Joy of Freelance - Suitable Locomotives & Rolling Stock

[Edwardian]

I hope parishioners will forgive a fresh topic on something often considered here. Considerations of Amberdale have caused me to return to the issue of suitable locomotive and rolling stock for freelance schemes, and the loss of the pictures justifies re-posting and collating previous discussions as well as introducing new stuff.

 

The topic scope is potentially quite broad. The choice of suitable equipment will depend on the type of railway, determined by its size, resources, location and traffic, and whether it is a Light Railway and/or narrow gauge etc. It will also depend on the time period of the railway; when it was built/extended and how it may have evolved by any later period depicted by the model.

 

The more one thinks about it, the vaster the range of possibilities.

 

On the one hand, we could consider an early railway of the 1830s-1850s.  These could be supplied by private builders to standard designs, e.g. Planets, Burys, Jenny Linds etc. This is perhaps the last period in which British railway companies resembled the American hobby, where freelance 'Roads' are all too easy to conceive because standard equipment common across different companies means only a change of livery is required.  

 

At, perhaps, the other end of the spectrum we have the freelance Light Railway, with its second-hand 'Terrier', and the freelance NG layout, of which there is a long and popular tradition.

 

And, of course, there is everything in between.

 

Finally, I should not forget to mention another possibility, though it is something rarely if ever done, the major standard gauge pre-Grouping company with its own history of designing and building locomotives unique to it. Here we are considering freelance locomotives suitable for a pre-Grouping railway, rather than actual pre-Grouping locomotives suitable for a freelance railway. 

 

The contents of the West Norfolk stock book is pretty settled, but there are many other choices available.  To that end I want to open the batting by reposting my most recently proposed candidates, Beyer Peacock 0-4-2s, specifically the standard gauge 0-4-2s supplied over a considerable period, thus showing an evolution of the type, to the Nederlands-Indische Spoorweg Maatschappij (Netherlands India Railway).  The point, of course, is that such locomotives could just have easily been supplied to a British pre-Grouping company.

 

So, from 15 September 2021:

 

On my never-ending quest for suitable locomotives for UK freelance lines, welcome to the Nederlands-Indische Spoorweg Maatschappij (Netherlands India Railway).

 

The line opened on 10 August 1867 in Central Java from Semarang station south-east to Tanggung, a distance of 25 kms. By 21 May 1873, the line had been extended via Kedungjati and Gundih to Solo (Surakarta) in Central Java and thence to Yogyakarta, a distance of 205kms. The Kedungjati branch to Willem I opened the same year. In the 1890s the NIS also started to build 3' 6" gauge tramways. 

 

Between 1869 and 1901, the line purchased a series of very attractive Standard Gauge Beyer Peacock 0-4-2s, as follows:

 

Works No.   Year    NIS No.    Notes
825                1869    10
826                1869    11
827                1869    12 
926                1869    15
927                1869    16
1145              1872    17
1146             1872    18
1147             1872    19
1509             1875    20
1510             1875    21
1852             1880    22
1853             1880    23
2397             1883    24        Remains at Lempuyangan in early 1970s
2398             1883    25        Remains at Lempuyangan in early 1970s
3537             1893    28
3538             1893    29        Remains at Lempuyangan in early 1970s
3938             1898    30
3939             1898    31
4297             1901    32
4298             1901    33        Remains at Lempuyangan in early 1970s
 

We can see how the locomotives evolved over this time by comparing the works photographs I managed to retrieve from the Manchester Museum of Science and Industry online archive before the Twelve Year Olds at the Science Museum Group axed it for not conforming to the SMG corporate style.

 

It can be seen (better in some pictures than others) that these locos feature the classic BP 'lean-back' of the smoke-box as also seen on the Ilfracombe Goods and Irish-Gauge Class 101s as built, and which makes a rather attractive feature.

 

I note that the works numbers ascribed to the plates in the MMoSI archive do not match the list reproduced above, but, of course, it is now impossible to check back to the plate descriptions.

