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LNER Class A4

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LNER Class A4 locomotive
60009 Union of South Africa in 1951
Type and origin
Power typeSteam
DesignerH. N. Gresley
BuilderLNER Doncaster Works
Build date1935–1938
Total produced35
Specifications
Configuration:
​
 • Whyte4-6-2
 • UIC2'C1h
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Leading dia.3 ft 2 in (0.965 m)
Driver dia.6 ft 8 in (2.032 m)
Trailing dia.3 ft 8 in (1.118 m)
Length71 ft 3⁄8 in (21.650 m)
Width9 ft 0 in (2.743 m)
Height13 ft 1 in (3.988 m)
Loco weight102 long tons 19 cwt (230,600 lb or 104.6 t)
102 long tons 19 hundredweight (104.6 t; 115.3 short tons)
Total weight167 long tons 2 cwt (374,300 lb or 169.8 t)
167 long tons 2 hundredweight (169.8 t; 187.2 short tons)
Fuel typeCoal
Fuel capacity8 long tons 0 cwt (17,900 lb or 8.1 t)
8 long tons 0 hundredweight (8.13 t; 8.96 short tons)
Water cap.5,000 imp gal (23,000 L; 6,000 US gal)
Boiler pressure250 psi (1.72 MPa)
CylindersThree
Cylinder size18.5 in × 26 in (470 mm × 660 mm)
Loco brakeVacuum
Train brakesVacuum
60007, 60009 & 60019 have been fitted with air brakes[1]
Performance figures
Maximum speed90 mph (140 km/h) in Regular Service (126.4 mph (203.4 km/h) maximum recorded)
Tractive effort35,455 lbf (157.71 kN)
Career
OperatorsLNER, BR
ClassA4
Power classBR: 8P6F
Number in class35
NumbersLNER (until 1946/47): 2509–2512, 4462–4469, 4482–4500, 4900–4903;
LNER (from 1946/47): 1–34 (not in order);
BR: 60001–60034
Nicknames"Streak"
Withdrawn1942 (1), 1962–1966
Preserved4488, 4489, 4464, 4496, 4498, 4468
DispositionSix preserved, remainder scrapped

The Class A4 is a class of streamlined 4-6-2 steam locomotive designed by Nigel Gresley for the London and North Eastern Railway in 1935. Their streamlined design gave them high-speed capability as well as making them instantly recognisable, and one of the class, 4468 Mallard, holds the world record as the fastest steam locomotive. Thirty-five of the class were built to haul express passenger trains on the East Coast Main Line route from London Kings Cross via York to Newcastle, and later via Newcastle to Edinburgh, Scotland. They remained in service on the East Coast Main Line until the early 1960s when they were replaced by Deltic diesel locomotives. Several A4s saw out their remaining days until 1966 in Scotland, particularly on the Aberdeen - Glasgow express trains, for which they were used to improve the timing from 3.5 to 3 hours.

Overview

Gresley introduced the Class A4 locomotives in 1935 to haul a new streamlined train called the Silver Jubilee to run between London King's Cross and Newcastle. The new service was named in celebration of the 25th year of King George V's reign.

During a visit to Germany in 1933, Gresley had been inspired by the high-speed streamlined Flying Hamburger diesel trains, and indeed the London and North Eastern Railway (LNER) had considered purchasing similar trains for use from London to Newcastle. However, the diesel units of the time did not have the desired passenger carrying capacity and the capital investment in the new technology was prohibitive.

Gresley was sure that steam could do the job equally well and with a decent fare-paying load behind the locomotive and so, following trials in 1935 with one of Gresley's A3 Pacifics No.2750 Papyrus, which recorded a new maximum of 108 mph (173.8 km/h) and completed the journey in under four hours, the LNER's Chief General Manager Ralph Wedgwood took the initiative, authorising Gresley to produce a streamlined development of the A3.[2] Initially four locomotives were built, all with the word 'silver' as part of their names. The first was 2509 Silver Link, followed by 2510 Quicksilver, 2511 Silver King and 2512 Silver Fox. During a press run to publicise the service, Silver Link twice achieved a speed of 112.5 mph (181.1 km/h), breaking the British speed record and sustained an average of 100 mph (160.9 km/h), over a distance of 43 miles (69.2 km).[3]

Following the commercial success of the Silver Jubilee train, other streamlined services were introduced: The Coronation (London-Edinburgh, July 1937) and the West Riding Limited (Bradford & Leeds-London & return, November 1937) for which more A4s were specially built.

