R.o.B Motive Power
LNER/BR A1/A3 4-6-2
Specifications: Built and Re-built at Doncaster works, North British Locomotive Co., Glasgow between 1922-1935 with the re-build from 1927-1948
BR numbers A3: 60035-60112
Tractive effort: 32,910 lbs
Driving wheels: 6 ft 8 in
Bogie wheels: 3 ft 2 in
Trailing wheels: 3 ft 8 in
Length: 70 ft 5 in
Total weight: 154 tons 3 cwt
Fuel capacity: 8 tons
Water capacity: 5,000 gals
Cylinders: (3) 19 in x 26 in
Boiler pressure: 220lbs sq in
BR power classification: 7-P, 6-F
Route availability: 9
Designed by: Sir Nigel Gresley
The table only covers the later A3 classification given by the LNER and is not to be confused with the BR A1's which were a later re-design and build by BR
In the 1920's the larger railway companies that were to form the Big four were experimenting with and developing powerful locomotives to attract passengers to their services. What were to become the Southern companies competing with the Great Western Railway for traffic to western England leaving what were to become the London Midland and Scottish and London and North Eastern Railways to compete for the Anglo-Scottish services. Both of these companies were trying to reach Aberdeen in record time the LNER solution being the creation of the 'Pacific' A1's. These engines were the largest to have been seen on the Railways of Britain at their introduction with the first receiving the LNER number of 1470 and the name 'Great Northern' once it rolled out of Doncaster works in April 1922. Gresley was a great believer in locomotives that had 'ample capacity for their tasks, with higher construction costs offset by long term operating economies. Locomotive LNER No.1471 was the second prototype engine to be turned out from the works both having the same design and flaws which were to later see the class converted. One such problem was the inside vale gear for the third cylinder, and its short travel, which had been designed to avoid 'over-riding'. There was also boiler pressure issues with the working pressure being only 180lbs p.s.i which Gresley believed would be enough for the locomotives work. No.1471 did demonstrate its ability to work at this pressure, hauling a test train weighing 610tons at 70mph resulting in 10 more of the class being ordered.
When the LNER was formed taking over the Great Northern, which had started construction of the Pacific's, the management was not happy with the fuel consumption of its inherited A1's despite their still producing them. Gresley stated that in his opinion as Chief Mechanical engineer the locomotives were fine as they were and that they did not need altering 1924 and 1925 seeing 40 more locomotives built at Doncaster and Glasgow to the original design. Then in 1925 the LNER and GWR swapped locomotives, the LNER receiving a Castle class 4-6-0 GWR No.4079 'Penddenis Castle' with an A1 pacific sent to the GWR. Despite the Castle having a smaller boiler, but higher pressure of 225lbs psi, it was much more powerful and really impressed the LNER with its versatility and speed consuming 10% less coal than the Pacific but also maintaining the Pacific's schedules. In 1926 Gresley experimented with his design using two trial locomotives one of which was No.2544 'Lemberg' which had a 220lb psi boiler also had its cylinders reduced in diameter so that the tractive effort was the same as the standard 180lb psi of the class. Several trial runs were made with the dynamometer car between Doncaster and Kings Cross comparing the results with a standard A1 No.4473 'Solario'. The genral results were the same with little improvement to 'Lemberg' though Gresley was so impressed he decided all new engines would be built to that design with larger cylinders.
