The LNER Encyclopedia

This post appeared elsewhere and got me wondering.

In the year 1932 the locomotive building programme by the L.N.E.R was announced for that year.
It said that there would be 42 Tender and 12 Tank engines, all to be built in the company"s shops.
There would be five more high pressure "Pacifics" for use in Scotland, six more "Sandringhams" for working East Anglia and Ten 2-8-2T engines of an entirely new design for hauling heavy mineral trains in the Nottingham area. There were also to be built two booster equipped 0-8-4-T engines for working the new down hump marshalling sidings now under construction at Whitemoor.
It would be interesting to know exactly what those loco's were and what became of them.

I recommend getting a copy of the Railway Observers for 1932 and as far forward as you wish to study.
They are now available as searchable PDFs on CD from the RCTS website (http://www.rcts.org.uk)
I have found them to be an invaluable historical research tool.

Brian

The 2 new booster fitted 0-8-4 tanks were certainly built. They were classified S1/3 and worked initially at Wath yard rather than at Whitemoor near March. All 6 engines of the S1 class lasted until the mid-1950s.

According to my database, drawn mainly on the Longworth book (BR Steam Locos 1948-68), 34 locos were delivered to the LNER in 1932 - 10 D49s from Darlington, 8 O2s from Doncaster, 14 J39s from Darlington and the 2 S1s from Gorton. No Pacifics!

There were no Pacifics in 1933, either, but Doncaster delivered 8 A3s (35-42 in 1947 nos) and P2s 2001/2 (later 501/2 as Pacifics) in 1934 - the first new Pacifics since 1930.

Interesting about those 2-8-2Ts.

Kudu

kudu wrote:Interesting about those 2-8-2Ts.

Kudu

Pretty sure there is a drawing of them in 'Nigel Gresley, locomotive engineer' by FAS Brown. Always a bit wary myself of tank engines working heavy unfitted trains, not sure about the brakepower.

hq1hitchin wrote:

kudu wrote:Interesting about those 2-8-2Ts.

Kudu

Pretty sure there is a drawing of them in 'Nigel Gresley, locomotive engineer' by FAS Brown. Always a bit wary myself of tank engines working heavy unfitted trains, not sure about the brakepower.

Surely it depends on what they were going to be used for.

The 2-8-0Ts and 2-8-2Ts built by the Great Western and mainly used in the Welsh Valleys were very successful locos for short-haul freights. Perhaps Gresley had these types of duties in mind.

Pyewipe Junction wrote:

hq1hitchin wrote:The 2-8-0Ts and 2-8-2Ts built by the Great Western and mainly used in the Welsh Valleys were very successful locos for short-haul freights. Perhaps Gresley had these types of duties in mind.

The 2-8-2T were to be replacements for the R1s that were withdrawn about this time. There are six design drawings of these locos in RTCS Vol 10A

Pyewipe Junction wrote:

hq1hitchin wrote:

kudu wrote:Interesting about those 2-8-2Ts.

Kudu

Pretty sure there is a drawing of them in 'Nigel Gresley, locomotive engineer' by FAS Brown. Always a bit wary myself of tank engines working heavy unfitted trains, not sure about the brakepower.

Surely it depends on what they were going to be used for.

The 2-8-0Ts and 2-8-2Ts built by the Great Western and mainly used in the Welsh Valleys were very successful locos for short-haul freights. Perhaps Gresley had these types of duties in mind.

Maybe so, but the tests with the Thompson L1 9000 in late 1945 - admittedly a six coupled engine - on heavy loose coupled trains produced some hairy moments on the GC section and it was deemed that, whilst the haulage capacity was satisfactory the braking power on severe falling gradients was inadequate. As someone on the recieving end in diesel days (train of 21t hoppers trying to push a Class 31 along when we really needed to stop), I would have thought that tender engines were generally a better bet. Whether a Gresley eight coupled tankie would have had that brake power, who can say?

I have no argument with what you are saying - I believe the Robinson 2-6-4Ts had the same problem.

However, we must assume that Gresley had some plan in mind when preparing this design and short-haul freights from collieries to marshalling yards is all I can think of. Bear in mind they would also require frequent replenishment of water, so that tends to rule out long-distance work, ie Mansfield CS to Immingham.

If you care to have a look here

loco-workbench-b2-p1-w1-a3-o2-3-p10-p2- ... 3s165.html

and the preceding 4 or 5 pages you'll find a model of the mythical 2-8-2T, which was destined to be class P10, and initially to be used as replacement for the R1 tanks on Notts to Peterboro' / March coal. The information as Bill says is all there in RCTS part 10A. I'm thinking of selling the model soon.