Design

The A4 Pacifics were designed for high-speed passenger services. The application of internal streamlining to the steam circuit, higher boiler pressure and the extension of the firebox to form a combustion chamber all contributed to a more efficient locomotive than the A3; consumption of both coal and water were reduced. A further improvement to the design was the fitting of a Kylchap double-chimney first introduced on 4468 Mallard, built in March 1938. This device improved the capability of the locomotives further, and the final three locomotives of the class (4901 Capercaillie, 4902 Seagull and 4903 Peregrine) were fitted with the Kylchap exhaust from new. Eventually the rest of the class acquired it in the late 1950s.

This class was also noted for its streamlined design, which not only improved its aerodynamics, thus increasing its speed capabilities, but also created an updraught to lift smoke away from the driver's vision, a problem inherent in many steam locomotives particularly those operated with short cut off valve events, smoke deflectors being an alternative answer to the same problem.[4] The distinctive design made it a particularly attractive subject for artists, photographers and film-makers. The A4 Class locomotives were known affectionately by train spotters as "streaks".

The streamlining side skirts (valances) that were designed by Oliver Bulleid to aerofoil shape, and fitted to all the A4 locomotives, were removed during the Second World War to improve access to the valve gear for maintenance and were not replaced.[5]

This apart, the A4 was one of very few streamlined steam locomotive designs in the world to retain its casing throughout its existence. Many similar designs, including the contemporary Coronation class, had their streamlining removed or cancelled to cut costs, simplify maintenance and increase driver visibility.

World record

Plaque on Mallard in commemoration of breaking the previous world speed record of 124.5 mph

On 3 July 1938 4468 Mallard; the first of the class to enter service with the Kylchap exhaust, pulling six coaches and a dynamometer car, set a world speed record (indicated by the dynamometer) of 126 mph (202.8 km/h). However, Gresley never accepted this as the record-breaking maximum. He claimed this speed could only have been attained over a few yards, though he was comfortable that the German speed record of 124.5 mph (200.4 km/h) had been surpassed.[6] Close analysis of the dynamometer roll (currently at the NRM) of the record run confirms that Mallard's speed did in fact exceed that of the German BR 05 002.[7] The Mallard record reached its maximum speed on a downhill run and actually failed technically in due course, whereas 05 002's journey was on level grade and the engine did not yet seem to be at its limit.[8] On the other hand, the German train was only four coaches long (197 tons), but Mallard's train was seven coaches (240 tons).[8] One fact that is often ignored when considering rival claims is that Gresley and the LNER had just one serious attempt at the record, which was far from a perfect run with a 15 mph permanent way check just North of Grantham. Despite this a record was set.[9] Gresley planned to have another attempt in September 1939, but this was prevented by the outbreak of World War II.[10] Prior to the record run on 3 July 1938, it was calculated that 130 mph (210 km/h) was possible, and in fact Driver Duddington and LNER Inspector Sid Jenkins both said they might well have achieved this figure if they not had to slow for the Essendine junctions.[9]

At the end of Mallard's record run, the middle big end (part of the motion for the inside cylinder) was found to have run hot (indicated by the bursting of a heat-sensitive "stink bomb" placed in the bearing for warning purposes), the bearing metal having melted, which meant that the locomotive had to stop at Peterborough rather than continue on to London.[11] Deficiencies in the alignment of the Gresley-Holcroft derived motion meant that the inside cylinder of the A4 did more work at high speed than the two outside cylinders - indeed on at least one occasion this led to the middle big end wearing to such an extent that the increased piston travel knocked the ends off the middle cylinder[12] - and this overloading was mostly responsible for the failure.[citation needed]

Performance in service

No other British steam locomotives have a longer or more consistent record of high speed running than the A4s. Instances of 100 mph running by them must exceed those of all other types combined,[13] though 90 mph running was a relatively rare event with steam traction, much less 100 mph. It should also be remembered that A4s operated on the East Coast Main Line which has more opportunities for high speed running (particularly Stoke Bank) than any other in the UK.

