Minor Characters

Minor Characters are characters who make minor cameos or just have 1 or 2 lines. NWR Visiting Engines also fall under this

## Purpose:

They appear in the series as Background characters! They will often service Goods or Passengers!

### Do they often speak?

Yes they will sometimes speak if need be! Some will some small lines and some will have more than one lines!

# Characters:

## Extra:

### Affiliation:

* NWR
* LNER

### Siblings:

* Gordon
* Flying Scotsman

## Biological Extra:

### Bio:

Diamond Jubilee (also known as Merida) was an LNER A3!

### Technical Details:

Merida was based on the LNER's A1/A3 Class of 4-6-2 Pacific's. Designed by Sir Nigel Gresley for express passenger work on the Great Northern Railway (a predecessor to the LNER prior to the Big 4 Grouping of 1923), and were based off of the Pennsylvania Railroad's K4 Class of 4-6-2 Pacific's (Though they lacked the Belpaire Firebox, instead having a more traditional round top one). A total of 79 locomotives (52 A1's and 27 A3's) were constructed, with the majority constructed at the LNER's works in Doncaster, though 20 of them were built at the North British Locomotive Co. in Glasgow, Scotland. Almost all of the A1's were rebuilt to A3 Specifications between 1928 and 1949. The Class lasted until 1966, when the last member, 60052, "Prince Palatine" was withdrawn by BR. Only one LNER Pacific survived into preservation, #4472, "Flying Scotsman", who was the very first to officially travel 100 MPH.

## Extra:

### Siblings:

* Thomas
* Timothy the Ghost Engine

## Biological Extra:

### Technical Details:

Mark was based on the London, Brighton, and South Coast Railway (LB&SCR) E2 of 0-6-0 Tank Engines. They were the first locomotives designed by Lawson B. Billington, originally intended to replace the elderly E1 Class Tank Engines (Who were designed by his predecessor, William Stroudley) on light goods/freight work. 10 locomotives were built between 1913-1916 at the LBSCR's Brighton Works, Numbered 100-109. The E2's were built in 2 batches. The first batch, consisting of locomotives 100-104, had an inadequate water supply, so the second batch of E2's, consisting of locomotives 105-109, were built with extended side tanks to compensate. Unfortunately, the E2's suffered from several problems, which included (but not limited to), mediocre brakes, and offset counterbalancing, and a few other issues. One of the most notable issues was the small size of the coal bunker, which meant that the locomotive couldn't pull trains at anything faster than walking pace. Most of them were used for heavier shunting and light goods work.

When the LBSCR became part of the Southern Railway (UK), following the Big Four Grouping of 1923, the E2's numbers were increased by 2000, with the locomotives now bearing the numbers 2100-2109. This numbering scheme would remain until the the creation of British Railways in 1948, when the numbers of all former Southern Machines were increased by 30,000, with the final numbering for the E2's being 32100-32109, remaining that way until Withdrawal by BR. In the Mid-1950's, the class was used at Southampton Docks, alongside the USATC S-100 Class Tank Engines (Rosie's Basis), but the E2's longer, 16 foot wheelbase restricted them from making some of the tighter curves in the docks. The Class was withdrawn between 1961-1963, and sadly, none survived into preservation.

Thomas and Timothy the Ghost Engine are also based off this basis

## Engine History:

### Number:

* GWR 4504
* GWR 2165 (Former Number)

## Biological Extra:

### Technical Details:

They were designed as small mixed traffic locomotives, mainly used on branch lines. The design was based on the earlier 4400 Class, but with larger driving wheels and altered wheel spacing. This gave them extra speed — capable of 60 mph (97 km/h) in service. A total of 75 were built; 55 were built in four batches between 1906 and 1915 and a fifth batch of 20 locos was built in 1924, during Collett's tenure at Swindon. The first two batches were originally numbered 2161–2190 but were renumbered 4500–4529 during 1912. The first batch (2161–2180) is significant in that it was the last batch of locos built at Stafford Road Works, Wolverhampton. Of this batch 2168 (as 4507) was the last Wolverhampton-built loco to remain in service with BR, not being withdrawn until 1963. The final two batches built were nos. 4530-4554 in 1913-15 and nos. 4555-4574 in 1924.

The 4575 Class was a later development with larger side tanks.

The Rhondda and Swansea Bay Railway (R&SBR) had been worked by the GWR since 1 July 1906, although it was not absorbed until 1 January 1922. In April 1907, the GWR sent three new locomotives of the first batch, nos. 2165–7, to the R&SBR; these were given R&SBR numbers 31–33. The Port Talbot Railway (PTR) was absorbed by the GWR in 1 January 1908, but its locomotive fleet remained separate until 1 January 1922. In March 1909, R&SBR nos. 31 and 32 were transferred to the PTR, regaining their GWR numbers 2165 and 2166. These two were returned to the GWR in 1912, being renumbered 4504 and 4505 in December that year. No. 33 was not returned until January 1914, when it was renumbered 4506.

## Reginald

* II
* I

## Biological Extra:

### Technical Details:

At the time of their introduction, the "Claud Hamilton" 4-4-0s were becoming outclassed on the heaviest express. Although an enlarged 4-4-0 design was mooted, it was realised that any such design would have too high an axle load for the tracks of the Great Eastern Railway, which had a relatively low restriction. Another design constraint was the short turntables used at the time. This meant that a 4-6-0 design was decided upon, although the design was relatively short compared to similar designs introduced at the same time.

Seventy were still in service at the 1923 grouping, the LNER adding 7000 to the numbers of nearly all the ex-Great Eastern locomotives, including the Class S69 locomotives. A further ten were ordered in 1928 to ease a power shortage caused by the stalled development on a new class of 4-6-0 locomotives, and the cancellation of the planned suburban 2-6-4T tank locomotive due to the adverse press publicity caused by the Sevenoaks derailment.

All the B12 locomotives were fitted with vacuum ejectors between 1924 and 1929 (the 1928 batch had them from new). Fifty-five locomotives were fitted with ACFI feedwater heaters between 1927 and 1934, but these were removed between 1934 and 1942. The first substantive change was the fitting of Lenz poppet valves to the 1928 batch (from new), and six of the ex-GE locomotives (8516/19/25/32/33/40). These locomotives were then classified as class **B12/2**. The poppet valves were not a great success and they all reverted to or were converted to piston valve engines between 1931 and 1934.

As newer power became available, the locomotives’ low axleload made them ideal candidates for transfers elsewhere. consequently, between 1931 and 1942, twenty-five locomotives were transferred to Scotland for use on the former Great North of Scotland Railway lines.

Starting in 1932, a programme began of rebuilding the B12 locomotives with larger diameter boilers. The Diagram 99A boilers utilised were 5-foot-6-inch (1,676 mm) diameter, compared with the 5-foot-1+1⁄8-inch (1,553 mm) diameter originals. These rebuilt locomotives were classified as class **B12/3**, and as they had a higher axleload, none of the Scottish-allocated locomotives were included. The last to be rebuilt was 8549 in 1944, leaving 8534 as the last English B12/1; but it was withdrawn the following year without being rebuilt.

As the Scottish locomotives also required new boilers, a new design was started in 1941, based on the old design but with a round-topped firebox and other detail changes. Thirty of these Diagram 25A boilers were manufactured at Doncaster and Stratford between 1942 and 1946. Nine were sent to Inverurie Works for fitting to B12 locomotives, the remainder went to Stratford for fitting to class J20 locomotives. The B12 locomotives fitted with the Diagram 25A boiler (1500/04/05/07/08/11/24/26) were classified as class **B12/4**.

In the 1942 LNER renumbering scheme, the class was allocated the range **7415–7494**, but only eleven (7426/37/49/67/70/72/76/79/82/88/91) were renumbered before the scheme was abandoned due to the war. In the 1946 scheme, the class was allocated the **1500–1580** block, with gaps for the two withdrawn locomotives.

At nationalisation in 1948, seventy-two locomotives passed to British Railways, who renumbered them **61500–61580**. Withdrawals continued, and all were gone by the end of 1961. One engine, LNER No. 8572, has been preserved.

### Trivia:

* His model will use 98462's Green Alfred look
* He and 98462 are twins!

## Arsenal

* II
* I

## Biological Extra:

### Place of Death:

Sodor

Arsenal was the last victim of the Steam Slicer in 1925

### Technical Details:

After several unsuccessful attempts by Doncaster Works to satisfy Gresley's specification, the contract for the detailed design and building of the class was given to the North British Locomotive Company in 1927. They used several features from a batch of A1 Pacifics they had built in 1924. The cab, cylinders, and motion had all been copied directly or slightly modified. Most of the boiler design was taken from the LNER Class K3 2-6-0 and LNER Class O2 2-8-0 designs. Darlington Works provided drawings for the bogies, and Stratford Works designs for the GE-type 3,700-imperial-gallon (17,000 l; 4,400 US gal), 4-long-ton (4.1 t) tender.

Due to weight restrictions it proved to be impossible for all three cylinders to drive the middle coupled axle. Therefore, the design used divided drive with the middle cylinder driving the leading axle and was positioned forward above the front bogie. The LNER also ordered some modifications, including an increase in cylinder size from 17 in (432 mm) to 17+1⁄2 in (444 mm), and a lengthening of the firebox by 5 in (127.0 mm) with longer frames, and lighter springs. The design continued to prove problematic and the LNER eventually cancelled a penalty clause in the original contract. The first locomotive, No. 2802 *Walsingham* was delivered 30 November 1928, thirteen weeks late.

Ten locomotives were built by the North British Locomotive Company (works nos. 23803-12) during November and December, which were allocated the running numbers 2800-9. Five further orders were placed with Darlington Works between December 1928 and March 1935 for a further fifty-two locomotives to be delivered between August 1930 and June 1936. A final batch of eleven were ordered from Robert Stephenson and Company in February 1936 (works nos. 4124-34) for delivery between January and July 1937; resulting in a total of 73 B17s built.