 

This picture is dated  1866 and is for the 'Dutch East Indian Railway' 

 

 

It closely resemble this locomotive, captured in service ....

 

 

The picture below is dated 1868:

 

It closely resemble this locomotive, captured in service alongside a Borsig tank locomotive ....

 

 

The picture below is dated 1879, so, perhaps, represents one of the locomotives supplied in 1880, Nos. 22 and 23:

 

 

It closely resemble this locomotive, captured in service at Samarang Tawang:

 

 

Below, another, very similar, 1880s example, No.25, is captured decaying:

 

 

Finally, below, one dated 1893 and numbered 28, which tallies nicely with our list .....

 

 

It's been lovely to see how this design has evolved over three decades in a series of locomotives supplied to the same customer, and one can imagine a similar situation for a British freelance SG company.  

 

 

 

 

Edited April 30, 2022 by Edwardian
spelling

[CKPR]

You will be pleased to know that very similar if not identical engines were supplied by Beyer-Peacock to UK railways - I thought this design looked familiar and a quick check in Simmons' history of the M&CR and my photograph collection revealed M&CR No. 23, an 0-4-2 built in 1872 by Beyer-Peacock who of course supplied several similar 0-6-0s to the M&CR. The Smellie / Stirling cab is obviously a contractural requirement or a local fitting, possibly the latter as the M&CR's B-P 0-6-0s tended to sport the usual B-P style cabs. 

Edited May 4, 2022 by CKPR

[Edwardian]

Good to see that M&CR BP 0-4-2, thank you. Any other UK customers, I wonder?

 

Next, I thought I'd mention Crewe Types. As parishioners no doubt know, built from the 1840s, credited to Allan and Buddicom and coming in both 2-2-2 and 2-4-0 configurations, they were built for more than one railway company.

 

They are worth the  the freelancer's consideration for two reasons.  First because they can represent a freelance line's second-hand purchase, and, second, because it is possible that your freelance company built/commissioned some new for itself. Tank engine versions or rebuilds might also suit the needs of a freelance scheme.

 

We have already mentioned more than once the two ex-Lancaster & Carlisle, ex-LNWR, Crewe Types that went to the Eastern and Midland Railway in 1881 and, in due course, came to be Lynn & Fakenham Ry. and ultimately M&GN engines.

 

These give an idea of how an 1850s locomotive might reasonably appear in service with a minor railway in the 1890s or beyond:

 

 

I think the researcher of a freelance line could have some fun digging up Crewe Type candidates.

 

For now I am content that it takes me to the Highland Railway.  There a Locomotive Superintendent, William Barclay, presided from the mid-'50s to the mid-'60s.  He used Allan designs.  Thus, the Highland represents a railway that had Crewe Types built for it. It is also, however, a means for an ingenious freelancer to acquire a second-hand Crewe Type.

 

Of course it was possible that withdrawn engines were not scrapped. A good example is the Brighton Terrier.  Before they gained their second wind as motor-train engines from 1905-6, the LB&SCR couldn't get rid of them quickly enough. The company was initially surprised when other lines evinced a desire to buy them. Some were, therefore, put up for sale and found homes, others failed to sell or were considered too far gone.  The freelancer, thus, can pick up a real Terrier from the list of those unsold in the real world, hence one is slated for the WNR.

 

A similar game can be played with locomotives sold off by the Highland for scrap. The Highland seemed to cling on to relics far longer than might have been expected, so some quite ancient locomotives were being sold for scrap or, if one prefers, for onward sale, at the beginning of the Twentieth Century. Most of these were Barclay Crewe Types of one kind or another.

 

For instance, in 1902 and 1903, P&W MacLellan bought two Glenbarry 2-4-0s and a third in 1906. Meanwhile, in 1904 John Jackson purchased a pair of them as part of a lot that included three further engines, one of which was the neat little Hawthorn 0-4-2T Needlefield, and some spare tenders. 

