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160-538: The SR West Country and Battle of Britain classes , collectively known as Light Pacifics or informally as Spam Cans , or "flat tops", are air-smoothed 4-6-2 Pacific steam locomotives designed for the Southern Railway by its Chief Mechanical Engineer Oliver Bulleid . Incorporating a number of new developments in British steam locomotive technology, they were amongst the first British designs to use welding in

320-497: A 2-2-2 , No.14. Thereafter Brighton works was responsible for the design and construction of a large proportion of the locomotives operated by the LB&;SCR under the engineers Craven , William Stroudley , R. J. Billinton , D. E. Marsh and L. B. Billinton . Notable locomotive types constructed at Brighton included the A1 "Terrier" class , awarded a gold medal at the 1870 Paris Exhibition,

480-425: A Schools class locomotive with its much smaller boiler, it was unlikely that these signals could have been seen from the driver's side in the dense foggy conditions of the incident. The report did not suggest that poor lifting of smoke obstructed visibility. Due to the problems experienced with the class, and following the success of the rebuilt Merchant Navy class designed by R. G. Jarvis , British Railways ordered

640-582: A 1,200-+-900-horsepower (890 + 670 kW) cab/booster locomotive pulling nine cars of the same form. Automotive-styled cab/booster locomotive sets with 1,200-horsepower (890 kW) engines powered the Union Pacific's City of San Francisco and City of Denver sets. The two City of Denver sets started service two cars shorter than the M-10002 and M-10004 sets, with roomier and heavier straight-sided cars. The Union Pacific's initial streamliner service to

800-417: A Century of Progress exhibit. The Zephyr covered the distance in 13 hours, reaching a top speed of 112.5 mph (181.1 km/h) and running an average speed of 77.6 mph (124.9 km/h). The fuel for the run cost US$ 14.64 at 4¢ per U.S. gallon (equivalent to $ 333 and $ 9 per gallon respectively in 2023 after inflation). The Burlington's event was covered live on radio and drew large, cheering crowds as

960-556: A design would have been inadequate for the Kent Coast lines, which required a powerful 2-6-2 or 4-6-0 class. It is not clear why the design was subsequently enlarged to become a smaller version of the Merchant Navy class 4-6-2 as the likely traffic requirement did not warrant such lavish provision, but the incorporation of components from that class enabled standardisation during wartime production difficulties. In order to improve on

1120-482: A fourth batch of twenty on order. There was a delay in production during the first three months of British Railways control but the last twenty ordered by the Southern Railway entered traffic between April 1948 and February 1949. In March 1949, British Railways ordered a final 20 from Brighton works despite a pressing need for smaller tank locomotives. This imbalance was rectified by building forty-one examples of

1280-443: A further ten "U" class in 1928. The following year the works constructed all of the designer's Z class 0-8-0 T locomotives, before locomotive construction again ceased. During the war years Brighton works built more than half of Bulleid's Q1 class 0-6-0 freight locomotives, and the drawing office was primarily responsible for the detailed designs of his revolutionary Merchant Navy 4-6-2 express passenger locomotives, although

1440-566: A half years since its rebuilding. Twenty Light Pacifics still exist, in varying states of preservation: two were acquired directly from BR for preservation, 34023 Blackmoor Vale & 34051 Winston Churchill ; the other eighteen being purchased from Barry Scrapyard. Of these twenty class members to survive, ten are in original form, whilst ten are in "rebuilt" form. Had it not been for Woodham Brothers ' scrapyard in Barry, South Wales , no rebuilt Light Pacifics would have been preserved. Eleven of

1600-440: A lightweight, wind-tunnel designed car with a rounded front that could run either singly or in multiple-unit sets, capable of speeds over 90 mph (145 km/h). Although Depression -era economics cut into sales, the design was highly successful in service, lasting into the 1980s. In 1925, the recently-formed Pullman Car & Manufacturing Corporation experimented with lightweight self-propelled railcars in co-operation with

1760-528: A modified steam regulator and LMS-style parallel buffer casings . As with the Merchant Navy class, they were fitted with a new design of cab front spectacle plates from mid–1947 due to poor forward visibility. The small windows on the front face of the cab were redesigned to an angled profile, giving improved visibility to the driver. This was a feature fitted to all Bulleid-designed locomotives post-nationalisation. They were introduced in Britain in 1934 with

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1920-740: A more streamlined nose than do previous TGVs. In 2015, Eurostar began to operate the electric multiple unit (EMU) British Rail Class 374 , also known as the Eurostar e320, on its high-speed services through the Channel Tunnel . The train serves destinations beyond Eurostar's core routes to the Gare du Nord station in Paris and the Brussels-South railway station . Owned by Eurostar International Limited and capable of operating at 320 km/h (199 mph),

2080-453: A much smaller locomotive. A curious but common sight west of Exeter during the winter months was a Light Pacific hauling a local stopping service with a single carriage to destinations as diverse as Padstow and Wadebridge . Finally, too much money was spent on the expensive rebuilding programme when dieselisation and modernisation meant the locomotives would have very limited lives in their new guise. Streamliner A streamliner

2240-447: A new much enlarged motive power depot in 1861, thereby permitting the closure of the existing facilities and their incorporation into the works proper. Nevertheless, by 1866 consideration was again being given to concentrating repairs at New Cross Gate railway station . In the 1870s William Stroudley considered moving the works to the site at Horley once again, but instead moved the carriage repair shed and paint shops to new sites on

2400-424: A number of car dealers with temporary structures being the predominant building type, and a strip below the yard was used for retail premises; behind these remained the stone and brick columns over which the yard had been extended when space was at a premium. Much of the land which was not suitable for use either by lock-up traders or for car parking or still in use by British Rail was left derelict. The final traces of

2560-837: A pair of partially-articulated ten-car trainsets in November 1936. The Burlington moved the Denver Zephyr ' s six-cat sets to the Twin Cities Zephyr , transferring that train's original streamlined cars to other Burlington routes. The last of the classic Zephyrs was built for the Burlington's Kansas City–Saint Louis General Pershing Zephyr route. That trainset, which contained GM's newest 1,000-horsepower (750 kW) engine and conventional coupling, entered service in June 1939. The Burlington's original Zephyr trainsets remained in service in

2720-415: A pointed "wind splitter" front, a rounded rear and round porthole style windows in a style that was as much nautically as aerodynamically inspired. The McKeen cars were unsuccessful because the internal combustion drive technology for that application was unreliable at the time. Further, the lightweight frames dictated by the cars' limited power tended to break. Streamlined rail motorcars would appear again in

2880-445: A reduced capacity tender based upon the Merchant Navy version. It could carry 4,500 imp gal (20,460 L; 5,400 US gal) water and 5.00 long tons (5.1 t) of coal on a six-wheel underframe. It retained the BFB wheels and streamlining panels , or "raves", that gave the top of the tender a similar cross-sectional outline to carriages . As with the Merchant Navy class,

3040-409: A result, many exist in private collections, and several have been seen at auction, selling for several thousands of pounds. A few members of this class were considered candidates for preservation, most notably No. 34086 219 Squadron and No. 34066 Spitfire but these plans never went through and were later scrapped. Just four members of the class are yet to run in preservation: 34010 Sidmouth , which

3200-536: A streamlined style. The South Manchuria Railway , which was under Japanese control at that time, also designed the Pashina class streamlined locomotive. The Railway operated the Asia Express , whose style was coordinated with that of Pashina locomotives. These streamlined steam locomotives took many man-hours to repair due to their casing. After the outbreak of World War II , the lack of an experienced labor force made

