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The Midland Railway's Paget locomotive, No. 2299, was an experimental steam locomotive constructed at its Derby Works in 1908 to the design of the General Superintendent Cecil Paget (though Richard Deeley was Locomotive Superintendent at the time). As the Midland shrouded the locomotive in secrecy, there is only one known photograph, which was not released until after The Grouping of 1923.
The locomotive had a total of eight uniflow cylinders arranged in two groups of four placed between the 1st and 2nd and 2nd and 3rd driving axles, with rotary steam distribution valves placed over each; a bronze sleeve in the valve body was rotated to control cutoff. Two were connected to the forward pair of the six driving wheels. Four were connected, two each side to the centre pair, with the final two behind the last pair. These drove a jackshaft which operated and reversed the valves, and cut off was controlled by rotary sleeves. [1] The boiler was large and had an unusual integral firebox, lined with firebricks. Two-wheel pony trucks were fitted front and rear. It was the first 2-6-2 tender locomotive in Great Britain and would be the only one until the LNER Class V2 of 1936.
Paget had initially financed it himself, but unfortunately ran out of money, and the railway made up for the difference. There has been a history on the railways of a distrust of new ideas and Paget and Deeley were not on the best of terms. Lowe suggests that there was great hostility to it.
It had problems with seizing of the phosphor bronze sleeves in the cast iron steam chest, with leakage in the glands and piston rings. In 1912, one of the rotary valves seized while on a test run, the engine blocking the main line for seven hours. As a result, it was put in store at Derby and was broken up in 1918, while Paget was in France commanding the Royal Engineers Railway Operating Division. [2]
The valve gear of a steam engine is the mechanism that operates the inlet and exhaust valves to admit steam into the cylinder and allow exhaust steam to escape, respectively, at the correct points in the cycle. It can also serve as a reversing gear. It is sometimes referred to as the "motion".
Richard Mountford Deeley was an English engineer, chiefly noted for his five years as Chief Mechanical Engineer (CME) of the Midland Railway. Richard Deeley is recorded as being born in Derby His father had been an accountant with the Midland Railway and Richard attended grammar school in Chester.
In 1919, the Midland Railway built a single 0-10-0 steam locomotive, No 2290. It was designed by James Anderson for banking duties on the Lickey Incline in Worcestershire, England. It became known as "Big Bertha" or "Big Emma" by railwaymen and railway enthusiasts.
An automatic lubricator is a device fitted to a steam engine to supply lubricating oil to the cylinders and, sometimes, the bearings and axle box mountings as well. There are various types of automatic lubricator, which include various designs of displacement, hydrostatic and mechanical lubricators.
The Derby Works comprised a number of British manufacturing facilities designing and building locomotives and rolling stock in Derby, England. The first of these was a group of three maintenance sheds opened around 1840 behind Derby station. This developed into a manufacturing facility called the Midland Railway Locomotive Works, known locally as "the loco" and in 1873 manufacturing was split into locomotive and rolling stock manufacture, with rolling stock work transferred to a new facility, Derby Carriage & Wagon Works.
Midland Railway 1000 Class is a class of 4-4-0 steam locomotive designed for passenger work. They were known to reach speeds of up to 85 mph.
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Bury, Curtis and Kennedy was a steam locomotive manufacturer in Liverpool, England.
The cylinder is the power-producing element of the steam engine powering a steam locomotive. The cylinder is made pressure-tight with end covers and a piston; a valve distributes the steam to the ends of the cylinder. Cylinders were cast in iron and later made of steel. The cylinder casting includes other features such as valve ports and mounting feet. The last big American locomotives incorporated the cylinders as part of huge one-piece steel castings that were the main frame of the locomotive. Renewable wearing surfaces were needed inside the cylinders and provided by cast-iron bushings.
London & North Western Railway 2-2-2 No. 3020 Cornwall is a preserved steam locomotive. She was built at Crewe in 1847. She was originally a 4-2-2 in 1847, but was extensively rebuilt, and converted to a 2-2-2 in 1858.
A compound locomotive is a steam locomotive which is powered by a compound engine, a type of steam engine where steam is expanded in two or more stages. The locomotive was only one application of compounding. Two and three stages were used in ships, for example.
An expansion valve is a device in steam engine valve gear that improves engine efficiency. It operates by closing off the supply of steam early, before the piston has travelled through its full stroke. This cut-off allows the steam to then expand within the cylinder. This expanding steam is still sufficient to drive the piston, even though its pressure decreases as it expands. As less steam is supplied in the shorter time for which the valve is open, use of the expansion valve reduces the steam consumed and thus the fuel required. The engine may deliver two-thirds of the work, for only one-third of the steam.
The Highland Railway Cumming 4-4-0 class was a pair of 4-4-0 steam locomotives designed by Christopher Cumming, the Locomotive Superintendent of the Highland Railway
Sir Cecil Walter Paget, was an English locomotive engineer and railway administrator. Cecil Paget was the son of Sir George Ernest Paget, Chairman of the Midland Railway Company (MR) 1890-1911.
The South African Railways Class 10B 4-6-2 of 1910 was a steam locomotive from the pre-Union era in Transvaal.
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A steam motor is a form of steam engine used for light locomotives and light self-propelled motor cars used on railways. The origins of steam motor cars for railways go back to at least the 1850s, if not earlier, as experimental economizations for railways or railroads with marginal budgets. These first examples, at least in North America, appear to have been fitted with light reciprocating engines, and either direct or geared drives, or geared-endless chain drives. Most incorporated a passenger carrying coach attached to the engine and its boiler. Boiler types varied in these earlier examples, with vertical boilers dominant in the first decade and then with very small diameter horizontal boilers. Other examples of steam motor cars incorporated an express-baggage or luggage type car body, with coupling apparatus provided to allow the steam motor car to draw a light passenger coach. An early example with the all-in-one was photographed working on the Nashville, Chattanooga & St. Louis Railroad during the American Civil War, in Tennessee, circa 1863-64. One American firm, Grice & Long, devised various versions in the mid-1860s for use on suburban and city street railways, using their proprietary mechanical patents. In the 1930s some highly evolved steam motors represented one of the final developments of the steam locomotive. The concurrent development of internal combustion-powered or electric-motored railway motor cars proved most popular circa 1900-1950s and those obviating the need for steam-powered cars.
The Midland Railway Class 3 4-4-0 was a series of 80 steam engines built by the Midland railway at the Derby locomotive works between 1900 and 1905. They were designed for express passenger trains, earlier types not being powerful enough for the new heavier trains. They were the first of that railway's engines to be built new with Belpaire fireboxes, and the engines were generally known as "Belpaires".
The Central South African Railways Rack 4-6-4RT of 1905 was a South African steam locomotive from the pre-Union era in Transvaal Colony.