Midland Railway Class 2 4-4-0

The Midland Railway Class 2 4-4-0 was a series of 12 classes of 4-4-0 steam locomotives built by and for the Midland Railway between 1876 and 1901 while Samuel W. Johnson held the post of locomotive superintendent. They were designed for use on express passenger trains but later on were downgraded to secondary work when more powerful types were introduced.

2211 of the 2203 class, 1893

During their history they were repeatably rebuilt, sometimes leaving virtually none of their original parts.

As built

275 were built in all:

ClassImagesPre-1907 Nos.Post-1907 Nos.ManufacturerDateQuantity
built		Driving
wheel
diameter		CylindersBoilerNotes
1312-1312–1321300–309Kitson & Co.1876106 ft 6 in17½ in × 26 inB - 140 psi[1]
1327-1327–1346310–327Dübs & Co.1876207 ft 0 in18 in × 26 inB - 140 psi[1]
1562-1562–1666328–357Derby Works1882–1884306 ft 8½ in18 in × 26 inB - 140 psi[2]
16671667–1676—Derby Works1884107 ft 0 in18 in × 26 inB - 140 psi[3] Joy valve gear. Withdrawn early and replaced by 156 class
17381738–1757358–377Derby Works1885207 ft 0 in18 in × 26 inB - 160 psi [4] No. 1757 named "Beatrice"
1808-1808–1822
80–87, 11, 14		378–402Derby Works1888–1891256 ft 6 in18 in × 26 inB - 160 psi[5]
2183-2183–2202403-427Sharp, Stewart & Co. (20)
Derby Works (5)		1892–1896257 ft 0 in18½ in × 26 inD - 160 psi[6]
22032203–2217
184–199
161–164
230–239		428–472Sharp, Stewart & Co. (15)
Derby Works (30)		1893–1895456 ft 6 in18½ in × 26 inD - 160 psi[7]
2581-2581–2590473–482Beyer, Peacock & Co.1900106 ft 6 in18½ in × 26 inB - 160 psi[8] "Like M&GN C Class"
156-156–160
150, 153–155
204–209
1667–1676		483–522Derby Works (20)1896–1901207 ft 0 in19 in × 26 inD - 160 psi[8] Includes 10 renewed "1667" class
2421-2421–2440503–522Sharp, Stewart & Co.1899207 ft 0 in18½ in × 26 inD - 170 psi[9]
60-60–69, 93
138–139
151–152
165–169
805–809
2636–2640
2591–2600		523–562Derby Works (30)
Neilson & Co. (10)		1898–1899407 ft 0½ in19 in × 26 in
or
19½ in × 26 in		E - 170 psi[10]

The "B", "D" and "E" boilers all had the same 4 ft 1 in diameter barrel, but had progressively longer fireboxes, "D" 7 inches longer than "B" and "E" 6 inches longer than "D", giving a larger grate area.

Starting with the "1738" class boilers were made of steel rather than wrought iron, which accounts for the higher permitted pressures.

Later history

"1312" and "1327" classes

The two earliest classes never received larger boilers, though between 1884 and 1891 the "1312"s received enlarged cylinders of 18 in × 22 in.

Withdrawals began in 1904 with two of the "1327" class. 16 out of 30 survived to the grouping but not long after, the last withdrawal being in 1934.

"1667" class

These were built with Joy valve gear. This proved not altogether satisfactory and the 10 engines were withdrawn early (between 1896 & 1901) and replaced by new engines of the "150" class with the same numbers.

Remainder

From 1904 to 1907 all 195 were re-equipped with larger "H" boilers, the same length as the "E", but with a larger diameter (4 ft 8 in rather than 4 ft 1 in).

However, only a few years later, from 1909–1911, many of these were replaces again with "G7" Belpaire boilers. This affected 44 engines, mostly of the earlier classes ("1562", "1738" and "1808").

But starting in 1912 a decision was made to instead rebuild the class with superheated "G7S" boilers. The results were essentially completely new engines (designated "483" class), but carrying the numbers of old ones. A possible reason for this was that royalties paid to the Schmidt superheater company were less for a "rebuild" than for a new engine. "H" boilers so released were passed onto 0-6-0 goods engines.

This started with the "156", "2421" and "60" classes and continued until the end of 1923, when 157 had been "renewed".

This "483" class formed the basis for the LMS Class 2P 4-4-0 of which 138 were built.

Details of "483" class:

Driving Wheels7 ft ½ in
Cylinders20½ in × 26 in
BoilerG7S
Pressure160 psi
Heating Surface1483 sq ft
Grate Area21.1 sq ft

Withdrawal

Those 37 still with "H" boilers were all withdrawn 1925–1928.

Those with "G7" boilers mostly went in the late 1920s and 30s, but the last one survived until 1952.

The "483" conversions all survived to be nationalized, the last withdrawal was in 1963. None have been preserved.

References
  1. Baxter 1982, p. 124.
  2. Baxter 1982, p. 125.
  3. Baxter 1982, pp. 125–126.
  4. Baxter 1982, p. 126.
  5. Baxter 1982, pp. 127–128.
  6. Baxter 1982, pp. 126–127.
  7. Baxter 1982, p. 128.
  8. Baxter 1982, p. 129.
  9. Baxter 1982, p. 130.
  10. Baxter 1982, pp. 130–131.
  • Baxter, Bertram (1982). Baxter, David (ed.). British Locomotive Catalogue 1825–1923. Vol. 3A: Midland Railway and its constituent companies. Ashbourne, Derbyshire: Moorland Publishing Company. ISBN 9780903485524.

Further reading
  • Bob Essery and David Jenkinson An Illustrated Review of Midland Locomotives from 1883 (Didcot, Oxon: Wild Swan Publications)
    • Vol. 2 – Passenger tender classes (1988) ISBN 0-906867-59-2
  • Stephen Summerson Midland Railway Locomotives – Irwell Press
    • Vol. 3 – Johnson classes part 1 : the slim boiler passenger tender engines, passenger and goods tank engines. ISBN 1-903266-26-2
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