George Henry Haygreen (left) on his retirement day with Fireman Charlie Fisher

In August 1936 the Silver Jubilee train on the descent of Stoke Bank headed by 2512 Silver Fox driven by George Henry Haygreen achieved a maximum of 113 mph (181.9 km/h), then the highest speed attained in Britain with an ordinary passenger train.[14] The fastest recorded post-war speed with British steam was also recorded by an A4. This occurred on 23 May 1959 on the Stephenson Locomotive Society Golden Jubilee special when 60007 Sir Nigel Gresley achieved 112 mph when hauling 400 tons down Stoke Bank. The driver, Bill Hoole, had hoped for an attempt to beat Mallard's record but Alan Pegler, who was on the footplate and mindful of the risks, told him to ease off.[15]

Although A4s were primarily designed for high speed express work they were also capable of high power outputs. In 1940 4901 Capercaillie exerted 2200 drawbar horse power on the straight and level track north of York when hauling 21 coaches (730 tons gross) at an average of 75.9 mph for 25 miles.[16] The highest recorded power output from an A4 was 2450 drawbar horsepower when Mallard herself was hauling 11 coaches (390 tons tare, 415 tons gross) up Stoke Bank at a sustained 80 mph in 1963.[17] O.S. Nock thought this performance superior to Mallard's world record run in 1938. An A4 with the same load on a "good run" would be doing about 50 to 60 mph at the summit of Stoke Bank. On a run on 8 September 1961 Mallard had its train travelling at 78 mph.[18] To put all this in perspective the highest possible drawbar horsepower from a Class 40 diesel (a class which was supposed to replace the A4s,[citation needed]) was 1450,[19] though they could achieve this figure over long distances and with no effort from the crew.

Post-war history

No. 60034 Lord Faringdon hauling a train at Peterborough railway station in 1959.

Although newer Pacifics had been introduced since the war, and although the streamlined trains were never reinstated, the A4s continued on top link duties, notably on the London to Edinburgh services.

Improved methods of aligning the Gresley conjugated valve gear in the 1950s led to tighter tolerances for the bearings used within it and consequently to almost total eradication of the overloading of the middle cylinder.[citation needed] History repeated itself with the inside big end being replaced by one of the Great Western type, after which there was no more trouble, provided maintenance routines were respected.[20]

The wholesale application of double Kylchap chimneys to the entire class was entirely due to the persistence of P. N. Townend, the Assistant Motive Power Superintendent at King's Cross from 1956. He at first met with considerable resistance from higher authority. When permission was eventually given, it was found that the economy obtained over the single chimney A4s was from six to seven pounds of coal per mile, which more than justified the expense of the conversion.[21]

These improvements led to greatly increased availability.