 

I will not attempt a comprehensive survey of HR disposals, but just wanted to point the way with these examples.

 

The Glenbarrys were originally built as 2-2-2s with 6' drivers in the first half of the 1860s and, diminutive as they were, when new they worked the principal trains on the main Inverness-Perth line. From 1871 Jones converted 17 of the 18 class members to 2-4-0s. Subsequently Jones fitted new cabs and from 1891 some received new boilers of a more modern appearance with domes and lock-up safety valves and at the same time these locos had the wheel diameter increased by 1 3/4" with thicker tyres. In their 1890s updated form they make a nice comparison with the M&GN's pair. 

 

 

Now our game might be objected to on the ground that, if the HR was disposing of something, it was well and truly knackered. Apparently, by 1900 the frames of the re-boilered Glenbarrys were reported as completely worn out. Despite this one of these, No.33, lasted until 1923!  Of those not reboilered in the '90s, greater hopes were briefly entertained, Jones ordering them new frames and boilers, a decision reversed by Drummond.

 

MacLellan acquired 48 (unreboilered) in 1902, 54 (reboilered in 1896) in 1903, and 55 in 1906.  The latter had been re-boilered in 1896 and the boiler was retained by the HR for a Medium Goods so was not included in the sale. Waste not, want not. 55 is thus not a candidate for redemption and reprieve.     

 

In 1904 Johnson acquired 46 and 47, both re-boilered in 1895, as the HR had reached the judgment they were "aged and should be sold".   

 

Similar disposals were made of the contemporary Barclay 5' 1 1/2" Small Goods 2-4-0s of 1863. Some of these seem already to have been in bits at Lochgorm by 1901, but MacLellan took 23, 24 and 25 in 1902 and 36 (ex-18) and 38 (ex-20) in 1906. No.39 (ex-21) went to an unknown purchaser in 1909.

 

 

MacLellan also picked up contemporary Barclay 5' 1 1/2" Medium Goods 2-4-0s of 1864; 36, 38 (sans tender), 39 and 41 in 1902. Nos. 40 and 45 were the remaining two 2-4-0s sold to Johnson in 1904.

 

 

The final Johnson purchase of 1904, mentioned above, was the Hawthorns & Co tank, Needlefield. Built as an 0-4-0T in 1863 for the Inverness & Aberdeen Junc. Ry's Burghead branch, she was rebuilt as an 0-4-2T by Stroudley in 1867. After a dozen years used as a stationary boiler, she was revived to return to a former job at the Needlefield carriage works in 1898.  

 

 

 

 

 

 

 

 

 

 

 

 

  

Edited May 1, 2022 by Edwardian
spelling

[sir douglas]

you could also have tank versions for shunting/pilot work with the same wheels, boilers and cylinders for part standardisation like the Cannock Chase or Swedish examples

 

BP 204 "McClean" Cannock

 

BP ?, "Thor" No506 sweden

 

surviving example BP 239

[Edwardian]

Agree, and a very good suggestion. These are irresistible locos. I had not seen these pictures before, so many thanks for posting them.  I particularly like the preserved Swedish loco, complete with the slanted BP smoke box door.

 

Again, I managed to download some works photos of these BP 0-4-2STs before the Twelve Year Olds at SMG took down the old MMoSI website.

 

Below, works no.428 of 1860, North London Railway:

 

 

 

Here is one of your Swedish examples, 2034 of 1867:

 

 

A contrast is found with another of the same year.  Below 2057 of 1867 for the Berlin & Hamburg Rly

 

 

Moving on, to 1880, below is works no. 3944 supplied to the Wasa Railway of Finland:

 

 

One such seems to have been preserved:

 

 

Finally, a Cannock Chase picture:

 

 

 

 

 

[wagonman]

Don't forget that BP also supplied a very tidy 0-6-0ST which Beattie of the LSWR bought pretty much off the shelf. There were other buyers I believe...