3360-557: A streamlined style. The selected locomotive was No. 43 of class C53. However Hideo Shima , the chief engineer of the conversion, thought streamlining had no practical effect on reducing air resistance, because Japanese trains at that time did not exceed a speed of 62 mph (100 km/h). Shima therefore designed the locomotive to create airflow that lifted exhaust smoke away from the locomotive. He had expected no practical effect on reducing air resistance completely, therefore he never tried to test fuel consumption or tractive force of

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3520-528: A top speed of 112.5 mph (181.1 km/h). This was the fastest authenticated speed reached by a steam locomotive at the time, making #2 the rail speed record holder for steam and the first steam locomotive to top 110 mph (180 km/h). That record lasted until a German DRG Class 05 locomotive exceeded it the following year. The Illinois Central 121 trainset was the first of the Green Diamond streamliners running between Chicago and St Louis. It

3680-415: A while, but did not address the underlying issue of the inadequate site so that by the end of the century the works was again suffering from serious difficulties affecting its efficient operation. From 1905 Brighton works was unable to keep pace with the locomotives requiring to be serviced, and backlogs began to build up. As a result, the LB&SCR established concentrations of locomotives awaiting entry to

3840-536: Is a vehicle incorporating streamlining in a shape providing reduced air resistance . The term is applied to high-speed railway trainsets of the 1930s to 1950s, and to their successor " bullet trains ". Less commonly, the term is applied to fully faired upright and recumbent bicycles . As part of the Streamline Moderne trend, the term was applied to passenger cars, trucks, and other types of light-, medium-, or heavy-duty vehicles, but now vehicle streamlining

4000-594: Is so prevalent that it is not an outstanding characteristic. In land speed racing , it is a term applied to the long, slender, custom built, high-speed vehicles with enclosed wheels. The earliest known streamlined rail equipment in the United States were McKeen rail motorcars that the company built for the Union Pacific and the Southern Pacific Railroads between 1905 and 1917. Most McKeen cars sported

4160-591: Is under restoration from scrapyard condition (its boiler is stored at Bridgnorth ); 34051 Winston Churchill , which is on static display at the National Railway Museum in York; 34058 Sir Frederick Pile , which is under restoration at the Mid Hants Railway ; and 34073 249 Squadron , which is awaiting restoration at Carnforth MPD . Of the sixteen engines which have operated in preservation, six have operated on

4320-603: The M-10000 (designated first as The Streamliner and later as the City of Salina when in revenue service from 1935 to 1941). The Burlington initially named its first train the Burlington Zephyr . The two railroads' trains each entered service as three-car articulated sets (including the power car). The Winton Engine Corporation , a subsidiary of General Motors (GM) , manufactured the engines for both locomotives. The prime mover for

4480-750: The Twin Cities Hiawatha run. The Hudsons could cruise above 110 mph (177 km/h) and were said to exceed 120 mph (193 km/h) on occasion. Otto Kuhler designed the Milwaukee Road's speedsters with "shovel nose" styling. Some of the class 7's details were evocative of those of the Zephyrs . Also in 1937, the Electro-Motive Corporation (EMC)—later incorporated into GM's Electro-Motive Division (EMD) —started production of streamlined diesel-electric passenger locomotives, incorporating

4640-604: The B1 "Gladstone" class 0-4-2 (awarded a gold medal at the 1889 Paris Exhibition ), the D1 0-4-2T, the Billinton B4 4-4-0 , and D3 0-4-4 T classes, the Marsh H2 class 4-4-2 , and L Class 4-6-4 T. Locomotive building at Brighton ceased at the end of 1916 with the building of the last E2 0-6-0 tank, and five K class 2-6-0 , and did not resume until late 1920, with further members of

4800-654: The Battle of Britain . Due to problems with some of the new features, such as the Bulleid chain-driven valve gear , sixty locomotives were rebuilt by British Railways during the late 1950s. The results were similar to the rebuilt Merchant Navy class. The classes operated until July 1967, when the last steam locomotives on the Southern Region were withdrawn. Although most were scrapped, twenty locomotives are preserved on heritage railways in Britain. The financial success enjoyed by

4960-512: The Brighton works ) was one of the earliest railway-owned locomotive repair works, founded in 1840 by the London and Brighton Railway in Brighton , England, and thus pre-dating the more famous railway works at Crewe , Doncaster and Swindon . The works grew steadily between 1841 and 1900 but efficient operation was always hampered by the restricted site, and there were several plans to close it and move

SR West Country and Battle of Britain classes - Misplaced Pages Continue

5120-525: The Burlington Zephyr' s diesel-electric propulsion was a new 600 hp diesel engine. The Union Pacific's M-10000 had a 600-horsepower (450 kW) spark-ignition engine that ran on "petroleum distillate", a fuel similar to kerosene. The two trainsets were star attractions at the 1934 World's Fair (" A Century of Progress ") in Chicago, Illinois . During its set's demonstration period, the Union Pacific named

5280-596: The City of Denver trains. The train's cars then became spare equipment. The two City of Denver trainsets ( M–10005 and M–10006), after cannibalizing power from the M-10001 and M-10004 , remained in service until 1953. Class GG1 electric locomotives brought streamlined styling to the Pennsylvania Railroad 's fleet of electric locomotives in late 1934. Meanwhile, the Boston and Maine 's Flying Yankee , identical to

5440-629: The ETR 401 ("Pendolino") , the ETR 450 ("Pendolino") and the ETR 500 . Streamliner service temporarily ended in the United Kingdom with the outbreak of WWII. During the war, the LNER and LMS streamlined locomotives had part of their streamlining removed to aid maintenance. By the late 1940s and early 1950s, the state of the railways was improving as deteriorated track conditions caused by delayed maintenance work were corrected. The repairs and new improvements enabled

5600-672: The Ford Motor Company concurrent with Ford's development of its Trimotor aircraft. In 1931, Pullman enlisted the services of the Trimotor design contributor William Bushnell Stout to apply airplane fuselage design concepts to railcars. The result was the Railplane (not the Bennie Railplane ), a streamlined self-propelled railcar with a tapered cross-section, lightweight tubular aluminum space frame and duralumin skin. In testing with

5760-567: The Gresley -designed Cock o' the North . Over the next decade the revised design was fitted to existing members of the class. Another modification was the reduction of boiler pressure to 250  psi (1.72  MPa ) to reduce maintenance costs. The Southern Railway-built batches had a narrow 8 ft 6 in (2.591 m) footplate due to the width-restricted Hastings Line between Tonbridge and Hastings but these were never used on this duty and

5920-616: The Gulf, Mobile and Northern Railroad in 1932, it reportedly reached 90 mph (145 km/h). The Union Pacific had been seeking improvements to self-propelled railcars based on European design ideas. The performance of the Railplane encouraged the railroad to increase its efforts in partnership with Pullman-Standard. In 1931, the Budd Company reached an agreement with the French tire company Michelin to produce pneumatic-tired rail motorcars in

6080-529: The Hobart to Launceston expresses. Despite — or perhaps because of — the strategic priorities of World War II, some new streamliner locomotives were built in Australia during and immediately after the war. The first five New South Wales C38 class locomotives were modestly streamlined with distinctive conical noses, while the twelve South Australian Railways 520 class locomotives featured extravagant streamlining in

6240-459: The LMS Fairburn 2-6-4T for the Southern Region . Also at this time Brighton works staff were embroiled in the difficulties associated with Bulleid's experimental and problematic Leader class . As a result, Brighton sought assistance from the other Southern Region works to complete this final order. Ashford works cut the frames and constructed the tenders, and Eastleigh works constructed six of

6400-471: The M-10000 as a three-car set until the railroad was retired the set in 1941. The trainset's 1942 scrapping provided Duralumin that was recycled for use in war-time military aircraft. The Union Pacific also commissioned the construction of five modified trainsets that had evolved from the initial M-10000 design. Those streamlined trains inaugurated the railroad's high-speed service out of Chicago while bearing