Locomotive data

Original LNER number[22] Final LNER number BR number Doncaster Works number[23] Original name (rename(s)) Entered service Withdrawn Fate
2509 14 60014 1818 Silver Link 7 September 1935 29 December 1962
2510 15 60015 1819 Quicksilver 21 September 1935 25 April 1963
2511 16 60016 1821 Silver King 5 November 1935 19 March 1965
2512 17 60017 1823 Silver Fox 18 December 1935 20 October 1963
4482 23 60023 1847 Golden Eagle 22 December 1936 30 October 1964
4483
(585) 		24 60024 1848 Kingfisher 26 December 1936 5 September 1966
4484
(586) 		25 60025 1849 Falcon 23 January 1937 20 October 1963
4485
(587) 		26 60026 1850 Kestrel
(Miles Beevor from November 1947) 		20 March 1937 21 December 1965
4486
(588) 		27 60027 1851 Merlin 13 March 1937 3 September 1965
4487 28 60028 1852 Sea Eagle
(Walter K. Whigham from October 1947) 		20 March 1937 29 December 1962
4488 9 60009 1853 Union of South Africa
(Osprey, its originally allocated name, during 1980s-90s due to opposition to apartheid [24]) 		29 June 1937 1 June 1966 Preserved
4489 10 60010 1854 Woodcock
(Dominion of Canada from June 1937) 		4 May 1937 29 May 1965 Preserved
4490 11 60011 1855 Empire of India 25 June 1937 11 May 1964
4491 12 60012 1856 Commonwealth of Australia 22 June 1937 20 August 1964
4492 13 60013 1857 Dominion of New Zealand 27 June 1937 18 April 1963
4493 29 60029 1858 Woodcock 26 July 1937 20 October 1963
4494 3 60003 1859 Osprey
(Andrew K. McCosh from October 1942) 		12 August 1937 29 December 1962
4495 30 60030 1860 Great Snipe
(Golden Fleece from September 1937) 		30 August 1937 29 December 1962
4496 8 60008 1861 Golden Shuttle
(Dwight D. Eisenhower from September 1945) 		4 September 1937 20 July 1963 Preserved
4497 31 60031 1862 Golden Plover 2 October 1937 29 October 1965
4498 7 60007 1863 Sir Nigel Gresley 30 October 1937 1 February 1966 Preserved
4462 4 60004 1864 Great Snipe
(William Whitelaw from July 1941) 		10 December 1937 17 July 1966
4463 18 60018 1865 Sparrow Hawk 27 November 1937 19 June 1963
4464 19 60019 1866 Bittern 18 December 1937 5 September 1966 Preserved
4465 20 60020 1867 Guillemot 8 January 1938 20 March 1964
4466
(605) 		6 60006 1868 Herring Gull
(Sir Ralph Wedgwood from January 1944) 		26 January 1938 3 September 1965
4467 21 60021 1869 Wild Swan 19 February 1938 20 October 1963
4468 22 60022 1870 Mallard 3 March 1938 25 April 1963 Preserved
4469 - - 1871 Gadwall
(Sir Ralph Wedgwood from March 1939) 		30 August 1938 6 June 1942 Damaged beyond repair by bomb on 29 April 1942.
4499 2 60002 1872 Pochard
(Sir Murrough Wilson from April 1939) 		12 April 1938 4 May 1964
4500 1 60001 1873 Garganey
(Sir Ronald Matthews from March 1939) 		26 April 1938 12 October 1964
4900 32 60032 1874 Gannet 17 May 1938 20 October 1963
4901 5 60005 1875 Capercaillie
(Charles H. Newton from September 1942)
(Sir Charles Newton from June 1943) 		8 June 1938 12 March 1964
4902 33 60033 1876 Seagull 28 June 1938 29 December 1962
4903 34 60034 1877 Peregrine
(Lord Faringdon from March 1948) 		1 July 1938 24 August 1966

The first four locomotives included the word 'silver' in their names because they were intended to haul the Silver Jubilee train. No 2512 Silver Fox of this batch carried a stainless-steel fox near the centre of the streamline casing on each side, made by the Sheffield steelmakers Samuel Fox and Company.[25] The next batch of A4s were named after birds, particularly those that were fast flyers, Gresley being a keen bird-watcher. Five (4488–92) were named after British Empire countries to haul the new Anglo-Scottish Coronation train; and two (4495/6), intended to haul the new West Riding Limited, received names connected to the wool trade: Golden Fleece and Golden Shuttle.[26]

A rare gathering of three ex-LNER A4 locomotives at Grosmont, North Yorkshire Moors Railway, on 4 April 2008 as 60009 Union of South Africa, 60007 Sir Nigel Gresley and 60019 Bittern lined up at 7.30am in preparation for service.

A4 No.4498 was the hundredth Gresley Pacific to be built and someone had the idea of naming it after the designer himself. This started a rash of renamings of other A4s, usually of directors of the LNER and many of the more obscure bird names (and a few of the better ones: Kestrel and Osprey for example) were exchanged for somewhat less inspiring names. [citation needed]

Withdraw

One locomotive was withdrawn and scrapped after being damaged beyond repair in a German bombing raid on York on 29 April 1942 during World War II - No.4469 Sir Ralph Wedgwood, which at the time had been overhauled and was based at Gateshead. It was running local trains to run it in, and was stabled in York North Shed (now the National Railway Museum) where it suffered a direct hit. However, its tender survived and was later coupled to a Thompson A2/1.

The first five withdrawals, in December 1962, were 60003 Andrew K. McCosh, 60014 Silver Link, 60028 Walter K. Whigham, 60030 Golden Fleece and 60033 Seagull. The rest of the class was withdrawn between 1963 and 1966. The last six in service were: 60004 William Whitelaw, 60007 Sir Nigel Gresley, 60009 Union Of South Africa, 60019 Bittern, 60024 Kingfisher and 60034 Lord Faringdon. 60019 and 60024 were the last to be withdrawn, in September 1966.

