GER Class T19

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GER Class T19
2-4-0 GER 760 Petrolea.jpg
Oil-burning T19 No. 760 named Petrolea. The name was removed when it was rebuilt circa 1902–1904
Specifications
Power type Steam
Designer James Holden
Builder Stratford Works
Build date 1886-1897
Total produced 110
Configuration 2-4-0
UIC classification 1B n2
Gauge 4 ft 8 12 in (1,435 mm)
Leading wheel
diameter
4 ft 0 in (1.219 m)
Driver diameter 7 ft 0 in (2.134 m)
Wheelbase 36 ft 7 in (11.15 m)
Length 48 ft 2 in (14.68 m) over buffers
Weight on drivers 27 tons 11 cwt (61,700 lb or 28.0 t)
Locomotive weight 42 tons 0 cwt (94,100 lb or 42.7 t)
Fuel type Coal, some converted to fuel oil
Boiler pressure 160 lbf/in2 (1.10 MPa)
Firegrate area 18 sq ft (1.7 m2)
Heating surface:
– Total
1,199.5 sq ft (111.44 m2)
Cylinders Two, inside
Cylinder size 18 in × 24 in (457 mm × 610 mm)
Tractive effort 12,590 lbf (56.00 kN)
Career
Railroad(s) Great Eastern Railway
Nicknames Standards
Withdrawn 1902–1908 (for rebuilding)
1908–1913 (for scrapping)
Disposition 29 scrapped,
21 rebuilt as "Humpty-Dumpties",
60 rebuilt as 4-4-0

The GER Class T19 was a class of 2-4-0 steam tender locomotives designed by James Holden for the Great Eastern Railway. Some were later rebuilt with larger boilers while others were rebuilt with both larger boilers and a 4-4-0 wheel arrangement. Unusually, both the 2-4-0 and 4-4-0 rebuilds were classified as GER Class T19 Rebuilt. All the 2-4-0s had been withdrawn by 1920 so only the 4-4-0s passed to the London and North Eastern Railway in 1923 and these became the LNER Class D13.

Standard 2-4-0s[edit]

The T19s was similar to the Worsdell Class G14, but had a slightly larger boiler. One hundred and ten locomotives were constructed. They had 18-by-24-inch (457 mm × 610 mm) cylinders and the last ten had 160-pound-force-per-square-inch (1.10 MPa) boilers, but the remainder were gradually fitted with two-ring boilers.

Table of orders and numbers[1]
Year Order No. Builder Quantity GER Nos. Notes
1886–87 T19 Stratford Works 10 710–719
1888 S20 Stratford Works 10 720–729
1888 F21 Stratford Works 10 730–739
1889 O22 Stratford Works 10 740–749
1889 R22 Stratford Works 10 750–759
1890 T24 Stratford Works 10 760–769
1892 S29 Stratford Works 10 700–709
1892 V29 Stratford Works 10 781–790 renumbered 770–779 in July 1904
1893 D32 Stratford Works 10 1010–1019
1895 H35 Stratford Works 10 1020–1029
1897 M39 Stratford Works 10 1030–1039

No. 758 was fitted with an extended smokebox in 1900. Oil burning apparatus was fitted to No. 712 and 759–767. No. 760 was named Petrolea. Tenders with water scoops were fitted to Nos. 762–767 and 1030–1039 to enable the Cromer expresses to run non-stop from Liverpool Street to North Walsham from 1 July 1897. Water troughs were installed at Halifax Junction, Ipswich and at Tivetshall St. Mary.

Royal trains[edit]

Oil-burning T19 No. 761, one of the class frequently used for powering Royal trains.[2] It was not rebuilt, being withdrawn in 1908.

No. 755 hauled the funeral train for the Duke of Clarence from King's Lynn to Windsor on 28 January 1892. No. 761 hauled the honeymoon train for the Duke and Duchess of York from Liverpool Street to King's Lynn on 6 July 1893.

Eighty-one were rebuilt at the beginning of the 20th century. The twenty-nine not rebuilt were scrapped between 1908 and 1913.

Table of withdrawals[2]
Year Quantity in
service at
start of year
Quantity
withdrawn
Locomotive Numbers
1908 29 8 711, 723, 746, 749, 754, 758, 761, 1024
1909 21 10 714, 716, 720–722, 753, 701, 703, 773, 1038
1910 11 7 726, 736, 752, 755, 757, 709, 1019
1911 4 3 740, 759, 764
1913 1 1 768

"Humpty Dumpty" 2-4-0s[edit]

GER Class T19R
“Humpty Dumpty”
Specifications
Only differences from T19 above are shown
Power type Steam
Rebuilder Stratford Works
Rebuild date 1902–1904
Number rebuilt 21
Weight on drivers 30 tons 12 cwt (68,500 lb or 31.1 t)
Locomotive weight 45 tons 9 cwt (101,800 lb or 46.2 t)
Boiler Belpaire
Boiler pressure 180 lbf/in2 (1.24 MPa)
Firegrate area 21.6 sq ft (2.01 m2)
Heating surface:
– Total
1,476.2 sq ft (137.14 m2)
Tractive effort 14,162 lbf (63.00 kN)
Career
Railroad(s) Great Eastern Railway
Class T19R
Nicknames Humpty Dumpty
Withdrawn 1913–1920

Between 1902 and 1904, twenty-nine were rebuilt with new boilers with Belpaire fireboxes. With their small tenders, and a dome well-forward on the first ring, they looked front-heavy, and gained the nickname Humpty Dumpties. In fact they were so front heavy that they were never considered for superheating.[2] They were withdrawn between 1913 and 1920.

