G&SWR 403 Class

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Glasgow and South Western Railway 403 class
G&SWR 403 Class No. 403.jpg
Type and origin
Power typeSteam
Designer Peter Drummond
Builder North British Locomotive Co., Queen's Park Works, Glasgow
Serial number21172–21182
Build date1915
Total produced11
Specifications
Configuration:
   Whyte 2-6-0
   UIC 1′C h2
Gauge 4 ft 8+12 in (1,435 mm) standard gauge
Leading dia. 3 ft 6 in (1,067 mm)
Driver dia.5 ft 0 in (1,524 mm)
Wheelbase
  • 6 ft 6 in (1.98 m) +
  • 8 ft 1 in (2.46 m) +
  • 9 ft 0 in (2.74 m) =
  • 23 ft 7 in (7.19 m)
Length58 ft (17.68 m)
Loco weight62 long tons (63.0 t; 69.4 short tons)
Fuel type Coal
Water cap.3,970 imp gal (18,000 L; 4,770 US gal)
Boiler pressure180  psi (1.24  MPa)
Heating surface1,491 sq ft (138.5 m2)
Superheater:
  TypeRobinson
  Heating area211 sq ft (19.6 m2)
Cylinders Two
Cylinder size 19+12 in × 26 in (495 mm × 660 mm)
Valve gear Stephenson
Performance figures
Tractive effort 25,210  lbf (112.14  kN)
Career
Class G&SWR 403, 33, 51
Power classLMS: 4F
Retired1935–1947
DispositionAll scrapped

The Glasgow and South Western Railway (G&SWR) 403 (or 'Austrian Goods') Class was a class of 2-6-0 (mogul) steam locomotive designed by Peter Drummond, of which 11 were built in 1915 by the North British Locomotive Company at its Queens Park works. Originally built as the 403 class, as a result of renumbering they became known as the 33 Class in 1916 and then 51 Class in 1919, before passing to the London, Midland and Scottish Railway (LMS) on its formation in 1923, where they were given power classification 4F.

Contents

These freight-traffic locomotives were given the nickname Austrian Goods. The nickname was acquired because when the locomotives were delivered it was rumoured that they had been built from materials that NBL had gathered for a contract for Austria which was cancelled when World War I broke out. However, this rumour was unfounded as the design was entirely Drummond's and there is no evidence of any Austrian contract. [1]

History

The class was a development of Drummond's earlier 279 Class 0-6-0, fitted with superheating, pony trucks and numerous other improvements. They were far more successful than the 279s, being free-running and remarkably economical in coal and water. However, there were some reliability problems, notably with the design of the big ends and they were not considered suitable for passenger duties except in emergencies at reduced speed. [2]

The locomotives were initially allocated to the G&SWR's Carlisle Currock shed for goods trains to Glasgow, Greenock, and Ayrshire. Under LMS ownership they were transferred to the former Caledonian Railway shed at Carlisle Kingmoor, after which they were also used on runs over the Caledonian main line and occasionally the Settle-Carlisle Line. As new LMS 'Crab' 2-6-0s took over their duties in the early 1930s, most were displaced from Kingmoor to various LMS sheds throughout Scotland, with some even operating from Inverness for a time. [3]

In addition to their fuel economy, the type had the significant advantage that unlike most G&SWR locomotives, it was possible to fit a Caledonian Railway type boiler. This stopped the LMS from withdrawing them as non-standard as soon as their boilers became due for replacement. [4] The class, therefore, outlived all other G&SWR tender locomotive types, being withdrawn and scrapped between 1935 and 1947.

Numbering

Table of locomotives [5] [6]
GSWR (original) no.GSWR (1915/16) no.GSWR (1919) no.LMS no.Builder's no.DeliveredWithdrawn
403335217821NBL 21172Sep 1915Sep 1946
404345317822NBL 21173Sep 1915Apr 1944
405925517824NBL 21174Sep 1915Sep 1935
406935617825NBL 21175Sep 1915Nov 1936
407945717826NBL 21176Sep 1915Nov 1945
408995817827NBL 21177Sep 1915Apr 1938
409165117820NBL 21178Nov 1915Jan 1938
410615417823NBL 21179Oct 1915Dec 1936
1161165917828NBL 21180Nov 1915Dec 1935
1171176017829NBL 21181Nov 1915Mar 1947
1211216117830NBL 21182Nov 1915Nov 1938

References

  1. Smith (1976), p. 126.
  2. Smith (1976), pp. 127–128.
  3. Smith (1976), p. 127.
  4. Essery & Jenkinson (1986), p. 167.
  5. Smith (1976), pp. 179–180.
  6. Baxter (1984), p. 167.