In the March of 1927 A1 No.25555 'Centenary' was test run with improved valves based on the GWR design and on the run from London to Newcastle demonstrated a 11/2 ton reduction in coal usage due to its long lap and travel valve gear. This resulted in the rest of the class and new builds receiving the new style valve gear. When the older engines boiler certificates ran out they were fitted with higher pressure boilers at 220lbs psi which also had larger superheaters the engines so fitted warranting a new power classification of A3 completion of conversion not taking place until 1948. This improved fuel consumption and higher power allowed the LNER to introduce non-stop passenger services from London to Edinburgh which was to be the longest in the world at 392.75 miles. On the 1st of May 1928 the 'Flying Scotsman' train was introduced specifically for the express run and was hauled by the first of the production A1's No.4472 'Flying Scotsman'. The possibility for non-stop running was given by Gresley's design of corridor tender allowing the engine crew to change once they had completed their section of route. The train and engine were to become world famous on 30th November 1934 when it reached the first recorded 100mph for a steam locomotive, previous measurements having been by calculation of mile posts. In 1935 No.2750 'Papyrus' reached 108mph on a high speed trial trip from London to Newcastle, which is still today the world record for an un-streamlined steam locomotive.
After WW2 the A1/A3's still under going conversion were still the main locomotive for the East coast main line express services though they were soon to be replaced by the A4's that even took on the corridor tenders the A1's/A3's receiving blank ended tenders. In 1937 the LNER had experimented with the use of the 'Kylchap' double blastpipe and chimney fitted to A3 No.2751 'Humorist' and this was found to be a great improvement to the locomotives performance though the fitting of this type exhaust was never carried out to the rest of the class until 1957. Another improvement to the engines were the fitting of German style smoke deflectors that caused the smoke from the chimney to be lifted away from the boiler to allow better visibility of the driver, though these were only fitted in BR days. 1958 was to see the withdrawl of the first of the A3's BR No.60104 which was to be followed by most of its classmates as they became surplus to requirements and required work to maintain them in running order from 1962-1964. The last of the class to be withdrawn was BR No.60052 'Prince Palatine' in the January of 1966.
A1/A3 Flying Scotsman No.4472: Perhaps the most famous locomotive in the world is the LNER, later BR A3 No.4472 'Flying Scotsman', introduced on 7th February 1923 as the first of the production A1's. In the February of 1924 the engine was re-numbered 4472 and was given its name, having run until then as LNER No.1472, the number change possibly indicative of the class change to A3. The naming was for the engine to be displayed at the 1924 Empire exhibition that was held at Wembley. The buildings for this exhibition were still standing in 2006, with the former loop from the East coast main line still visible in parts. With the introduction on 1st May 1928 of the 'Flying Scotsman' train non-stop from London Kings Cross to Edinburgh No.4472 'Flying Scotsman' was the first of the A1's to demonstrate the Gresley corridor tender that was to become a common site n the LNER express services. The engine regularly saw work on express services from London to Scotland, Newcastle, and Leeds. The engine seems to have quite a varied life and has certainly seen a lot of publicity, having reached a recorded 100mph on the 30th November 1934. The engine went on for a long career converted to class A3 along with its class members but in the January of 1959 was fitted with the Kylchap double blastpipe and chimney with Geraman style smoke deflectors fitted in the December of 1961. Two years later the engine was withdrawn from BR service immediately purchased privately for preservation where it was returned to LNER apple green and LNER number 4472. The engine ran several specials in this country on British Rail despite the steam ban that was in force for many years after the end of steam operation on the main line using its famous double tenders needed for water, before being shipped to America in 1970. Due to a change in British Government and a withdrawl of official support for the visit of 'Flying Scotsman' to America the owner started to experience serious financial difficulties the engine remaining in America until all debts were covered by a new owner who brought it home in 1973. The engine was then sent out to Australia for another tour in 1988 and when it returned to Britain it resumed operation on preserved railways and on the main line. Perhaps the largest attention the engine received from around the world was in 2004 when its owners, having changed once again in the July of 1999, put the engine up for sale. Their was desperate worry by rail enthusiasts and the powers that be that the engine would go abroad, the National Railway museum and several large companies put a huge bid in for the purchase of the locomotive to become part of the national collection. For a short period after being purchased by the NRM the engine worked specials to Scarborough but as the engine was in a deteriorating condition she has now been withdrawn for heavy overhaul at the NRM's workshops and is due for return to traffic n 2007.