The first ten by the North British Locomotive Company were designated B17, later B17/1. The second and third batches had boilers supplied by Armstrong Whitworth and different springing and became B17/2. The next two batches had different springing and were designated B17/3. However, as the locomotives passed through the works the original springs were replaced by those of the later design and in 1937 the three sub-classes were merged into B17/1. The final Darlington batch introduced in 1936, and those built by Robert Stephenson and Company had 4,200-imperial-gallon (19,000 l; 5,000 US gal), 7.5-long-ton (7.6 t) tenders and were intended for use in the North Eastern area of the LNER: these were designated B17/4.

In September 1937 two locomotives (Nos. 2859 *Norwich City* and 2870 *Tottenham Hotspur*) were streamlined in the manner of the LNER Class A4s, renamed *East Anglian* and *City of London* and intended for use on the *East Anglian* train. They were designated B17/5. However, the streamlining was cladding for publicity purposes only and had little effect on the overall speed of the locomotive. By 1951 both engines had been stripped of the streamlining altogether.

Between 1943 and 1957 most of the surviving members of the class were rebuilt with a LNER 100A boiler with increased pressure and were designated B17/6.

### Trivia:

* His model will be the Green version of 87546's model from the Cogs Railway 3D!
* He and 87546 are twins!

## Engine History:

### Number:

* LNER 2557
* NE 58
* BR 60058

## Extra:

### Affiliation:

* NWR
* LNER
* BR

## Biological Extra:

### Technical Details:

Blair was based on the LNER's A1/A3 Class of 4-6-2 Pacific's. Designed by Sir Nigel Gresley for express passenger work on the Great Northern Railway (a predecessor to the LNER prior to the Big 4 Grouping of 1923), and were based off of the Pennsylvania Railroad's K4 Class of 4-6-2 Pacific's (Though they lacked the Belpaire Firebox, instead having a more traditional round top one). A total of 79 locomotives (52 A1's and 27 A3's) were constructed, with the majority constructed at the LNER's works in Doncaster, though 20 of them were built at the North British Locomotive Co. in Glasgow, Scotland. Almost all of the A1's were rebuilt to A3 Specifications between 1928 and 1949. The Class lasted until 1966, when the last member, 60052, "Prince Palatine" was withdrawn by BR. Only one LNER Pacific survived into preservation, #4472, "Flying Scotsman", who was the very first to officially travel 100 MPH.

### Class A1: Great Northern genesis

The new Pacific locomotives were built at the Doncaster "Plant" in 1922 to the design of Nigel Gresley, who had become Chief Mechanical Engineer of the GNR in 1911. The intention was to produce an engine able to handle, without assistance, mainline express services that were reaching the limits of the capacity of the Ivatt large-boilered Atlantics.

Gresley's initial Pacific project of 1915 was for an elongated version of the Ivatt Atlantic design with four cylinders. Finally realising that he was in a design impasse, he took as a model the new American Pennsylvania Railroad class K4 Pacific of 1914. This in turn had been updated from a series of prototypes scientifically developed in 1910 under Francis J. Cole, Alco's Chief Consulting Engineer at Schenectady and the Pennsylvania's K29 Alco prototype of 1911, also designed by Cole. Descriptions of those locomotives appeared in the British technical press at the time and gave Gresley the elements necessary to design a thoroughly up-to-date locomotive.

### Design features and construction history

The first two GNR Pacifics, 1470 *Great Northern* and 1471 *Sir Frederick Banbury* were introduced in 1922. The Great Northern board ordered a further ten '1470-class' locomotives, which were under construction at Doncaster at the time of the formation of the LNER in 1923. This included the future sole surviving member of the class, 4472 Flying Scotsman, then nameless and numbered 1472

In line with the philosophy behind Cole's Alco prototypes, the Gresley Pacifics were built to the maximum limits of the LNER loading gauge with a large boiler and wide firebox giving a large grate area. The firebox was set low and rested on the trailing carrying axle. However, unlike the Pennsylvania K4, the firebox was not of the flat-topped Belpaire variety, but a round-topped one that was in line with Great Northern tradition. Features in common with the American types were the downward profile towards the back of the firebox and the boiler tapering towards the front. Heat transfer and the flow of gases were helped by use of a combustion chamber extending forward from the firebox space into the boiler barrel, along with a boiler tube length limited to 19 feet (5.8 m), features inherited from the K4 type but not present on the earlier Cole Prototypes. The boiler pressure was rated at 180 pounds per square inch (1.24 MPa).

The 1470-class Pacific was the third Great Northern locomotive type to incorporate Gresley's universal 3-cylinder layout. All three cylinders drove the middle coupled axle. The outside cranks were set at 120°, with the inside crank displaced by about 7 degrees to allow for the 1:8 inclination of the inside cylinder, this slight deviation from even spacing being a suggestion by Harold Holcroft of the SECR which enabled the outside cylinders to be perfectly horizontal. Gresley conjugated valve gear derived the motion of the inside valve spindle from the two outside valve spindles: this eliminated an inaccessible middle set of valve gear between the frames. A feature of the K4 that had soon been abandoned by the Pennsylvania Railroad was an unusual three-bar version of the Laird slide-bar. However, Gresley adopted this type of slide-bar for all his locomotives and it was later taken up by Bulleid for his Pacifics and by Riddles for the British Railways standard designs.

### LNER period

The Great Northern Railway was incorporated into the newly formed LNER as a result of the 1923 Grouping. Gresley was appointed Chief Mechanical Engineer of the new company, which was the second largest of the "Big Four" railway companies in Britain. Realising the need for standardisation, Gresley adopted his GNR Pacific design as the standard express passenger locomotive for the LNER main line, designating it 'A1' within the LNER locomotive classification system. The choice was made after comparative trials with an equivalent North Eastern Railway Pacific, classified 'A2'. Between 1923 and 1925, 51 A1 locomotives were built; twenty by the North British Locomotive Company, and the remainder by Doncaster Works. However, Gresley's Pacifics had been designed to work within the bounds of the Great Northern Railway, meaning maximum distances of less than 200 miles (322 km). After the grouping, the locomotives were required to have a far greater operating range.

### Early improvements

In 1924, number 4472 *Flying Scotsman*, renumbered and named for the occasion, was displayed at the British Empire Exhibition at Wembley along with the first member of the Great Western Railway (GWR) Castle Class, number 4073 *Caerphilly Castle*. The latter weighed 19.6 long tons (19.9 t; 22.0 short tons) less than the Pacific, but was claimed to be the most powerful locomotive in Britain with a tractive effort rated at 31,625 lbf (140.68 kN).

In the following months, the two railway companies ran comparative exchange trials between the two types from which the Great Western emerged triumphant with 4079 *Pendennis Castle*. The LNER learned valuable lessons from the trials which resulted in a series of modifications carried out from 1926 on number 4477 *Gay Crusader*. Changes to the valve gear included increased lap and longer travel, in accordance with Great Western practice; this allowed fuller exploitation of the expansive properties of steam and reduced back pressure from the exhaust, transforming performance and economy; the economies in coal and water consumption achieved were such that the 180 psi Pacifics could undertake long-distance non-stop runs that had previously been impossible. There followed a complete redesign of the valve gear, which was applied to 2555 *Centenary* in 1927, with the rest of the class being modified in due course. Locomotives with modified valve gear had a slightly raised running plate over the cylinders in order to give room for the longer combination lever necessary for the longer valve travel. Another modification was made in 1927 when number 4480 *Enterprise* was fitted with a 220 psi (1.52 MPa) boiler. This was closely followed by two other locomotives which also incorporated variations in the cylinder diameter and superheater size for comparative purposes. This led Gresley to make a radical departure from Churchward practice by increasing the number of large tubes containing superheating elements, hence increasing the superheater surface area in contact with the hot gases, thus raising steam temperature. The presence of the larger superheater could be recognised from the square covers on either side of the smokebox, a feature that the locomotives retained throughout the rest of their existence.

At the 1925 British Empire Exhibition, *Flying Scotsman* was again exhibited; but this time, the GWR sent *Pendennis Castle*.

### Class A3

The outcome of the various experiments and modifications made to the A1s in the late 1920s was a new Class A3 "Super Pacific", the first example of which was number 2743 *Felstead*. This locomotive appeared in August 1928 with 220 psi (1.52 MPa) boiler, 19-inch (483 mm) cylinders, increased superheat, long-travel valves, improved lubrication and modified weight distribution. Another new development was the changeover from right- to left-hand drive, less convenient for a right-handed fireman, but more so for sighting signals, resulting in the modification of all earlier locomotives.

Twenty-seven A3s were built from new, until 1935, with little variation except for a new type of boiler with a "banjo dome", an oval steam collector that was placed on top of the rear boiler ring. The first banjo dome was hidden beneath the casing of Cock o' the North of 1934; it was subsequently used in the A4 streamliners. The last nine A3 Pacifics were constructed with the device in 1935, and it became a standard fitting on all LNER large, wide-firebox boilers that were applied to new locomotives until 1949. It was also applied to replacement boilers on the A3s.

Although all of the original Class A1 locomotives were eventually rebuilt to Class A3 specifications, it was a drawn-out process that lasted until 1949; 60068 *Sir Visto* was the last locomotive to be converted. The changeover to left-hand drive took longer, and continued into the Fifties.

### Further experiments

Despite having settled on a new standard type, Gresley continued to experiment on individual locomotives, in one of which experiments ACFI feedwater heaters were installed in A1 2576 *The White Knight* and A3 2580 *Shotover*. However, on the Pacifics the increase in efficiency was deemed insufficient and the apparatus was eventually removed. In 1935, number 2544 *Lemberg* received Trofimoff piston valves of an ingenious design with automatically varying steam passages.

A3s 2747 *Coronach* and 2751 *Humorist* were subjected to smoke deflection trials following an accident on the London, Midland and Scottish Railway (LMS) due to poor visibility; this included the modification of the upper smokebox area surrounding the chimney. Originally the whole smokebox wrapper was retained in order to form an air duct, with the exit behind the chimney, but this was found ineffective. The next stage, at least with 2751, was to cut off the top part of the wrapper, but retaining the sloping plate that directed air flow upwards, and therefore lifting the smoke above the locomotive. The original chimney was replaced by a double stove-pipe variety, and miniature deflector plates were added on either side, angled to concentrate the air flow when the locomotive was on the move.

