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From The Railway
Magazine - April, 1938 |
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The Wirral Railway, Old and New
By H. A. Robinson, B.Eng., M.R.S.T. |
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In view of the attention the Wirral Section of the L.M.S.R. is now
attracting on account of its electrification, it is interesting to note the stages by
which this essentially seaside line came into being and to recall some of its early
experiences. The first line of the system to be laid was that between Birkenhead and
Hoylake, originally single track throughout. It was formed under an Act of July 28, 1863,
which incorporated the Hoylake Railway Company to build a line "from a point
immediately contiguous to Seacombe Ferry, proceeding near the northern side of the
Birkenhead Docks, through Poolton village to Bidston, and thence by way of Moreton,
Saughall Massey, Great Meols, and Hoose, to the Hoylake terminus adjoining the
racecourse" A branch was planned from Bidston into Birkenhead at Wallasey Bridge Road
near the Dock cottages."
At a meeting of shareholders held in Liverpool early in February, 1864, it was
reported that active steps were being taken to obtain possession of the land, and for
beginning construction of the line to Hoylake; "also, that the necessary proceedings
had been taken in furtherance of the scheme for which the company was originally projected
- to extend the railway across the River Dee to Mostyn" Actually, the company secured
two Acts for extensions, one on July 5, 1865, for the 4¾ miles to New Brighton, and the
other on July 16, 1866, for an 8¼.mile line to Parkgate. Despite this auspicious start,
the only line built had its town terminus at Bridge Road, not far from the present
Birkenhead (North) station, and its further terminus at Hoylake, a distance of only 5
miles, 22 chains. As opened on July 2, 1866, this railway was comparatively primitive in
form, but it had as now intermediate stops of Bidston, Moreton, and Meols; Leasowe did not
become a stopping place, however, till June, 1894. All the stations were of the most
elementary type, having cinder platforms very scantily supplied with buildings, a state of
affairs which in the case of the intermediate stations has persisted to the time of
electrification. |
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Ex-Wirral Railway 4-4-4 tank locomotive No. 14
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Coaching stock was, in the main, of the open type, the compartments not
being completely divided, but having partitions that went only half way up to the roof.
Seats were of wood, and of the particularly narrow type thought correct for the lower
orders in those days. Six trains were run each way on weekdays and four on Sundays, all
comprising three classes, the fares for which were, respectively, 1s., 8d., and 6d. for
the single journey. Passengers to Hoylake from the Merseyside reached the line by a horse
bus to Bridge Road station, which lay well out of Birkenliead. The easy-going methods of
working adopted on the system can he gauged from the following paragraph which appeared in
the Birkenhead Advertiser of Saturday, September 29, 1866:
On Thursday, the 5.15 p.m. train frnm Birkenhead, whilst nearing Hoylake
terminus suddenly ran off the rails at the points near the station, fortunately without
injury to life or limb of any of the passengers. A large number of men were immediately
set to work to get the engine on the rails but it was fast imbedded in the sand and defied
their efforts. The 7.15 train to Birkenhead therefore had to he drawn by horses.
The building of the line was premature, however. Hoylake in those days was a
small fishing village and the rest of the coast quite undeveloped, hence it was soon found
that the traflic was too small to make it a paying concern, and in 1869 the company was
forced to close down. On July 8, 1870, the line was seized by bailiffs at the instance of
a local landowner. The track then lay derelict, but later in the same year the promoters
of the Hoylake & Birkenhead Tramway Co. Ltd. arranged to buy it. This company, which
was seeking powers to build various street tramways in Birkenhead, promoted a Bill that
received the Royal Assent on July 18, 1872, incorporating the Hoylake & Birkenhead
Rail & Tramway Company. Among the powers secured were sanction to the purchase of the
Hoylake Railway, and authority to build a tramway from the Docks (Bridge Road) station of
that line to Woodside Ferry. Under the new auspices, the Hoylake Railway was reopened on
August 1, 1872.
