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==Construction== |
==Construction== |
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[[Vincent Raven]] had been appointed Chief Mechanical Engineer of the North Eastern Railway (NER) in June 1910. His predecessor, [[Wilson Worsdell]], had introduced three-cylinder simple-expansion locomotives to the NER with the [[NER Class X|Class X 4-8-0T]], ten of which were built in 1909–10 for heavy shunting. One of Raven's first designs was another three-cylinder locomotive, the [[NER Class Y|Class Y 4-6-2T]], twenty of which were built in 1910–11 for hauling coal trains from collieries to ports. The success of these two designs convinced Raven to design a three-cylinder locomotive to haul express passenger trains.{{sfn|Boddy|Brown|Fry|Hennigan|1979|p=99}} Worsdell's two-cylinder [[NER Class V|Class V 4-4-2]] were handling the principal East Coast expresses, and Raven combined the 4-4-2 wheel arrangement with three cylinders to produce his new design. The coupled wheels were of {{convert|6|foot|10|inch|m|abbr=on}} diameter with a coupled wheelbase of {{convert|7|foot|7|inch|m|abbr=on}} within a total locomotive wheelbase of {{convert|29|foot|6|inch|m|abbr=on}}. The three cylinders measured {{convert|16+1/2|in|abbr=on}} bore by {{convert|26|in||abbr=on}} stroke driving the leading coupled axle, fed by piston valves which were themselves operated by Stephenson's link motion. The cylinders and their valve chests were made as a single casting.{{sfn|Ahrons|1987|p=337}} |
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Originally classified NER Class V2, the first 20 were built in 1911. Ten were saturated and the others were superheated. The saturated locos were superheated between 1914 and 1915, while all subsequent locomotives were superheated. 50 class Zs were built between 1911 and 1918, in 5 batches. Originally the locomotives were built with [[Wilhelm Schmidt (engineer)|Schmidt]] [[superheater]]s, however from 1931 onwards 27 C7s were fitted with [[John G. Robinson|Robinson]] superheaters. |
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Originally classified NER Class V2, the first 20 were built in 1911 by the [[North British Locomotive Company]]. This was the first time since the 1880s{{efn|The [[NER 38 Class|38]] and [[NER 59 Class|59]] classes ordered by [[Alexander McDonnell (engineer)|Alexander McDonnell]], delivered in 1884–85}} that the NER had used a private contractor, and was necessary because [[Gateshead works]] had stopped building new locomotives in 1910 and [[Darlington Works]] was fully booked. Ten of these locomotives were saturated and the others were superheated. The classification V2 was soon amended, with the saturated locomotives becoming Class Z, and the superheated locomotives Z1. A further thirty of Class Z1 were built at Darlington Works in 1914–18, and in June 1914, Class Z1 was redesignated Class Z.{{sfn|Grafton|2005|p=73}}{{sfn|Boddy|Brown|Fry|Hennigan|1979|pp=99–100}} |
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All fifty passed to the [[London and North Eastern Railway]] (LNER) at the [[1923 Grouping]], they retained their NER numbers but were now known as LNER Class C7.{{sfn|Boddy|Brown|Fry|Hennigan|1979|pp=99–100}} |
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==Variations== |
==Variations== |
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=== |
===Superheaters=== |