Smoke-lifting devices were not a priority with the normal single-chimney Pacifics. However, with its double chimney and subsequent fitting of a double Kylchap exhaust in 1937, *Humorist* continued to pose a problem in this regard and always had small wings on either side of the chimney. Finally, in the 1950s, it acquired the Peppercorn-type of deflector plates.

### Tenders

Corridor tender connection and porthole window to internal corridor
The original A1s were coupled to a traditional Great Northern type of tender with coal rails of a design that can be traced back to Stirling days. The A1-variant was a much-enlarged eight-wheel version carrying 8 long tons (8.13 t; 8.96 short tons) of coal and 5,000 imperial gallons (23,000 l; 6,000 US gal) of water. In 1928, a new special type of tender body was built for the new non-stop Flying Scotsman train. This tender had a corridor connection and an access tunnel through the water tank. It was of a more modern design with high side sheets curved in at the top and had a coal capacity of 9 long tons (9.14 t; 10.08 short tons). In order to be able to pack an extra ton of coal, a single coal rail was provided on this particular series, but was later deemed unnecessary. Ten of these corridor tenders were built, and a non-corridor version of similar design followed with 8-ton coal capacity and no coal rail. Further series of both types had disc wheels instead of the previous spoked variety.

## Biological Extra:

### Technical Details:

Four (LNWR nos. 178, 484, 1257, 69) were withdrawn in January–February 1920 and a further four (LNWR nos. 142, 994, 782, 1012) in July and November 1922, so at the 1923 grouping, 292 passed to the London Midland and Scottish Railway (LMS). They were renumbered from the LNWR's random allocation based on vacant numbers, to a solid block sequence **7550–7841**, and given the power classification 1F. Many locomotives still in service in 1934 were renumbered by the addition of 20,000 to their number.

Sixty-four locomotives passed into British Railways ownership in January 1948 and they were numbered **58880–58937**, but not all examples survived long enough to carry their BR numbers

## Biological Extra:

### Place of Death:

UK

Great Northern (Also known as North) was the first LNER A1/A3.

### Technical Details:

Northern was based on the LNER's A1/A3 Class of 4-6-2 Pacific's. Designed by Sir Nigel Gresley for express passenger work on the Great Northern Railway (a predecessor to the LNER prior to the Big 4 Grouping of 1923), and were based off of the Pennsylvania Railroad's K4 Class of 4-6-2 Pacific's (Though they lacked the Belpaire Firebox, instead having a more traditional round top one). A total of 79 locomotives (52 A1's and 27 A3's) were constructed, with the majority constructed at the LNER's works in Doncaster, though 20 of them were built at the North British Locomotive Co. in Glasgow, Scotland. Almost all of the A1's were rebuilt to A3 Specifications between 1928 and 1949. The Class lasted until 1966, when the last member, 60052, "Prince Palatine" was withdrawn by BR. Only one LNER Pacific survived into preservation, #4472, "Flying Scotsman", who was the very first to officially travel 100 MPH.

### Class A1: Great Northern genesis

The new Pacific locomotives were built at the Doncaster "Plant" in 1922 to the design of Nigel Gresley, who had become Chief Mechanical Engineer of the GNR in 1911. The intention was to produce an engine able to handle, without assistance, mainline express services that were reaching the limits of the capacity of the Ivatt large-boilered Atlantics.

Gresley's initial Pacific project of 1915 was for an elongated version of the Ivatt Atlantic design with four cylinders. Finally realising that he was in a design impasse, he took as a model the new American Pennsylvania Railroad class K4 Pacific of 1914. This in turn had been updated from a series of prototypes scientifically developed in 1910 under Francis J. Cole, Alco's Chief Consulting Engineer at Schenectady and the Pennsylvania's K29 Alco prototype of 1911, also designed by Cole. Descriptions of those locomotives appeared in the British technical press at the time and gave Gresley the elements necessary to design a thoroughly up-to-date locomotive.

### Design features and construction history

The first two GNR Pacifics, 1470 *Great Northern* and 1471 *Sir Frederick Banbury* were introduced in 1922. The Great Northern board ordered a further ten '1470-class' locomotives, which were under construction at Doncaster at the time of the formation of the LNER in 1923. This included the future sole surviving member of the class, 4472 Flying Scotsman, then nameless and numbered 1472

In line with the philosophy behind Cole's Alco prototypes, the Gresley Pacifics were built to the maximum limits of the LNER loading gauge with a large boiler and wide firebox giving a large grate area. The firebox was set low and rested on the trailing carrying axle. However, unlike the Pennsylvania K4, the firebox was not of the flat-topped Belpaire variety, but a round-topped one that was in line with Great Northern tradition. Features in common with the American types were the downward profile towards the back of the firebox and the boiler tapering towards the front. Heat transfer and the flow of gases were helped by use of a combustion chamber extending forward from the firebox space into the boiler barrel, along with a boiler tube length limited to 19 feet (5.8 m), features inherited from the K4 type but not present on the earlier Cole Prototypes. The boiler pressure was rated at 180 pounds per square inch (1.24 MPa).

The 1470-class Pacific was the third Great Northern locomotive type to incorporate Gresley's universal 3-cylinder layout. All three cylinders drove the middle coupled axle. The outside cranks were set at 120°, with the inside crank displaced by about 7 degrees to allow for the 1:8 inclination of the inside cylinder, this slight deviation from even spacing being a suggestion by Harold Holcroft of the SECR which enabled the outside cylinders to be perfectly horizontal. Gresley conjugated valve gear derived the motion of the inside valve spindle from the two outside valve spindles: this eliminated an inaccessible middle set of valve gear between the frames. A feature of the K4 that had soon been abandoned by the Pennsylvania Railroad was an unusual three-bar version of the Laird slide-bar. However, Gresley adopted this type of slide-bar for all his locomotives and it was later taken up by Bulleid for his Pacifics and by Riddles for the British Railways standard designs.

### LNER period

The Great Northern Railway was incorporated into the newly formed LNER as a result of the 1923 Grouping. Gresley was appointed Chief Mechanical Engineer of the new company, which was the second largest of the "Big Four" railway companies in Britain. Realising the need for standardisation, Gresley adopted his GNR Pacific design as the standard express passenger locomotive for the LNER main line, designating it 'A1' within the LNER locomotive classification system. The choice was made after comparative trials with an equivalent North Eastern Railway Pacific, classified 'A2'. Between 1923 and 1925, 51 A1 locomotives were built; twenty by the North British Locomotive Company, and the remainder by Doncaster Works. However, Gresley's Pacifics had been designed to work within the bounds of the Great Northern Railway, meaning maximum distances of less than 200 miles (322 km). After the grouping, the locomotives were required to have a far greater operating range.

### Early improvements

In 1924, number 4472 *Flying Scotsman*, renumbered and named for the occasion, was displayed at the British Empire Exhibition at Wembley along with the first member of the Great Western Railway (GWR) Castle Class, number 4073 *Caerphilly Castle*. The latter weighed 19.6 long tons (19.9 t; 22.0 short tons) less than the Pacific, but was claimed to be the most powerful locomotive in Britain with a tractive effort rated at 31,625 lbf (140.68 kN).

In the following months, the two railway companies ran comparative exchange trials between the two types from which the Great Western emerged triumphant with 4079 *Pendennis Castle*. The LNER learned valuable lessons from the trials which resulted in a series of modifications carried out from 1926 on number 4477 *Gay Crusader*. Changes to the valve gear included increased lap and longer travel, in accordance with Great Western practice; this allowed fuller exploitation of the expansive properties of steam and reduced back pressure from the exhaust, transforming performance and economy; the economies in coal and water consumption achieved were such that the 180 psi Pacifics could undertake long-distance non-stop runs that had previously been impossible. There followed a complete redesign of the valve gear, which was applied to 2555 *Centenary* in 1927, with the rest of the class being modified in due course. Locomotives with modified valve gear had a slightly raised running plate over the cylinders in order to give room for the longer combination lever necessary for the longer valve travel. Another modification was made in 1927 when number 4480 *Enterprise* was fitted with a 220 psi (1.52 MPa) boiler. This was closely followed by two other locomotives which also incorporated variations in the cylinder diameter and superheater size for comparative purposes. This led Gresley to make a radical departure from Churchward practice by increasing the number of large tubes containing superheating elements, hence increasing the superheater surface area in contact with the hot gases, thus raising steam temperature. The presence of the larger superheater could be recognised from the square covers on either side of the smokebox, a feature that the locomotives retained throughout the rest of their existence.

At the 1925 British Empire Exhibition, *Flying Scotsman* was again exhibited; but this time, the GWR sent *Pendennis Castle*.

### Class A3

The outcome of the various experiments and modifications made to the A1s in the late 1920s was a new Class A3 "Super Pacific", the first example of which was number 2743 *Felstead*. This locomotive appeared in August 1928 with 220 psi (1.52 MPa) boiler, 19-inch (483 mm) cylinders, increased superheat, long-travel valves, improved lubrication and modified weight distribution. Another new development was the changeover from right- to left-hand drive, less convenient for a right-handed fireman, but more so for sighting signals, resulting in the modification of all earlier locomotives.

Twenty-seven A3s were built from new, until 1935, with little variation except for a new type of boiler with a "banjo dome", an oval steam collector that was placed on top of the rear boiler ring. The first banjo dome was hidden beneath the casing of Cock o' the North of 1934; it was subsequently used in the A4 streamliners. The last nine A3 Pacifics were constructed with the device in 1935, and it became a standard fitting on all LNER large, wide-firebox boilers that were applied to new locomotives until 1949. It was also applied to replacement boilers on the A3s.

Although all of the original Class A1 locomotives were eventually rebuilt to Class A3 specifications, it was a drawn-out process that lasted until 1949; 60068 *Sir Visto* was the last locomotive to be converted. The changeover to left-hand drive took longer, and continued into the Fifties.