One of the early moves of the new company was to buy the Comet, a Beattie
2-2-2 tank engine, from the London & South Western Railway in December, 1872. Built at
Nine Elms in 1852, this locomotive had 5 ft. 6 in, driving wheels and cylinder dimensions
of 14 in. x 20 in. It was not until 1877 that the company was able to have any engines
built for itself, but in that year it placed an order with the Yorkshire Engine Co. of
Sheffield for two 2-4-0 tank locomotives which were named West Kirby and Birkenkead
respectively. Their outside cylinders were 14 in. x 20 in., the coupled wheels were 5 ft.
and the leading wheels 3 ft. 4 in. in dia. Another second-hand engine was bought in 1882
from the Neath & Brecon Railway, hut this was employed for stationary work at
Birkenhead. |
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Under the new management the line prospered and in 1878 was carried on to
West Kirby, a distance of 1 mile, 17 chains, to which point it was opened on April 1 of
that year. At the same time Birkenhead Docks station was constructed, thus carrying the
line a little nearer into the town. The company's street tramway extended from the Docks
station to Woodside ferry, traversing the line of docks. This was entirely separate from
the ordinary tramway system of Birkenhead, which was in the hands of the Birkenhead Street
Railway Co. Ltd., an undertaking promoted by the eccentric American, George Francis Train,
of which the first section was opened as long ago as August 30, 1860. Eventually, however,
arrangements were made to merge the two tramway enterprises, and the Hoylake Company's
tramway activities were segregated from the railway undertaking on October 11, 1879, when
its line was sold to the Birkenhead 'I'ramways Company (the successor of the original
Birkenhead Street Railway Co. Ltd.).
By Act of July 18, 1881, the name of the railway company was changed to the
Seacombe, Hoylake & Deeside Railway Company, and powers were secured for a line to
Seacombe, thus reviving one of the first plans of the old Hoylake promoters. A further Act
(July 12, 1882) sanctioned a line to Warren Drive, New Brighton, and four years later (on
September 25, 1886), Parliament authorised an extension into the town of New Brighton.
Meanwhile the original Wirral Railway Company was incorporated by a Board of Trade
Certificate dated June 13, 1883 (granted under the powers of the Railways Construction
Facilities Act, 1864). The scheme was for a railway from the Mersey Railway (then being
built) at Birkenhead to Bidston and Connah's Quay, through the heart of the Wirral
peninsula, joining the proposed new line of the Manchester, Sheffield & Lincolnshire
Railway at Hawarden bridge. The only activity of the original W'irral Railway that
concerns the system now being described was the construction of a line from the Docks
station of the Hoylake Railway to Birkenhead Park station, in order to effect a connection
with the Mersey Railway. This line was authorised by Act of August 14, 1884, and was begun
in April, 1886. |
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The new station grows out of the old at Moreton. Note the old
platform buildings in
the foreground on left, and the reinforced concrete framing of the new buildings.
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On August 25, 1884, a limited company known as the Wirral Railways Co
Ltd., was formed to buy the shares of the Seacomhe, Hoylake & Deeside Railway Company
and the Wirral Railway Company, and to merge them into one Parliamentary company. While
the projected Connah's Quay line was in the air the merger was not effected, but from 1884
onwards the Hoylake and Wirral Railways virtually became one concern. It is unnecessary
here to detail the circumstances in which tIre Connah's Quay scheme passed into the hands
of the M.S. & L.R. (afterwards (G.C.R.) as they were set out in THE: RAILWAY
MAGAZINE as recently as November, 1937, in " Notes on the L.N.E.R. in
North Wales." From the time of the transfer of the powers in 1889. the S.H. & D.
and tire Wirral settled down as purely local enterprises.
Jamrary 2, 1888, was an important date in the development of the system, for it saw
the opening of the S.H. & D. branch to Wallasey; the Wirral Railway line from
Birkenhead Docks to Birkenhead Park and the Mersey Railway branch from Hamilton Square to
Birkenhead Park, where an end-on junction between the two railways was made in a joint
station. On March 30, 1888, the Wallasey line was opened to New Brighton. A year prior to
the opening of this important branch the company began to order engines from Beyer,
Peacock & Co. of Manchester, and sixteen, all tank engines of various types, including
2-4-0, 4-4-2, 4-4-4, 0-4-4, and 0-6-2, were delivered up to 1914.
By an Act of June 11, 1891, a new Wirral Railway Company was incorporated, to take
over and amalgamate the undertakings of the Seacombe, Hoylake & Deeside and the (old)
Wirral. Thee limited company continued in existence, however, as a holding concern
possessing all the issued ordinary capital (£290,870) and some of the preference shares
of the statutory railway company.
