Data from "'Baltic' Type Tank Locomotive, London, Brighton & South Coast Railway," Locomotive Magazine, Volume 20 (15 June 1914), p. 144. See also "London, Brighton & South Coast Railway - Baltic' Type Tank Engine", Engineer, Volume 117 (15 May 1913),, p. 546; and Ahrons (1927).
When Colonel LB Billinton produced this quite large tank engine, he put the valve gear outside, but kept the 10" (254 mm) valves themselves inside the frames. He also used a Belpaire firebox with generous surface area. A water-sloshing problem was rectified by keeping the tank casings but using only the bottom 15 inches (381 mm) for water. Given that the locomotives operated between London and Brighton, a large water capacity wasn't as important as on many other routes.
Only two of the class were completed before World War I. Another five were built in 1921-1922; see Locobase 20061.
Data from "New 'Baltic' Type Tank Engine, London, Brighton & South Coast Railway," Railway Engineer, Volume 43, No 6 (June 1922), p. 232; and "New 4-6-4 Passenger Tank Locomotive, LB&SC Ry", Locomotive Magazine, Volume 28, No 354 (15 February 1922), pp. 27, 29.
Only the first two of a projected class of seven express-passenger Baltics were completed before World War I began (Locobase 2365). The LB&SC's Lawson Billinton modified the original boiler's layout by replacing the 127 2 1/4" tubes with 148 more slender 2" tubes and 10 2 1/4" tubes. He also extended the cylinders' strokes by two inches (50.8 mm) to increase available cylinder volume and hence raising starting tractive effort.
Brighton's Chief Mechanical Engineer retained the Belpaire firebox and the 10" (254 mm) piston valves placed inside the frame but actuated by outside constant-lead radial valve gear. LM's report commented that the latter feature was "worthy of attention" because it provided "a means for inexpensively converting engines with outside cylinders, but inside valve gear, to externally driven motion." This allowed the original cylinders and valves to be retained "whilst effectively freeing the interior from the complication of eccentrics, etc. [sic]".
The first was named for Stephenson at the request of the Stephenson Locomotive Society. The last of the quintet--Remembrance (333) -- bore a special plaque reading "In grateful remembrance of the 532 men of the LB & SC Rly who gave their lives for their country, 1914-1919."
The engines ran successfully for many years as the principal motive power of the "Southern Belle". According to [] (viewed 9 February 2005) "The class were designed for a London to Brighton timing of around 45/50 minutes which compares well with modern electric trains but probably with less [sic] stops."
According to Steamindex ([], visited 9 February 2005) which summarizes several contemporary articles: "...These locomotives became redundant when the Brighton line was electrified. In consequence, the class was rebuilt as 4-6-0 tender engines, and used on the Western Division." See Locobase 3185.
The Steamindex cites are:
The SOUTHERN Baltics converted. Rly Mag., 1935, 76, 61; 36. illus.,diagr. (s. & f. els.), tables.
SOUTHERN Railway : conversion of 4-6-4 type "Baltic" tank engines to 4-6-0 type engines. Loco. Rly Carr. Wagon Rev., 1934, 40, 365-6. illus. diagr. (s. & f. els.)
Principal Dimensions by Steve Llanso of Middle Run Media | ||
---|---|---|
Class | L/Charles McCrae | L/Remembrance |
Locobase ID | 2325 | 20061 |
Railroad | London, Brighton & South Coast | London, Brighton & South Coast |
Country | Great Britain | Great Britain |
Whyte | 4-6-4T | 4-6-4T |
Number in Class | 2 | 5 |
Road Numbers | L327-L328 | 329-333 |
Gauge | Std | Std |
Number Built | 2 | 5 |
Builder | Brighton | LB&SC |
Year | 1914 | 1922 |
Valve Gear | Walschaert | Walschaert |
Locomotive Length and Weight | ||
Driver Wheelbase (ft / m) | 14.75 / 4.50 | 14.75 / 4.50 |
Engine Wheelbase (ft / m) | 40 / 12.19 | 40 / 12.19 |
Ratio of driving wheelbase to overall engine wheelbase | 0.37 | 0.37 |
Overall Wheelbase (engine & tender) (ft / m) | 50.35 / 15.35 | |
Axle Loading (Maximum Weight per Axle) (lbs / kg) | ||
Weight on Drivers (lbs / kg) | 126,560 / 57,407 | 127,120 / 57,661 |
Engine Weight (lbs / kg) | 219,520 / 99,573 | 220,640 / 100,081 |
Tender Loaded Weight (lbs / kg) | ||
Total Engine and Tender Weight (lbs / kg) | ||
Tender Water Capacity (gals / ML) | 3250 / 12.31 | 3223 / 12.21 |
Tender Fuel Capacity (oil/coal) (gals/tons / Liters/MT) | 4 / 4 | |
Minimum weight of rail (calculated) (lb/yd / kg/m) | 70 / 35 | 71 / 35.50 |
Geometry Relating to Tractive Effort | ||
Driver Diameter (in / mm) | 81 / 2057 | 81 / 2057 |
Boiler Pressure (psi / kPa) | 170 / 1170 | 170 / 1170 |
High Pressure Cylinders (dia x stroke) (in / mm) | 22" x 26" / 559x660 | 22" x 28" / 559x711 |
Tractive Effort (lbs / kg) | 22,449 / 10182.71 | 24,176 / 10966.06 |
Factor of Adhesion (Weight on Drivers/Tractive Effort) | 5.64 | 5.26 |
Heating Ability | ||
Tubes (number - dia) (in / mm) | 123 - 2.25" / 57 | 142 - 2" / 51 |
Flues (number - dia) (in / mm) | 21 - 5.5" / 140 | 21 - 5.5" / 140 |
Flue/Tube length (ft / m) | 15.09 / 4.60 | 15.09 / 4.60 |
Firebox Area (sq ft / m2) | 152 / 14.12 | 152.08 / 14.13 |
Grate Area (sq ft / m2) | 26.70 / 2.48 | 26.68 / 2.48 |
Evaporative Heating Surface (sq ft / m2) | 1667 / 154.87 | 1817 / 168.80 |
Superheating Surface (sq ft / m2) | 383 / 35.58 | 383 / 35.58 |
Combined Heating Surface (sq ft / m2) | 2050 / 190.45 | 2200 / 204.38 |
Evaporative Heating Surface/Cylinder Volume | 145.73 | 147.49 |
Computations Relating to Power Output (More Information) | ||
Robert LeMassena's Power Computation | 4539 | 4536 |
Same as above plus superheater percentage | 5401 | 5307 |
Same as above but substitute firebox area for grate area | 30,750 | 30,249 |
Power L1 | 11,785 | 11,223 |
Power MT | 615.87 | 583.92 |