Cut up at Doncaster Works on 19 June 1963. Nb. The London and North Eastern Railway LNER Gresley Classes A1 and A3 locomotives represented two distinct stages in the history of the British 4-6-2 "Pacific" steam locomotives designed by Nigel Gresley. Cut up at Doncaster Works on 4 April 1963. 4472 was named Flying Scotsman after the 10 am express service from King's Cross to Edinburgh Waverley; the name was applied in February 1924 just before the locomotive was sent to the British Empire Exhibition. Thompson intended to rebuild to this configuration all the Gresley A1s that had not been converted to A3 standard; in the meantime the remaining Gresley A1s were reclassified as A10s. The rebuilding of these locomotives as A1/1 never happened. The intention was to produce an engine able to handle, without assistance, mainline express services that were reaching the limits of the capacity of the Ivatt large-boilered Atlantics. Flying Scotsman is the sole survivor of the class to be preserved. lner locomotives a1 & a2 class, a1 class tornado, gresley a1 & a3 class, a4 class, p2 class & other classes The choice was made after comparative trials with an equivalent North Eastern Railway Pacific, classified 'A2'. The Gresley 3-cylinder drive arrangement continued to bring a number of practical problems, the root of which was probably the need for the inside cylinder to be steeply inclined in order to give space for the inside connecting rod to clear the leading coupled axle; at the same time, the inside valve spindle had to be parallel with the outside ones from which it derived its motion. English: The LNER Class A3 Pacific locomotive number 4472 Flying Scotsman (originally no. On a later trial run to Newcastle upon Tyne and back in 1935, A3 number 2750 Papyrus reached 108 miles per hour (174 km/h) hauling 217 long tons (220 t; 243 short tons) at the same spot, maintaining a speed above 100 mph (161 km/h) for 12.5 consecutive miles (20.1 km), the world record for a non-streamlined locomotive, shared with a French Chapelon Pacific.[29]. Another modification was made in 1927 when number 4480 Enterprise was fitted with a 220 psi (1.52 MPa) boiler. 2553 was one of the locomotives he had inspected there. Instead, the conversion to A3 standard continued. Further batches were ordered and completed by both The Plant and North British Locomotive Company, with the final locomotive of the A1 class being completed in December 1924, this being No.2… This led Gresley to make a radical departure from Churchward practice by increasing the number of large tubes containing superheating elements, hence increasing the superheater surface area in contact with the hot gases, thus raising steam temperature. BY W.B. Read More. Cut up at Doncaster Works on 18 September 1963. The London and North Eastern Railway LNER Gresley Classes A1 and A3 locomotives represented two distinct stages in the history of the British 4-6-2 "Pacific" steam locomotives designed by Nigel Gresley. Fandom Apps Take your favorite fandoms with you and never miss a beat. The new Pacific locomotives were built at the Doncaster "Plant" in 1922 to the design of Nigel Gresley, who had become Chief Mechanical Engineer of the GNR in 1911. Cut up at Doncaster Works on 16 September 1963. Quite the same Wikipedia. Cut up at Doncaster Works on 30 September 1961. Finally, in the 1950s, it acquired the Peppercorn-type of deflector plates. A consequence was that the length of these passages was greater than that generally recommended, increasing "dead space", and this was combined with a shorter exhaust passage. The names for the locomotives came from a variety of sources. The London and North Eastern Railway LNER Gresley Classes A1 and A3 locomotives represented two distinct stages in the history of the British 4-6-2 "Pacific" steam locomotives designed by Nigel Gresley. [42] Built in 1922, he was sold to the Fat Controller in 1923, once testing was complete. 