The GS&WR 400 class or CIE class B2/B2a were a class of ten 4-6-0 steam locomotives built for the Great Southern & Western Railway (GS&WR) between 1916 and 1923 for express passenger duties on the Dublin to Cork main line. They proved initially unreliable but rebuilds from four to two cylinders between 1927 and 1937 for the seven survivors produced locomotives yielding satisfactory performance with the last two being withdrawn in 1961.[1][2]
Edward A. Watson, a native of Clones, County Monaghan and joined the GS&WR in 1911 as Works Manager at Inchicore. His previous experience was with the Pennsylvania Railroad and subsequently the Great Western Railway (GWR) of Great Britain who employed him for his experience of American methods. In 1913 he was appointed Locomotive Superintendent, his predecessor Richard Maunsell having left for the South Eastern & Chatham Railway.[3] The GS&WR main line ran between the two principal cities of Southern Ireland, Dublin and Cork, with the Up and Down Mail being the flagship service of the GS&WR.[4] By 1916 these services were assigned to the 4-4-0's of Robert Coey's 321 class and the more powerful prototype No. 341 Sir William Goulding introduced by Maunsell.[4] While the performance of No. 341 was very satisfactory the civil engineering department were concerned about its weight.[5] Watson determined to introduce an improved design for the Cork services to reduce double heading,[5] minimize the axle load, and reduce hammer-blow.[6]
Prototype
With Watson having come from the GWR at Swindon comparison of his prototype No. 400 with the GWR Star class are appropriate, with Watson having been lent drawings by the GWR.[3] Both the Star and No. 400 had four cylinders with the inner cylinders positioned forward to drive the leading axles,[6] however various other features did not match the GWR practice. The positioning of the inner cylinders meant frames needed to be cut away to accommodate the rear bogie wheels creating a weak spot. Whereas the Star Class frame plating was 1+1⁄8 inches (29mm) thick those for No. 400 were 1+1⁄16 inches (27mm); and together with less robust bolstering this led to increased frame flexing and steam pipes breaking on No. 400.[6] The firebox had dimensions similar to that for the Class 368 rather than GWR practice, and the boiler pressure was 175psi (1,207kPa), a record for Inchicore but below the 225psi (1,551kPa) of the GWR Star.[6] Clements and McMahon also commented the use of a short lap1+1⁄4 inches (32mm) on the piston valve as opposed to the 1.63 inches (41mm) GWR dimension may not have been helpful, preference for short lap being held by chief designer Joynt.[6] The reliability of No. 400 proved disappointing with high coal and water consumption and poor levels of reliability.[7] No. 400 and its successors were the only 4 cylindered locomotives in Ireland.[citation needed]
Main batches
With delays due to shortages from World War I and issues relating to civil unrest no further locomotives were produced until 1921 when three improved examples were built at Inchicore. These attempted to correct the deficiencies of No. 400 with strengthened frames, improved steam pipe layout, superheater changes and Detroit three feed lubricators. This increased the maximum axle loading from 17long tons6cwt (38,800lb or 17.6t) to 18long tons10cwt (41,400lb or 18.8t). The cab design was also changed [8]
These were followed by two further batches of three built and supplied by Armstrong Whitworth in 1922—3, again with further detail differences as well as a larger tender with 4,500impgal (20,000L; 5,400USgal) water capacity. The second of these batches were supplied with saturated boilers at a higher boiler pressure, the resultant locomotives unfortunately proving to have worse performance in practice and needing conversion to superheated boilers.[7]
Despite improvements to these batches the class proved unreliable,[7] though Oswald Nock compliments "Despite their other shortcomings no one could say that the Watson 4-6-0s were other than fast" and that they could work well even if given poor quality coal.[9]
Rebuilding
Watson's replacement Bazin was left with the situation of its ten flagship locomotives being problematic, unreliable and costly to operate.[7] Bazin is understood to have consulted with Maunsell who directed his chief designer Harry Holcroft to render advice and assistance to Bazin, who may also have received advice from his previous appointment at Doncaster Works. Bazin took the boiler from the 400 class and produced a two-cylinder 4-6-0mixed trafficNo. 500. No. 500 proved an immediately successful design and proved suitable for the Cork Mail trains despite not being optimised for express passenger work. The introduction of the Class 372 Woolwich Mogul in 1925 was a further demonstration of a design with greater power to the 400s but with better operating and reliability characteristics.[10]
Inchicore and Bazin took widened responsibility for the amalgamated Great Southern Railways (GSR) in 1925 and resource was initially directed at consolidating the existing stock from the combined companies some of which was in a very run-down condition due the previous civil unrest.[11] 1927 saw Bazin undertaking a near total rebuild of No. 402 as a two-cylinder locomotive, drawing on the experience of No. 500 and input from Holcroft.[12] The rebuilt locomotive was a success though the rebuild was expensive with boiler and firebox the only major components being retained while frames and wheels were completely renewed, wheelbase lengthened, and a 500-type cab fitted.[13]