### Further experiments

Despite having settled on a new standard type, Gresley continued to experiment on individual locomotives, in one of which experiments ACFI feedwater heaters were installed in A1 2576 *The White Knight* and A3 2580 *Shotover*. However, on the Pacifics the increase in efficiency was deemed insufficient and the apparatus was eventually removed. In 1935, number 2544 *Lemberg* received Trofimoff piston valves of an ingenious design with automatically varying steam passages.

A3s 2747 *Coronach* and 2751 *Humorist* were subjected to smoke deflection trials following an accident on the London, Midland and Scottish Railway (LMS) due to poor visibility; this included the modification of the upper smokebox area surrounding the chimney. Originally the whole smokebox wrapper was retained in order to form an air duct, with the exit behind the chimney, but this was found ineffective. The next stage, at least with 2751, was to cut off the top part of the wrapper, but retaining the sloping plate that directed air flow upwards, and therefore lifting the smoke above the locomotive. The original chimney was replaced by a double stove-pipe variety, and miniature deflector plates were added on either side, angled to concentrate the air flow when the locomotive was on the move.

Smoke-lifting devices were not a priority with the normal single-chimney Pacifics. However, with its double chimney and subsequent fitting of a double Kylchap exhaust in 1937, *Humorist* continued to pose a problem in this regard and always had small wings on either side of the chimney. Finally, in the 1950s, it acquired the Peppercorn-type of deflector plates.

### Tenders

Corridor tender connection and porthole window to internal corridor
The original A1s were coupled to a traditional Great Northern type of tender with coal rails of a design that can be traced back to Stirling days. The A1-variant was a much-enlarged eight-wheel version carrying 8 long tons (8.13 t; 8.96 short tons) of coal and 5,000 imperial gallons (23,000 l; 6,000 US gal) of water. In 1928, a new special type of tender body was built for the new non-stop Flying Scotsman train. This tender had a corridor connection and an access tunnel through the water tank. It was of a more modern design with high side sheets curved in at the top and had a coal capacity of 9 long tons (9.14 t; 10.08 short tons). In order to be able to pack an extra ton of coal, a single coal rail was provided on this particular series, but was later deemed unnecessary. Ten of these corridor tenders were built, and a non-corridor version of similar design followed with 8-ton coal capacity and no coal rail. Further series of both types had disc wheels instead of the previous spoked variety.

### Trivia:

* Great Northern was also considered an A0 for the headcanon of The Fat Controller's engines

## Pretty Polly:

Pretty Polly (Also known as Polly) was an LNER A1/A3

### Technical Details:

Polly was based on the LNER's A1/A3 Class of 4-6-2 Pacific's. Designed by Sir Nigel Gresley for express passenger work on the Great Northern Railway (a predecessor to the LNER prior to the Big 4 Grouping of 1923), and were based off of the Pennsylvania Railroad's K4 Class of 4-6-2 Pacific's (Though they lacked the Belpaire Firebox, instead having a more traditional round top one). A total of 79 locomotives (52 A1's and 27 A3's) were constructed, with the majority constructed at the LNER's works in Doncaster, though 20 of them were built at the North British Locomotive Co. in Glasgow, Scotland. Almost all of the A1's were rebuilt to A3 Specifications between 1928 and 1949. The Class lasted until 1966, when the last member, 60052, "Prince Palatine" was withdrawn by BR. Only one LNER Pacific survived into preservation, #4472, "Flying Scotsman", who was the very first to officially travel 100 MPH.

### Class A1: Great Northern genesis

The new Pacific locomotives were built at the Doncaster "Plant" in 1922 to the design of Nigel Gresley, who had become Chief Mechanical Engineer of the GNR in 1911. The intention was to produce an engine able to handle, without assistance, mainline express services that were reaching the limits of the capacity of the Ivatt large-boilered Atlantics.

Gresley's initial Pacific project of 1915 was for an elongated version of the Ivatt Atlantic design with four cylinders. Finally realising that he was in a design impasse, he took as a model the new American Pennsylvania Railroad class K4 Pacific of 1914. This in turn had been updated from a series of prototypes scientifically developed in 1910 under Francis J. Cole, Alco's Chief Consulting Engineer at Schenectady and the Pennsylvania's K29 Alco prototype of 1911, also designed by Cole. Descriptions of those locomotives appeared in the British technical press at the time and gave Gresley the elements necessary to design a thoroughly up-to-date locomotive.

### Design features and construction history

The first two GNR Pacifics, 1470 *Great Northern* and 1471 *Sir Frederick Banbury* were introduced in 1922. The Great Northern board ordered a further ten '1470-class' locomotives, which were under construction at Doncaster at the time of the formation of the LNER in 1923. This included the future sole surviving member of the class, 4472 Flying Scotsman, then nameless and numbered 1472

In line with the philosophy behind Cole's Alco prototypes, the Gresley Pacifics were built to the maximum limits of the LNER loading gauge with a large boiler and wide firebox giving a large grate area. The firebox was set low and rested on the trailing carrying axle. However, unlike the Pennsylvania K4, the firebox was not of the flat-topped Belpaire variety, but a round-topped one that was in line with Great Northern tradition. Features in common with the American types were the downward profile towards the back of the firebox and the boiler tapering towards the front. Heat transfer and the flow of gases were helped by use of a combustion chamber extending forward from the firebox space into the boiler barrel, along with a boiler tube length limited to 19 feet (5.8 m), features inherited from the K4 type but not present on the earlier Cole Prototypes. The boiler pressure was rated at 180 pounds per square inch (1.24 MPa).

The 1470-class Pacific was the third Great Northern locomotive type to incorporate Gresley's universal 3-cylinder layout. All three cylinders drove the middle coupled axle. The outside cranks were set at 120°, with the inside crank displaced by about 7 degrees to allow for the 1:8 inclination of the inside cylinder, this slight deviation from even spacing being a suggestion by Harold Holcroft of the SECR which enabled the outside cylinders to be perfectly horizontal. Gresley conjugated valve gear derived the motion of the inside valve spindle from the two outside valve spindles: this eliminated an inaccessible middle set of valve gear between the frames. A feature of the K4 that had soon been abandoned by the Pennsylvania Railroad was an unusual three-bar version of the Laird slide-bar. However, Gresley adopted this type of slide-bar for all his locomotives and it was later taken up by Bulleid for his Pacifics and by Riddles for the British Railways standard designs.

### LNER period

The Great Northern Railway was incorporated into the newly formed LNER as a result of the 1923 Grouping. Gresley was appointed Chief Mechanical Engineer of the new company, which was the second largest of the "Big Four" railway companies in Britain. Realising the need for standardisation, Gresley adopted his GNR Pacific design as the standard express passenger locomotive for the LNER main line, designating it 'A1' within the LNER locomotive classification system. The choice was made after comparative trials with an equivalent North Eastern Railway Pacific, classified 'A2'. Between 1923 and 1925, 51 A1 locomotives were built; twenty by the North British Locomotive Company, and the remainder by Doncaster Works. However, Gresley's Pacifics had been designed to work within the bounds of the Great Northern Railway, meaning maximum distances of less than 200 miles (322 km). After the grouping, the locomotives were required to have a far greater operating range.

### Early improvements

In 1924, number 4472 *Flying Scotsman*, renumbered and named for the occasion, was displayed at the British Empire Exhibition at Wembley along with the first member of the Great Western Railway (GWR) Castle Class, number 4073 *Caerphilly Castle*. The latter weighed 19.6 long tons (19.9 t; 22.0 short tons) less than the Pacific, but was claimed to be the most powerful locomotive in Britain with a tractive effort rated at 31,625 lbf (140.68 kN).

In the following months, the two railway companies ran comparative exchange trials between the two types from which the Great Western emerged triumphant with 4079 *Pendennis Castle*. The LNER learned valuable lessons from the trials which resulted in a series of modifications carried out from 1926 on number 4477 *Gay Crusader*. Changes to the valve gear included increased lap and longer travel, in accordance with Great Western practice; this allowed fuller exploitation of the expansive properties of steam and reduced back pressure from the exhaust, transforming performance and economy; the economies in coal and water consumption achieved were such that the 180 psi Pacifics could undertake long-distance non-stop runs that had previously been impossible. There followed a complete redesign of the valve gear, which was applied to 2555 *Centenary* in 1927, with the rest of the class being modified in due course. Locomotives with modified valve gear had a slightly raised running plate over the cylinders in order to give room for the longer combination lever necessary for the longer valve travel. Another modification was made in 1927 when number 4480 *Enterprise* was fitted with a 220 psi (1.52 MPa) boiler. This was closely followed by two other locomotives which also incorporated variations in the cylinder diameter and superheater size for comparative purposes. This led Gresley to make a radical departure from Churchward practice by increasing the number of large tubes containing superheating elements, hence increasing the superheater surface area in contact with the hot gases, thus raising steam temperature. The presence of the larger superheater could be recognised from the square covers on either side of the smokebox, a feature that the locomotives retained throughout the rest of their existence.

At the 1925 British Empire Exhibition, *Flying Scotsman* was again exhibited; but this time, the GWR sent *Pendennis Castle*.

### Class A3

The outcome of the various experiments and modifications made to the A1s in the late 1920s was a new Class A3 "Super Pacific", the first example of which was number 2743 *Felstead*. This locomotive appeared in August 1928 with 220 psi (1.52 MPa) boiler, 19-inch (483 mm) cylinders, increased superheat, long-travel valves, improved lubrication and modified weight distribution. Another new development was the changeover from right- to left-hand drive, less convenient for a right-handed fireman, but more so for sighting signals, resulting in the modification of all earlier locomotives.

Twenty-seven A3s were built from new, until 1935, with little variation except for a new type of boiler with a "banjo dome", an oval steam collector that was placed on top of the rear boiler ring. The first banjo dome was hidden beneath the casing of Cock o' the North of 1934; it was subsequently used in the A4 streamliners. The last nine A3 Pacifics were constructed with the device in 1935, and it became a standard fitting on all LNER large, wide-firebox boilers that were applied to new locomotives until 1949. It was also applied to replacement boilers on the A3s.

