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Beattie well tanks
The Beattie well tanks were a series of 111 steam locomotives of seven different designs produced for the London and South Western Railway (LSWR) between 1852 and 1875. All carried the water supply in well tanks, set low down between the frames. All had six wheels; the first three designs were of the 2-2-2WT wheel arrangement, the last four being 2-4-0WT. Most were designed by Joseph Hamilton Beattie, the LSWR Mechanical Engineer, but the last few locomotives built to the seventh design incorporated modifications made by his son and successor, William George Beattie. Most were intended for the LSWR's suburban services, but were later used elsewhere on the LSWR system before withdrawal. Apart from three locomotives which lasted until 1962, withdrawal occurred between 1871 and 1899.
The LSWR developed an extensive network of suburban lines in south-west London between the 1840s and the 1880s. Initially, these services were operated using tender locomotives, mainly 2-2-2s, designed by John Viret Gooch, the LSWR Locomotive Superintendent.
In 1850, the LSWR decided that the London suburban passenger services should be operated using small tank locomotives. To determine the most suitable type, Gooch's successor Joseph Hamilton Beattie, the LSWR Mechanical Engineer, prepared a series of designs for six-wheeled well tank locomotives, each of which incorporated one or more differences from the previous class. A small quantity of each was produced: between 1852 and 1859, 26 were built, to six different designs, followed by a seventh design built in much larger numbers.
Six locomotives (nos. 2, 12, 13, 17, 18, 33) built by Sharp Brothers (works numbers 689–694) and delivered in May–July 1852. These were of the 2-2-2WT wheel arrangement, having a wheelbase of 14 ft 9 in (4.50 m), driving wheels of 6 ft 0+1⁄2 in (1.842 m) diameter, leading and trailing wheels of 3 ft 8 in (1.12 m) diameter, and cylinders measuring 14+1⁄4 in × 20 in (360 mm × 510 mm) mounted outside the frames. The valves were above the cylinders, and the valve gear was inside the frames, driving the valves via rocking shafts. The main frames were positioned inside the wheels, but an additional set of outside frames supported the trailing axle, and the leading axle also had outside bearings attached to springs below the slide bars. The boiler had a grate area of 9.2 sq ft (0.85 m2), a heating surface totalling 781 sq ft (72.6 m2) and worked at a pressure of 120 lbf/in2 (830 kPa). The well tanks held 478 imp gal (2,170 L) of water, and the bunker held 10 long cwt (510 kg) of coke. The weight was 26.4 long tons (26.8 t) in working order.
When new, they were used on the London suburban services, but by mid-1860 had moved west – three were used in the Exeter area, two on the Seaton branch line, and one on the Chard branch line. Later on, some were used on the Lymington branch line, but by the end of 1867 all were on the Exmouth branch. No. 18 was withdrawn in 1871, and the others followed at intervals unlil the last one, no. 17, was withdrawn in 1874.
Eight locomotives (nos. 1, 4, 6, 14, 15, 19, 20, 36) built by the LSWR at Nine Elms in May–December 1852. No works numbers were allotted, since not all of the parts were new: a few items were recovered from old locomotives. Although assembly took place at Nine Elms, most of the new components were bought from Beyer, Peacock & Co. They differed from the Tartar class in several ways, primarily in using smaller 5 ft 6 in (1.68 m) diameter driving wheels, and lacking the outside frames at the rear – although the rear axle still had outside bearings. Other differences included the grate area of 8.9 sq ft (0.83 m2), heating surface totalling 750 sq ft (70 m2), water capacity 550 imp gal (2,500 L) and the weight was 27.1 long tons (27.5 t) in working order. There were variations within the class: the leading and trailing wheels were 3 ft 6 in (1.07 m) for five locomotives, but nos. 1, 14 and 15 were 3 ft 0 in (0.91 m); the cylinder bore of the first five was 14 in (360 mm), that of the last three was 14+1⁄2 in (370 mm).
As with the Tartar class, they were originally used in the London area, but later moved elsewhere – three were operating in the Southampton area by 1864, and others were used in the Exmouth, Poole and Yeovil areas. Between 1870 and 1872 they were transferred to the duplicate list, the numbers being prefixed with a zero in the records – for example, no. 1 became no. 01 in July 1870. This was done in order to release their old numbers for new locomotives, including no. 36 of the 298 class. Withdrawal occurred between 1871 and 1877.
Three locomotives (nos. 9, 10, 34) built at Nine Elms in July–August 1856. No. 34 Osprey incorporated second-hand material, and was considered to be a rebuild of no. 34 Crescent (originally a 2-2-2 built by Fenton, Murray and Jackson in 1840, which had been rebuilt as a 2-2-2WT at Nine Elms in 1851); but nos. 9 Chaplin and 10 Aurora were new, and given works numbers 61 and 62. They differed from the Sussex class in having 3 ft 1 in (0.94 m) trailing wheels, water capacity 485 imp gal (2,200 L) and coke capacity 15 long cwt (760 kg).
