H1 American Moguls

Introduced when a number of the older goods engines on the line were getting past work, and it became necessary to supply their places by new stock, besides making requisite additions to cope with increased traffic. The Doncaster Works being actively employed, it became necessary to give substantial orders to outside firms. It happened that at this time the locomotive builders in this country were fully engaged on orders to a degree
that prohibited all idea of early delivery, and to meet the situation it was necessary to look to other sources of manufacture for supply, and accordingly twenty locomotives were ordered from the Baldwin Locomotive Works, Philadelphia, with a more or less free hand as regards general design. These engines were delivered ten at a time with most praiseworthy expedition, being shipped over in parts and put together ready for steam at Ardsley.

They were all delivered to the railway company at a very early date in 1900 with one exception, the last of the set of twenty, No. 1200, being sent to Paris by its makers to form part of their noteworthy exhibit in the Exposition of that year. The numbers and dates of these were as follow:

In outside appearance equally with constructive details, these American engines showed a marked difference as compared with the standard G.N.R. goods locomotives. From Fig. 102 it will be seen that they were of the “Mogul” type, having outside cylinders, six-coupled driving wheels, a leading pony truck, and a tender carried on two bogies.

With the exception of the chimney, buffers and brake pipe fittings and sand boxes, which are below the foot-board as in English practice, they were of American type throughout, merely modified to meet the restrictions of loading gauge, and designed to yield as nearly as possible the same efficiency of duty as the standard goods engines on the line. The leading dimensions were as follows :

• cylinders i8-in. in diameter with a stroke of 24-in.
• driving wheels 5-ft. 1 1/2-in. in diameter, truck
• and tender wheels 3-ft. in diameter;
• wheel-base of engine 22-ft. 8-in., divided in the following proportion:
  • centres of truck and leading coupled wheels 7-ft. 11 -in.,
  • centres of leading coupled and driving wheels 6-ft. 3-in.,
  • centres of driving and trailing coupled wheels 8-ft. 6-in.

The boiler, which was of the flush-topped pattern, was built of 5/8-in. plates, with a diameter of 4-ft. 6 3/4-in., and contained 254 tubes measuring 10-ft. 11 3/4-in. long with a diameter of 1 3/4 -in. The safety valves, of the ” pop ” pattern, were pressed to blow off at 175 lbs. per sq. in. The firebox was 6-ft. long by 2 -ft. 9 1/4-in. broad by 6-ft. 3 1/2-in. deep, and there was a total heating surface of 1,380 sq. ft., the fire-box contributing 120 sq. ft. and the tubes 1,260 sq. ft. ; the grate area measured 16.7 sq. ft. In full working order these engines weighed 44 tons ig cwt., of which 6 tons 15 cwt. 3 qrs. were on the truck, and 38 tons 3 cwt. 1 qr. on the six-coupled wheels.

The double bogie tender carried 3,500 gallons of water and 5 tons of coal, and weighed, thus loaded, 37 tons 14 cwt. 2 qrs. It is interesting to note that for its capacity the American type of tender possesses less dead weight than the English six-wheeled pattern, a result which is mainly secured by the use of lighter and consequently thinner plates in the building of the tanks.

In the meantime orders for goods engmes of Mr. Ivatt’s standard pattern were being executed with the utmost despatch both at the Doncaster Works of the railway company, and by Messrs. Kitson & Co., of Leeds, and Messrs. Diibs & Co., of Glasgow, two orders of 20 each being in hand at Doncaster during the years 1899 and 1900 respectively, while the “outside” contingents consisted of 25 each. Of those built by Messrs. Diibs & Co., however, only thirteen were actually delivered to the G. N. R. Co., the other twelve being transferred to the Midland and Great Northern Joint Railway on completion, receiving that company’s running Nos. 81-92. Those built by the G.N.R. bore the following numbers : —

In general dimensions all these goods engines were similar to the earlier Doncaster built engines of the No. 315 class. So far as external appearance is concerned, those locomotives built at the Company’s works were also identical with No. 315, an illustration of which has already been given, except that the sand boxes used when running tender-first were removed from the middle pair of driving wheels to the trailing pair, and thus are concealed withi the cab side plates. The same alteration was made with respect to the engines built ” outside,” as can be seen from the accompanying illustration, Fig. 103, which shows No. 1 138, and these were further distinguished by cast iron chimneys of the “built up” pattern, and brass beading round the splashers. In all other details they were practically of standard pattern.