Although connections were made with other lines at West Kirby and Bidston, the
Wirral retained its individual style, being as ever an essentially seaside system. It
remained single-tracked until 1894, when tlre laying of another set of rails was put in
hand the work was completed as far as Hoylake by Jrme 1, 1895. The extension to West Kirby
remained single for another year but was doubled in 1896, at which time a new terminal
station at this town was opened. June 1, 1895, was also the opening date of the branch
through Poulton into Seacombe, the last extension the company made. It gave the system
four terminal stations and by means of two unusual triangular layouts near Bidston trains
from any terminal were able to run to any of the other three. During the war, however, the
rails on the side of the triangle that aliowed through running from Seacombe to New
Brighton were taken up for use in France, and, as bus services shortly afterwards did away
with the need for a direct train service between these two puints, the rails were never
put down again. The line from North Wales, which joined the Wirral tracks at Bidston
station, was opened for goods traffic on May 16, 1896, and for passenger traffic two days
later, but the company (now the L.N.E.R.) did not get the running powers into Seacombe,
which it now enjoys, until 1898. |
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Hoylake station under reconstruction. Note new reinforced concrete
footbridge,
partly completed; new concrete platform faces and new reinforced concrete platform
buildings and awnings.
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For some years from 1906 a service, locally known as the
"Dodger" service, was run hetweeri New Brighton and Seaconibe, but it did not
pay and was withdrawn during 1911, when road transport facilities made it unnecessary.
During 1906, the Slopes branch was opened, thereby affording connection with the dock
lines on the north side of the docks between Birkenhead arid Seacombe. A further
connection was completed in the same year between a Point near the Docks (now North)
station which communicated with the G.C.R. crossing the Wirral main line at what is now
Bickenhead North No. 2 signal box. This line has since been a regular path for shipping
coal, iron ore, and so forth between the docks and the G.C.R. yard at Bidston.
In the early days the Wirral Railway had a strongly sea-board character, Hoylake
then was a village of sandhills which extended a peculiarly long distance in from the
shore, and most of the streets now are purely concrete and other paving placed directly on
this seemingly uin-substantial foundation. In those mid-Victorian days the sand was
apparently everywhere, extending up to, and in many places beyond, the railway ; the
derailed engine of 1866 it will he noted became embedded in this shiftting substance. So
powerful, however, is the builder's art to change even the very land upon which he works
that it is hard to see these early characteristics in modern Hoylake. From Wallasey right
into New Brighton terminus the track also ran among dunes, with the result that it was
always covered with sand, often only the rail heads appearing above the surface . A little
to the east of Wallasey (Harrison Drive) station the sand trouble was very acute and,
after any sort of a wind from the sea, men had to be employed to clear the rails
sufficiently for the safe passage of stock, indeed men wcre nearly always at work on tIns
stretch. A peculiar point about this section of track used to be the silent running of the
trains and musically muffled beat of engine exhausts caused by the echo-deadening effect
of the surrounding dunes. |
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Three-car electric train set for Wirral section, L.M.S.R.
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The system passed to the L.M.S.R. on grouping, at which time it comprised
13 miles of route, with 17 tank locomotives, 70 passenger coaches, 80 goods vehicles, and
18 other vehicles. Owing to shortage of funds, only second-hand locomotives had been
acquired between 1914 and the time of amalgamation, all of the 2-4-2 type, one of which
was from the L. & Y.. Railway and four from the L.N.W.R. In 1923 two L.N.\V. R. coal
0-6-2 tank engines, provided with specially widened tanks, were drafted to the Wirral.
Thereafter five standard Class "3" 0-6-0 and 13 standard Class "3"
2-6-2 tank engines gradually took over the working, together with five coal tank engines,
all of which have now been transferred elsewhere, except three or four of the 0-6-0
standard tanks. Since amalgamation improvement has come upon improvement, one of the most
noted being the conquering of the sand trouble at Wallasey by planting the hills with
grass, as the result of which the track at this section is now as clear as any inland
stretch.
Finally, since March 14 last, electric trains have worked the whole of the service.
The line has been electrified on the third-rail 650-volt system, and new all-steel rolling
stock has been introduced, in appearance not dissimilar from that used on the London
tubes. It is of smaller cross-section than ordinary main-line stock, although ample for
the requirements of the local service between Liverpool Central and West Kirby, which it
works. The New Brighton line is operated by the trains of the Mersev Railway. All services
now work through to Liverpool Central. The new L.M.S.R. stock is of welded construction,
and thiss, together with its smaller section, has made possible considerable weight
reduction. The trains consist of three cars third-class motor coach weighing 36 tons,
third-class motor trailer weighing 21 tons, and between them a first-class trailer car
weighing 20 tons. At busy times two sets are coupled together, making a six-coach train.