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When the first twenty locomotives were ordered, the benefits of [[superheated steam]] were still being evaluated. Accordingly, the new class was used for a direct comparison – ten worked with [[saturated steam]], whilst the boilers of the remaining ten were equipped with [[Wilhelm Schmidt (engineer)|Schmidt]] [[superheater]]s. Other differences between the two groups included the cylinder bore and boiler pressure – these were {{convert|15+1/2|in|mm|abbr=on}} and {{convert|175|lbf/in2|kPa|abbr=on}} respectively for the saturated locomotives, {{convert|16+1/2|in|mm|abbr=on}} and {{convert|160|lbf/in2|kPa|abbr=on}} for the superheated. It did not take long for the advantages of superheating to become apparent, including a saving in fuel. Therefore, when further locomotives were ordered, they also had Schmidt superheaters; duting 1914–15, the first ten were converted similarly. However, the cylinder bore and boiler pressure of the superheated locomotives were altered to match those of the first ten. As the original boilers wore out, replacements were constructed; those made from 1931 used [[John G. Robinson|Robinson]] superheaters instead of Schmidt.{{sfn|Boddy|Brown|Fry|Hennigan|1979|pp=100–1}} |
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⚫ | The last of the 50 locos, No.2212 was built with [[Uniflow steam engine|Stumpf Uniflow cylinders]]. This arrangement had been used on [[NER Class S2|LNER Class B15]] [[NER Class S2#No.825|No.825]] with an untidy result, however the arrangement had been tidied up for No.2212. Double-length cylinders were required, thus a longer front bogie and smaller wheels were fitted. This arrangement, although requiring special attention (as with No.825) was used until 1934, when No.2212 was fitted with |
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===No. 2212=== |
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⚫ | The last of the 50 locos, No. 2212 was built with [[Uniflow steam engine|Stumpf Uniflow cylinders]]. This arrangement had been used on [[NER Class S2|LNER Class B15]] [[NER Class S2#No.825|No.825]] with an untidy result, however the arrangement had been tidied up for No.2212. Double-length cylinders were required, thus a longer front bogie and smaller wheels were fitted. This arrangement, although requiring special attention (as with No.825) was used until 1934, when No. 2212 was fitted with normal cylinders and [[Hugo Lentz|Lentz]] rotary cam [[poppet valve]]s.{{sfn|Boddy|Brown|Fry|Hennigan|1979|pp=101–2}} |
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===C9=== |
===C9=== |
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The growing amount of [[LNER Gresley Classes A1 and A3|Gresley A1s, A3s]] and [[LNER Class A4|A4s]] marked the experiment redundant (seeing the A4s were scheduled to climb [[Cockburnspath]] hauling a 312 tons load at an average speed of {{cvt|55|mph|disp=sqbr}}). |
The growing amount of [[LNER Gresley Classes A1 and A3|Gresley A1s, A3s]] and [[LNER Class A4|A4s]] marked the experiment redundant (seeing the A4s were scheduled to climb [[Cockburnspath]] hauling a 312 tons load at an average speed of {{cvt|55|mph|disp=sqbr}}). |
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===Lentz valves=== |
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In 1933, Gresley rebuilt no. 732 with new cylinders of the same type as used on [[LNER Class D49|Class D49/2]]. These measured {{convert|17|by|26|inch|abbr=on}} and had poppet valves actuated by Lentz rotary cam valve gear, which provided five different cut-off settings for forward running, and two for reverse. The modifications required a new crank axle and new bogie having smaller wheels, which was mounted further forwards. This locomotive also had other modifications, and was designated Class C7/2, the unmodified locomotives being reclassified C7/1.{{sfn|Boddy|Brown|Fry|Hennigan|1979|p=103}} In 1936, no. 2212 (the former Uniflow locomotive) was similarly modified, except that the valve gear allowed seven different settings for forward running, and two for reverse.{{sfn|Boddy|Brown|Fry|Hennigan|1979|p=104}} |
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==Withdrawal== |
==Withdrawal== |
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{{reflist}} |
{{reflist}} |
