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LNWR DX Goods class

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LNWR DX Goods Class [1] [2]
No. 578 in original condition and livery
Type and origin
Power typeSteam
DesignerJohn Ramsbottom
BuilderCrewe works
Build date1858–1874
Total produced943
Specifications
Configuration:
​
 • Whyte0-6-0
Gauge4 ft 8+1⁄2 in (1,435 mm)
Driver dia.5 ft 2 in (1.575 m)
Total weight27 long tons (27.4 t; 30.2 short tons)
(29 long tons (29.5 t; 32.5 short tons) when fueled)
Water cap.2,000 imp gal (9,100 L)
Firebox:​
 • Grate area15 sq ft (1.4 m2)[1]
or 17.1 sq ft (1.59 m2)[2]
Boiler4 ft 2 in (1.27 m) diameter
x 10 ft 6 in (3.20 m) length
Boiler pressure120 psi (0.83 MPa)
150 psi (1.03 MPa) (Special DX)
Heating surface1,074 sq ft (99.8 m2)
Cylinderstwo, inside
Cylinder size17 in (430 mm) diameter,
24 in (610 mm) stroke
Valve gearStephenson
Performance figures
Tractive effort11,410 lbf (50.8 kN)
Career
OperatorsLondon and North Western Railway, Lancashire and Yorkshire Railway, London, Midland and Scottish Railway
Withdrawn1902–1930
DispositionAll scrapped

The London and North Western Railway (LNWR) DX Goods class was a class of 0-6-0 steam locomotive, designed by John Ramsbottom for freight duties. 943 were constructed, making them the largest single class of steam locomotives built in the United Kingdom. Despite this, none were preserved.

History

[edit]
No. 2022 Francis Webb rebuild, Special DX in photographic grey livery

The "DX" goods engine was the first original design produced by Ramsbottom, shortly after becoming Locomotive Superintendent of the Northern Division. An experimental prototype was developed at Longsight whilst Ramsbottom was only in charge of the North-Eastern Division.[1] The first regular example was completed at Crewe Works in September 1858, and was given the running number 355. This was the 399th locomotive built at Crewe, but it was the practice of the LNWR to reuse the numbers of withdrawn locomotives.[1]

The first DX, No. 355, was named Hardman, and carried the name on a curved brass plate above the driving wheels. It was painted in the same dark green livery as used by Ramsbottom's predecessor, Francis Trevithick, but edged with a single black line. Fifty-four of the early DX locomotives were given names, but all were removed by 1864, with some re-used on passenger locomotives.

Four 0-4-2 versions of this locomotive type were built by Robert Stephenson and supplied to the Sydney Railway Company in 1855 as the first motive power for the new railway company. They were virtually identical in specification, except for slightly larger 5 ft 6 in (1.676 m) driving wheels and smaller 16-inch (410 mm) diameter cylinders.

857 examples of Ramsbottom’s standard goods design were built for the LNWR at Crewe Works between 1858 and 1872.[4][5] The class has been described as ‘the earliest example of standardization and mass productions of locomotives on a large scale,'[6] and ‘a remarkable instance of standardisation at a time when most railways had many different classes, each class with only few engines.’.[2] During the 1870s driving cabs were added. 278 examples of a saddle tank version of the design were built after 1870, known as the LNWR Special Tank.

In addition to the 857 examples used by the LNWR, a further 86 examples of the original design were constructed at Crewe for the Lancashire and Yorkshire Railway (LYR) between 1871 and 1874.[1] This alarmed independent locomotive manufacturers, who sought an injunction to stop the practice;[7] it was granted on 16 December 1875.[8]

The 943 locomotives were all built at Crewe as follows:[5][9]

Construction
Years built Crewe numbers Quantity Notes
1858–1859 399–423 25
1860 430–439 10
1860 444–463 20
1861 469–488 20
1861 494–523 30
1862 534–583 50
1863 604–623 20
1863 634–673 40
1864 690–729 40
1864 740–759 20
1864 770–779 10
1865 790–829 40
1865 850–879 30
1866 890–919 30
1866 930–979 50
1866–1868 1000–1159 160
1868–1869 1180–1279 100
1870 1320–1329 10
1870–1871 1340–1379 40
1871 1386–1433 48 last 6 sold to LYR after initial use on LNWR
1872 1489–1498 10 new to LYR
1872 1499–1508 10 Webb modifications
1872 1512–1531 20 Webb modifications
1872 1532–1541 10 new to LYR
1872 1542–1561 20 Webb modifications
1872 1582–1601 20 Webb modifications
1873 1602–1621 20 Webb modifications; new to LYR
1873–1874 1722–1761 40 Webb modifications; new to LYR