2555, was accordingly named Centenary. From Infogalactic: the planetary knowledge core. The modifications also gave the A1 locomotives greater speed potential, and the proof of this came in 1933 when a high-speed 3-car diesel railcar service had been mooted. Built at Doncaster in 1927 the A3 were broadly based on locomotive designs from America. The net result would be rather different working conditions in the middle cylinder from those on the outside. Named after Racehorse that won the Chester Cup in 1933. Jump to: navigation, search. In 1928, a new special type of tender body was built for the new non-stop Flying Scotsman train. Cut up at Doncaster Works on 31 December 1962. To-do list for LNER Gresley Classes A1 and A3: Add a couple more pictures. Eventually all of the A1 locomotives were rebuilt, most to A3 specifications, but no. In 1924, number 4472 Flying Scotsman, renumbered and named for the occasion, was displayed at the British Empire Exhibition at Wembley along with the first member of the Great Western Railway (GWR) Castle Class, number 4073 Caerphilly Castle. Features in common with the American types were the downward profile towards the back of the firebox and the boiler tapering towards the front. According to the Rev. The class names mainly denoted various racehorses; there were seven exceptions, detailed at the end. [27] This was largely due to a regression from the earlier 3-cylinder 2-6-0 design, which was the first to have the standard Gresley conjugated motion combined with long valve travel. The outside cranks were set at 120°, with the inside crank displaced by about 7 degrees to allow for the 1:8 inclination of the inside cylinder, this slight deviation from even spacing being a suggestion by Harold Holcroft of the SECR which enabled the outside cylinders to be perfectly horizontal. [1] Realising the need for standardisation, Gresley adopted his GNR Pacific design as the standard express passenger locomotive for the LNER main line, designating it 'A1' within the LNER locomotive classification system. W. Awdry, as well as its television adaptation Thomas the Tank Engine & Friends, the character Gordon the Big Engine is loosely based on an A1. The 1470-class Pacific was the third Great Northern locomotive type to incorporate Gresley's universal 3-cylinder layout. Below are the names and numbers of the steam locomotives that … They represented Nigel Gresley's attempt to standardise steam design. The outcome of the various experiments and modifications made to the A1s in the late 1920s was a new Class A3 "Super Pacific", the first example of which was number 2743 Felstead. 4470 was completely rebuilt as Class A1/1. Despite having settled on a new standard type, Gresley continued to experiment on individual locomotives, in one of which experiments ACFI feedwater heaters were installed in A1 2576 The White Knight and A3 2580 Shotover. : 'The L.N.E.R. [20] The changeover to left-hand drive took longer, and continued into the Fifties. Henry Alfred Ivatt (Bird, 1910) Public domain, via Wikimedia Commons. [1] This locomotive appeared in August 1928 with 220 psi (1.52 MPa) boiler, 19-inch (483 mm) cylinders, increased superheat, long-travel valves, improved lubrication and modified weight distribution. Thompson initially worked on producing a mixed-traffic Pacific, before working on a new express passenger design.With the intention of improving the A4 design, Thompson drew up two modified Gresley 3-cylinder designs. Gresley was appointed Chief Mechanical Engineer of the new company, which was the second largest of the "Big Four" railway companies in Britain. The early A1 Pacifics were a match for the performances demanded of them in the early 1920s. The new A1s were ordered by the LNER but delivered after that company had been nationalised to form part of British Railways at the start of 1948. [2] Finally realising that he was in a design impasse, he took as a model the new American Pennsylvania Railroad class K4 Pacific of 1914. [5][2] [14] Locomotives with modified valve gear had a slightly raised running plate over the cylinders in order to give room for the longer combination lever necessary for the longer valve travel. The original A1s were coupled to a traditional Great Northern type of tender with coal rails of a design that can be traced back to Stirling days. GRESLEY A1 AND A3 CLASSES. However this was at the cost of heavy coal consumption, and general performance was well below the ultimate potential of the design. 2579 was named Dick Turpin, but there was no distinguished racehorse of this name; the name refers to the well-known highwayman. [31] Other problems persisted, such as a stiff, insensitive regulator and overall design flaws that hampered maintenance.[30]. This problem had been overcome by what Holcroft called a "twist in the ports" (the passages that carried steam in and out of the cylinders). 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