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{{notelist}} |
{{notelist}} |
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*{{cite book |last=Ahrons |first=E.L. |authorlink=E.L. Ahrons |title=The British Steam Railway Locomotive 1825-1925 |year=1987 |orig-year=1927 |publisher=Bracken Books |location=London |isbn=1-85170-103-6 }} |
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*{{RCTS-LocosLNER-3A|pages=99–117, 122–129}} |
*{{RCTS-LocosLNER-3A|pages=99–117, 122–129}} |
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*{{cite book |last=Grafton |first=Peter |title=Sir Vincent Raven and the North Eastern Railway |series=The Oakwood Library of Railway History |year=2005 |publisher=Oakwood Press |location=Usk |isbn=0-85361-640-X |id=OL137 }} |
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==Further reading== |
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*{{cite book |last=Allen |first=Cecil J. |authorlink=Cecil J. Allen |title=The North Eastern Railway |year=1974 |orig-year=1964 |publisher=[[Ian Allan Publishing|Ian Allan]] |location=Shepperton |isbn=0-7110-0495-1 |pages=200–1 }} |
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*{{cite book |last=Baxter |first=Bertram |editor-last=Baxter |editor-first=David |title=British Locomotive Catalogue 1825-1923, volume 5A: North Eastern Railway; Hull and Barnsley Railway |year=1986 |publisher=Moorland Publishing |location=Ashbourne |isbn=0-903485-54-0 |ol=19991012M |oclc=503662482 |pages=201–204 }} |
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*{{cite magazine |magazine=The Locomotive Magazine and Railway Carriage and Wagon Review |issue=394 |volume=31 |date=15 June 1925 |first=F.W. |last=Brewer |title=Atlantic type express engines, North-Eastern Section, L. & N.E. Ry. |pages=178–9 }} |
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*{{cite magazine |magazine=The Railway Magazine |date=February 1915 |first=J.F. |last=Gairns |volume=36 |issue=212 }} |
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*{{cite book |last=Hoole |first=Ken |title=An illustrated history of NER locomotives |location=Sparkford |publisher=Oxford Publishing |year=1988 |pages=175–9 }} |
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*{{cite book |last=Hoole |first=Ken |title=The North-Eastern Atlantics |location=Hatch End |publisher=Roundhouse |year=1965 }} |
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*{{cite book |last=MacLean |first=J.S. |title=The locomotives of the North Eastern Railway, 1841–1922 |location=Newcastle |publisher=R. Robinson & Co. |year=c. 1923 |pages=103–5 }} |
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*{{cite book |last=Nock |first=O.S. |authorlink=O. S. Nock |title=Locomotives of the North Eastern Railway |year=1974 |orig-year=1954 |publisher=[[Ian Allan Publishing|Ian Allan]] |location=Shepperton |isbn=0-7110-0493-5 |pages=136–9 }} |
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*{{cite book |last=Nock |first=O.S. |authorlink=O. S. Nock |title=British Locomotives of the 20th Century: Volume 1 1900-1930 |year=1983 |publisher=Book Club Associates |location=London |id=CN5096 |pages=91–93 |chapter= |quote= }} |
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*{{cite journal |journal=The Engineer |date=3 November 1911 |title=North-Eastern Three-cylinder Four-coupled Express Passenger Engine and Tender |volume=112 |page=455 |url=https://www.gracesguide.co.uk/Special:MemberUsers?file=https://graces-guide-s3-live.s3.amazonaws.com/gracesguide/7/71/Er19111103.pdf |url-access=subscription }} |
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==External links== |
==External links== |
Revision as of 00:26, 15 January 2023
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The NER class Z (LNER Class C7) was an Atlantic class of locomotives designed by Vincent Raven. It was introduced in 1911.