Power is obtained from the Liverpool Corporation by cables through the Mersey Railway
tunnel, and substations are provided along the route. The train service is normally at
20-min. intervals, except morning and evening, and for a short period at midday, when it
is doubled.
The stations have all been improved or modernised. At West Kirhy and New Brighton
reinforced concrete awnings have been erected over the platforms. At Leasowe, Moreton,
Meols, and Hoylake new reinforced concrete buildings and footbridges have been erected,
and the platforms raised and improved. |
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From The Railway
Magazine - March, 1954 |
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Recollections of the Wirral Railway
By W. A. Tuplin, D.Sc., M.I.Mech.E. |
Train from the West Kirby line approaching Birkenhead Docks (later
North)
Station headed by 4-4-4 tank locomotive No. 14
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Everyone in Birkenhead knew and loved "the
Wirral." In a town served by the London & North Western and the Great Western
within a stone's throw of a tentacle of the Great Central, and not far across the water
from the busy Lancashire & Yorkshire, most Birkenhead people knew the Wirral better
than any of its huge neighbours both by its name and by their travels on it. Many families
went by Wirral to Wallasey sandhills, or Moreton shore or West Kirby for a day on the
sands with the children, and so it was known even to rare travellers.
The start was from Park Station, the main one of the Wirral Railway, entered by way
of a booking hall at street level and a flight of stairs beside which hidden compressors
maintained a booming rumble to supply air to reservoirs on the Mersey Railway electric
trains. The station had two island platforms, with extra outer roads, six in all, but in
normal service Mersey trains used one of the outer platform faces and all Wirral trains
the inner face of the same platform. So transfer from electric train to steam train was
easy and in the morning and evening that platform was thronged with Wirral dwellers
employed in Liverpool.
Work was not in my mind when I entered Park Station, but the excitement of a
railway journey, then a rare treat. The station is in a shallow cutting which Wirral
trains entered through a short curving tunnel, and the closely-fenced grassy area round
the station and running lines was to me a gateway to adventure. "Keep off Conductor
Rails" said red-painted notices at the platform ends, for third-rails were laid in
many places even where electric trains never normally ran, and there had been many rumours
of impending electrification of the Wirral, as a natural extension of the Mersey system, a
quarter of a century before the change was actually made. In those days each Mersey train
of American-looking cars rumbled noisily to a stand, the motorman emerged from his
compartment with a hose, lifted an iron cover plate from a hole in the station platform
and connected the hose to an underground air-supply pipe. Incredible though it may seem,
there was no compressor on the train, but reliance was placed on periodic charging of a
reservoir which fed air to the Westinghouse brakes and also to the Westinghouse
electro-pneumatic controllers for the traction motors. When a satisfactory charge had been
obtained, the motorman turned off the cocks on supply-pipe and reservoir, and pulled up
the hose with a loud "sssh-ack" as the air in the hose escaped. |
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Wirral Railway train between Birkenhead Docks and Bidston headed by
0-4-4 tank locomotive No. 3
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The Wirral coaching stock compared very favourably with many other
vehicles used in British suburban railway service at that time; prominent features were
the round-topped doors, the letters WRY cast on the inner door-handles, and the
red-painted ends of the guards' vans. The locomotives were Beyer Peacock tank engines of a
variety of types, some with the dignified type of chimney to be seen on contemporary Great
Central engines and others having older flared-top chimneys. Each locomotive was usually
accompanied by the distinctive smells of oil and smoke that seem peculiar to small
engines, and which for me are now associated with temporary escape from the town to the
healthier exhilaration of country and seaside.
With a "peep" from a high-pitched whistle, the train would leave by the
crossover to the down line, the engine in some cases giving a not-quite-even beat and in
others emitting from the motion a rhythmic staccato that might well have inspired the
legendary engine-chant "I'm not an old tin can" that has been ascribed
to many small lines besides the Wirral. The train then entered the first tunnel, a patch
on the brick face of which was painted white behind the advanced starting signal, and went
on through grassy cuttings and under a succession of street bridges to the first stop at
Birkenhead Docks Station. When travelling with the window open through the longest of the
intervening tunnels, one heard sounds as of pistol-shots marking the impacts of wheels on
rail joints, and inhaled the acrid tang of engine smoke.