6560-534: The M-10000 as the Streamliner , providing the first use of the term with respect to trains. The Streamliner ' s publicity tour in February–May 1934 attracted over a million visitors and gained attention in national media as the herald of a new era in rail transportation. On 26 May 1934, the Burlington's Zephyr made a record-breaking "Dawn to Dusk" run from Denver, Colorado , to Chicago for its grand entry as

SR West Country and Battle of Britain classes - Misplaced Pages Continue

6720-755: The New York Central Railroad 's Ohio Xplorer and the New York, New Haven and Hartford Railroad 's Dan'l Webster . The pair were problematic and were withdrawn from service by 1960. GM 's project, originally called Train Y , was marketed as the Aerotrain . It featured a futuristic, automotive-styled EMD LWT12 diesel–electric locomotive pulling aluminum coaches adapted from GM's long-distance bus design. Two trainsets were produced in 1955 and were trialed by several railroads, but no orders were forthcoming. The two demonstration units were eventually sold to

6880-679: The Northlander until 1992. From 1961, the SBB used for TEE service the RAe TEE II , a set of five streamlined electric trains compatible with four different railway electrification systems . Italy used pre-war trains and new trains that the Italian State Railways—Ferrovie dello Stato (FS)—developed. The new trains included the FS Class ETR 250 ("Arlecchino") , the ETR 300 ("Settebello") ,

7040-543: The Portland–Seattle run until the railroad took it out of service again in March 1943. After running for 18 months as the City of San Francisco M-10004 , the locomotive spent six months being refurbished and then served from July 1938 as a second unit on the City of Los Angeles . The Union Pacific retired the locomotive in March 1939. The Union Pacific converted the M-10001 and M-10004 power units to additional boosters for

7200-551: The Rock Island Line , which was already operating an EMD LWT12 paired with Talgo II cars from ACF Industries as the Jet Rocket . Rock Island operated them in commuter service until 1966. The Speed Merchant project also produced only two examples. They consisted of Fairbanks-Morse P-12-42 locomotives paired with Talgo II cars from ACF Industries, and were used by the Boston and Maine Railroad for commuter service and by

7360-489: The UIC classification system where "2" and "1" refer to the number of un-powered leading and trailing axles respectively, and "C" refers to the number of driving axles, in this case three. However, since "21C" was the prefix already used by the Merchant Navy class, the suffix "1" was added; these locomotives carried numbers that started "21C1" followed by the individual two-digit identifier. Initial livery after nationalisation in 1948

7520-550: The West Country served by its trains or close to its lines. This represented a publicity success due to many of the locomotives being able to visit their namesake areas. Many 'West Country' locomotives sported an additional plaque with the coat of arms of the town or region the locomotive was named after. This plaque was mounted on the casing between the gunmetal locomotive nameplate and the West Country Class scroll, above

7680-473: The aluminum trains are sixteen-unit versions of the Siemens Velaro . High-speed steam service continued in the United States after World War II, but became increasingly uneconomical. The New York Central's Super Hudsons went out of service in 1948 as the line converted to diesel for passenger service. The Milwaukee Road retired its high speed Hiawatha steam locomotives between 1949 and 1951. The last of

7840-476: The grouping of the LB&SCR and other railways in southern England to form the Southern Railway , in 1923, much of the new locomotive construction for the new railway was transferred to the more modern facilities at Eastleigh Works . After mid-1931, with the impending electrification of the Brighton Main Line , the locomotive works once again seemed likely to close. Many of the skilled workmen and much of

8000-488: The " Brighton Blitz " in May 1943 but soon repaired. In the decade after the nationalisation of British Railways (BR) in 1948 Brighton works was again used for new locomotive construction, being responsible for both design work and construction of several of the new BR Standard classes. At the time of the centenary of locomotive building in 1952 the works covered 9 acres (36,000 m ) and employed about 650 staff. However, under

8160-580: The "silver streak" zipped by. Adding to the sensation of the Zephyr were the striking appearance of its fluted stainless steel bodywork and its raked, rounded, aerodynamic front end that symbolized its modernity. The train's design echoed in steam locomotive styling throughout the following years. After its Worlds Fair display and a nationwide demonstration tour, the Zephyr entered revenue service between Kansas City, Missouri, and Lincoln, Nebraska, on 11 November 1934. A total of nine Zephyr trainsets were built for

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8320-598: The Battle of Britain class in Kent, Hampshire , Sussex and Surrey was never operationally practical and both classes were to be found all over the network. The most prominent journey undertaken by a member of the class occurred on 30 January 1965, when the funeral train of Winston Churchill was hauled by No.34051 Winston Churchill from Waterloo station to his final resting place, close to Blenheim Palace in Oxfordshire . As with

8480-642: The British Railways crest on the tender side, after their first overhaul under new ownership. This was unlike the Merchant Navy class, which was initially turned out in British Railways experimental express passenger blue livery. By this stage, the Southern Railway-built locomotives were re-liveried and renumbered from 34001–34070. The rebuilt locomotives were also in British Railways Brunswick green with orange and black lining, and crest on

8640-476: The Budd Company just a (much) more powerful engine away from producing a history-making streamlined trainset. The Great Depression caused a catastrophic loss of business for the rail industry as a whole and for manufacturers of motorized railcars whose primary markets, branch line services, were among the first to be cut. The interests of lightweight equipment manufacturers and rail operators therefore focused on

8800-606: The Burlington and put into service over longer routes. Twin-engine power units and eventually booster power units met the trainsets' additional power requirements. The Burlington's four-car Mark Twain Zephyr entered revenue service in October 1935 on the railroad's Saint Louis– Burlington, Iowa , route. Two partially-articulated six-car trainsets entered service in May 1936 on the Burlington's Denver Zephyr route, which connected Chicago and Denver. The Burlington then replaced those sets with

8960-582: The Burlington between 1934 and 1939. Each ran as named trains on various Burlington midwestern routes. The Burlington later renamed the Burlington Zephyr as the Pioneer Zephyr in honor of that train's status as the first of the fleet. In April 1935, two Twin Cities Zephyrs that bore the same three-car configuration entered service on the railroad's Chicago and Minneapolis-St. Paul route. Larger trainsets with more powerful Winton engines were built for

9120-407: The Dutch NS procured five diesel-electric RAm TEE I (Swiss) and NS DE4 (Dutch) trainsets for Zürich - Amsterdam and Amsterdam- Brussels -Paris services. One set was lost in an accident 1971. The remaining four sets operated as TEE trains until 1974, were transferred to Canada for use on the Ontario Northland Railway (ONR) in 1976. The ONR operated three trains on its Toronto – Moosonee line as

9280-515: The K and L classes. The last locomotive to be built at the works by the LB&SCR was L class No. 333 Remembrance . For the first three years of Southern Railway ownership, no new locomotives were built at Brighton, although rebuilding of the B4 class into virtually new locomotives took place. During 1926 the works was responsible for building ten examples of Maunsell's "River class" and then rebuilding of six of them into "U class" 2-6-0 tender locomotives two years later. The works also built

9440-486: The LB&SCR board to close Brighton works and concentrate all locomotive building and repair at a new facility adjacent to the carriage works at Lancing . However the advent of the First World War in 1914 put an end to this plan. Locomotive building was severely curtailed at Brighton after 1916 and the works became involved in munitions production. After the war there was again a substantial backlog of repairs and new construction did not resume until late 1920. Following