Construction
Vincent Raven had been appointed Chief Mechanical Engineer of the North Eastern Railway (NER) in June 1910. His predecessor, Wilson Worsdell, had introduced three-cylinder simple-expansion locomotives to the NER with the Class X 4-8-0T, ten of which were built in 1909–10 for heavy shunting. One of Raven's first designs was another three-cylinder locomotive, the Class Y 4-6-2T, twenty of which were built in 1910–11 for hauling coal trains from collieries to ports. The success of these two designs convinced Raven to design a three-cylinder locomotive to haul express passenger trains.[1] Worsdell's two-cylinder Class V 4-4-2 were handling the principal East Coast expresses, and Raven combined the 4-4-2 wheel arrangement with three cylinders to produce his new design. The coupled wheels were of 6 ft 10 in (2.08 m) diameter with a coupled wheelbase of 7 ft 7 in (2.31 m) within a total locomotive wheelbase of 29 ft 6 in (8.99 m). The three cylinders measured 16+1⁄2 in (420 mm) bore by 26 in (660 mm) stroke driving the leading coupled axle, fed by piston valves which were themselves operated by Stephenson's link motion. The cylinders and their valve chests were made as a single casting.[2] Originally classified NER Class V2, the first 20 were built in 1911 by the North British Locomotive Company. This was the first time since the 1880s[a] that the NER had used a private contractor, and was necessary because Gateshead works had stopped building new locomotives in 1910 and Darlington Works was fully booked. Ten of these locomotives were saturated and the others were superheated. The classification V2 was soon amended, with the saturated locomotives becoming Class Z, and the superheated locomotives Z1. A further thirty of Class Z1 were built at Darlington Works in 1914–18, and in June 1914, Class Z1 was redesignated Class Z.[3][4]
All fifty passed to the London and North Eastern Railway (LNER) at the 1923 Grouping, they retained their NER numbers but were now known as LNER Class C7.[4]
Variations
Superheaters
When the first twenty locomotives were ordered, the benefits of superheated steam were still being evaluated. Accordingly, the new class was used for a direct comparison – ten worked with saturated steam, whilst the boilers of the remaining ten were equipped with Schmidt superheaters. Other differences between the two groups included the cylinder bore and boiler pressure – these were 15+1⁄2 in (390 mm) and 175 lbf/in2 (1,210 kPa) respectively for the saturated locomotives, 16+1⁄2 in (420 mm) and 160 lbf/in2 (1,100 kPa) for the superheated. It did not take long for the advantages of superheating to become apparent, including a saving in fuel. Therefore, when further locomotives were ordered, they also had Schmidt superheaters; duting 1914–15, the first ten were converted similarly. However, the cylinder bore and boiler pressure of the superheated locomotives were altered to match those of the first ten. As the original boilers wore out, replacements were constructed; those made from 1931 used Robinson superheaters instead of Schmidt.[5]
No. 2212
The last of the 50 locos, No. 2212 was built with Stumpf Uniflow cylinders. This arrangement had been used on LNER Class B15 No.825 with an untidy result, however the arrangement had been tidied up for No.2212. Double-length cylinders were required, thus a longer front bogie and smaller wheels were fitted. This arrangement, although requiring special attention (as with No.825) was used until 1934, when No. 2212 was fitted with normal cylinders and Lentz rotary cam poppet valves.[6]
C9
In early 1931, Gresly rebuilt No.727 and 2171 (who were entering Darlington for repairs) with an articulated booster bogie, thus making them technically 4-4-4-4s. However the articulated bogie was considered split between the loco and tender in order to simplify classification. Originally the booster gearing was 1.5:1, however the trials of C1 No.4419 (also having boosters) showed that the booster help was practically nonexistent above 25 mph (40 km/h), meaning that the locomotives’ boosters were practically useless with the express, which would have to run with a speed of at least 30 mph (48 km/h). Hence, Darlington recommended that the booster gearing was to be changed to 1:1. This required larger cylinders to supply the same tractive effort, which required the boiler to operate at 200psi (25 psi higher than the C7s, which are 175psi) . Some have concerned about engaging the booster at higher speeds, however the unitary 1:1 gearing was considered to make this easier. The boilers were “Diagram 100” boilers (the ones used on the B17s), and followed Doncaster practises, rather than Darlington practises (which was used on the standard C7s). They also have Robinson superheaters, rather than Schmidt ones.
The growing amount of Gresley A1s, A3s and A4s marked the experiment redundant (seeing the A4s were scheduled to climb Cockburnspath hauling a 312 tons load at an average speed of 55 mph [89 km/h]).