Year Quantity in
service at
start of year		 Quantity
withdrawn		 Locomotive numbers Notes
1962 34 5 60003/14/28/30/33
1963 29 10 60008/13/15/17-18/21-22/25/32 No's. 60008 and 60022 preserved.
1964 19 7 60001-2/5/11-12/20/23
1965 12 6 60006/10/16/26-27/31 No. 60010 preserved.
1966 6 6 60004/7/9/19/24/34 No's. 60007, 60009 and 60019 preserved.

Preservation

Six of the locomotives have been preserved; three of them were assigned to sheds in Scotland after the closure of King's Cross shed (34A) to steam in 1964.[citation needed] 60024 Kingfisher was also planned for preservation, but was instead scrapped after several mechanical problems were discovered with it.[citation needed] Four A4s are in the UK and have run on the BR main lines at some point during their preservation career. Another two have been preserved in the USA and Canada, rather appropriately due to their names, and as such were gifted to these respected countries upon withdrawal by British Railways.[citation needed] Both North American-based A4s, along with the other three British-based A4s were moved to the National Railway Museum, York, in late 2012 on three-year loans as part of the NRM's 2013 celebrations of the 75th anniversary of Mallard breaking the world speed record for steam.[27]

As of August 2016 only Union of South Africa is operational with a valid mainline certificate until 2019; 60007 was withdrawn for overhaul on 20 September 2015 and 4464 operated until the end of 2015 at the Watercress Line when it was withdrawn for its overhaul in Crewe.

Loco numbers in bold mean their current number.

Image Numbers Name Built Withdrawn Service life Home base Current livery Condition Notes
Original LNER number LNER 1946 BR number
4464 19 60019 Bittern Dec 1937 Sept 1966 28 years, 8 months Crewe LNWR LNER Garter Blue Owned by Jeremy Hosking. Currently in LNER Garter Blue livery and stored at the former Hornby factory in Margate, Kent. Last to be withdrawn alongside 60024 Kingfisher.
4468 22 60022 Mallard Mar 1938 Apr 1963 25 years, 1 month National Railway Museum LNER Garter Blue Static display (operational 1986-1988) First to enter preservation.
4488 9 60009 Union of South Africa (Osprey 1988-1990) June 1937 June 1966 28 years, 11 months Thornton Yard BR Brunswick Green, late crest Owned by John Cameron.

Approved for mainline use on Network Rail in 2016, recently returned to service following major repairs to its wheels and boiler. Mainline certified, to be withdrawn at the end of its boiler ticket in 2019 and placed in the 'Farming and Railway Visiting Centre' in Fife.[28]

4489 10 60010 Dominion of Canada (originally Woodcock until June 1937) May 1937 May 1965 28 years Canadian Railway Museum LNER Garter Blue Static display in Canada.
4496 8 60008 Dwight D. Eisenhower (originally Golden Shuttle until September 1945) Sept 1937 Jul 1963 25 years, 10 months National Railroad Museum BR Brunswick Green, late crest Static display in the USA.
4498 7 60007 Sir Nigel Gresley Oct 1937 Feb 1966 28 years, 3 months North Yorkshire Moors Railway BR Express Blue, early crest Undergoing overhaul inside the National Railway Museum's workshop. Mainline certified.

Models

The distinctive shape of the A4 has made it an obvious choice for model manufacturers, with examples being made in the majority of the popular scales, including a wooden example for the Brio wooden railway. One of the first two Hornby Dublo locomotive models produced, in 1938, was an A4.[29] In 1999 a 'Super Detail' Hornby A4 was released,[citation needed] later complimented by a budget 'Railroad' model[citation needed] Hornby also produced an 'OO'-scale live steam version in September 2003, that used an electrically-heated boiler to produce steam – not previously possible in such a small model. Trix produced an 'OO' scale model A4 from 1970; it was re-branded as a Liliput model in 1974 and survives to this day in modified form as a Bachmann model - Kader, Bachmann's parent company, had bought Liliput in 1993.[30] Dapol currently produce several versions of the A4 class in N gauge [31] and have also expanded their Black label range to include the A4 class as well. [32]