9600-526: The Merchant Navy class, shorter overall length led to shorter frames and reduced the wheelbase to 35 ft 6 in (10.820 m). The boiler was also shorter and of smaller diameter at the smokebox end, but retaining the 280  psi (1.93  MPa ) operating pressure. The inner and outer Belpaire firebox was also smaller than the Merchant Navy class also constructed using welded steel. The cylinders were smaller at 16.375 in × 24 in (416 mm × 610 mm). Bulleid designed

9760-611: The Merchant Navy class, they could generate great power using mediocre quality fuel, due largely to Bulleid's excellent boiler. They also ran smoothly at high speed, but they were also beset with the same technical problems of their larger sisters. These may be summarised as follows: Restricted driver visibility was mentioned in the report on the disastrous Lewisham rail crash on 4 December 1957 outside St John's railway station, in which 90 people were killed and 173 injured. The driver of No. 34066 Spitfire had failed to see one yellow and one double-yellow "caution" signal in foggy conditions and

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9920-467: The Merchant Navy locomotives, Bulleid incorporated his chain-driven valve gear into what became the new design. This now-infamous component was unique in British locomotive design. It gained notoriety because it was difficult to access when things went wrong and, in tandem with the fast-moving Bulleid steam reverser , could cause irregular valve movements. The entire system was in a sealed oil bath, another unique design, that provided constant lubrication to

10080-459: The New York, New Haven and Hartford Railroad's John Quincy Adams . Both were retired by 1964. In 1956, the Budd Company produced a single streamlined, lightweight, six car DMU trainset that the New York, New Haven and Hartford Railroad operated as the Roger Williams . After a short period of time in high speed service, the train was split up and the cars were used in service with the New Haven's other RDCs . The advent of jet air travel in

10240-423: The Pennsylvania Railroad's class K4 locomotives. In 1937, Otto Kuhler used a variation of the bullet-front design on a 4-6-2 locomotive constructed for the Baltimore & Ohio 's streamlined Royal Blue . Henry Dreyfuss used a similar variation for the J-3a Super Hudsons that pulled the 20th Century Limited and other NYC express trains. In 1937, the Milwaukee Road introduced the class F7 Hudsons on

10400-539: The Pennsylvania Railroad's short-lived T1 class locomotives went out of service in 1952. All of those iconic locomotives were scrapped. The last steam streamliners built were three Norfolk and Western class J locomotives in 1950, which operated until 1959. In 1951, the Interstate Commerce Commission implemented regulations restricting most trains to speeds of 79 mph (127 km/h) or below unless automatic train stop , automatic train control , or cab signalling were installed. The new regulations minimized one of

10560-526: The Southern Railway during the 1930s was based on the completion of its London suburban electrification scheme in 1929 and the subsequent electrification of the main lines to Brighton and the Sussex Coast and to Guildford and Portsmouth . Despite electrification plans, the Southern Railway's less heavily used lines in the West Country beyond Salisbury did not merit the cost. Lines in Devon and Cornwall were meandering, heavily graded, and although heavy with summer holiday traffic were lightly used during

10720-488: The Southern network, and they were capable of fast running. Despite these successes, the number of innovations introduced at the same time made the class unreliable and difficult to maintain. A great deal of money was wasted on resolving the problems of a class designed for duties that could have been undertaken by cheaper 2-6-2 or 4-6-0 mixed-traffic locomotives. Likewise, more Light Pacifics were built than were needed, frequently undertaking tasks that would usually befit

10880-427: The US, as an improvement on the heavy, underpowered and shimmy-prone " doodlebugs " that ran on American tracks. In that endeavor, Budd would produce lightweight rail equipment utilizing unibody construction and the high strength alloy stainless steel , enabled by shot welding , a breakthrough in electrical welding technique. The venture produced articulated power-trailer car sets with streamlined styling, which left

11040-548: The addition of an "s" prefix (e.g. s21C101). The classes were given several power classifications in their careers, beginning with 6MT (Mixed Traffic) in 1949. In December 1953 they were reclassified 7P 5FA, the "A" denoting brake power when used on unfitted (non-vacuum braked) goods trains. The rebuilt locomotives retained this classification until all received the classification of 7P6F between November 1957 and November 1961. The locomotives were turned out in British Railways Brunswick green livery with orange and black lining with

11200-399: The advantages of diesel became compelling enough for a growing number of rail lines to select diesel over steam for new passenger equipment. The power and top speed advantages of state-of-the-art steam locomotives were more than offset by diesel's advantages in service flexibility, downtime, maintenance costs and economic efficiency for most operators. The American Locomotive Company (ALCO),

11360-400: The arrangement of the works and the cranes and other mechanical equipment used. The works were then organised into: The works was supplied with compressed air for pneumatic drilling, riveting, and chipping hammers; a hydraulic plant for the 250-ton plate flanging press and a 20-ton press; and both alternating and direct electric current. The first locomotive to be constructed at Brighton was

11520-525: The boiler in shrouding, streamlining of the GS-3/GS-4 series locomotives consisted of skyline casing flush with the smokestack and smoke-lifting skirting along the boiler that left the silver-painted smokebox on full display. The trend of streamliners also came to Japan. In 1934, the Ministry of Railways ( Japanese Government Railways , JGR) decided to convert one of its 3-cylinder steam locomotives class C53 into

11680-534: The boilers and tenders for the final batch of ten Merchant Navy class, although the locomotives were constructed at Eastleigh. The thousandth locomotive to be constructed at the works was 21C164 "Fighter Command" in June 1947. This figure did not take into account 12 B4X class 4-4-0 from 1922–24 which were officially classified as rebuilds rather than new locomotives. During the early years of British Railways Brighton works constructed two further batches of "West Country" pacifics and would have been responsible for

11840-585: The builder of the Hiawatha speedsters, saw diesel as the future of passenger service and introduced streamlined locomotives influenced by the design of the E units in 1939 . The replacement of steam with diesel power was interrupted by the US entry into World War II, with a military premium on diesel technology that stopped all production of diesel locomotives for passenger service between September 1942 and January 1945. Streamlined steam locomotives continued to be produced into

12000-423: The cab was widened to 9 ft (2.743 m) on the British Railways batch. The tenders of Nos. 21C166–21C170 were fitted with TIA ("Traitement Integral Armand") chemical feed-water equipment that precipitated scale-forming constituents in the hard water of southern England into a non-adhesive mud that could be cleared using a manual "blow-down" valve. This equipment was retrospectively fitted to earlier members of

12160-549: The cab-side windows as a wartime material-saving measure, with No. 21C107 Wadebridge the first to receive glass windows. Two of the front route indicator irons (of which there are five) were originally located on the smoke deflectors, which meant that the indicator discs stood proud of the casing. This necessitated a trial relocation to the smokebox door at the three and nine o'clock positions on No. 21C109 Lyme Regis , and fitted as standard from No. 21C118 Axminster onwards. The batch constructed between June and October 1946 received

12320-468: The class 4 tank locomotives after 1951. In 1955 R.G. Jarvis , Chief Technical Assistant at the works, and his staff were responsible for the design of the highly successful rebuilds of the "Merchant Navy" and "West Country" classes, although the rebuilding took place at Eastleigh. New locomotive construction ceased in 1957 with the construction of BR standard class 4 tank 80154, which was the 1,211th locomotive to be constructed there. As mentioned above,

12480-491: The class of some of its work, as did the transfer of the lines west of Salisbury to the Western Region on 30 December 1962. This resulted in the withdrawal of several unrebuilt locomotives stabled at Exmouth Junction shed in June 1963. By the end of the year ten had been withdrawn, including the 12‑year-old No. 34110 66 Squadron , having travelled only 600,000 miles. Most of the unrebuilt locomotives were withdrawn over