Lentz valves
In 1933, Gresley rebuilt no. 732 with new cylinders of the same type as used on Class D49/2. These measured 17 by 26 in (430 by 660 mm) and had poppet valves actuated by Lentz rotary cam valve gear, which provided five different cut-off settings for forward running, and two for reverse. The modifications required a new crank axle and new bogie having smaller wheels, which was mounted further forwards. This locomotive also had other modifications, and was designated Class C7/2, the unmodified locomotives being reclassified C7/1.[7] In 1936, no. 2212 (the former Uniflow locomotive) was similarly modified, except that the valve gear allowed seven different settings for forward running, and two for reverse.[8]
Withdrawal
Withdrawal of the C7
Had World War 2 not intervened, withdrawal would have started before 1940. However withdrawal was pushed back to August 1943. Withdrawal was quick, however, with only 14 surviving to nationalization. Within a year, British Railways withdrew the remaining C7s, with none surviving into preservation.
Withdrawal of the C9
Their boilers were considered non-standard (compared to the C7s), thus they were withdrawn in April 1942(2171) and January 1943(727), before the first standard C7 was withdrawn. Neither of the two survived into preservation.
Loco details
NER/LNER 1924 number | LNER 1946 number | BR number | Built date | Withdrawal date | Notes |
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706 | (2950) | — | 07/1911 | 12/1946 | |
709 | (2951) | — | 07/1911 | 03/1946 | |
710 | (2952) | — | 07/1911 | 02/1944 | |
714 | (2953) | — | 07/1911 | 01/1944 | |
716 | 2954 | (62954) | 07/1911 | 26/06/1948 | |
717 | (2955) | — | 08/1911 | 04/1944 | |
718 | 2956 | — | 08/1911 | 06/1946 | |
719 | (2957) | — | 08/1911 | 04/1944 | |
720 | 2958 | — | 08/1911 | 08/11/1947 | |
721 | (2959) | — | 09/1911 | 02/1944 | |
722 | 2960 | — | 08/1911 | 03/1947 | |
727 | — | — | 09/1911 | 01/1943 | Rebuilt as C9 in 11/1931 |
728 | (2961) | — | 09/1911 | 11/1945 | |
729 | (2962) | — | 09/1911 | 11/1945 | |
732 | 2963 | — | 10/1911 | 12/1946 | Rebuilt with Lentz rotary cams-operated valve gear in December 1933 |
733 | (2964) | — | 10/1911 | 08/1945 | |
734 | (2965) | — | 10/1911 | 09/1944 | |
735 | (2966) | — | 10/1911 | 06/1945 | |
736 | (2967) | — | 11/1911 | 04/1946 | |
737 | (2968) | — | 12/1911 | 12/1945 | |
2163 | (2969) | — | 05/1914 | 01/1946 | |
2164 | 2970 | (62970) | 05/1914 | 27/12/1948 | Last withdrawn C7 |
2165 | 2971 | — | 06/1914 | 02/1947 | |
2166 | 2972 | (62972) | 06/1914 | 30/08/1948 | |
2167 | 2973 | (62973) | 06/1914 | 26/06/1948 | |
2168 | 2974 | — | 06/1914 | 05/1947 | |
2169 | 2975 | (62975) | 06/1914 | 10/07/1948 | |
2170 | (2976) | — | 06/1914 | 08/1943 | First C7 withdrawn |
2171 | — | — | 07/1914 | 04/1942 | Rebuilt as C9 in 12/1931 |
2172 | (2977) | — | 08/1914 | 12/1944 | |
2193 | 2978 | (62978) | 12/1914 | 30/08/1948 | |
2194 | (2979) | — | 12/1914 | 09/1944 | |
2195 | 2980 | — | 12/1914 | 06/1947 | |
2196 | 2981 | (62981) | 02/1915 | 10/07/1948 | |
2197 | 2982 | (62982) | 02/1915 | 24/07/1948 | |
2198 | 2983 | (62983) | 03/1915 | 24/07/1948 | |
2199 | (2984) | — | 03/1915 | 06/1944 | |
2200 | (2985) | — | 03/1915 | 04/1946 | |
2201 | 2986 | — | 04/1915 | 09/1947 | |
2202 | (2987) | — | 05/1915 | 10/1943 | |
2203 | 2988 | (62988) | 06/1915 | 24/07/1948 | |
2204 | 2989 | (62988) | 06/1915 | 30/08/1948 | |
2205 | (2990) | — | 11/1916 | 02/1945 | |
2206 | 2991 | — | 11/1916 | 08/11/1947 | |
2207 | 2992 | (62992) | 01/1917 | 01/11/1948 | |
2208 | 2993 | (62993) | 02/1917 | 05/03/1948 | |
2209 | (2994) | — | 04/1917 | 02/1944 | |
2210 | 2995 | (62995) | 05/1917 | 10/07/1948 | |
2211 | 2996 | — | 06/1917 | 08/11/1917 | |
2212 | (2997) | — | 06/1918 | 10/1945 | Fitted with Uniflow cylinders as built; rebuilt with standard cylinders and Lentz rotary cam-operated valve gear in 1934 |
Numbers in parentheses were allocated but not applied.