Immediately after passing under the road bridge at the north-west end of Docks
Station one could see a turntable on the left. I noticed this several times without
knowing - or even asking myself - what it was for as, although I had seen the same engines
sometimes facing one way and sometimes the other, I had assumed that reversal had been
effected on the triangle of running lines between Docks Station and Bidston. On the right
of the line were carriage-sheds and, a little further on, the rather rudimentary engine
sheds of the Wirral alongside a double track forming an extension of the dock lines, which
crossed the Wirral line on the level at about 45 deg., using a wooden trestle bridge to
span the Birkett Brook and connecting to the Great Central sidings that fan out from the
goods line at Bidston. Away to the left, behind rows of wagons, the Great Central engine
shed could be seen, sometimes with 0-6-0 tender engines near it. |
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Wirral Railway locomotive No. 1, later L.M.S.R. No. 6830, built in
1892
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A wooden footbridge extended over Great Central and Wirral tracks at
Bidston Station, giving access to a miry footpath that ran alongside the Seacombe line to
join a public road near Poulton. Much of the land in this neighbourhood is flat and
low-lying, protected from the sea only by the Wallasey embankment, and at that time
subject to floods, so that the path was often obstructed by areas of watery mud.
Bidston Station, a cindered island platform, was joint with the Great Central, and
one might sometimes have seen there a passenger train headed by a Robinson 4-4-2 tank
engine a-gleam in green, gold, chocolate-brown and polished safety-valve columns. But even
the Wirral engines, black though they were, might show some colour, for I remember most
vividly looking ahead from a carriage window of a West Kirby train and seeing a side tank
green with reflection from the fields, so smooth was its surface. By now the train was
jogging along in purely rural surronndings, and at Leasowe Station the public road had a
level crossing with the line. At Moreton, where I nsually alighted, was a road bridge and
its modest height was enough to make it prominent in such flat surroundings. From this
bridge on a clear still day one might follow the steam-cloud for almost the entire extent
of the journey of every Wirral train on all three routes, Park to West Kirby, Park to New
Brighton, and Seacombe to West Kirby.
There are now no through trains between Seacombe and West Kirby, but the much more
frequent electric train services on the other two routes together with the numerous bus
services in the district are a measure of the extensive development of the Wirral
peninsula as a dormitory for Liverpool. |
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No. 9, completed in 1888 for the Seacombe, Hoylake & Deeside
Railway,
a constituent of the Wirral Railway
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The bridge at Moreton was a pleasant enough vantage point on a fine
summer's day and from it I first discovered that the exhaust from a locomotive may he
invisible in hot weather. I had observed a train to start from Bidston and again from
Leasowe with the usual exhaust noise but with no trace of a steam-cloud, and my resulting
impression that this was some new type of locomotive was heightened when I found that it
was one (No. 14) that I had never seen before. It was a 4-4-4 tank like No. 11 but it had
a Belpaire firebox and curious safety valves, quite different from the Ramsbottom valves
in the L.N.W.R. style fitted to most Wirral engines.
At holiday times intensive passenger train services were run with assistance from
the 0-6-4 tanks, normally reserved for freight traffic, and Moreton Station handled large
numbers of people seeking a day's relaxation on the sands. There was no other form of
public transport from Birkenhead and the old lane from the station to the shore was
thronged with summer visitors. In winter the place was deserted and, with cold damp wind
from the sea shrieking in the telegraph wires, the general feeling could be one of
desolation.
While very young I spent much time at Moreton Station, and was rewarded by my first
footplate trip. Presumably because of my repeated inspection of his engine, a driver
treated me to a run to West Kirby and back. I was lifted on to a shelf at the back of the
cab and, sitting there surveying from on high all that went on, I commenced a career of
footplate riding. My strongest recollections of this first taste of coveted discomfort
were the oscillating water levels in the gauge glasses, the words "Beyer Peacock,
Gorton Foundry" on the regulator quadrant, and the flooding of water on top of the
side tanks while they were being replenished at West Kirby.
It was at Moreton that I saw, for the first and only time, the forbidden operation
of fly-shunting. Having brought some goods vehicles from West Kirby to Moreton an engine
had to return with the brake van behind it. The van was pushed by the engine along the
down main line for a hundred yards beyond the crossover. The engine then started smartly
back towards the crossover, with the van in tow, steam was shut off, the van uncoupled,
and the engine opened out to continue quickly along the straight. Immediately it had
passed the points, they were reversed to divert the van, moving by momentum, on to the up
main alongside the the engine. It was then easy to pick up the van and take it hack to
West Kirby behind the engine. |
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One of four Webb 2-4-2 tank engines purchased by the Wirral Railway
from the London & North Western Railway between 1913 and 1921
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Another unique event for me was a sight of the old 2-4-0 tank locomotive
No. 3 with a permanent-way repair train. This engine, which hnd a peculiarly ugly chimney
top, was not normally in steam and I never saw it again. The sister engine, No. 4, I never
saw at all, but the other thirteen Wirral locomotives became familiar to me from prolonged
periods of observation at Park and Moreton. At both places the normal frequency of trains
was four an hour, approximately doubled during the morning and evening rush hours. The
goods trains did not venture out during these periods.