12640-403: The class. In 1948 the tender design was enlarged to provide a water capacity of 5,500-imperial-gallon (25,000 L; 6,610 US gal). To ease maintenance and lubrication, panels of air-smoothed casing ahead of the cylinders were removed from 1952, and the front sanders were blanked off. This coincided with the removal of the tender "raves" on all but five locomotives, as they obstructed

12800-815: The construction process, and to use steel fireboxes , which meant that components could be more easily constructed under wartime austerity and post-war economy. They were designed to be lighter in weight than their sister locomotives, the Merchant Navy class , to permit use on a wider variety of routes, including the south-west of England and the Kent coast. They were a mixed-traffic design, being equally adept at hauling passenger and freight trains, and were used on all types of services, frequently far below their capabilities. A total of 110 locomotives were constructed between 1945 and 1950, named after West Country resorts or Royal Air Force (RAF) and other subjects associated with

12960-479: The converted locomotive. The Japanese government planned to use this one converted streamline locomotive on the passenger express route between Osaka and Nagoya. The converted locomotive gained much popularity from the public. JGR therefore decided to build 21 new streamlined versions of the class C55 locomotive . Additionally, JGR built 3 streamlined class EF55 electric locomotives. Kiha-43000 diesel multiple units and Moha-52 electric multiple units also received

13120-651: The delay in completing was that the squadron crest for 66 Squadron was never made, as the manufacturer had retired during the intervening period. Thus 66 Squadron was the only Battle of Britain class member not to have a crest. The original intention was to base the first batch of locomotives at Exmouth Junction depot at Exeter for use on the West of England Main Line to Salisbury and Plymouth , and secondary lines to Barnstaple , Bude and other holiday resorts in Devon and Cornwall. By

13280-469: The development of a new generation of lightweight, high speed, internal combustion-electric powered streamlined trainsets that were primarily designed for mainline service. The Chicago, Burlington & Quincy Railroad (Burlington) and the Union Pacific sought to increase the efficiency of their passenger services by looking to the lightweight, petroleum-powered technology that Budd and Pullman-Standard were developing. The Union Pacific named its project

13440-414: The disaster indicated that it was necessary, with the signals concerned being on the right-hand side of the train and because of the limited visibility from the left-hand side of a steam locomotive, for either the fireman to observe those signals (but with the driver being responsible for asking him to do so) or for the driver to cross over the footplate from his left-hand driving position to observe them from

13600-637: The earlier EMC 1800 hp B-B development design locomotives, the twin-engine format and multiple-unit control systems that facilitated cab/booster locomotive sets. The E-units brought sufficient power for full-sized trains such as the B&;O Capitol Limited , the Atchison, Topeka and Santa Fe Railway 's (AT&SF's) Super Chief , and the Union Pacific's upgraded City of Los Angeles and City of San Francisco , which challenged steam power in all aspects of passenger service. EMC introduced standardized production to

13760-519: The early 1930s after the internal combustion-electric propulsion technology that General Electric developed and that the Electro-Motive Company (EMC) promoted became the accepted technology for use rail motorcars in the 1920s. Streetcar builders sought to build electric cars with improved speed for interurban lines through the 1920s. In 1931, the J. G. Brill Company introduced the Bullet ,

13920-606: The early postwar era. Among the most distinctive were the Pennsylvania Railroad's duplex-drive 6-4-4-6 type S1 and 4-4-4-4 type T1 locomotives that Raymond Loewy styled. In terms of service longevity, the most successful were the Southern Pacific GS-3 Daylight locomotives introduced in 1938 and the Norfolk and Western class J locomotives introduced in 1941. In contrast to designs that completely encased

14080-524: The entire class of 110 locomotives, had not the works become overstretched due to its involvement in the design and construction of Bulleid's problematic and ultimately ill-fated Leader class in 1949. Thereafter it was responsible for building 41 examples of the LMS Fairburn 2-6-4T for use on the Southern Region. In addition to the Leader class, other prototype locomotives constructed at Brighton included

14240-456: The equipment were transferred to Eastleigh and Ashford , the Paint Shop was converted into an Electric multiple unit maintenance facility, and the former carriage shed was converted for use by the Southern Railway's new Road Motor Engineers Department. Similarly the steam motive power depot was rebuilt and reduced in size. Fears of possible air attacks on Ashford and Eastleigh together with

14400-521: The facility elsewhere. Nevertheless, between 1852 and 1957 more than 1200 steam locomotives as well as prototype diesel electric and electric locomotives were constructed there, before the eventual closure of the facility in 1962. After use as a factory for constructing bubble cars , the facility was demolished and has since been redeveloped as part of the New England Quarter of Brighton. The earliest locomotive servicing facility at Brighton

14560-494: The final batch of locomotives. The completion of the final locomotive, No. 34110 66 Squadron , in January 1951 was delayed for several months pending consideration of proposals from British Railways management for a major modification to a standard two-cylinder design without the chain-driven valve gear, but the locomotive entered service as Bulleid intended. The first six locomotives were initially fitted with plywood sheeting over

14720-440: The footplate. The gauges had fluorescent markings and were illuminated by ultra-violet light . This enabled clearer night-time vision of the boiler steam pressure gauge and the brake pipe vacuum pressure gauge whilst eliminating dazzle, making it easier for the crew to see signals along the track. Close attention was paid to the ergonomics of the cab, which was designed with the controls required for operation grouped according to

14880-487: The foreseeable future. The detailed design work for the new mixed-traffic locomotives was undertaken at Brighton railway works where they were scheduled to be constructed. The earliest drawings were for a moderately sized 2-6-0 with similarities to the London and North Eastern Railway K4 class , which Bulleid had helped design for the West Highland Line when he was Nigel Gresley 's assistant. However, such

15040-650: The good route availability the locomotives could be used on non-electrified lines between London and Brighton . These included the Oxted Line , and occasionally the Bluebell Line between East Grinstead and Lewes , where they were also used for freight and parcels traffic, and excursion trains over electrified lines. Thus the original intention for the West Country class locomotives to work in South West England and

15200-458: The intention was to lift the steam and exhaust gases away from the cab. As with the Merchant Navies, the class soon gained the nickname "Spam Cans", due to the resemblance to the distinctive tin cans in which " SPAM " was sold. The smokebox was an integral part of the air-smoothed casing, being a sheet metal fabrication to the same profile as the firebox that acted as a former to maintain

15360-774: The key advantages of rail travel over the automobile, which became an increasingly attractive alternative as postwar construction of highway systems progressed. Rail operators marketed their services on the basis of luxurious sightseeing, as airlines increasingly competed with rail lines for long-distance travel. In the mid-1950s, there were several attempts to revive the lightweight custom streamliner concept. None of these projects achieved any lasting impact on passenger service. The Train X project, first promoted by Robert R. Young no later than 1948, resulted in low-profile Baldwin RP-210 locomotives paired with articulated aluminum cars from Pullman-Standard . Two trainsets were built in 1956 for

15520-483: The late 1950s brought forth a new round of price competition from airlines for long-distance travel, severely affecting the ridership and profitability of long-distance passenger rail service. Government regulations forced railroads to continue to operate passenger rail service, even on long routes where, the railroads argued, it was almost impossible to make a profit. Brighton railway works Brighton railway works (also known as Brighton locomotive works , or just

15680-590: The lightweight carbody construction and raked, rounded front end introduced with the Zephyr and the high-mounted, behind-the-nose cab of the M-1000x locomotives. One of the first, EMC's TA , was a 1,200-horsepower (890 kW) version produced for the Rock Island Rockets , a series of six lightweight, semi-articulated three and four-car trainsets. EMC/EMD manufactured streamlined E-unit diesel-electric locomotives from 1937 to 1963. These incorporated two features of