Although all of the original Class A1 locomotives were eventually rebuilt to Class A3 specifications, it was a drawn-out process that lasted until 1949; 60068 *Sir Visto* was the last locomotive to be converted. The changeover to left-hand drive took longer, and continued into the Fifties.

### Further experiments

Despite having settled on a new standard type, Gresley continued to experiment on individual locomotives, in one of which experiments ACFI feedwater heaters were installed in A1 2576 *The White Knight* and A3 2580 *Shotover*. However, on the Pacifics the increase in efficiency was deemed insufficient and the apparatus was eventually removed. In 1935, number 2544 *Lemberg* received Trofimoff piston valves of an ingenious design with automatically varying steam passages.

A3s 2747 *Coronach* and 2751 *Humorist* were subjected to smoke deflection trials following an accident on the London, Midland and Scottish Railway (LMS) due to poor visibility; this included the modification of the upper smokebox area surrounding the chimney. Originally the whole smokebox wrapper was retained in order to form an air duct, with the exit behind the chimney, but this was found ineffective. The next stage, at least with 2751, was to cut off the top part of the wrapper, but retaining the sloping plate that directed air flow upwards, and therefore lifting the smoke above the locomotive. The original chimney was replaced by a double stove-pipe variety, and miniature deflector plates were added on either side, angled to concentrate the air flow when the locomotive was on the move.

Smoke-lifting devices were not a priority with the normal single-chimney Pacifics. However, with its double chimney and subsequent fitting of a double Kylchap exhaust in 1937, *Humorist* continued to pose a problem in this regard and always had small wings on either side of the chimney. Finally, in the 1950s, it acquired the Peppercorn-type of deflector plates.

### Tenders

Corridor tender connection and porthole window to internal corridor
The original A1s were coupled to a traditional Great Northern type of tender with coal rails of a design that can be traced back to Stirling days. The A1-variant was a much-enlarged eight-wheel version carrying 8 long tons (8.13 t; 8.96 short tons) of coal and 5,000 imperial gallons (23,000 l; 6,000 US gal) of water. In 1928, a new special type of tender body was built for the new non-stop Flying Scotsman train. This tender had a corridor connection and an access tunnel through the water tank. It was of a more modern design with high side sheets curved in at the top and had a coal capacity of 9 long tons (9.14 t; 10.08 short tons). In order to be able to pack an extra ton of coal, a single coal rail was provided on this particular series, but was later deemed unnecessary. Ten of these corridor tenders were built, and a non-corridor version of similar design followed with 8-ton coal capacity and no coal rail. Further series of both types had disc wheels instead of the previous spoked variety.

## Gay Crusader:

Gay Crusader (Also known as Grayson) was an LNER A1/A3

### Technical Details:

Grayson was based on the LNER's A1/A3 Class of 4-6-2 Pacific's. Designed by Sir Nigel Gresley for express passenger work on the Great Northern Railway (a predecessor to the LNER prior to the Big 4 Grouping of 1923), and were based off of the Pennsylvania Railroad's K4 Class of 4-6-2 Pacific's (Though they lacked the Belpaire Firebox, instead having a more traditional round top one). A total of 79 locomotives (52 A1's and 27 A3's) were constructed, with the majority constructed at the LNER's works in Doncaster, though 20 of them were built at the North British Locomotive Co. in Glasgow, Scotland. Almost all of the A1's were rebuilt to A3 Specifications between 1928 and 1949. The Class lasted until 1966, when the last member, 60052, "Prince Palatine" was withdrawn by BR. Only one LNER Pacific survived into preservation, #4472, "Flying Scotsman", who was the very first to officially travel 100 MPH.

### Class A1: Great Northern genesis

The new Pacific locomotives were built at the Doncaster "Plant" in 1922 to the design of Nigel Gresley, who had become Chief Mechanical Engineer of the GNR in 1911. The intention was to produce an engine able to handle, without assistance, mainline express services that were reaching the limits of the capacity of the Ivatt large-boilered Atlantics.

Gresley's initial Pacific project of 1915 was for an elongated version of the Ivatt Atlantic design with four cylinders. Finally realising that he was in a design impasse, he took as a model the new American Pennsylvania Railroad class K4 Pacific of 1914. This in turn had been updated from a series of prototypes scientifically developed in 1910 under Francis J. Cole, Alco's Chief Consulting Engineer at Schenectady and the Pennsylvania's K29 Alco prototype of 1911, also designed by Cole. Descriptions of those locomotives appeared in the British technical press at the time and gave Gresley the elements necessary to design a thoroughly up-to-date locomotive.

### Design features and construction history

The first two GNR Pacifics, 1470 *Great Northern* and 1471 *Sir Frederick Banbury* were introduced in 1922. The Great Northern board ordered a further ten '1470-class' locomotives, which were under construction at Doncaster at the time of the formation of the LNER in 1923. This included the future sole surviving member of the class, 4472 Flying Scotsman, then nameless and numbered 1472

In line with the philosophy behind Cole's Alco prototypes, the Gresley Pacifics were built to the maximum limits of the LNER loading gauge with a large boiler and wide firebox giving a large grate area. The firebox was set low and rested on the trailing carrying axle. However, unlike the Pennsylvania K4, the firebox was not of the flat-topped Belpaire variety, but a round-topped one that was in line with Great Northern tradition. Features in common with the American types were the downward profile towards the back of the firebox and the boiler tapering towards the front. Heat transfer and the flow of gases were helped by use of a combustion chamber extending forward from the firebox space into the boiler barrel, along with a boiler tube length limited to 19 feet (5.8 m), features inherited from the K4 type but not present on the earlier Cole Prototypes. The boiler pressure was rated at 180 pounds per square inch (1.24 MPa).

The 1470-class Pacific was the third Great Northern locomotive type to incorporate Gresley's universal 3-cylinder layout. All three cylinders drove the middle coupled axle. The outside cranks were set at 120°, with the inside crank displaced by about 7 degrees to allow for the 1:8 inclination of the inside cylinder, this slight deviation from even spacing being a suggestion by Harold Holcroft of the SECR which enabled the outside cylinders to be perfectly horizontal. Gresley conjugated valve gear derived the motion of the inside valve spindle from the two outside valve spindles: this eliminated an inaccessible middle set of valve gear between the frames. A feature of the K4 that had soon been abandoned by the Pennsylvania Railroad was an unusual three-bar version of the Laird slide-bar. However, Gresley adopted this type of slide-bar for all his locomotives and it was later taken up by Bulleid for his Pacifics and by Riddles for the British Railways standard designs.

### LNER period

The Great Northern Railway was incorporated into the newly formed LNER as a result of the 1923 Grouping. Gresley was appointed Chief Mechanical Engineer of the new company, which was the second largest of the "Big Four" railway companies in Britain. Realising the need for standardisation, Gresley adopted his GNR Pacific design as the standard express passenger locomotive for the LNER main line, designating it 'A1' within the LNER locomotive classification system. The choice was made after comparative trials with an equivalent North Eastern Railway Pacific, classified 'A2'. Between 1923 and 1925, 51 A1 locomotives were built; twenty by the North British Locomotive Company, and the remainder by Doncaster Works. However, Gresley's Pacifics had been designed to work within the bounds of the Great Northern Railway, meaning maximum distances of less than 200 miles (322 km). After the grouping, the locomotives were required to have a far greater operating range.

### Early improvements

In 1924, number 4472 *Flying Scotsman*, renumbered and named for the occasion, was displayed at the British Empire Exhibition at Wembley along with the first member of the Great Western Railway (GWR) Castle Class, number 4073 *Caerphilly Castle*. The latter weighed 19.6 long tons (19.9 t; 22.0 short tons) less than the Pacific, but was claimed to be the most powerful locomotive in Britain with a tractive effort rated at 31,625 lbf (140.68 kN).

In the following months, the two railway companies ran comparative exchange trials between the two types from which the Great Western emerged triumphant with 4079 *Pendennis Castle*. The LNER learned valuable lessons from the trials which resulted in a series of modifications carried out from 1926 on number 4477 *Gay Crusader*. Changes to the valve gear included increased lap and longer travel, in accordance with Great Western practice; this allowed fuller exploitation of the expansive properties of steam and reduced back pressure from the exhaust, transforming performance and economy; the economies in coal and water consumption achieved were such that the 180 psi Pacifics could undertake long-distance non-stop runs that had previously been impossible. There followed a complete redesign of the valve gear, which was applied to 2555 *Centenary* in 1927, with the rest of the class being modified in due course. Locomotives with modified valve gear had a slightly raised running plate over the cylinders in order to give room for the longer combination lever necessary for the longer valve travel. Another modification was made in 1927 when number 4480 *Enterprise* was fitted with a 220 psi (1.52 MPa) boiler. This was closely followed by two other locomotives which also incorporated variations in the cylinder diameter and superheater size for comparative purposes. This led Gresley to make a radical departure from Churchward practice by increasing the number of large tubes containing superheating elements, hence increasing the superheater surface area in contact with the hot gases, thus raising steam temperature. The presence of the larger superheater could be recognised from the square covers on either side of the smokebox, a feature that the locomotives retained throughout the rest of their existence.

At the 1925 British Empire Exhibition, *Flying Scotsman* was again exhibited; but this time, the GWR sent *Pendennis Castle*.

### Class A3

The outcome of the various experiments and modifications made to the A1s in the late 1920s was a new Class A3 "Super Pacific", the first example of which was number 2743 *Felstead*. This locomotive appeared in August 1928 with 220 psi (1.52 MPa) boiler, 19-inch (483 mm) cylinders, increased superheat, long-travel valves, improved lubrication and modified weight distribution. Another new development was the changeover from right- to left-hand drive, less convenient for a right-handed fireman, but more so for sighting signals, resulting in the modification of all earlier locomotives.

