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Locomotive CAD Drawings by Euan Cameron EXPANDED CAPTIONS

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Locomotive CAD Drawings by Euan Cameron EXPANDED CAPTIONS North British Railway Locomotive CAD Drawings by Euan Cameron EXPANDED CAPTIONS This document contains expanded captions to the NBR locomotive drawings produced by Euan Cameron. Please use the bookmarks to navigate to each caption page. Revised 23 March 2007 nbr038_1869_rebuild_Drummond_livery_dwg http://euankcameron.fotopic.net/p 38740316.html Engine wheelbase 7’ 6” + 7’ 10”: wheels 3’ 8” + 6’ 0” In 1869 Cowlairs works turned out two nominal “rebuilds” of R. & W. Hawthorn singles that comprised a great deal of material from other sources. Little is known about the first, No. 37, although it had the same wheelbase as its more famous sister locomotive No. 38. 38 clearly shared a large number of design features with William Steel Brown’s 2-4-0s of the Edinburgh and Glasgow Railway from 1862, later the N. B. R. 351 class (see below for Nos. 351-6). It had the same double frames with outside cranks, the unusual coupled wheelbase of 7’ 10”, the abnormally long eccentric rods to the valve gear, and the most unusual feature of the reversing lever being squeezed between the driving wheels and the outer splasher plates. However, the outside frames followed a different pattern and were spaced slightly differently from the 351 class. In this case the locomotive was left-hand drive, whereas the E & G engines were right-hand drive. This drawing is based on the General Arrangement of the rebuild, as below, with the boiler and superstructure inferred from the fine photograph taken by A. E. Lockyer at Cowlairs in the 1890s shortly before the rebuilding and from “working back” from the GA drawing. The tender as shown here derived originally from a Stephenson and Co. 0-6-0 of the early 1860s, much rebuilt by Drummond, and was towed behind No. 38 before its 1893 recon- struction and for some years afterwards. Several older engines had tenders based on the Stephenson goods engine tender frames. Its dimensions have been estimated based on evidence from the N. B. R. diagram book. nbr038_Holmes_rebuild_dwg http://euankcameron.fotopic.net/p25232621.html Engine wheelbase 7’ 6” + 7’ 10”: wheels 3’ 8” + 6’ 1” In 1893 Holmes evidently considered 38 to be worth a separate rebuild closely similar to that of the 351 class, sharing the same boiler but with other design details worked out sep- arately. The result was an extremely robust and powerful 2-4-0 which achieved some level of renown on Clyde coast commuter trains. It also worked elsewhere over much of the N. B. R. system. The drawing here is based closely on the Cowlairs Works General Arrangement prepared for the 1893 rebuild (No. 1216B). However, the Cowlairs drawing gives only limited infor- mation about the outside frames, and a degree of conjecture is involved here. Some time after rebuilding 38 was equipped with a standard Wheatley 1,800 gallon six-wheeled ten- der, despite the mismatch between the running-plate heights of the locomotive and tender, and worked with this appendage for many years. nbr039_rebuild_Holmes_livery_detailed_c_dwg http://euankcameron.fotopic.net/p39482915.html Engine wheelbase 7’ 0” + 7’ 3”: wheels 5’ 1¾” Thomas Wheatley’s 0-6-0ST saddletanks form a most complicated and confusing series of locomotives, with at least six distinct classes and variations within several of them as to details. No. 39 was an example of the most numerous class of engines with 5’ 1¾” driving wheels, built between 1871 and 1873. The engines were numbered 39, 51, 62, 113, 136, 149, 221-2, 229-30, 255-6, 261, 405-6 although not built in numerical order. Most took the numbers of earlier engines that had been scrapped: only 405-6 were charged to capital. In their original form these saddletanks echoed John Ramsbottom’s designs for the LNWR, with plain inside frames, saddle tanks over the boiler barrel stopping short at the rear of the smokebox, and weatherboards fore and aft with no cab roof. Holmes’s rebuildings gave the engines new tanks and platework, with a softer line than before but the same basic design principles. The new boilers had the dome set further back than the originals but were otherwise of more or less the same dimensions. Some degree of standardization took place at rebuilding: the boiler used on the 39 class was also used, for example, on rebuilds of the Beyer, Peacock 2-2-2s, 2-4-0s and 0-4-2s and on some of Wheatley’s smaller goods 0-6-0s. The drawing here is based on the Cowlairs General Arrangement for the rebuild of No. 39, drawing No. 1386B. This shows the first rebuildings of two members of the class in 1895. Subsequent rebuildings of other examples exhibited slight variations as to the cab and splasher combination and the cab footsteps. These engines were