15840-591: The limitations of the locomotives' technology when meeting the demands of long-distance and higher capacity service. The M-10001 ran for only 32 months as the City of Portland before it was replaced, re-entered service on the Portland–Seattle run and retired in June 1939. Similarly, the M-10002 spent 19 months as the Union Pacific's City of Los Angeles , 39 months as the City of Portland and ten months out of service starting in July 1941. The locomotive then served on

16000-461: The locomotive industry, with its attendant economies of scale and simplified processes for ordering, producing and servicing locomotives. As a result, EMC was able to offer a variety of support services that decreased technological and initial cost barriers that would otherwise deter conversions to diesel-electric power. With power and reliability of new diesel-electric units improved with the 2,000-horsepower (1,500 kW) EMC E3 locomotive in 1938,

16160-534: The locomotive stock was unusable due to delays and inefficiencies at Brighton works. Lawson Billinton , the District Locomotive Superintendent at New Cross depot had sought to alleviate the situation by executing repairs and boiler changes, but this had little impact on the problem. The LB&SCR Locomotive, Carriage and Wagon Superintendent D.E. Marsh received much of the blame for the problem, which had been developing for some years, and he

16320-507: The locomotive works vanished with the demolition of the elevated 1930s Southern Railway signal box in the mid-1980s, the signal box having used part of the main locomotive erecting-shop wall as support. In the early years of the 21st century the site has finally seen redevelopment begin, and it lies at the heart of the New England Quarter . A report of a visit to the works by members of the Institution of Mechanical Engineers in 1947 described

16480-542: The locomotives were built at Eastleigh Works . From 1943 they built 93 of the LMS Stanier 8F type 2-8-0 freight locomotives for the War Department , at the incredible rate of one every 4.5 days. The heyday of locomotive building at the works was during the decade after the war, when Brighton built more than 100 Bulleid light pacifics of the West Country and Battle of Britain classes. The works also constructed

16640-410: The locomotives would be used further afield than the West Country, a decision was made to name the remainder after RAF squadrons, airfields, commanders and aircraft that had participated in the Battle of Britain over Kent , Surrey and Sussex . 'Battle of Britain' nameplates incorporated the name of the locomotive with the class name below, in a design that resembled the wings of an aircraft . This

16800-479: The main line to haul special trains. It is uncertain whether all of the preserved locomotives will be restored to working order; owing to the very poor condition some of them were in when purchased and the increasing cost of materials. Other relics of both classes that have survived are nameplates, which were removed towards the end of steam on the British Railways Southern Region in the 1960s. As

16960-435: The main line: 34016 Bodmin , 34027 Taw Valley , 34046 Braunton , 34067 Tangmere , 34072 257 Squadron & 34092 City of Wells . 34046 & 34067 currently have a valid main line certificate. 34028 Eddystone and 34070 Manston did briefly return to the mainline in 2009 to attend an event at Eastleigh, but the two engines were towed behind a diesel as neither was mainline certified. Fitted with Giesl ejector Livery

17120-446: The main works, part of the workshop was used for the building of Isetta microcars between 1957 and 1964 and some of the land remained in railway use, associated with the stabling of electric multiple unit trains and other maintenance functions. Much of the land later became a large open car park, and was used for a popular market every Sunday morning. Some land on the eastern side was given over to an assortment of retail units including

17280-407: The middle driving wheel. Several members of the class had only the nameplate and the "West Country Class" scroll, a gap being left where a crest would have been mounted. The background of the nameplate was usually painted red, though sometimes examples could be found in black if the locomotive works undertaking overhaul of the engine could not locate the correct colour paint. Once it became clear that

17440-408: The modernisation plan for BR announced in 1954, Brighton Works was once again passed over. Locomotive building ceased in 1957, and locomotive repairs ceased the following year. The buildings were closed in 1962 and demolished in 1969. The motive power depot was officially closed 15 June 1961, but remained in use for stabling steam locomotives until 1964, and was demolished in 1966. After the closure of

17600-533: The motion from sand falling from the filler pipes. A third batch of twenty-five was ordered and designated the Battle of Britain class. These were identical to the West Country class and the new designation was purely concerned with giving the locomotives names that befitted their intended allocation to the Eastern Section . By the time of the nationalisation of British Railways in January 1948, seventy Light Pacifics had been built at Brighton Works , with

17760-436: The moving parts. The locomotive also carried a similar "air-smoothed" casing to the Merchant Navy class. This was not regarded as streamlining by Bulleid, a fact demonstrated by the flat front end. Authorities differ as to the purpose of the casing. According to Creer it was intended to be an aid in cleaning the locomotive with carriage washers to reduce labour requirements during the post-war period, whereas Bradley asserts that

17920-423: The names City of Portland (June 1935), City of Los Angeles (May 1936), City of San Francisco (June 1936) and City of Denver (June 1936). The M-10001 set had a single power unit that contained a 1,200-horsepower (890 kW) Winton diesel engine. The power unit pulled six tapered low-profile cars that had the form of the original three-car M-10000 trainset. The M-10002 ' s set consisted of

18080-522: The need for more steam locomotive and armaments construction during World War II brought about the re-opening and re-equipment of the workshops in 1941. Throughout the remaining years of the war Brighton works was used for locomotive construction, initially for the Southern Railway , but also later for the War Department , the London, Midland and Scottish Railway and the London and North Eastern Railway . It also manufactured component parts for tanks and anti-aircraft guns. The workshops were damaged during

18240-480: The needs of both driver and fireman, thus promoting safe operation. As an aid to the fireman , a treadle used steam pressure to open the firehole doors, where the coal is shovelled into the firebox . The footplate was entirely enclosed, improving crew working conditions in winter. Other refinements and innovations used on the Merchant Navy class included steam-powered clasp brakes and the unusual 6 ft 2 in (1.88 m) Bulleid Firth Brown (BFB) wheels. Compared with

18400-401: The next three years but seven survived until 1967 and the end of steam on the Southern Region. Many rebuilt locomotives were withdrawn soon after their rebuilding. The first was No. 34028 Eddystone in May 1964, having run only 287,000 miles since rebuilding. Other early withdrawals included No. 34109 Sir Trafford Leigh-Mallory which had only travelled 162,000 miles in the three and

18560-523: The original Zephyr, entered service between Boston and Portland, Maine , on 1 April 1935. The Gulf, Mobile and Northern Railroad Rebel trainsets were similar to the Zephyr in form, but were not articulated. Designed by Otto Kuhler , the ALCO powered diesel-electrics that the American Car and Foundry Company constructed were placed into service on 10 July 1935. While streamlining on steam locomotives

18720-443: The other side. In the event, the driver did neither, and neither driver nor fireman looked out for the aspect of the signals. The report ascribed blame to the driver, but recommended that the class be fitted with wider windscreens to improve visibility, noting that, in fog with less than 80 yards of visibility, the three signals involved would not be visible at all from the driver's side of the footplate; however, it noted that, even from

18880-401: The packing of coal into the bunker and restricted the driver's view when reversing. The resultant "cut-down" tender included new, enclosed storage for fire-irons and glass spectacle plates to protect the crew from flying coal dust when running tender-first. When the rebuilding programme (see below) was halted in 1961, further modifications were made to the unrebuilt locomotives. The most notable

19040-540: The post-war locomotive requirements of the railway and identified the need for a stop-gap steam locomotive design for those main lines in South East England scheduled for electrification, had the Second World War not taken place. Although the new Merchant Navy class was available for the heaviest Continental expresses, the resumption of frequent passenger services over poorly maintained infrastructure, following