[sir douglas]

what happened to my post?

[Edwardian]

1 hour ago, sir douglas said:

what happened to my post?

 

I can see it, as I could this morning when I responded. Did it disappear in the meantime?  Even the new photographs I put in the Castle Aching initial post vanish inexplicable only to return, which is perplexing.  Some funny business is going on with new content, but I haven't had a whole post disappear. 

[Edwardian]

Today I wanted to tackle Standard Gauge Sharp Stewart 2-4-0 side tanks.  These appear to come in all shapes and sizes, scattered fairly widely, though I did make a start attempting to categorise them by coupled wheel diameter. I had a go at this back in August 2016 on Castle Aching, but I think it is time to return to them and flesh out the topic a bit more.  

 

For the freelancer with a Light Railway or a branch line both Beyer Peacock and Sharp Stewart made handy little 2-4-0Ts perfect for passenger tanks.  Today I wanted to set out a survey of the Sharp standard gauge 2-4-0 inside cylinder side tanks. 

Surveying the examples of which I am aware, thus far I believe that I can identify 4 distinct types of Sharp Stewart standard gauge 2-4-0Ts. These are standard Sharp products to Sharp designs, so anyone could have purchased these. For my ease of reference I have categorised them based upon the size of the driving wheels, thus:

 

- Small 4' 

 

- Large 4' 

 

- 4'6" 

 

- 5'3"

 

To start us off, below is one, I believe, in Tunisia.  I lifted this image an age ago, I suspect from Sir Douglas, for which both thanks and apologies.  I believe it to be an example of what I have called the Large 4' type, 2 of the order going to Tunisia (works nos. 2243 and 2244 of 1873), 1 to the LB&SCR and the 4th to Jersey (see below).

 

 

Sharp Stewart seems to have supplied quite a few 2-4-0Ts to Spain.  There was a rather primitive old Electrotren HO RTR loco based on them. 

 

     

 

I intend, however, to survey the English examples for now.

 

Small 4' Class - This I believe should include Works No. 1924 of 1869 (LB&SCR Hayling Island/Inspector), and 2 locomotives supplied to the Jersey Railway, works nos. 2047 and 2048.    

LB&SCR 

 

LB&SCR Nos.                       LB&SCR Names                                    Works No.    Date Built
96/115/359/499/481        Kempton/Hayling Island/Inspector    1924             9/1869

 

The leading wheels were 2’9” and the couple wheels were 4’ with a w/b of 5-6” + 5’6”. The boiler diameter was 2’10” and the cylinders 12” x 17”.

 

 

As No.481/Inspector the locomotive represented conversion to a 2-4-2T with a saloon body attached.

 

See Locomotives of the LB&SCR Part 1, D L Bradley, RCTS

 

Jersey Railway

 

The Jersey Railway makes a very attractive subject.  Running a mere 3 ¾ miles, it was opened in 1870 and converted to narrow gauge (3’6”) in 1884. During standard gauge days the line owned five locomotives, one, North Western, sold in 1878, so the line seems to have operated no more than 4 at one time. The first two were:

 

Jersey Rly No.        Jersey Rly Names    Works No.    Date Built
1                             Haro Haro                 2047             1870    
2                             Duke of Normandy  2048             1870    

 

Leading wheels are given as 2’, which seems a little unlikely, and coupled 4’. The w/b is given as 11’.

 

  

 

See The Jersey Railway, N.R.P. Bonsor, Oakwood

 

Large 4' Class - Same wheel sizes but longer w/b for a larger locomotive with wider boiler barrel.  A quartet was ordered, for some reason, by Craven of the LB&SCR on behalf of a Tunisian railway!  Only two made it sandy-side; the Brighton kept one (2242 of 1873, Bishopstone/Fratton) and Jersey got the other (2241 of 1872).