long-lived, and one lasted to be class J81 of the L. N. E. R. The inde- fatigable raconteur Norman McKillop (“Toram Beg”) described his early years as a young cleaner-fireman working to an old driver called Andrew Manzie on No. 39 in Haymarket goods yard around 1910 in his book Enginemen Elite. Prior to that 39 had been one of the pilot engines at Haymarket west end before the advent of the Holmes 795 class 0-6-0Ts. nbr055_1867_rebuild_Drummond_livery_2c_dwg http://euankcameron.fotopic.net/p39524974.html Engine wheelbase 7’ 3” + 7’ 9”: wheels 4’ 6”, 6’ 1½”, 3’ 9” This unique and surprisingly successful 2-2-2 was constructed under Thomas Wheatley’s superintendency at St Margaret’s Works, Edinburgh and completed in August 1867. It in- herited the number of, and employed some parts from, the original N. B. R. No. 55, a Crampton 2-2-2-0 built by E. B. Wilson and Co., makers of the famous ‘Jenny Lind’, some two decades earlier. Notably, the 1867 rebuild included the carrying wheels and the dis- tinctive carrying wheel springs of the Wilson original. It also had Allan straight-link valve gear, which was most unusual on the N. B. R. and may have been derived from the origi- nal Crampton. Like many of the earlier N. B. locomotives it was driven from the right-hand side. The drawing here shows the engine as in the early 1890s and in Drummond livery. The tender is one of Wheatley’s small wooden-framed four-wheelers, which were used exten- sively on older engines and varied considerably in dimensions, wheel diameter and many other details. The locomotive drawing is based on the official drawing of the rebuild, as de- scribed below, with the boiler and superstructure reconstructed from photographs. The ten- der is estimated. nbr055_final_rebuild_as_1009_dwg http://euankcameron.fotopic.net/p25232623.html Engine wheelbase 7’ 3” + 7’ 9”: wheels 4’ 6”, 6’ 1½”, 3’ 9” This drawing shows No. 55 after it received a further rebuilding (really a reboilering) in 1897. It received a Drummond boiler probably of 1877 vintage (the date given on the works plate) and a Holmes cab. It retained however the decorative paddlebox driving wheel splasher from the 1867 rebuilding and other details such as the sandboxes as well as the mainframes and valve gear. A new iron-framed tender, as shown here, replaced the ancient wooden-framed four-wheel original. This replacement tender came from a Dübs & Co. 2-4-0 of the 341 class, dating from 1865 and recently scrapped. The engine was re- numbered as 1009 on the duplicate list in 1901. No. 55 was reputed to be very fast, and must have been popular and successful enough to be worth rebuilding at such a great age. It ran until c. 1909 especially in west Fife and to Perth. The drawing here is derived from a Cowlairs official drawing of the 1897 rebuild (No. 183B) and the official works drawing of the Dübs tender, order No. 32T, slightly altered. nbr070_Drummond_livery_dwg http://euankcameron.fotopic.net/p27492798.html Engine wheelbase 7’ 3” + 7’ 9”: wheels 5’ 1¾” It is an almost futile exercise to try to discern a “standard” pattern to Thomas Wheatley’s 88 0-6-0 goods engines with 5’ 1¾” driving wheels. Two similar but slightly divergent con- tract builders’ designs, 12 by Neilsons & Co. and 15 by Dübs & Co. respectively, started off the series in 1868-9; the remainder were built at Cowlairs in stages over the remaining years of Wheatley’s superintendency. The Cowlairs engines had slotted frames similar but not identical to the contractor-built de- signs; the early ones had box splashers to the lower part of the cab, and some had leading and driving wheel slotted splashers apparently purloined from William Hurst 0-4-2Ts. By the 1873-5 period something almost like standardization crept in. The splashers were solid, the boilers were 10’ 1” long in the barrel and 5’ 5” in the firebox, and the cabs had a rounded cutaway and a bent-over short roof as on the 2-4-0s and 4-4-0s built at the same period. No. 70, one of the 1874 examples, is shown here to demonstrate this later version of the Wheatley goods engine. The frames and splashers are taken from the Cowlairs GA of the Holmes rebuilds, Cowlairs General Arrangement No. 716B for the locomotive (as de- scribed below for No. 283 below) and No. 213B for the tender. The superstructure is re- constructed from other evidence. The livery is the Drummond livery with dark olive green, black bands and red lining as de- scribed in Mr. Allan Rodgers’s article on the subject and shown in a contemporary photo- graph of No. 70. nbr141_164_original_Drummond_cab_livery_dwg http://euankcameron.fotopic.net/p38740307.html Engine wheelbase 7’ 5” + 7’ 7”: wheels 4’ 0” and 6’ 6” In 1869 Thomas Wheatley designed his first two entirely conventional 2-4-0s, with inside frames throughout and the then unusually large coupled wheel diameter of 6’ 6”.
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