Designed by George Hughes, chief mechanical engineer of the LMS, and built at the ex-L&YR works at Horwich and the ex-LNWR works at Crewe. The inspiration came from a Caledonian Railway2-6-0 design at the grouping, however the cylinders were too large for the LMS's English section's loading gauge, resulting in Hughes having to adapt the concept.[3] They were put into service by his successor, Henry Fowler. The design incorporated a number of advanced features for the time such as long travel valves, compensated brake gear, a new design of tender and a new boiler, the latter based on the one fitted to Hughes's four-cylinder Baltic tank locomotives built at Horwich.[citation needed]
Fowler tried to have the design altered to use standard Derby components. However the design process and pre-production were sufficiently advanced to prevent the fitting of a smaller Derby pattern boiler, and the cylinders and motion also remained as designed by Hughes. The tender was replaced by a Derby standard type, which was narrower than the cab. Standard Midland Railway boiler fittings and brake equipment were also substituted, and the class became something of a hybrid design. Nevertheless they performed rather well in most circumstances and gained a strong reputation in some areas, especially in Scotland, where they became the preferred locomotive for heavy unfitted mineral work on difficult routes, even after the introduction of the Stanier mixed traffic 4-6-0s.[citation needed]
Experiments
In 1931, five engines, 13118, 13122, 13124, 13125 and 13129 were fitted with Lentzvalve gear. They were renumbered as 42818, 42822, 42824, 42825 and 42829 after nationalisation. In 1953, the Lentz valve gear on these engines was replaced with Reidinger valve gear.[citation needed]
Tests at Rugby Locomotive Testing Station in 1954 indicated the design had a maximum steaming rate of 16,000 pounds per hour (7,300 kg/h). Modifications of the chimney and blast pipe improved the maximum rate to 20,000 pounds per hour (9,100 kg/h) but no other engine was modified to take advantage of this.[4]
Successor
When an order was placed by the traffic department for delivery of 40 more examples of this type, the new chief mechanical engineer, William Stanier, decided to introduce a taper boiler version, in line with his policy of using taper boilers on all new locomotive designs. There were so many changes to the layout of the locomotive, such as higher boiler pressure and smaller cylinders, that it became a new design, the LMS Stanier Mogul.
Initially numbered 13000–244, as standard locomotives they were given the lower numbers 2700–2944 in the LMS 1933 renumbering scheme. After being taken into British Railways stock an additional 40000 was added to their numbers, becoming 42700–42944.
Withdrawal
The class survived intact until 1961 when three were withdrawn. The remainder of the class were withdrawn over the next six years.
On 23 February 1937, an express freight train hauled by locomotive No. 2765 was derailed at West Hampstead, Middlesex.[5]
On 27 August 1950, locomotive No. 42885 was in a collision Penmaenmawr, Denbighshire. The engine was shunting when it was inadvertently diverted onto the mainline. The Irish Mail, hauled by LMS Rebuilt Royal Scot Class4-6-0 No. 46119 Lancashire Fusilier, collided with it from behind. 6 people were killed in the accident. [6][7]
On 19 May 1957, locomotive No. 42806 was derailed at Parkhouse, Ayr.[8]
On 21 January 1960, in the Settle rail crash, a freight train derailed following damage to the track from a failed connecting rod assembly on a passenger locomotive on the adjacent track. The derailed locomotive, No. 42881, struck the stopped passenger train, killing 5 passengers and injuring 8 more.
Nicknames
These locomotives were referred to by train spotters as "Crabs", although the term "Horwich mogul" was preferred by the LMS. Several authors have claimed that this refers to the resemblance to a crab's pincers of the outside cylinders and valve motion.[9][10][11]
Another suggestion is that the nickname refers to the "scuttling" motion felt on the footplate when the engine is being worked hard,[10] due largely to the inclined cylinders, producing a sensation that it is walking along the track. In some areas they also received the nickname "frothblowers" from their tendency to prime easily when the boiler was overfilled, or the feedwater contaminated.[12]
Preservation
Survivors
Three have survived to preservation
Note: Engine numbers in bold mean their current number.
Following an overhaul returned to service in 2014 wearing crimson lake livery and her pre-LMS number 13065. She is currently the only Crab to have also run in preservation.
In January 2016, 13065 operated with Flying Scotsman: due to the extensive repairs to Flying Scotsman, it needed to be weaned into full operation and relied on several steam and diesel engines including 13065 to accompany it for health and safety reasons (including Passenger safety).[citation needed]
In May 2018 it was discovered that a number of the engine's flue tubes had failed, rather than replacing just the cracked flue tubes a decision was reached to replace all the tubes in the engine's boiler alongside replacing the cracked ones. The engine's 10-year overhaul is therefore being undertaken which although will see 13065 out of service for 2018 will mean that the engine can operate beyond 2024 on a fresh boiler ticket, it will also save the ELR from being two engines down when 34092 City of Wells is withdrawn for overhaul.[13]
13159
2859
42859
Mar 1930
Crewe Works
Dec 1966
36 Years 9 Months
Private Site
Awaiting Restoration
42859 had been stored at RAF Binbrook in a dismantled state since 1995 whilst the owner undertook its restoration.[14][15]
However, in November 2012, after the driving wheels and tender frame were removed without the owner's permission,[16] an injunction was obtained to prevent any further removal of parts.[15] The driving wheels were later discovered by the police during a raid of a nearby industrial unit in an unrelated operation; the owner of the premises was served with a notice preventing the wheels' removal.[17] In June 2013, it was announced that the matter had been classified as a civil dispute by Lincolnshire Police and will have to be pursued through the courts.[18] The boiler and frames were removed from storage in Binbrook under police supervision and moved to a secret location.[19] Legal proceedings for the return of the wheels and tender frame are underway.[19] The boiler was subsequently cut up in a Nottingham scrapyard having been sold by the owner to pay for the costs of moving it from Binbrook.[20] The owner stated that the boiler was beyond economic repair and that he has retained sufficient parts to allow a replacement to be built.[20] The wheels remain at RAF Binbrook under a court order.[citation needed]
Models
Models exist in 00 gauge. An old model was produced by Lima, and an updated model has since been produced by Bachmann. N gauge models are produced by Graham Farish.
Notes
^The reclassification from 4F to 5F took effect on 24 March 1940, but may be shown in records as being slightly later.[1]
References
^Chief Operating Manager's Dept., Costs Office (6 April 1940), 2-6-0 Mixed Traffic Engines – Power Classification, Derby: London, Midland and Scottish Railway, E.R.O. 48030 (internal communication, signed "for T.W. ROYLE").
^Rowledge, J. W. P. (1975). Engines of the LMS, built 1923–51. Oxford: Oxford Publishing Company. p. 7. ISBN0902888595.
^Haresnape, Brian (1981) [1972]. Fowler Locomotives: A Pictorial History. Shepperton: Ian Allan. p. 61. ISBN0711003742. CX/0281.
^Marshall, John (1972). The Lancashire & Yorkshire Railway. Vol. 3. Newton Abbot: David & Charles. pp. 199–200. ISBN0715353209.
^Trevena, Arthur (1980). Trains in Trouble. Vol. 1. Redruth: Atlantic Books. p. 40. ISBN0-906899-01-X.
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