 

LB&SCR

 

LB&SCR Nos.            LB&SCR Names                Works No.    Date Built
53/270/357/497     Bishopstone/Fratton        2242             3/1873

 

The leading wheels were 2’9” and the couple wheels were 4’ with a w/b of 12’5”. The boiler diameter was 3’3”.

 

 

See Locomotives of the LB&SCR Part 1, D L Bradley, RCTS

 

Jersey Railway

 

The Jersey Railway had already acquired two Sharp Stewart 2-4-0Ts (see above). No.3 was ordered in 1870 and said to be identical to North Western, which was part of the Tunisian order placed by Craven of the LB&SCR.

 

Jersey Rly No.        Jersey Rly Names    Works No.    Date Built
3                               -                               2140             1871
4 (?)                         North Western         2241             1872

 

Dimensions as per the LB&SCR engine.

 

 

 

See The Jersey Railway, N.R.P. Bonsor, Oakwood

 

Watlington & Princes Risborough Railway

 

I believe that Works No. 2578 of 1876 was also of this 'class'.  This is Watlington & Princes Risborough Railway No.2/GWR No. 1384/Weston, Clevedon and Portishead Railway Hesperus.
The W&PR was formed in 1872 but vested in the GWR in 1883, bring 2 locomotives into GW stock. I understand that this came about because the company was always short of money and was obliged to sell up leaving the investors with a considerable loss. As an 18-mile railway to connect town A to town B, it is a charming example of a minor railway built prior to the Light Railway era. A freelancer might well be inspired to conceive a similar little railway but assume that it survived financially and retained its independence. When new the little Sharp makes a great engine for such a scheme. Later, second-hand, it makes a great Light railway loco. 

 

W&PR No.    Works No.    Date Built
2                    2578             2/1876

 

The leading wheels were 2’9” and the coupled wheels 4’.  Note these diameters increased after rebuilding by the GW in 1899 due to the tyre thickness.  The w/b was 5’9” + 5’8”.

 

 

See The Locomotives of the Great Western Railway Part 3 Absorbed Engines 1854-1921, RCTS
 
4'6" Class - Of this type are the 3 locomotives delivered to Cambrian Railways in1866.  This is the familiar type for which GEM makes the body for the Swindonised condition. Known as the Small Side Tank, they are sometimes referred to as the Seaham Tanks.

Cambrian Railways

 

The Cambrian is well-worth considering as an influence for the more substantial freelance company. There are a number of other such lines that could also provide models for fictitious minor pre-Grouping companies. I would also include the Eastern & Midland Rly, the Furness Rly, the Maryport & Carlisle, the North Staffordshire, the Midland and South-West Junction Rly, but there were several others. 
The Cambrian dates back to 1864, with constituents on formation dating back further to 1859, so had a long locomotive history. With some 300 route miles in mostly rural Wales, it proved a bit of a financial car-crash in its early years. It was a stolid customer for Sharp’s products until it started to design its own locomotives under Ashton. It bought several standard classes of locomotives from Sharp Stewart several of which were also supplied to the Furness and which also provide the basis for the WNR’s standard classes. I reckon in total the Cambrian bought some 69 Sharp locomotives to that builder’s designs between 1859 and the turn of the Century, plus a further 6 to a Sharp’s design. As many of these dated from the ‘60s and ‘70s, they did not all survive to Grouping. Sharp-built locomotives accounted for only 39 of the 99 locomotives that went to the GWR.  

Returning to the 2-4-0Ts, these were:

 

Cam Rys. No.    Cam Rys. Name        Works’ No.    Date Built
57                       Maglona                   1681               5/1866
58                       Gladys                      1682               5/1866
59                       Seaham                    1683               5/1866

 

 

No. 57 lasted to 1929 and the other 2 to 1948.

 

Interestingly, the initial order was for 6 and 3 were cancelled. While I suspect records would show that only the 3 supplied were built, the freelancer might assume otherwise and take one or more of the other 3.