Twenty-seven A3s were built from new, until 1935, with little variation except for a new type of boiler with a "banjo dome", an oval steam collector that was placed on top of the rear boiler ring. The first banjo dome was hidden beneath the casing of Cock o' the North of 1934; it was subsequently used in the A4 streamliners. The last nine A3 Pacifics were constructed with the device in 1935, and it became a standard fitting on all LNER large, wide-firebox boilers that were applied to new locomotives until 1949. It was also applied to replacement boilers on the A3s.

Although all of the original Class A1 locomotives were eventually rebuilt to Class A3 specifications, it was a drawn-out process that lasted until 1949; 60068 *Sir Visto* was the last locomotive to be converted. The changeover to left-hand drive took longer, and continued into the Fifties.

### Further experiments

Despite having settled on a new standard type, Gresley continued to experiment on individual locomotives, in one of which experiments ACFI feedwater heaters were installed in A1 2576 *The White Knight* and A3 2580 *Shotover*. However, on the Pacifics the increase in efficiency was deemed insufficient and the apparatus was eventually removed. In 1935, number 2544 *Lemberg* received Trofimoff piston valves of an ingenious design with automatically varying steam passages.

A3s 2747 *Coronach* and 2751 *Humorist* were subjected to smoke deflection trials following an accident on the London, Midland and Scottish Railway (LMS) due to poor visibility; this included the modification of the upper smokebox area surrounding the chimney. Originally the whole smokebox wrapper was retained in order to form an air duct, with the exit behind the chimney, but this was found ineffective. The next stage, at least with 2751, was to cut off the top part of the wrapper, but retaining the sloping plate that directed air flow upwards, and therefore lifting the smoke above the locomotive. The original chimney was replaced by a double stove-pipe variety, and miniature deflector plates were added on either side, angled to concentrate the air flow when the locomotive was on the move.

Smoke-lifting devices were not a priority with the normal single-chimney Pacifics. However, with its double chimney and subsequent fitting of a double Kylchap exhaust in 1937, *Humorist* continued to pose a problem in this regard and always had small wings on either side of the chimney. Finally, in the 1950s, it acquired the Peppercorn-type of deflector plates.

### Tenders

Corridor tender connection and porthole window to internal corridor
The original A1s were coupled to a traditional Great Northern type of tender with coal rails of a design that can be traced back to Stirling days. The A1-variant was a much-enlarged eight-wheel version carrying 8 long tons (8.13 t; 8.96 short tons) of coal and 5,000 imperial gallons (23,000 l; 6,000 US gal) of water. In 1928, a new special type of tender body was built for the new non-stop Flying Scotsman train. This tender had a corridor connection and an access tunnel through the water tank. It was of a more modern design with high side sheets curved in at the top and had a coal capacity of 9 long tons (9.14 t; 10.08 short tons). In order to be able to pack an extra ton of coal, a single coal rail was provided on this particular series, but was later deemed unnecessary. Ten of these corridor tenders were built, and a non-corridor version of similar design followed with 8-ton coal capacity and no coal rail. Further series of both types had disc wheels instead of the previous spoked variety.

## Diamond Jubilee 2:

Diamond Jubilee 2 (Also known as Diamond. Formerly known as Great Southern) was an LNER A1/A3. She was also the twin of Merida, who was the real Diamond Jubilee!

### Technical Details:

Diamond was based on the LNER's A1/A3 Class of 4-6-2 Pacific's. Designed by Sir Nigel Gresley for express passenger work on the Great Northern Railway (a predecessor to the LNER prior to the Big 4 Grouping of 1923), and were based off of the Pennsylvania Railroad's K4 Class of 4-6-2 Pacific's (Though they lacked the Belpaire Firebox, instead having a more traditional round top one). A total of 79 locomotives (52 A1's and 27 A3's) were constructed, with the majority constructed at the LNER's works in Doncaster, though 20 of them were built at the North British Locomotive Co. in Glasgow, Scotland. Almost all of the A1's were rebuilt to A3 Specifications between 1928 and 1949. The Class lasted until 1966, when the last member, 60052, "Prince Palatine" was withdrawn by BR. Only one LNER Pacific survived into preservation, #4472, "Flying Scotsman", who was the very first to officially travel 100 MPH.

### Class A1: Great Northern genesis

The new Pacific locomotives were built at the Doncaster "Plant" in 1922 to the design of Nigel Gresley, who had become Chief Mechanical Engineer of the GNR in 1911. The intention was to produce an engine able to handle, without assistance, mainline express services that were reaching the limits of the capacity of the Ivatt large-boilered Atlantics.

Gresley's initial Pacific project of 1915 was for an elongated version of the Ivatt Atlantic design with four cylinders. Finally realising that he was in a design impasse, he took as a model the new American Pennsylvania Railroad class K4 Pacific of 1914. This in turn had been updated from a series of prototypes scientifically developed in 1910 under Francis J. Cole, Alco's Chief Consulting Engineer at Schenectady and the Pennsylvania's K29 Alco prototype of 1911, also designed by Cole. Descriptions of those locomotives appeared in the British technical press at the time and gave Gresley the elements necessary to design a thoroughly up-to-date locomotive.

### Design features and construction history

The first two GNR Pacifics, 1470 *Great Northern* and 1471 *Sir Frederick Banbury* were introduced in 1922. The Great Northern board ordered a further ten '1470-class' locomotives, which were under construction at Doncaster at the time of the formation of the LNER in 1923. This included the future sole surviving member of the class, 4472 Flying Scotsman, then nameless and numbered 1472

In line with the philosophy behind Cole's Alco prototypes, the Gresley Pacifics were built to the maximum limits of the LNER loading gauge with a large boiler and wide firebox giving a large grate area. The firebox was set low and rested on the trailing carrying axle. However, unlike the Pennsylvania K4, the firebox was not of the flat-topped Belpaire variety, but a round-topped one that was in line with Great Northern tradition. Features in common with the American types were the downward profile towards the back of the firebox and the boiler tapering towards the front. Heat transfer and the flow of gases were helped by use of a combustion chamber extending forward from the firebox space into the boiler barrel, along with a boiler tube length limited to 19 feet (5.8 m), features inherited from the K4 type but not present on the earlier Cole Prototypes. The boiler pressure was rated at 180 pounds per square inch (1.24 MPa).

The 1470-class Pacific was the third Great Northern locomotive type to incorporate Gresley's universal 3-cylinder layout. All three cylinders drove the middle coupled axle. The outside cranks were set at 120°, with the inside crank displaced by about 7 degrees to allow for the 1:8 inclination of the inside cylinder, this slight deviation from even spacing being a suggestion by Harold Holcroft of the SECR which enabled the outside cylinders to be perfectly horizontal. Gresley conjugated valve gear derived the motion of the inside valve spindle from the two outside valve spindles: this eliminated an inaccessible middle set of valve gear between the frames. A feature of the K4 that had soon been abandoned by the Pennsylvania Railroad was an unusual three-bar version of the Laird slide-bar. However, Gresley adopted this type of slide-bar for all his locomotives and it was later taken up by Bulleid for his Pacifics and by Riddles for the British Railways standard designs.

### LNER period

The Great Northern Railway was incorporated into the newly formed LNER as a result of the 1923 Grouping. Gresley was appointed Chief Mechanical Engineer of the new company, which was the second largest of the "Big Four" railway companies in Britain. Realising the need for standardisation, Gresley adopted his GNR Pacific design as the standard express passenger locomotive for the LNER main line, designating it 'A1' within the LNER locomotive classification system. The choice was made after comparative trials with an equivalent North Eastern Railway Pacific, classified 'A2'. Between 1923 and 1925, 51 A1 locomotives were built; twenty by the North British Locomotive Company, and the remainder by Doncaster Works. However, Gresley's Pacifics had been designed to work within the bounds of the Great Northern Railway, meaning maximum distances of less than 200 miles (322 km). After the grouping, the locomotives were required to have a far greater operating range.

### Early improvements

In 1924, number 4472 *Flying Scotsman*, renumbered and named for the occasion, was displayed at the British Empire Exhibition at Wembley along with the first member of the Great Western Railway (GWR) Castle Class, number 4073 *Caerphilly Castle*. The latter weighed 19.6 long tons (19.9 t; 22.0 short tons) less than the Pacific, but was claimed to be the most powerful locomotive in Britain with a tractive effort rated at 31,625 lbf (140.68 kN).

In the following months, the two railway companies ran comparative exchange trials between the two types from which the Great Western emerged triumphant with 4079 *Pendennis Castle*. The LNER learned valuable lessons from the trials which resulted in a series of modifications carried out from 1926 on number 4477 *Gay Crusader*. Changes to the valve gear included increased lap and longer travel, in accordance with Great Western practice; this allowed fuller exploitation of the expansive properties of steam and reduced back pressure from the exhaust, transforming performance and economy; the economies in coal and water consumption achieved were such that the 180 psi Pacifics could undertake long-distance non-stop runs that had previously been impossible. There followed a complete redesign of the valve gear, which was applied to 2555 *Centenary* in 1927, with the rest of the class being modified in due course. Locomotives with modified valve gear had a slightly raised running plate over the cylinders in order to give room for the longer combination lever necessary for the longer valve travel. Another modification was made in 1927 when number 4480 *Enterprise* was fitted with a 220 psi (1.52 MPa) boiler. This was closely followed by two other locomotives which also incorporated variations in the cylinder diameter and superheater size for comparative purposes. This led Gresley to make a radical departure from Churchward practice by increasing the number of large tubes containing superheating elements, hence increasing the superheater surface area in contact with the hot gases, thus raising steam temperature. The presence of the larger superheater could be recognised from the square covers on either side of the smokebox, a feature that the locomotives retained throughout the rest of their existence.

At the 1925 British Empire Exhibition, *Flying Scotsman* was again exhibited; but this time, the GWR sent *Pendennis Castle*.

### Class A3

The outcome of the various experiments and modifications made to the A1s in the late 1920s was a new Class A3 "Super Pacific", the first example of which was number 2743 *Felstead*. This locomotive appeared in August 1928 with 220 psi (1.52 MPa) boiler, 19-inch (483 mm) cylinders, increased superheat, long-travel valves, improved lubrication and modified weight distribution. Another new development was the changeover from right- to left-hand drive, less convenient for a right-handed fireman, but more so for sighting signals, resulting in the modification of all earlier locomotives.