19200-504: The postwar era. The railroad retired the last of its six-car sets in 1968 after using it as the Nebraska Zephyr . On 31 January 1935, the Union Pacific's three-car M-10000 went into service between Kansas City, Missouri , and Salina, Kansas , as The Streamliner . The train subsequently became the City of Salina under the railroad's naming convention for its expanding fleet of diesel-powered streamliners. The Union Pacific operated

19360-467: The problems worse. As a result, many of the locomotives had their casings removed. Streamliner locomotives arrived relatively late in Australia. In 1937 streamlined casings were fitted on four Victorian Railways S class locomotives for the Spirit of Progress service between Melbourne and Albury . Similar casings were then fitted on two Tasmanian Government Railways R class narrow-gauge locomotives for

19520-458: The railways to provide additional mainline trackage for high speed trains. The first experiments with diesel streamliner services in the United Kingdom were the Blue Pullman trains introduced in 1960 and withdrawn in 1973. These provided 90-mile-per-hour (140 km/h) luxury business services, but were marginally successful and ran only a little faster than mainstream services. The Blue Pullman

19680-444: The rebuilding of sixty locomotives to a more conventional design at Eastleigh between 1957 and 1961. The first locomotive to be rebuilt was No. 34005 Barnstaple , which adopted many features from the BR 'Standard' locomotive classes . The casing was removed and replaced with conventional boiler cladding, boiler pressure reduced to 250  psi (1.72  MPa ) and the chain-driven valve gear

19840-456: The route availability of the Merchant Navy class with its 21-ton axle loading, the weight was reduced by 5 tons. This allowed the design to operate on routes where the Maunsell 2-6-0s were the largest permitted and came mainly from several changes: Also the cab was reduced in width and remodelled to comply with reduced loading gauge over some routes. Based on the mechanical experience gained from

20000-461: The set in 1950. The visual styling of the new trainsets made the existing fleets of locomotives and railcars suddenly look obsolete. Rail lines soon responded by adding streamlined shrouding and varying degrees of mechanical improvement to older locomotives and re-styling heavyweight cars. The first American steam locomotive to receive that treatment was one of the New York Central Railroad 's (NYC's) J-1 Hudson class locomotives built in 1930, which

20160-426: The shape of the casing. In between, the casing was supported by channel-section steel crinolines (strengtheners used to maintain the shape) attached to the frames. The smokebox housed the five-nozzle Lemaître blastpipe arranged in a circle within a large-diameter chimney. As with the Merchant Navy class, electric lighting was provided on both locomotive and footplate , powered by a steam-powered generator below

20320-407: The situation of the works, close to the main line, on top of a cliff, in what would soon become a built-up area, always imposed restrictions on the space available for its efficient operation. During 1860 and 1861 Craven began the removal of a large chalk hill on the western side of the main line, which had been dumped during the construction of the main line. The space created was used to accommodate

20480-568: The speed record that the first DMU "Flying Hamburger" had set 1933 traveling between Hamburg and Berlin. A TGV high-speed test train set a world record for the fastest wheeled train, reaching 575 km/h (357 mph) in 2007. Conventional TGV services operate at up to 322 km/h (200 mph) on the LGV Est , LGV Rhin-Rhône and LGV Méditerranée . The power cars of the TGV Euroduplex (2N2) , which began commercial operations in 2011, have

20640-629: The style of the Pennsylvania Railroad 's T1 . In all cases, the streamlining on Australian steam locomotives were purely aesthetic, with negligible impacts on train speeds. In Europe, the streamliner tradition gained new life after World War II . In Germany, DRG Class SVT 137 trains resumed service, but at slower speeds than before the war. Based on the Kruckenberg SVT 137, the Deutsche Bundesbahn 's (DB's) streamlined diesel-electric Class VT 11.5 (later renamed to DB Class 601) built in 1957

20800-536: The surviving engines are named after West Country locations in the South of England and the remaining nine after RAF Squadrons or significant persons, including Prime Minister Winston Churchill . All but one of the class in preservation were built at Brighton Works , the exception being 34101 Hartland which was built at Eastleigh Works . The class has proved to be useful for preservation societies, due to its good route availability and ample power, with some having returned to

20960-405: The tender side, whilst the nameplates were placed on a custom-made mounting on the running plate due to the absence of a flat surface. Some of the locomotives had additional embellishments. No. 34050 Royal Observer Corps was presented with an ROC long-service medal in July 1961. The ceremony took place at Waterloo station , and included Commandant ROC Air Commodore Wight-Boycott . The cab side

21120-400: The third 3rd rail Co-Co electric locomotive , numbered 20003 in 1948, and the third 1Co-Co1 diesel electric locomotive numbered 10203 in 1954. Brighton staff were involved in the design of three of the most successful BR standard classes – the class 4 4-6-0 tender , and class 4 2-6-4 tank classes together with the 9F 2-10-0 class – and the works built 130 examples of

21280-558: The war, would require a lighter locomotive with wider route availability . At the same time, there would be a continuing need for fast freight locomotives, capable of operating on both electrified and non-electrified routes, without impeding the intensive use of the system by passenger trains. Suburban electrification used electric multiple units , which had no equivalent freight design. Although Bulleid built two prototype electric locomotives in 1941, these were, as yet, unproven, and freight haulage would be undertaken by steam traction for

21440-544: The water tank was of welded sheet construction to save weight, and the tender was fitted with vacuum braking equipment of a clasp-type similar to that on the locomotive. Four train-brake vacuum reservoirs of cylindrical construction were grouped on the tank top, behind the coal space. The first batch of twenty locomotives was ordered in April 1941, although the changes in design to the Light Pacific arrangement meant that production

21600-471: The west coast consisted of five runs monthly for each route. The railroad maintained its daily overnight service on the Chicago–Denver run by assigning three locomotive sets for two trains. The railroad then augmented that stable with locomotive equipment taken from other runs. Despite the breakthrough schedule times of the long-distance M-1000x "City" trains, the records of the Union Pacific's fleet reflected

21760-464: The western side of the main line, and transferred the marine engineering work undertaken by the works to a new facility in Newhaven . This allowed for the further enlargement of the locomotive building and repair facilities, including the addition of an iron foundry in 1873, and a new carriage painting and cleaning shop in 1878, and a coppersmith's shop in 1881. This new construction solved the problem for

21920-432: The winter months. The seasonality of railway traffic meant that the West Country branches were worked by the ageing T9 class 4-4-0 and the versatile N class 2-6-0 , which could be better utilised on mixed-traffic services elsewhere. As a result, an order was placed with Brighton railway works in April 1941 for twenty passenger locomotives of a type to be determined. During 1943, Bulleid began planning for

22080-485: The winter of 1945, there was a more pressing need for them on Kent Coast services. The class also began to be used on Continental Boat Trains to and from Dover and Folkestone once these were resumed in 1946. Later batches were used on cross-country services such as the Brighton to Bournemouth, Cardiff and Plymouth trains or the Somerset and Dorset Joint Railway trains from Bournemouth to Wells and Bath . Because of

22240-521: The works or else scrapping at East Grinstead , Horsted Keynes and Horley . An outside investigation in 1908, conducted by Robert Urie , then Works Manager of Nine Elms Works found 108 of the LB&SCR's 541 locomotives (20%) were awaiting or under repair, and that a general overhaul at Brighton took 43 days, compared with 7.2% of the locomotives of the South Eastern and Chatham Railway under repair and 21 days taken by Ashford Works . By 1910 30% of

22400-414: Was British Railways malachite green and "Sunshine yellow" lining and lettering, with British Railways on the tender. No. 34090 Sir Eustace Missenden, Southern Railway was given commemorative malachite green livery that included green-painted wheels with yellow rims and the early British Railways crest on the tender. The Bulleid numbering system was temporarily retained on the first seventy locomotives with