 

Leading, radial, wheels were 3’ and the coupled wheels 4’6” with a w/b of 6’ + 6’3”. 

 

During the 1880s they were ‘Cambrianised’ with full cabs and were re-boilered in the 1890s. The GW later Swindonised them.

 

See The Locomotives of the Great Western Railway Part 10, Absorbed Engines 1922-1947, RCTS.

 

Great Eastern Railway

 

Also apparently of this type was a locomotive of 1875 owned by the GER that appears to be identical to the original appearance of the Cambrian 5, save for a rather GE looking stove-pipe chimney and GE number plate. 

 

 
5'3" Class - There were 4 supplied to the Barry Railway in 1889-1890, 2 of which went to the Port Talbot Railway and 3 of which were rebuilt as 2-4-2Ts.  The Neath &Brecon had a single example and the Metropolitan Railway D Class is similar. 

Barry Railway

The Barry Dock & Railway Co. was incorporated in 1884, becoming the Barry Railway Co. in 1891 and absorbed by the GWR in 1922. It extended to 70 route miles and, while a major coal carrier, it also operated intense suburban passenger traffic for Cardiff and seasonal holiday traffic to Barry Island. As a late Victorian latecomer, the BR pursued a policy of standardisation from the start and had a locomotive stock of 148 absorbed by the GW.

 

The Sharp Stewart 5’3” 2-4-0Ts were the first passenger class of the BR, designated Class C. They were:

 

BR No.    Works’ No.    Date Built
21            3528             9/1889
22            3529             9/1889
37            3610             9/1890
52            3626             9/1890

 

The leading wheels were 3’6”, the coupled wheels 5’3” and the w/b was 7’6” + 7’9”.

 

 

In 1898 Nos. 21 and 22 were converted by the BR, to Sharp Stewart drawings, to 2-4-2Ts. This allowed an extended bunker to increase coal and water capacity.

 

At the same time No.37 was lent to the Port Talbot Railway for trials. This led to the PTR’s purchase of both 37 and 52, but on the proviso 52 was first converted to a 2-4-2T. 
In their rebuilt form, the two retained locos lasted to 1926 and 1928.

 

The Port Talbot Railway was another later-comer, incorporated in 1894. Another S Wales coal railway, it extended to 33 route miles and 22 locomotives by absorption. It is worth noting that the PTR’s first locomotive superintendent was W J Hosgood, brother of the Barry’s superintendent, J H Hosgood and his brother’s erstwhile assistant there.

 

Barry Rly. C Class 2-4-0T No. 37 acquired in 1898 became PTR No. 37, while the sister locomotive rebuilt as a 2-4-2T, BR No.53, became PTR No.36.  They lasted to 1926 and 1930 respectively.

 

Neath & Brecon Railway

 

Another customer for Sharp’s 5’3” 2-4-0Ts was the Neath & Brecon Rly. This railway originated in 1862 and within a few years was running a passenger service between Neath and Brecon, though, interestingly, the line’s Swansea Valley Rly section was worked by the Midland Rly. The N&BR contributed 15 locomotives on absorption. It ordered new a Sharp Stewart 2-4-0T identical to those supplied to the BR:

 

N&BR No.    Work’s No.    Date Built
6                   3884              1893

 

Swindon supplied a new boiler in 1908 and the engine was withdrawn in 1926.

 

 

 

See The Locomotives of the Great Western Railway Part 10, Absorbed Engines 1922-1947, RCTS.

 

Metropolitan Railway

 

The Metropolitan Railway D Class was a group of six 5’3” Sharp Stewart 2-4-0Ts built 1894-1895. MR running numbers were 71-76 while Sharp’s works numbers were  4055–4056, 4075–4078.

 

The heft of these locomotives is noticeably greater than the earlier 5'3" tanks supplied to the Welsh companies.

