| Powertype | Steam |
|---|---|
| Designer | James Holden |
| Builder | Stratford Works |
| Builddate | 1889–1893 |
| Totalproduction | 21 |
| Whytetype | 2-2-2 |
| Uicclass | 1A1 n2 |
| Leadingdiameter | 4 ft 0 in (1.219 m) |
| Driverdiameter | 7 ft 0 in (2.134 m) |
| Trailingdiameter | 4 ft 0 in (1.219 m) |
| Wheelbase | 36 ft 7 in (11.15 m) |
| Length | 48 ft 2 in (14.68 m) over buffers |
| Fueltype | Coal, some fuel oil |
| Boilerpressure | 140 psi (965 kPa) later 160 psi (1,103 kPa) |
| Firearea | 18.0 sq ft (1.67 m2) |
| Totalsurface | 1,199.5 sq ft (111.44 m2) |
| Cylindercount | Two, inside |
| Cylindersize | 18 by 24 in (460 by 610 mm) |
| Tractiveeffort | 11,016 lbf (49.00 kN), later 13,114 lbf (58.33 kN) |
| Operator | Great Eastern Railway |
| Operatorclass | D27 |
| Withdrawndate | 1901–1907 |
| Disposition | All scrapped |
The GER Class D27 was a class of 2-2-2 steam tender locomotives designed by James Holden for the Great Eastern Railway.
History
In 1888, Holden experimented by removing the side rods of T19 No. 721 to form a 2-2-2.[1] In 1889 the first of a new class appeared: initially No. 740 (later 789 and 780) which had been built on a 'Locomotive and Machinery' account. This was followed by two batches of ten on the more normal 'Letter' account.[2] in 1893. They were built with 18 by 24 in (457 by 610 mm)[3] inside cylinders powered by a 140 psi (965 kPa) boiler. They were later rebuilt with 18 by 25 in (457 by 635 mm) and 160 psi (1,103 kPa) boilers.[2]
| Year | Order no. | Manufacturer | Quantity | GER Nos. | Notes |
|---|---|---|---|---|---|
| 1889 | LM68 | Stratford Works | 1 | 740 | Renumbered 789, then 780 |
| 1891 | D27 | Stratford Works | 10 | 770–779 | |
| 1893 | F32 | Stratford Works | 10 | 1000–1009 |
One of their main spheres was on the Joint Line working expresses to York. In 1896 the class inaugurated the epic making non-stop run to North Walsham using oil-firing. Rous-Martin[4] found that the singles climbed Brentwood Bank more rapidly than the 2-4-0s. See also Ahrons (1951).
Nine locomotives were withdrawn between 1901 and 1903. The surviving eight locomotives in the 770-series were transferred to the duplicate list in July 1904, and had their number prefixed with a "0". The remaining fourteen were withdrawn between 1904 and 1907.[5]
| Year | Quantity in service at start of year | Quantity withdrawn | Locomotive numbers |
|---|---|---|---|
| 1901 | 21 | 4 | 1000, 1002, 1005, 1007 |
| 1902 | 17 | 3 | 773, 1001, 1003 |
| 1903 | 14 | 2 | 1008, 1009 |
| 1904 | 12 | 4 | 775, 0771, 1004, 1006 |
| 1905 | 8 | 4 | 0772, 0774, 0777, 0780 |
| 1906 | 4 | 1 | 0770 |
| 1907 | 3 | 3 | 0776, 0778, 0779 |
References
- ^ Allen 1961, p. 114
- ^ Aldrich 1969, p. 34
- ^ Rous-Marten 1902, p. 272
- ^ Rous-Marten 1898a
- ^ Aldrich 1969, p. 35
- Ahrons, E. L. (1951). Locomotive and train working in the latter part of the nineteenth century. (Volume 1). Asher, L. L. (ed.). Cambridge: Heffer.
- Allen, C. J. (1961). The Great Eastern Railway, 3rd edition. 3rd ed. London: Ian Allan.
- Rous-Marten, C. (1898a). British express engines. Int. Rly Congress.
- Rous-Marten, C. (1902). Railway Magazine. 11: 272.
External links
- [1] – Great Eastern Railway Society