22560-615: Was Southern Railway malachite green with "Sunshine yellow" horizontal lining. A circular cast brass plate with a red background on the smokebox door featured the word "Southern" and the date of manufacture. Bulleid advocated a continental style of numbering, basing this upon his experiences at the French branch of Westinghouse Electric before the First World War , and his tenure in the Railway Operating Division (R.O.D.) during that conflict. The Southern Railway number adapted

22720-597: Was a five-unit (including power car) articulated trainset for day service. The Pullman-built set had the same power format and 1,200-horsepower (890 kW) Winton diesel engine as M-10001, with some style aspects that resembled the later M1000x trainsets. The Illinois Central ran the 121 trainset on the Green Diamond from May 1936 to 1947. After an overhaul, the railroad placed the set on the Jackson Mississippi–New Orleans run until it retired and scrapped

22880-515: Was a small engine shed to the north-west of the station, serving the Brighton – Shoreham line of the London and Brighton Railway in May 1840. The following year, with the completion of the London – Brighton Main Line , the railway opened a larger repair facility and motive power depot on the eastern side of the main line adjacent to the Brighton railway station . However a new workshop at Horley , midway between London and Brighton, also opened in 1841,

23040-579: Was delayed until late 1944. Due to wartime contract work at Brighton works, the boilers were built under contract at the North British Locomotive Company . Before the first of the class had been delivered, the order was increased to thirty, with a second batch of ten ordered in September 1944. Deliveries from Brighton works began in May 1945 with prototype No. 21C101 Exeter , and proceeded at the rate of about two locomotives per month. The class

23200-541: Was followed by research into streamlined trains and tilting trains , the first to enter passenger service, in 1976, being the diesel powered InterCity 125 ( Class 43 ), followed by the electric, tilting, British Rail Class 370 , and Class 91 , in combination offering 125 mph (201 km/h) streamlined train services across the United Kingdom. High-speed service with the electric German ICE 1 (Class 401) began in 1991. The train, which has traveled at speeds of up to 280 km/h (174 mph) in revenue service, broke

23360-476: Was given a representation of the medal and its ribbon, which was displayed until the engine was withdrawn from service and scrapped in the late 1960s. The original nameplate and crest were recovered and displayed in the entrance hall of ROC Headquarters at RAF Bentley Priory until 1996 when they were transferred to the RAF Museum at Hendon . Another locomotive that featured a second crest was 34067 Tangmere , which

23520-535: Was given the airfield's crest for the cab side, as it did not feature on the nameplate crest. The class in both unrebuilt and rebuilt forms has been the subject of divergent opinions. The use of welded steel construction and the various innovations that had not previously been seen in British locomotive design meant that the class earned Bulleid the title "Last Giant of Steam". The steam-raising ability of their boilers represented an advance in British steam technology. Their light axle-loading also meant widespread use over

23680-480: Was gradually run in on the Central Section until October 1945, when they were successfully trialled on Plymouth and Kentish services. By the time the first fifteen had entered traffic a further order of fifteen was placed, with these entering service between June and October 1946. From this batch onwards, traction was improved by the addition of steam sanding to the front driving wheel, with covers added to protect

23840-402: Was granted leave of absence due to sickness in 1910, followed by his resignation in July 1911. Billinton had been invited to take over on a temporary basis during Marsh's sickness, and promptly set about re-organising the works and reducing the backlog by using emerging time and motion study techniques. The LB&SCR directors recognised that part of the problem at Brighton was that the works

24000-422: Was more about marketing than performance, newly designed locomotives with state-of-the-art steam technology were able to travel at high speeds. The Milwaukee Road class A Atlantics , built in 1935 to compete with the Twin Cities Zephyr , were the first "steamliners" equipped to back up their styled claim to extra speed. In a 15 May 1935 run by locomotive No. 2 and a dynamometer car, the railroad documented

24160-398: Was on No. 34064 Fighter Command , which was fitted with a Giesl ejector in 1962 on the grounds that a desired spark arrestor would "suffocate" an ordinary blastpipe. Following some adjustment, the ejector improved smoke deflection and fuel consumption, allowing it to steam well with low-grade coal. As a consequence of the positive experience with No. 34064, preserved No. 34092 City of Wells

24320-454: Was overwhelmed with work. In 1910 they purchased land at Lancing for a new carriage and wagon works, which was opened in 1912. This allowed Stroudley's carriage shed to be used as an overflow 'stock shed' by the locomotive works and the motive power depot. Locomotives repaired at Brighton were also sometimes taken to Lancing for their final painting. Once confirmed in his post as Locomotive Superintendent in 1913 Billinton presented proposals to

24480-563: Was painted Air Force blue , though other colours were sometimes substituted for the same reasons as above. An enamelled crest of the aircraft, personality or squadron was placed below the nameplate, in the same position as the West Country class equivalent. The first locomotives constructed by British Railways were of the Battle of Britain class, but the naming policy reverted to the West Country for Nos. 34091–34108. The final two locomotives were Battle of Britain class, No. 34109 Sir Trafford Leigh-Mallory and No. 34110 66 Squadron . The result of

24640-521: Was re-introduced with streamlined shrouding and named the Commodore Vanderbilt in December 1934. The Vanderbilt styling was a one-off design by Carl Kantola. The NYC's next venture in streamlined styling was Henry Dreyfuss ' 1936 full-length exterior and interior design of the railroad's Mercury trainsets. Raymond Loewy also designed in 1936 art-deco shrouding with a bullet-front scheme for

24800-570: Was reduced by up to 8.4%. However the Walschaerts valve gear made the rebuilds heavier and prone to hammerblow on the track, a complaint that was not evident with the original design. The increased weight reduced their route availability , meaning that they could not be used on certain routes available to un-rebuilt examples, such as the line to Ilfracombe . The electrification of the Chatham Main Line to Dover and Ramsgate in 1959 deprived

24960-471: Was replaced with modified Walschaerts valve gear fitted both outside as well as between the frames. The rapid onset of the 1955 Modernisation Plan during the early 1960s meant that the remaining fifty locomotives were not rebuilt, and continued in as-built condition until withdrawal. The rebuilding solved most of the maintenance problems whilst retaining the excellent features of the original design. Repair costs were reduced by up to 60%, and coal consumption

25120-409: Was similarly fitted in the mid-1980s. Bulleid employed the same idiosyncratic numbering scheme that he had used for the Merchant Navy class, beginning at No. 21C101 and reaching No. 21C170 at the time of nationalisation. His scheme was abolished by British Railways, which renumbered existing these 34001-34070 and new locomotives 34071-34110. The first 48 members of the class were named after places in

25280-688: Was then planned to become the principal locomotive and carriage workshop of the new railway. Following his appointment as the Locomotive Superintendent of the successor company, the London Brighton and South Coast Railway (LB&SCR) in November 1847, John Chester Craven changed the plan of moving the works to Horley. Carriage construction began in 1848, having previously been carried out by contractors at New Cross. Craven also set about enlarging and equipping Brighton works for new steam locomotive construction, which began in May 1852. However

25440-437: Was travelling too fast to stop when he saw a red signal, and the train crashed into the back of a stationary local train. Members of the class were later fitted with Automatic Warning System equipment, a recommendation of the incident report; fitting of trackside equipment was already underway, but priority had been given to routes equipped with semaphore signals, not electric "colour-light" signals as at Lewisham. The report on

25600-594: Was used as the " Trans Europ Express (TEE)" for international high-speed trains. From 1965, the DB used the streamlined electric locomotives DB Class 103 with regular trains for high-speed service. From 1973, the DB used the DB Class 403 , a fully streamlined four-unit electric train with tilting technology. In East Germany, the DR Class VT 18.16  [ de ] was built for international express service. The Swiss SBB and

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