With finances pressing and the global economic depression of 1929's decisions were made to scrap Nos. 341, 400, 404[lower-alpha 1] and 408. Simultaneously in 1930 the Inchicore built engines No. 401 and No. 406 had extensive rebuilds similar to that done for No. 402 however Caprotti valve gear was fitted at the same time on these locomotives which were also classified B2a. This left six capable locomotives for major Dublin—Cork services from the 400 and 500 classes, nos. 401, 402, 406, 500, 501 and 502.[14]
Walter H. Morton took the Chief Mechanical Engineer position in 1930 before promotion to General Manager 1932 and replacement by W. E. Harty. Under Harty the Armstrong Whitworth locomotives Nos. 403, 405 and 409[lower-alpha 1] were rebuilt over 1934—5, though the rebuild was more economical and less comprehensive than the earlier rebuilds. Existing wheels were retained by use of new 19+1⁄2 inches (500mm) cylinders with a shorter 26 inches (660mm) piston stroke. As this meant the length from the leading driver axle was not increased by 6 inches (150mm) as with the earlier rebuilds it was possible to modify the existing frames rather than a complete replacement as had been done on Nos. 401, 402 and 406.[15] The resultant locomotives had a tractive effort of 19,100lbf (84.96kN) some 1,500lbf (6.67kN) less than the earlier rebuilds.[16] No. 407 followed in 1938, the total period to complete the re-builds having been 11 years.[17]
Following rebuild the majority had split footplates, none looked were completely alike to another.[1] For example, No. 401 had a split footplate, while No. 402 had a flush footplate. No. 406 had a flush footplate a far as its cylinders, as the cylinders were higher than the rest of the footplate.[citation needed]
Service after rebuilding
The 400s proved far more reliable and economical after their rebuilding, and gave many good years of service to the GSR and CIÉ.[18]
No. 402, the first of the rebuilds, is claimed by Clements and McMahon to have remained the favourite locomotive.[19][lower-alpha 2] In particular No. 402 is recorded as having achieved an average speed of 67.5 miles per hour (108.6km/h) a special non-stop run over the 165.3 miles (266.0km) from Cork to Dublin Kingsbridge in March 1934 hauling a small 3 bogie coach load of 95 tons gross.[20] The other B2a rebuilds, nos. 401 and 406 had Caprotti valve gear and may have been more economical than No. 402,[19] however there some indications the different driving techniques to make optimal use of this variant were not always used.[21]
By the late 1930s the train weights of Cork services were increasing.[22] The 400s were requiring one or two pilot locomotives to provide assistance for the climb out of Cork. As a solution in 1939—40 the GSR introduced three new 800 class Queen locomotives to enable accelerated timings on the Cork Mail train.[23] The 400s could only deputise and maintain these timings if the load was limited to 100 tons.[citation needed]
They mainly worked on the Dublin-Cork mainline, pulling expresses and heavy goods traffic, along with seasonal beet trains. In 1950, the Enterprise Express was extended to Cork, and these locomotives, along with the 800s, and possibly 500s, were entrusted with these runs.[citation needed] The introduction of the Metropolitan Vickers A class Diesels in 1955 displaced these locomotives from regular work on the principal expresses.[24] No.401 and 402 were still in service in 1962, but all were scrapped by 1964.[citation needed]
No. 400 was introduced in the then GS&WR standard livery of dull or dark grey,[lower-alpha 3] though was lined in red and white.[27][lower-alpha 4] Photographs indicate a metal number plate carried on the cab sides and an orange painted number on the red front buffer beam.[29] The grey livery continued until 1947 when the surviving locomotives began to be painted green and lined black and yellow in common with several other passenger classes, with the C.I.E. flying snail emblem generally on the tender and metal cabside numbers removed,[30] with images existing of the front locomotive number removed from the buffer and placed as numbers over the smokebox.[31][lower-alpha 5]
The Great Southern Railways Company was an Irish company that from 1925 until 1945 owned and operated all railways that lay wholly within the Irish Free State.
Richard Edward Lloyd Maunsell held the post of chief mechanical engineer (CME) of the South Eastern and Chatham Railway from 1913 until the 1923 Grouping and then the post of CME of the Southern Railway in England until 1937. He had previously worked his way up through positions in other railways in Ireland, England and India.
The GS&WR Class 201 was a class of ten 0-6-0T locomotives designed by Locomotive Engineer, Henry Ivatt in 1887 for shunting heavy goods trains at Kingsbridge and Cork yards. Although the design is generally attributed to Ivatt they were actually created in the last year of Alexander McDonnell's tenure. The locomotives were built in three batch with variations between batches: Nos. 207—210 were introduced in 1887; 201 and 202 followed in 1895 taking numbers formerly held by Sambo and Negro; while the final batch 214—217 emerged in 1901.
