Railway Vehicle Information Sheet
[1978-7023 – Midland Spinner]
Company
MR
Type
Express passenger
Wheel Arrangement
4-2-2
Class
Name
Number(s)
1.)MR
118
2.)MR
673
3.)LMS
673
Current Number
673
Builder
Derby Works
Works Number
Order / Lot Number
Order 3/1897
Cost (new)
Date Authorised
13/9/1895
Date Built
3/1897
Rebuilds / Alterations
Date of Withdrawal
Final Mileage
7/1928
Boiler Details
Class
E
Number
2636
Date of Construction
1902-1903
Builder
Derby Works
Tender Details
Class
Number
Date of Construction
Builder
Coal Capacity
4 tons
Water Capacity
3500 gallons
Locomotive Details
Length (with tender)
53`7 ½``
Maximum Height
12`11 13/16``
Maximum Width
Weight
Engine
Tender
Total
(Empty)
43.95 tons
21.55 tons
XXX tons
(In Working Order
47.3 tons
41.2 tons
XXX tons
Museum notes
This is the sole surviving S W Johnson Midland Railway tender locomotive. Such
were noted for the artistry of their design, whose features can be traced back to
the German designer Charles Beyer in Manchester (see notes for SE & CR 4-4-0
No.737).
The engine was originally restored to c.1900 lined MR livery and provided with a
Johnson-style chimney, although the smokebox pattern dated from the
Deeley/Fowler period. When repainted under NRM auspices it was repainted in
post-1907 plain livery, allocated its 1907 number, and fitted with a Deeley/Fowler
type chimney, so giving it much of the appearance it ran latterly in late MR/early
LMS days.
The engine is of technical interest in being the oldest preserved in Britain to have
been built new with piston valves. NER 4-4-0 No.1621 is actually older but was
originally built with slide valves, but later rebuilt with piston valves. There was
actually collaboration between the MR and NER on this issue via the Smiths,
father (W M) and son (J W).
W M Smith enjoyed a forty year
friendship/association with S W Johnson that preceded their years on the NER
and MR respectively.
There were five distinct series of MR 4-2-2s built between 1887 and 1900, of
which No.673 was a member of the penultimate batch, which was generally
regarded as the finest, not least for elegance of line. The balance was somewhat
lost in the final 1899-1900 series, in which the dome was moved further back on
the boiler (centred with the driving axle beneath) and the engines were paired with
large double bogie tenders which were actually heavier than themselves. This
batch, partly through having non-standard boilers, were the first to go, effectively
from as early as 1916. In fact it was recognised by about 1907 on the MR that the
‘single’ had had its day as plans were made to rebuild these to 4-4-0s, but as on
the GWR likewise at precisely the same period this did not prove on investigation
to be feasible.
Ironically it had earlier been thought by c.1880 that the ‘single’ was obsolete owing
to its limited adhesive capacity, but the development of ‘assisted’ rather than
gravity sanding at Derby, by the works manager Francis Holt. This was originally
air assisted on a few Westinghouse brake fitted engines, but subsequently altered
to (live) steam assisted following the MR adoption of the vacuum brake, which
gave the type a new lease of life, and ‘singles’ were also subsequently introduced
on the NER, and continued in production on the GNR, GER and GWR, and also
appeared on the GCR.
Select bibliography:
The Johnson Bogie Singles, by D Hunt, Midland Record, No.25, 4-43
Midland Railway Locomotives, Vol.3, by S Summerson, Irwell Press, 2002, NRM
E8E/414/3/1