At Moreton occasional variety was provided by the arrival of a pick-up goods train,
and there was a daily L.N.W.R.-G.W.R. goods taking a short cut via the Wirral from West
Kirby to Birkcnhead whenever I saw it this train was hauled by G.W.R. No. 651, a 0-6-0
saddle tank with a short chimney.
I had my favourites among the Wirral engines. Some strange instinct inclined me to
disfavour the 4-4-4 tanks; now I should say that an engine with such a small proportion of
its total weight on the driving wheels is not ideal for start-and-stop work. The 4-4-2
tank No. 1 seemed to me rather a weak oddity and my strongest attachment was to Nos. 8 and
9, possibly because the chimneys they then had gave the aspect of a simper whereas the
Robinson-style chimneys looked somewhat surly. All the engines seemed rather to labour,
and speeds were not high. Not easily shall I forget the mental re-adjustment I had to make
when I went from Liverpool to Manchester behind a North Western "Jumbo" whose
speed made station name-boards unreadable. A crude yardstick, no doubt, but no stop-watch
could have been more convincing.
I had left the Birkenhead district before the last true Wirral engine appeared, the
big 0-4-4 tank No. 3, but in the meantime a Webb 4 ft. 6 in. 2-4-2 tank had been bought
from the North Western: three others came later, and finally a Lancashire & Yorkshire
2-4-2 tank was added to the stock. So even before the L.M.S.R. group swallowed the tiny
Wirral, the motive power of the local line was losing some of its individuality. The tank
engines that had plodded industriously up and down those short-railed tracks during the
great railway years before 1914 were wearing out and their total number was so small that
the L.M.S.R. could replace them without any perceptible effect on its own huge army. So
although various static features of the Wirral Railway survived for many years, the
locomotives, the heart and soul of any railway, were fated to early extinction. In the
last month of its separate existence, the Wirral made local headlines with a collision
that might almost have been staged as a dramatic gesture of revolt against the new order.
It is at least possible that the driver who passed two signals at danger was brooding on
the fate awaiting the Wirral engines. |
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WIRRAL
RAILWAY LOCOMOTIVES |
| Numbers |
1 |
2,5,6,8,9 |
3,4 |
3 |
7,10 |
11 |
12,13 |
14,15 |
Wheel arrangement
Built
Withdrawn |
4-4-2T
1892
1924 |
0-4-4T
1887/8
1921/3/4 |
2-4-0T
1884/5
1914/3 |
0-4-4T
1914
1928 |
0-4-4-T
1894
1924 |
4-4-4T
1896
1919 |
0-6-4T
1900
1924/3 |
4-4-4T
1903
1924 |
Grate area (sq. ft.)
Nominal tractive effort (lb)
Wheel dia. (in)
Cylinders (bore and stroke) (in)
Boiler pressure (lb. per sq. in)
Heating surface tubes (sq ft)
firebox |
15.75
10,400
36,62,45
16 x 24
140
893
89 |
15.75
10,400
62,36
16 x 24
140
928
89 |
13
8,850
38½,60½
15 x 20
140
851
67 |
21.5
15,300
66,37
18 x 26
160
1,064
(B)110 |
17.5
13,400
62,36
17 x 24
160
929
97 |
17.8
13,400
36,62,36
17 x 24
160
929
93 |
21.5
17,100
63,37
18 x 26
170
1064
(B)110 |
17.7
13,200
37,63,37
17 x 24
160
954
(B)96 |
Total weight (tons)
Adhesion weight
Coal capacity (tons)
Water capacity (gal) |
48.1
25.9
2¼
1,030 |
40.8
25.1
2
1,000 |
33.9
26.5
1½
820 |
54.5
34.0
3
1,500 |
47.9
23.2
2
1,300 |
59.8
30.4
3½
1,900 |
62.1
48.1
3½
1,900 |
60.2
30.5
3½
1,900 |
All
built by Beyer, Peacock & Co. Ltd. All used saturated steam with slide valves and
Stephenson valve-gear
(B) : Belpaire firebox |
|
|
|
|