Table of withdrawals[3]
Year Quantity in
service at
start of year
Quantity
withdrawn
Locomotive Numbers
1913 21 6 743, 762, 763, 769, 1022, 1034
1914 15 5 724, 760, 770, 774, 1011
1915 10 5 727, 750, 1010, 1014, 1017
1919 5 3 725, 702, 771
1920 2 2 776, 778

4-4-0s[edit]

GER T19R 4-4-0
LNER Class D13
Specifications
Only differences from T19 above are shown
Power type Steam
Rebuilder Stratford Works
Rebuild date 1905–1908
Number rebuilt 60
Configuration 4-4-0
UIC classification 2′B n2, later 2′B h2
Leading wheel
diameter
3 ft 1 in (0.940 m)
Wheelbase 41 ft 5 12 in (12.64 m)
Length 50 ft 7 12 in (15.43 m)
Weight on drivers 32 tons 14 cwt (73,200 lb or 33.2 t)
Locomotive weight 48 tons 6 cwt (108,200 lb or 49.1 t)
Boiler pressure 180 lbf/in2 (1.24 MPa)
Firegrate area 21.6 sq ft (2.01 m2)
Heating surface:
– Total
1,297.3 sq ft (120.52 m2)
Tractive effort 14,163 lbf (63.00 kN)
Career
Railroad(s) GER » LNER
Class GER: T19R
LNER: D13
Withdrawn 1922–1944

Between 1905 and 1908 sixty were rebuilt as 4-4-0 tender engines. The first ten re-used the bogies from Class G16 4-4-0s, while the other re-used the rear bogie from withdrawn Class E10 0-4-4T locomotives. Superheaters began to be fitted from 1913,[4] and all those still in service in 1926 had been so fitted.

Two were withdrawn in 1922, and the remaining fifty-eight passed to the LNER at the 1923 grouping. The LNER Classified them as Class D13, and added 7000 to their Great Eastern number. They were initially repainted in the LNER passenger green livery, but from 1928, repaints were in black with red lining.[4] Withdrawals continued steadily, until in 1944, the last survivor was withdrawn.[5] See also (Ahrons 1951).

Table of withdrawals[6]
Year Quantity in
service at
start of year
Quantity
withdrawn
Locomotive Numbers
1922 60 2 715, 747
1923 58 1 7730
1925 57 1 8018
1926 56 2 7705, 8031
1927 54 1 8033
1929 53 1 7710
1930 52 2 7717, 7765
1931 50 8 7712, 7728, 7731, 7733, 7734, 7738, 7739, 7748
1932 42 3 7719, 7735, 7704
1933 39 6 7713, 7718, 7732, 7737, 7745, 7751
1934 33 4 7767, 7777, 8015, 8037
1935 29 9 7741, 7742, 7744, 7766, 7700, 7708, 7779, 8012, 8013
1936 20 6 7729, 7775, 8020, 8021, 8027, 8032
1937 14 4 7707, 8025, 8026, 8036
1938 10 7 7756, 7706, 7772, 8016, 8028–8030
1943 3 2 8023, 8035
1944 1 1 8039

References[edit]

  1. ^ Aldrich 1969, p. 61
  2. ^ a b c Aldrich 1969, p. 63
  3. ^ Fry et al. 1981, p. 9
  4. ^ a b Aldrich 1969, p. 64
  5. ^ Fry et al. 1981, pp. 14–16
  6. ^ Aldrich 1969, pp. 135, 136, 139
  • Ahrons, E.L. (1951). Asher, L.L. (ed.), ed. Locomotive and train working in the latter part of the nineteenth century. (Volume 1). Cambridge: Heffer. 
  • Aldrich, C. Langley (1969). The Locomotives of the Great Eastern Railway 1862–1962 (7th ed.). Wickford, Essex: C. Langley Aldrich. OCLC 30278831. 
  • Fry, E.V.; Hoole, Ken; Manners, F.; Neve, E.; Proud, P.; Yeadon, W.B. (August 1981). Fry, E.V., ed. Locomotives of the LNER. part 3C: Tender engines—classes D13 to D24. Kenilworth: Railway Correspondence and Travel Society. ISBN 0-901115-52-5. 

External links[edit]