Twenty-seven A3s were built from new, until 1935, with little variation except for a new type of boiler with a "banjo dome", an oval steam collector that was placed on top of the rear boiler ring. The first banjo dome was hidden beneath the casing of Cock o' the North of 1934; it was subsequently used in the A4 streamliners. The last nine A3 Pacifics were constructed with the device in 1935, and it became a standard fitting on all LNER large, wide-firebox boilers that were applied to new locomotives until 1949. It was also applied to replacement boilers on the A3s.

Although all of the original Class A1 locomotives were eventually rebuilt to Class A3 specifications, it was a drawn-out process that lasted until 1949; 60068 *Sir Visto* was the last locomotive to be converted. The changeover to left-hand drive took longer, and continued into the Fifties.

### Further experiments

Despite having settled on a new standard type, Gresley continued to experiment on individual locomotives, in one of which experiments ACFI feedwater heaters were installed in A1 2576 *The White Knight* and A3 2580 *Shotover*. However, on the Pacifics the increase in efficiency was deemed insufficient and the apparatus was eventually removed. In 1935, number 2544 *Lemberg* received Trofimoff piston valves of an ingenious design with automatically varying steam passages.

A3s 2747 *Coronach* and 2751 *Humorist* were subjected to smoke deflection trials following an accident on the London, Midland and Scottish Railway (LMS) due to poor visibility; this included the modification of the upper smokebox area surrounding the chimney. Originally the whole smokebox wrapper was retained in order to form an air duct, with the exit behind the chimney, but this was found ineffective. The next stage, at least with 2751, was to cut off the top part of the wrapper, but retaining the sloping plate that directed air flow upwards, and therefore lifting the smoke above the locomotive. The original chimney was replaced by a double stove-pipe variety, and miniature deflector plates were added on either side, angled to concentrate the air flow when the locomotive was on the move.

Smoke-lifting devices were not a priority with the normal single-chimney Pacifics. However, with its double chimney and subsequent fitting of a double Kylchap exhaust in 1937, *Humorist* continued to pose a problem in this regard and always had small wings on either side of the chimney. Finally, in the 1950s, it acquired the Peppercorn-type of deflector plates.

### Tenders

Corridor tender connection and porthole window to internal corridor
The original A1s were coupled to a traditional Great Northern type of tender with coal rails of a design that can be traced back to Stirling days. The A1-variant was a much-enlarged eight-wheel version carrying 8 long tons (8.13 t; 8.96 short tons) of coal and 5,000 imperial gallons (23,000 l; 6,000 US gal) of water. In 1928, a new special type of tender body was built for the new non-stop Flying Scotsman train. This tender had a corridor connection and an access tunnel through the water tank. It was of a more modern design with high side sheets curved in at the top and had a coal capacity of 9 long tons (9.14 t; 10.08 short tons). In order to be able to pack an extra ton of coal, a single coal rail was provided on this particular series, but was later deemed unnecessary. Ten of these corridor tenders were built, and a non-corridor version of similar design followed with 8-ton coal capacity and no coal rail. Further series of both types had disc wheels instead of the previous spoked variety.

## Silver Link:

Silver Link (Also known as Anton) was the first LNER A4 to be built!

### Technical Details:

Silver Link was based on a London and North Eastern Railway (LNER) Class A4 Pacific, a type of streamlined 4-6-2 tender locomotive designed by Sir Nigel Gresley and built between 1935 and 1938. The A4s were designed for high-speed, long-distance express services such as the 'Silver Jubilee' and many members of the class set new world speed records for steam locomotives, including Mallard. Originally built with side valences covering their wheels, the A4s later had these removed during the Second World War to improve maintenance, an appearance which Spencer shares. Silver Link was also fitted with a corridor tender, which many A4s used to change crews during non-stop runs to Scotland in LNER and British Railways service. Six A4s survive in preservation, including Mallard and Sir Nigel Gresley; the latter named after the class's designer.

The A4 Pacifics were designed for high-speed passenger services. The application of internal streamlining to the steam circuit, higher boiler pressure and the extension of the firebox to form a combustion chamber all contributed to a more efficient locomotive than the A3; consumption of coal and water were reduced. A further design improvement was fitting a Kylchap double-chimney, first on 4468 *Mallard* in March 1938. The double-chimney improved the capability of the locomotives further, and the last three locomotives of the class (4901 *Capercaillie*, 4902 *Seagull* and 4903 *Peregrine*) were fitted with the Kylchap exhaust from new and the rest of the class acquired it in the late 1950s.

The class was noted for its streamlined design, which not only improved its aerodynamics, increasing its speed capabilities, but also created an updraught to lift smoke away from the driver's line of vision, a problem inherent in many steam locomotives particularly those operated with short cut off valve events; fitting smoke deflectors was an alternative solution. The distinctive design made it a particularly attractive subject for artists, photographers and film-makers. The A4 Class locomotives were known by train spotters as "streaks".

The streamlining side skirts (valances) designed by Oliver Bulleid to aerofoil shape that were fitted to all the A4 locomotives, were removed during the Second World War to improve access to the valve gear for maintenance and were not replaced. This apart, the A4 was one of few streamlined steam locomotive designs in the world to retain its casing throughout its existence. Many similar designs, including the contemporary Coronation class, had their streamlining removed or cancelled to cut costs, simplify maintenance and increase driver visibility.

No other British steam locomotives have a longer or more consistent record of high speed running than the A4s. Instances of 100 mph running by them must exceed those of all other types combined, though 90 mph running was a relatively rare event with steam traction, much less 100 mph. It should also be remembered that A4s operated on the East Coast Main Line which has more opportunities for high speed running (particularly Stoke Bank) than any other in the UK.

In August 1936 the Silver Jubilee train on the descent of Stoke Bank headed by 2512 *Silver Fox* driven by George Henry Haygreen achieved a maximum of 113 mph (181.9 km/h), then the highest speed attained in Britain with an ordinary passenger train. The fastest recorded post-war speed with British steam was also recorded by an A4. This occurred on 23 May 1959 on the Stephenson Locomotive Society Golden Jubilee special when 60007 *Sir Nigel Gresley* achieved 112 mph when hauling 400 tons down Stoke Bank. The driver, Bill Hoole, had hoped for an attempt to beat Mallard's record but Alan Pegler, who was on the footplate and mindful of the risks, told him to ease off.

Although A4s were primarily designed for high speed express work they were also capable of high power outputs. In 1940, 4901 *Capercaillie* exerted 2200 drawbar horsepower on the straight and level track north of York when hauling 21 coaches (730 tons gross) at an average of 75.9 mph for 25 miles. On W.A. Tuplin's method for grading steam locomotive performance based on both power output and duration of effort, this was the highest value ever achieved by any British locomotive, at Grade 26.

The highest recorded power output from an A4 was 2450 drawbar horsepower when *Mallard* herself was hauling 11 coaches (390 tons tare, 415 tons gross) *up* Stoke Bank at a sustained 80 mph in 1963. O.S. Nock thought this performance superior to Mallard's world record run in 1938. An A4 with the same load on a "good run" would be doing about 50 to 60 mph at the summit of Stoke Bank. On a run on 8 September 1961 *Mallard* had its train travelling at 78 mph. To put all this in perspective the highest possible drawbar horsepower from a Class 40 diesel (a class which was supposed to replace the A4s, was 1450, though they could achieve this figure over long distances and with no effort from the crew.

## Bittern:

Bittern is an LNER A4! She is the sister of Mallard, Spencer, Sir Nigel Gresley and Silver Link

### Technical Details:

Bittern is based on a London and North Eastern Railway (LNER) Class A4 Pacific, a type of streamlined 4-6-2 tender locomotive designed by Sir Nigel Gresley and built between 1935 and 1938. The A4s were designed for high-speed, long-distance express services such as the 'Silver Jubilee' and many members of the class set new world speed records for steam locomotives, including Mallard. Originally built with side valences covering their wheels, the A4s later had these removed during the Second World War to improve maintenance, an appearance which Spencer shares. Silver Link was also fitted with a corridor tender, which many A4s used to change crews during non-stop runs to Scotland in LNER and British Railways service. Six A4s survive in preservation, including Mallard and Sir Nigel Gresley; the latter named after the class's designer.

The A4 Pacifics were designed for high-speed passenger services. The application of internal streamlining to the steam circuit, higher boiler pressure and the extension of the firebox to form a combustion chamber all contributed to a more efficient locomotive than the A3; consumption of coal and water were reduced. A further design improvement was fitting a Kylchap double-chimney, first on 4468 *Mallard* in March 1938. The double-chimney improved the capability of the locomotives further, and the last three locomotives of the class (4901 *Capercaillie*, 4902 *Seagull* and 4903 *Peregrine*) were fitted with the Kylchap exhaust from new and the rest of the class acquired it in the late 1950s.

The class was noted for its streamlined design, which not only improved its aerodynamics, increasing its speed capabilities, but also created an updraught to lift smoke away from the driver's line of vision, a problem inherent in many steam locomotives particularly those operated with short cut off valve events; fitting smoke deflectors was an alternative solution. The distinctive design made it a particularly attractive subject for artists, photographers and film-makers. The A4 Class locomotives were known by train spotters as "streaks".

The streamlining side skirts (valances) designed by Oliver Bulleid to aerofoil shape that were fitted to all the A4 locomotives, were removed during the Second World War to improve access to the valve gear for maintenance and were not replaced. This apart, the A4 was one of few streamlined steam locomotive designs in the world to retain its casing throughout its existence. Many similar designs, including the contemporary Coronation class, had their streamlining removed or cancelled to cut costs, simplify maintenance and increase driver visibility.

No other British steam locomotives have a longer or more consistent record of high speed running than the A4s. Instances of 100 mph running by them must exceed those of all other types combined, though 90 mph running was a relatively rare event with steam traction, much less 100 mph. It should also be remembered that A4s operated on the East Coast Main Line which has more opportunities for high speed running (particularly Stoke Bank) than any other in the UK.