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Beattie well tanks
The Beattie well tanks were a series of 111 steam locomotives of seven different designs produced for the London and South Western Railway (LSWR) between 1852 and 1875. All carried the water supply in well tanks, set low down between the frames. All had six wheels; the first three designs were of the 2-2-2WT wheel arrangement, the last four being 2-4-0WT. Most were designed by Joseph Hamilton Beattie, the LSWR Mechanical Engineer, but the last few locomotives built to the seventh design incorporated modifications made by his son and successor, William George Beattie. Most were intended for the LSWR's suburban services, but were later used elsewhere on the LSWR system before withdrawal. Apart from three locomotives which lasted until 1962, withdrawal occurred between 1871 and 1899.
The LSWR developed an extensive network of suburban lines in south-west London between the 1840s and the 1880s. Initially, these services were operated using tender locomotives, mainly 2-2-2s, designed by John Viret Gooch, the LSWR Locomotive Superintendent.
In 1850, the LSWR decided that the London suburban passenger services should be operated using small tank locomotives. To determine the most suitable type, Gooch's successor Joseph Hamilton Beattie, the LSWR Mechanical Engineer, prepared a series of designs for six-wheeled well tank locomotives, each of which incorporated one or more differences from the previous class. A small quantity of each was produced: between 1852 and 1859, 26 were built, to six different designs, followed by a seventh design built in much larger numbers.
Six locomotives (nos. 2, 12, 13, 17, 18, 33) built by Sharp Brothers (works numbers 689–694) and delivered in May–July 1852. These were of the 2-2-2WT wheel arrangement, having a wheelbase of 14 ft 9 in (4.50 m), driving wheels of 6 ft 0+1⁄2 in (1.842 m) diameter, leading and trailing wheels of 3 ft 8 in (1.12 m) diameter, and cylinders measuring 14+1⁄4 in × 20 in (360 mm × 510 mm) mounted outside the frames. The valves were above the cylinders, and the valve gear was inside the frames, driving the valves via rocking shafts. The main frames were positioned inside the wheels, but an additional set of outside frames supported the trailing axle, and the leading axle also had outside bearings attached to springs below the slide bars. The boiler had a grate area of 9.2 sq ft (0.85 m2), a heating surface totalling 781 sq ft (72.6 m2) and worked at a pressure of 120 lbf/in2 (830 kPa). The well tanks held 478 imp gal (2,170 L) of water, and the bunker held 10 long cwt (510 kg) of coke. The weight was 26.4 long tons (26.8 t) in working order.
When new, they were used on the London suburban services, but by mid-1860 had moved west – three were used in the Exeter area, two on the Seaton branch line, and one on the Chard branch line. Later on, some were used on the Lymington branch line, but by the end of 1867 all were on the Exmouth branch. No. 18 was withdrawn in 1871, and the others followed at intervals unlil the last one, no. 17, was withdrawn in 1874.
Eight locomotives (nos. 1, 4, 6, 14, 15, 19, 20, 36) built by the LSWR at Nine Elms in May–December 1852. No works numbers were allotted, since not all of the parts were new: a few items were recovered from old locomotives. Although assembly took place at Nine Elms, most of the new components were bought from Beyer, Peacock & Co. They differed from the Tartar class in several ways, primarily in using smaller 5 ft 6 in (1.68 m) diameter driving wheels, and lacking the outside frames at the rear – although the rear axle still had outside bearings. Other differences included the grate area of 8.9 sq ft (0.83 m2), heating surface totalling 750 sq ft (70 m2), water capacity 550 imp gal (2,500 L) and the weight was 27.1 long tons (27.5 t) in working order. There were variations within the class: the leading and trailing wheels were 3 ft 6 in (1.07 m) for five locomotives, but nos. 1, 14 and 15 were 3 ft 0 in (0.91 m); the cylinder bore of the first five was 14 in (360 mm), that of the last three was 14+1⁄2 in (370 mm).
As with the Tartar class, they were originally used in the London area, but later moved elsewhere – three were operating in the Southampton area by 1864, and others were used in the Exmouth, Poole and Yeovil areas. Between 1870 and 1872 they were transferred to the duplicate list, the numbers being prefixed with a zero in the records – for example, no. 1 became no. 01 in July 1870. This was done in order to release their old numbers for new locomotives, including no. 36 of the 298 class. Withdrawal occurred between 1871 and 1877.
Three locomotives (nos. 9, 10, 34) built at Nine Elms in July–August 1856. No. 34 Osprey incorporated second-hand material, and was considered to be a rebuild of no. 34 Crescent (originally a 2-2-2 built by Fenton, Murray and Jackson in 1840, which had been rebuilt as a 2-2-2WT at Nine Elms in 1851); but nos. 9 Chaplin and 10 Aurora were new, and given works numbers 61 and 62. They differed from the Sussex class in having 3 ft 1 in (0.94 m) trailing wheels, water capacity 485 imp gal (2,200 L) and coke capacity 15 long cwt (760 kg).