See also
- NER Class 4.6.2, which was based on the C7s
- NER Class R1, which the C7s were initially based on
- NER Class V and V/09, which the C7s were similar to
References
- ^ Boddy et al. 1979, p. 99.
- ^ Ahrons 1987, p. 337.
- ^ Grafton 2005, p. 73.
- ^ a b Boddy et al. 1979, pp. 99–100.
- ^ Boddy et al. 1979, pp. 100–1.
- ^ Boddy et al. 1979, pp. 101–2.
- ^ Boddy et al. 1979, p. 103.
- ^ Boddy et al. 1979, p. 104.
- ^ https://www.brdatabase.info/locoqry.php?action=class&id=600307&type=S&page=fleet
- ^ The 38 and 59 classes ordered by Alexander McDonnell, delivered in 1884–85
- Ahrons, E.L. (1987) [1927]. The British Steam Railway Locomotive 1825-1925. London: Bracken Books. ISBN 1-85170-103-6.
- Template:RCTS-LocosLNER-3A
- Grafton, Peter (2005). Sir Vincent Raven and the North Eastern Railway. The Oakwood Library of Railway History. Usk: Oakwood Press. ISBN 0-85361-640-X. OL137.
Further reading
- Allen, Cecil J. (1974) [1964]. The North Eastern Railway. Shepperton: Ian Allan. pp. 200–1. ISBN 0-7110-0495-1.
- Baxter, Bertram (1986). Baxter, David (ed.). British Locomotive Catalogue 1825-1923, volume 5A: North Eastern Railway; Hull and Barnsley Railway. Ashbourne: Moorland Publishing. pp. 201–204. ISBN 0-903485-54-0. OCLC 503662482. OL 19991012M.
- Brewer, F.W. (15 June 1925). "Atlantic type express engines, North-Eastern Section, L. & N.E. Ry". The Locomotive Magazine and Railway Carriage and Wagon Review. Vol. 31, no. 394. pp. 178–9.
- Gairns, J.F. (February 1915). The Railway Magazine. Vol. 36, no. 212.
{{cite magazine}}
: Missing or empty|title=
(help) - Hoole, Ken (1988). An illustrated history of NER locomotives. Sparkford: Oxford Publishing. pp. 175–9.
- Hoole, Ken (1965). The North-Eastern Atlantics. Hatch End: Roundhouse.
- MacLean, J.S. (c. 1923). The locomotives of the North Eastern Railway, 1841–1922. Newcastle: R. Robinson & Co. pp. 103–5.
- Nock, O.S. (1974) [1954]. Locomotives of the North Eastern Railway. Shepperton: Ian Allan. pp. 136–9. ISBN 0-7110-0493-5.
- Nock, O.S. (1983). British Locomotives of the 20th Century: Volume 1 1900-1930. London: Book Club Associates. pp. 91–93. CN5096.
- "North-Eastern Three-cylinder Four-coupled Express Passenger Engine and Tender" (PDF). The Engineer. 112: 455. 3 November 1911.