In August 1936 the Silver Jubilee train on the descent of Stoke Bank headed by 2512 *Silver Fox* driven by George Henry Haygreen achieved a maximum of 113 mph (181.9 km/h), then the highest speed attained in Britain with an ordinary passenger train. The fastest recorded post-war speed with British steam was also recorded by an A4. This occurred on 23 May 1959 on the Stephenson Locomotive Society Golden Jubilee special when 60007 *Sir Nigel Gresley* achieved 112 mph when hauling 400 tons down Stoke Bank. The driver, Bill Hoole, had hoped for an attempt to beat Mallard's record but Alan Pegler, who was on the footplate and mindful of the risks, told him to ease off.

Although A4s were primarily designed for high speed express work they were also capable of high power outputs. In 1940, 4901 *Capercaillie* exerted 2200 drawbar horsepower on the straight and level track north of York when hauling 21 coaches (730 tons gross) at an average of 75.9 mph for 25 miles. On W.A. Tuplin's method for grading steam locomotive performance based on both power output and duration of effort, this was the highest value ever achieved by any British locomotive, at Grade 26.

The highest recorded power output from an A4 was 2450 drawbar horsepower when *Mallard* herself was hauling 11 coaches (390 tons tare, 415 tons gross) *up* Stoke Bank at a sustained 80 mph in 1963. O.S. Nock thought this performance superior to Mallard's world record run in 1938. An A4 with the same load on a "good run" would be doing about 50 to 60 mph at the summit of Stoke Bank. On a run on 8 September 1961 *Mallard* had its train travelling at 78 mph. To put all this in perspective the highest possible drawbar horsepower from a Class 40 diesel (a class which was supposed to replace the A4s, was 1450, though they could achieve this figure over long distances and with no effort from the crew.

## Sir Nigel Gresley:

Sir Nigel Gresley (Also known as Nigel) is an LNER A4. Whom is named after his designer!

### Technical Details:

Nigel is based on a London and North Eastern Railway (LNER) Class A4 Pacific, a type of streamlined 4-6-2 tender locomotive designed by Sir Nigel Gresley and built between 1935 and 1938. The A4s were designed for high-speed, long-distance express services such as the 'Silver Jubilee' and many members of the class set new world speed records for steam locomotives, including Mallard. Originally built with side valences covering their wheels, the A4s later had these removed during the Second World War to improve maintenance, an appearance which Spencer shares. Silver Link was also fitted with a corridor tender, which many A4s used to change crews during non-stop runs to Scotland in LNER and British Railways service. Six A4s survive in preservation, including Mallard and Sir Nigel Gresley; the latter named after the class's designer.

The A4 Pacifics were designed for high-speed passenger services. The application of internal streamlining to the steam circuit, higher boiler pressure and the extension of the firebox to form a combustion chamber all contributed to a more efficient locomotive than the A3; consumption of coal and water were reduced. A further design improvement was fitting a Kylchap double-chimney, first on 4468 *Mallard* in March 1938. The double-chimney improved the capability of the locomotives further, and the last three locomotives of the class (4901 *Capercaillie*, 4902 *Seagull* and 4903 *Peregrine*) were fitted with the Kylchap exhaust from new and the rest of the class acquired it in the late 1950s.

The class was noted for its streamlined design, which not only improved its aerodynamics, increasing its speed capabilities, but also created an updraught to lift smoke away from the driver's line of vision, a problem inherent in many steam locomotives particularly those operated with short cut off valve events; fitting smoke deflectors was an alternative solution. The distinctive design made it a particularly attractive subject for artists, photographers and film-makers. The A4 Class locomotives were known by train spotters as "streaks".

The streamlining side skirts (valances) designed by Oliver Bulleid to aerofoil shape that were fitted to all the A4 locomotives, were removed during the Second World War to improve access to the valve gear for maintenance and were not replaced. This apart, the A4 was one of few streamlined steam locomotive designs in the world to retain its casing throughout its existence. Many similar designs, including the contemporary Coronation class, had their streamlining removed or cancelled to cut costs, simplify maintenance and increase driver visibility.

No other British steam locomotives have a longer or more consistent record of high speed running than the A4s. Instances of 100 mph running by them must exceed those of all other types combined, though 90 mph running was a relatively rare event with steam traction, much less 100 mph. It should also be remembered that A4s operated on the East Coast Main Line which has more opportunities for high speed running (particularly Stoke Bank) than any other in the UK.

In August 1936 the Silver Jubilee train on the descent of Stoke Bank headed by 2512 *Silver Fox* driven by George Henry Haygreen achieved a maximum of 113 mph (181.9 km/h), then the highest speed attained in Britain with an ordinary passenger train. The fastest recorded post-war speed with British steam was also recorded by an A4. This occurred on 23 May 1959 on the Stephenson Locomotive Society Golden Jubilee special when 60007 *Sir Nigel Gresley* achieved 112 mph when hauling 400 tons down Stoke Bank. The driver, Bill Hoole, had hoped for an attempt to beat Mallard's record but Alan Pegler, who was on the footplate and mindful of the risks, told him to ease off.

Although A4s were primarily designed for high speed express work they were also capable of high power outputs. In 1940, 4901 *Capercaillie* exerted 2200 drawbar horsepower on the straight and level track north of York when hauling 21 coaches (730 tons gross) at an average of 75.9 mph for 25 miles. On W.A. Tuplin's method for grading steam locomotive performance based on both power output and duration of effort, this was the highest value ever achieved by any British locomotive, at Grade 26.

The highest recorded power output from an A4 was 2450 drawbar horsepower when *Mallard* herself was hauling 11 coaches (390 tons tare, 415 tons gross) *up* Stoke Bank at a sustained 80 mph in 1963. O.S. Nock thought this performance superior to Mallard's world record run in 1938. An A4 with the same load on a "good run" would be doing about 50 to 60 mph at the summit of Stoke Bank. On a run on 8 September 1961 *Mallard* had its train travelling at 78 mph. To put all this in perspective the highest possible drawbar horsepower from a Class 40 diesel (a class which was supposed to replace the A4s, was 1450, though they could achieve this figure over long distances and with no effort from the crew.

## Biological Extra:

### Place of Birth:

UK

Claud is GER Claud D56!

### Technical Details:

Claud is based on a Great Eastern Railway (GER) D56 Class "Claud Hamilton", classified as D15 by the London and North Eastern Railway, with a Belpaire firebox, sandboxes on his wheel splashers, and the smaller 'water-cart' tender. Claud Hamiltons under the classes S46/D14, D56/D15, and H88/D16 were built at Stratford Works from 1900 to 1923. Under the LNER, most members of the class were rebuilt into the Gresley designed D16/3 sub-class. Members of this class pulled the Royal Train from Wolverton to the Sandringham Estate for several decades. The last D15 was withdrawn in 1952, while the last rebuilt Claud was withdrawn in 1960. None are preserved, though there are plans to construct a replica of D16/2 No. 8783 which is to be named *Phoenix*.

## Extra:

### Affiliation:

* NWR
	+ Estate Railway
		- Stephen
		- Neil
		- Matthew
		- Walter
		- Clive
		- Becky
		- Millie

## Biological Extra:

### Place of Birth:

UK

Raven is an Raven Q6! Who now works for the Earl of Sodor!

### Technical Details:

After fitting superheaters to many of the B15 4-6-0s, Raven had become fully convinced of the superheater's worth, and fitted them as standard to the Q6s. A number of different superheater types were initially tried, but all of the Q6s had been standardised to the Schmidt design by Grouping (1923). The original working pressure was 160psi, but this was increased 180psi before Grouping.

The Q6s were an unqualified success. By combining Worsdell's motion with the B15 boiler and the Schmidt superheater, Raven managed to create a strong and reliable locomotive which gave good strong service right up to the end of BR steam.

Due to their success, the Q6s experienced very modifications during their lives. From 1930, the Schmidt superheaters were replaced with Robinson superheaters to bring them in line with LNER practice. From 1938, the boiler design was updated from Diagram 50 to Diagram 50A. The 50A boilers had their domes 1ft 3in further back, and a sloping firebox throatplate was fitted. The boiler tubes were also increased from 144 to 156.

The Q6s had no train-braking ability, but they did have a single brake cylinder which operated the brakes on the tender and locomotive. On one occasion in 1942, the operating link failed causing a run-away from Morrison's Colliery into South Pelaw Junction. This only happened once and the Board of Trade's inspector was satisfied with the testing arrangements for the links. The lack of train-braking ability meant that the Q6s could not pull passenger trains except under unusual circumstances. One of these was in 1936 when a Q6 from Selby hauled a failed D20 into Leeds. The D20 braked the train and provided carriage heating whilst the Q6 provided the hauling power.

In anticipation of a Ministry of Transport authorisation to convert the Q6s to oil burning, shorter superheater elements were fitted to eight Q6s in 1947. The oil burning conversion project did not advance any further.

The Q6s were initially allocated to sheds in the North East area to haul coal from the colliery pits. By 1920 they were displaced from the Shildon-Newport line by electric traction. At Grouping in 1923, they were allocated to Tyne Dock, Borough Gardens, Blaydon, Carlisle, Stockton, Newport, Darlington, Neville Hill (Leeds), Selby, Dairycoates, and Springhead (Hull & Barnsley). They would occasionally be used for medium and long distance freight, as well as the heavy mineral traffic for which they were designed. During LNER ownership, the Q6s tended to venture further afield including trips to Manchester via the Woodhead Tunnel, Doncaster, and after 1930 they ventured north of the Tyne. In the 1940s, they also ventured south to Peterborough and March.

## Biological Extra:

### Place of Birth:

UK

That Blue Engine is a Blue Tender engine who is known for some engines uncomfortable! Possibly based on a L&YR Class 7.

## Biological Extra:

### Place of Death:

Iron works, Killdane

The Ironworks Engine was the original engine who worked at the Killdane Iron works