Notes

  1. ^ Fox, Peter; Hall, Peter; Pritchard, Robert (2007). Preserved Locomotives of British Railways (Twelfth edition). Platform 5, Sheffield. ISBN 978-1-902336-57-2.
  2. ^ Hughes, Geoffrey (2001). Sir Nigel Gresley: The Engineer and his Family. The Oakwood Press. pp. 128–129. ISBN 0-85361-579-9.
  3. ^ Nock, O.S.: The Locomotives of Sir Nigel Gresley (London: The Railway Publishing Co., 1945) p. 129
  4. ^ Locomotive Practice & Performance by Cecil J Allen p. 56
  5. ^ Robertson, Kevin: The Leader Project: Fiasco or Triumph? (Oxford: Oxford Publishing Company, 2007) ISBN 0-86093-606-6
  6. ^ Hughes, Geoffrey (2001). Sir Nigel Gresley: The Engineer and his Family. The Oakwood Press. p. 147. ISBN 0-85361-579-9.
  7. ^ Speed on the East Coast Mainline p64, P Semmens
  8. ^ a b Was German 05 002 The World's Fastest Steam Loco? Archived 20 April 2006 at the Wayback Machine
  9. ^ a b Boddy, Neve & Yeadon 1973, p. 125
  10. ^ Boddy, Neve & Yeadon 1973, p. 126
  11. ^ Boddy, Neve & Yeadon 1973, pp. 103, 126
  12. ^ Allen, CJ, "Two Million Miles of Train Travel", ISBN 0-7110-0298-3
  13. ^ Locomotive Performance by R Nelson, p. 12
  14. ^ Jones, Robin (2013). Mallard 75. Horncastle: Mortons Media Group Ltd. p. 54. ISBN 978-1-909128-15-6.
  15. ^ Speed on the East Coast Main Line by P Semmens, pp. 90–92
  16. ^ Locomotive Practice & Performance by Cecil J Allen, p. 153
  17. ^ Nock, O.S. (1985). British Locomotives of the 20th Century vol 3: 1960–the present day. London: Guild Publishing/Book Club Associates. pp. 89–91. CN9613. {{cite book}}: Invalid |ref=harv (help)
  18. ^ Farr, Keith (July 2013). Pigott, Nick (ed.). "Practice & Performance: New Light on ... Mallard the Magnificent". The Railway Magazine. Vol. 159, no. 1347. Horncastle: Mortons Media Group. pp. 16–17. ISSN 0033-8923.
  19. ^ Nock 1985, p. 31
  20. ^ Scott, Ron; Reed, Brian (1971). "Gresley A4s". Loco Profile. No. 19. Berks UK: Profile Publications. p. 166.
  21. ^ Rogers, Col. H.C.B., Thompson & Peppercorn Locomotive Engineers (Ian Allan, London UK 1979 ISBN 0-7110-0910-4.) p.52
  22. ^ The ABC of L.N.E.R. LOCOMOTIVES (Renumbering Edition), Ian Allan, 1946
  23. ^ Boddy, Neve & Yeadon 1973, fold-out sheet inside rear cover
  24. ^ "Union of South Africa locomotive to steam into Shildon". BBC. 19 October 2012. Retrieved 31 January 2017.
  25. ^ Boddy, Neve & Yeadon 1973, p. 120
  26. ^ Boddy et al. 1963, p. 52
  27. ^ "BBC News - Mallard 'sister locomotives' arrive at Liverpool docks". bbc.co.uk. 3 October 2012. Retrieved 25 February 2013.
  28. ^ Steam Railway magazine issue 462
  29. ^ [1] Archived 1 February 2010 at the Wayback Machine
  30. ^ Ramsay, John; Hammond, Pat (2002) [1998]. King, John (ed.). Ramsay's British Model Trains Catalogue (3rd ed.). Felixstowe: Swapmeet Publications. pp. 298, 302, 33. ISBN 0-9528352-7-4. {{cite book}}: Invalid |ref=harv (help)
  31. ^ "Dapol A4". www.ngaugeforum.co.uk.
  32. ^ "Dapol Black Label A4 - Dapol". rmweb.co.uk.

References

  • Boddy, M.G.; Fry, E.V.; Hennigan, W.; Proud, P.; Yeadon, W.B. (July 1963). Fry, E.V. (ed.). Locomotives of the L.N.E.R., part 1: Preliminary Survey. Potters Bar: RCTS. {{cite book}}: Invalid |ref=harv (help)
  • Boddy, M.G.; Neve, E.; Yeadon, W.B. (April 1973). Fry, E.V. (ed.). Locomotives of the L.N.E.R., part 2A: Tender Engines - Classes A1 to A10. Kenilworth: RCTS. ISBN 0-901115-25-8. {{cite book}}: Invalid |ref=harv (help)
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