LNWR 1185 Class

LNWR 1185 Class

No. 289 in photographic grey livery
Type and origin
Power type Steam
Designer Charles Bowen-Cooke
Builder LNWR Crewe Works
Serial number 5040–5049, 5247–5256, 5357–5366
Build date 1911–1917
Total produced 30
Specifications
Configuration 0-8-2T
UIC class D1 n2t
Gauge 4 ft 8 1⁄2 in (1,435 mm)
Driver dia. 4 ft 3 in (1.295 m)
(4 ft 5½ in with 3 in tyres)[1][2][3]
Trailing dia. 3 ft 9 in (1.143 m)
(with 3 in tyres)[1][3]
Wheelbase 5 ft 9 in + 5 ft 9 in + 5 ft 9 in + 6 ft 3 in = 23 ft 6 in[1]
Axle load 13T-0C+17T-5C+15T-5C+14T-0C+13T-0C = 72T-10C[1][2]
Adhesive weight 59 long tons 10 cwt (133,300 lb or 60.5 t)
Loco weight 72 long tons 10 cwt (162,400 lb or 73.7 t)
Fuel type Coal
Fuel capacity 2 long tons 15 cwt (6,200 lb or 2.8 t)[1]
Water cap 1,200 imp gal (5,500 l; 1,400 US gal)[1]
Firebox:
 • Firegrate area		 23.6 sq ft (2.19 m2)[1]
Boiler Pitch: 8 ft 3 in (2.51 m)[1]
Boiler pressure 170 lbf/in2 (1.17 MPa)[1][2]
Heating surface 1,953.25 sq ft (181.463 m2)[1]
 • Tubes 276 × 1⅞ in o/s dia.[1]
1806.5 sq.ft.
 • Firebox 146.75 sq ft (13.634 m2)
Cylinders Two, inside
Cylinder size 20 1⁄2 in × 24 in (521 mm × 610 mm) [corrected from 26 in][4][1][2][3]
Valve gear Joy valve gear
Performance figures
Tractive effort 27,240 lbf (121.2 kN)[2]
Career
Operators
Power class LMS/BR: 6F
First run 1911
Withdrawn 1934–1953[5]
Disposition All scrapped

The LNWR 1185 Class was a class of 0-8-2T steam tank locomotives designed by Charles Bowen-Cooke and introduced in 1911. They passed into LMS ownership in 1923 and 8 survived to British Railways ownership in 1948. British Railways numbers were 47875-47896 (with gaps).

Shunting tank engines. 30 engines, designed under the supervision of C J Bowen-Cooke, and built at Crewe during 1911-1917. Intended for duties formerly needing two locomotives. Essentially a tank version of the G class 0-8-0s. When introduced they had the then new style of 12″ letters for the company's initials on the tank sides. They were fitted with saturated "Precursor" class boilers with lagged ends, round-top fireboxes, and sloping coal bunkers.[4] The main wheels were coupled by three overlapping rods and the third pair of wheels were flangeless. Lever actuated Joy reversing gear appeared in-lieu of the normal Ramsbottom screw system. The earlier engines initially had slender tapered Cooke buffers but these were replaced by those of standard Webb pattern: The latter type was fitted from new on later engines. Braking was by steam, but vacuum brakes were provided to operate fitted or passenger stock if required.[1]

  1. ↑ LMS numbers were applied piecemeal during 1925–1928 but not in the same sequence as construction.
  2. 1 2 3 4 Only these engines ever carried their post-1947 numbers [adding 40000 to those of the LMS].

During the Depression years many of the class spent time in store for want of work and almost half were scrapped. Ten, however, survived to be taken into nationalised stock at the start of 1948.[9]

No. 7892 in 1948, heading a line of ex-LNWR locomotives awaiting scrap at Crewe Works

No.1090, as BR No.47884, achieved the highest calculated service mileage of 732,425 miles. Others ran 715,830 miles [No.47896], 701,005 miles [No.47877], 692,706 miles [No.47881] and 553,433 miles [No.7885].[9]

References

  1. 1 2 3 4 5 6 7 8 9 10 11 12 13 Talbot, Edward (1984). An Illustrated History of LNWR Engines. Oxford Publishing.
  2. 1 2 3 4 5 H C Casserley & S W Johnson, (1966). Locomotives At The Grouping No.3 London Midland and Scottish. Ian Allan.
  3. 1 2 3 4 The Locomotive Magazine and Railway Carriage and Wagon Review, 15 December 1911
  4. 1 2 3 4 5 The Locomotive Magazine and Railway Carriage and Wagon Review, 15 January 1912
  5. ↑ Baxter 1979, pp. 301–302.
  6. 1 2 Baxter 1979, p. 302.
  7. 1 2 3 The Locomotive Magazine and Railway Carriage and Wagon Review, 15 March 1912
  8. 1 2 3 4 5 The Locomotive Magazine and Railway Carriage and Wagon Review, 15 February 1912
  9. 1 2 Talbot, Edward (2002). The London & North Western Railway Eight-Coupled Goods Engines. ISBN 978-0-9542787-0-0.

Further reading

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