Crewe numbers 1428–33 (total 6), delivered new to the LNWR in October 1871, were sold to the LYR in November 1871.[10][11] Crewe numbers 1489–98, 1532–41, 1602–21 and 1722–61 (total 80) were delivered new to the LYR.[9] Most of those built from 1872 onwards (total 130) incorporated modifications by Francis Webb such as being fitted with cabs.[12][13]

From April 1881, Webb rebuilt 500 examples with a new 150 psi boiler and vacuum brakes for working passenger trains. These became known as ‘Special’ (or vacuum) DX’s.[14]

Accidents and incidents

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Withdrawals

[edit]

Withdrawals began in 1902, but there were still 88 engines in existence at the time of the London, Midland and Scottish Railway's formation in 1923. The last survivor was withdrawn in 1930.[16] Despite the large number of the class produced, all were scrapped.

Engines converted to other uses

[edit]

The chassis of a withdrawn DX Goods locomotive was repurposed as a stationary engine on the Sheep Pasture Incline of the Cromford and High Peak Railway in February 1884 but was replaced by an electric winch in 1964.[17]

Engines sold abroad

[edit]

Between 1900 and 1901, four LNWR Special DX were sold to the Société Anonyme du Chemin de Fer International de Malines à Terneuzen, a private railway between Belgium and the Netherlands.[18] They were renumbered 15, 16, 17 and 18.[19] Three of them were rebuilt between 1910 and 1911 with larger cabs of Belgian[20] design and all of them were fitted with Westinghouse brakes sometimes after 1911. One of them (number 15) was still on the active roster in 1948 when the Malines - Terneuzen was taken over by SNCB. All the M.T. engines were then scrapped.[21]

References

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  1. ^ a b c d e Nock, O.S. (1952). The Premier Line - The Story of London & North Western Locomotives. London: Ian Allan. pp. 51–53.
  2. ^ a b c London and North Western Railway Society (1999). "Goods Engines of LNWR: DX". Retrieved 6 June 2012.
  3. ^ Baxter 1978, pp. 124–130.
  4. ^ Baxter 1977, p. 12.
  5. ^ a b Baxter 1978, pp. 124–157.
  6. ^ Casserley, H.C. (1960). Historic locomotive pocket book. London: Batsford. pp. 124–157.
  7. ^ Kris Ward (2004). "The Locomotive Manufacturers Association". Leeds Engine Builders. Retrieved 2 January 2014.
  8. ^ National Railway Museum (1997). "Records of the Locomotive Manufacturers' Association" (PDF). p. 7. Retrieved 2 January 2014. ORDER in Perpetual Injunction in case of Attorney General ... against London & North Western Railway Co & Richard Moon ... restraining latter from manufacturing locomotive engines or other rolling stock for sale or hire on other than their own railway, 16 Dec 1875
  9. ^ a b Baxter 1982, pp. 39, 45–46.
  10. ^ Baxter 1978, pp. 154–155.
  11. ^ Baxter 1982, p. 45.
  12. ^ Baxter 1978, p. 155.
  13. ^ Baxter 1982, pp. 39, 46.
  14. ^ London and North Western Railway Society (1999). "Goods Engines of LNWR: Special DX". Retrieved 6 June 2012.
  15. ^ Trevena 1981, pp. 16–17.
  16. ^ Casserley & Johnston 1974, p. 7.
  17. ^ Marshall, John (1996). The Cromford & High Peak Railway. Fountain Chambers, Halifax, West Yorkshire: Martin Bairstow. p. 40. ISBN 1-871944-14-7.
  18. ^ Society, LNWR. "Where and When? - Part 3 - LNWR Society Journal - September 2002". www.lnwrs.org.uk. Retrieved 16 December 2017.
  19. ^ "Douzième période, 1948-1967 – Reprise des dernières compagnies et dernières (...) - Rixke Rail's Archives". rixke.tassignon.be (in French). Retrieved 16 December 2017.
  20. ^ "TWO B&W PHOTOS EX – LNWR DX 0-6-0 MALINES – TERNEUZEN RAILWAY, BELGIUM/HOLLAND | #463667093". Worthpoint. Retrieved 16 December 2017.
  21. ^ "Douzième période, 1948-1967 – Reprise des dernières compagnies et dernières (...) - Rixke Rail's Archives". rixke.tassignon.be (in French). Retrieved 16 December 2017.
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