) | 51.20 / 15.61 | 49.25 / 15.01 | ||
Axle Loading (Maximum Weight per Axle) (lbs / kg) | 39,760 / 18,035 | 38,080 / 17,273 | 40,320 / 18,289 | |
Weight on Drivers (lbs / kg) | 117,600 / 53,343 | 105,504 / 47,856 | 132,160 / 59,947 | 121,760 / 55,229 |
Engine Weight (lbs / kg) | 159,600 / 72,393 | 155,680 / 70,615 | 173,070 / 78,503 | |
Tender Loaded Weight (lbs / kg) | 116,480 / 52,835 | 88,032 / 39,931 | 104,384 / 47,348 | |
Total Engine and Tender Weight (lbs / kg) | 276,080 / 125,228 | 243,712 / 110,546 | 104,384 / 47,348 | |
Tender Water Capacity (gals / ML) | 5040 / 19.09 | 3670 / 13.90 | 4125 / 15.63 | 4200 / 15.91 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 8.25 / 7.50 | 4.50 / 4 | 6.20 / 6 | 7.50 / 7 |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 65 / 32.50 | 59 / 29.50 | 73 / 36.50 | 68 / 34 |
Geometry Relating to Tractive Effort | ||||
Driver Diameter (in / mm) | 74 / 1880 | 78 / 1981 | 68 / 1727 | 80 / 2032 |
Boiler Pressure (psi / kPa) | 225 / 1550 | 180 / 1240 | 180 / 1240 | 220 / 1240 |
High Pressure Cylinders (dia x stroke) (in / mm) | 20" x 26" / 508x660 | 20" x 28" / 508x711 | 18.5" x 26" / 470x660 (3) | 17.5" x 26" / 445x660 (3) |
Tractive Effort (lbs / kg) | 26,878 / 12191.67 | 21,969 / 9964.98 | 30,032 / 13622.30 | 27,919 / 12663.86 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 4.38 | 4.80 | 4.40 | 4.36 |
Heating Ability | ||||
Tubes (number - dia) (in / mm) | 141 - 2" / 51 | 143 - 2" / 51 | 109 - 2" / 51 | 191 - 1.75" / 44 |
Flues (number - dia) (in / mm) | 24 - 5.25" / 133 | 24 - 5.25" / 133 | 24 - 5.25" / 133 | 24 - 5.25" / 133 |
Flue/Tube length (ft / m) | 14 / 4.27 | 13.09 / 3.99 | 16.75 / 5.11 | 14 / 4.27 |
Firebox Area (sq ft / m2) | 168 / 15.61 | 154 / 14.31 | 166 / 15.43 | 168 / 15.61 |
Grate Area (sq ft / m2) | 27.90 / 2.59 | 31 / 2.88 | 27 / 2.51 | 27.40 / 2.55 |
Evaporative Heating Surface (sq ft / m2) | 1661 / 154.31 | 1559 / 144.89 | 1838 / 170.82 | 1675 / 155.67 |
Superheating Surface (sq ft / m2) | 344 / 31.96 | 315 / 29.28 | 437 / 40.61 | 344 / 31.97 |
Combined Heating Surface (sq ft / m2) | 2005 / 186.27 | 1874 / 174.17 | 2275 / 211.43 | 2019 / 187.64 |
Evaporative Heating Surface/Cylinder Volume | 175.70 | 153.13 | 151.48 | 154.28 |
Computations Relating to Power Output (More Information) | ||||
Robert LeMassena's Power Computation | 6278 | 5580 | 4860 | 6028 |
Same as above plus superheater percentage | 7345 | 6529 | 5783 | 7053 |
Same as above but substitute firebox area for grate area | 44,226 | 32,432 | 35,557 | 43,243 |
Power L1 | 16,429 | 11,869 | 11,098 | 15,159 |
Power MT | 923.97 | 744.05 | 555.39 | 823.42 |