The GS&WR Class 101, classified as Class 101 or Class J15 by the Great Southern Railways, was a class of 0-6-0 steam locomotives designed for working goods traffic although they did, and were quite capable of, working branch and secondary passenger trains.
Inchicore railway works, also known locally as 'Inchicore' or 'The Works', was founded by the Great Southern and Western Railway in 1846 and emerged to become the major engineering centre for railways in Ireland. Located c. 3 km west of Dublin city centre, the works cover an area of approximately 73 acres (300,000 m2).
William Herbert Morton was a British locomotive engineer who rose to the position of general manager of the Great Southern Railways (GSR) in Ireland. He previously held the chief engineering positions for GSR and Midland Great Western Railway (MGWR).
The Midland Great Western Railway (MGWR) A Class, later Inchicore Class D5, consisted of 6 4-4-0 express passenger locomotives built at Broadstone Works in the period 1902-1905. The largest express passenger locomotive in Ireland for a short while after introduction they were used on the MGWR's flagship services to Galway with most surviving until the 1950s albeit on less prestigious work.
The Midland Great Western Railway (MGWR) Class H were an 0-6-0 locomotive bought in 1880 from Avonside Engine Company. After 1925 they became Great Southern Railways (GSR) class 619 / Inchicore class J6.
The Great Southern and Western Railway (GS&WR) Class 500 were 4-6-0 locomotives intended for mixed-traffic work. The lead member of the class was built in 1924 under the GS&WR, the remaining two in 1926 under the amalgamated grouping of the Great Southern Railways (GSR).
The Great Southern and Western Railway (GS&WR) Class 333 consistent of eight 4-4-0 mixed-traffic locomotives designed by Robert Coey and built by Inchicore railway works in 1907/8. In 1936, the successor company - the Great Southern Railways (GSR) - built five similar engines known as GSR Class 342.
The Great Southern Railways (GSR) Class 700 consisted of five 0-6-0 locomotives built by Inchicore railway works in 1929 and were the last locomotives designed by J. R. Bazin. The Class 710 consisted of ten 0-6-0 locomotives built by Inchicore railway works in 1934.
The Great Southern and Western Railway (GS&WR) Class 341 consisted of a single 4-4-0 express passenger locomotive named Sir William Goulding introduced in 1913 for the Dublin—Cork route. Despite being an apparently capable design it was withdrawn in 1928.
The Great Southern and Western Railway (GS&WR) Class 900 consisted of a pair of 4-8-0T locomotives designed by E.A. Watson and introduced in 1915 and 1924 as a heavy shunter and banker for use on the relatively severe gradient from Kingsbridge to Clondalkin.
The Great Southern and Western Railway (GS&WR) Class 351 initially consisted of four 0-6-0 tender locomotives designed by Robert Coey for use on heavy freight trains on the main line. They were joined by four similar locomotives built in 1912 introduced by Richard Maunsell, these had detail differences such as larger cabs and higher running plates. They included an extended smokebox to which a Phoenix superheater was briefly trialed but abandoned. They were initially designated GS&WR Class 249 but were subsequently grouped into class 351.
The Great Southern and Western Railway (GS&WR) Class 368 consisted of four 2-6-0 tender locomotives designed by Robert Coey for use on heavy freight trains. on the main line.
The GS&WR) Class 33 consisted of six 2-4-2T locomotives designed by Henry Ivatt for Kerry branch line services, especially tight radius curves of the branches to Kenmare and Valencia.
The Great Southern and Western Railway (GS&WR) Classes 301. 305, 309 and 321 consisted of 26 4-4-0 tender locomotives designed by Robert Coey for passenger work and built between 1900 and 1907.
The (GS&WR) 0-6-4T were a set of 6 locomotives of two variants of the 0-6-4T arrangement designed by Alexander McDonnell. When introduced in 1876 it was the first use of a 0-6-4 configuration in the British Isles. The final four locomotives were to be designated GS&WR Class 203.
Robert Coey (1851–1934) was a locomotive superintendent of the Great Southern and Western Railway (GS&WR) of Ireland from 1896 until 1911.
The GS&WR McDonnell 2-4-0 types were a set of passenger locomotive classes introduced on the Great Southern and Western Railway (GS&WR) of Ireland by its locomotive engineer Alexander McDonnell between about 1868 and 1877.
References
Notes
1 2 In the event No. 404 was renumbered 409 to avoid scrapping while the newest locomotive No. 409 was renamed No. 404 and scrapped
↑ No. 402 was fitted with Walschaerts whereas the other two B2a locomotives were fitted with Caprotti valve gear and this may have a factor
↑ The grey weathered quickly to be indistinguishable from black,[26] and is sometimes referred to as battleship grey or 'slate grey
↑ An as built black and white image shows the smokebox painted apparently black with the body different colour but this may be a pre-service publicity image in photographic frienedly paints.[28]
↑ There is mention that surviving locomotives were painted black in the final days of steam and if may be this could have happened to surviving 400 class examples.[32]
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