 

 

Two locomotives were used on the Verney Junction-Aylesbury section. The other four ran between Aylesbury and Baker Street and were fitted with condensing apparatus, but this was later removed (Day, J. and Fenton, W. The Last Drop - London Transport Steam 1863-1971, London Transport Publications 1971, P.14).

 

 

 

 

Edited May 2, 2022 by Edwardian
Formatting

[sir douglas]

there was somebody building a Duke of Normandy in 4mm on here a few years ago but it went quiet

 

a re upload of that previous post and see what happens this time. apparently there is also some missing posts in Compound's wagon thread

 

4 Sharp Stewarts, 3 of whcih still survive.

 

0-8-0's built for Sweden in 1887 but the order was cancelled and they went to Barry

 

Bulgaria state railways No148 of 1868, at the NAtional railway museum in Ruse

 

Oudh & Rohilkund No 26 of 1870, India, NRM New Delhi

 

Rhijn SPoorweg No 107 of 1889, Netherlands, at the Utrecht museum

[Edwardian]

54 minutes ago, sir douglas said:

 

Rhijn SPoorweg No 107 of 1889, Netherlands, at the Utrecht museum

 

That's basically a Seagull with bigger wheels!

 

 

Datewise, 1889, it's contemporary with the Furness Small Seagull (K1) and the Cambrian Small Passenger Bogie. These had coupled wheels if 5' 6 1/2".  The Large Bogie Passenger (61 Class) was introduced to the Cambrian in 1893 and the Large Seagull (K2) to the Furness in 1896. These had 6' wheels.  The Larger Seagull (K3) had 6'6" wheels didn't debut until 1908.

 

This Dutch example has coupled wheels of something over 6'7".

 

It's a great example because it gives the freelancer  a larger loco in an older style. 

 

[Edwardian]

I wanted to return to 0-4-2s, but this time Sharp Stewarts.

 

The examples I had in mind were a brace sold to the Thetford & Watton Railway. This line came to mind because Adrian Marks kindly reminded me that the Sharp Stewart 2-4-0T I posted was of this line. One of a pair.  He also kindly gave me the dimensions, confirming that the T&WR pair are a match for the Cambrian tanks. 

 

Anyway, the T&WR was a lovely line. Imagine it expanded and survived outside GE ownership.  Another nice idea for a freelance company, it opened in 1869 and expanded to Swaffham in 1875.  It was controlled by the GER in 1879-80, ultimately vesting in it.  

 

It boasted 7 locomotives during its independent life. The first five were tanks, one an 0-6-0ST and the others various 2-4-0Ts.  The last two were delivered in 1876 to work Bury to Swaffham services.  These are the Sharps 0-4-2s we are concerned with.

 

T&WR No.       Builder                        Works No.     Date Built       Cylinders     Coupled Wheels       Withdrawn

6                      Sharp Stewart             2595              1876               15 x 22        5' 0"                           12/1891

7                      Sharp Stewart             2596              1876               15 x 22        5' 0"                           12/1890

 

Information from: http://searail.malayanrailways.com/Railsing/Thetford and Watton Railway/Thetford and Watton Railway.htm

 

 

Images from http://searail.malayanrailways.com/Railsing/Thetford and Watton Railway/Thetford and Watton Railway.htm

 

Finally, there is this stunning preserved example, supplied to Sweden, about which I must find something more, but the resemblance to the T&WR pair is very strong:

 

 

 

 

 

 

 

Edited May 4, 2022 by Edwardian

[Johnson044]

Finally, there is this stunning preserved example, supplied to Sweden, about which I must find something more, but the resemblance to the T&WR pair is very strong:

 

OMG I'm in love!

[Edwardian]

7 minutes ago, Johnson044 said:

Finally, there is this stunning preserved example, supplied to Sweden, about which I must find something more, but the resemblance to the T&WR pair is very strong:

 

OMG I'm in love!

 

Beautiful, isn't she?

 

I was interested to see that, aside from the rather Stratford-like stove-pipe chimney and the position of the builder's plates, the T&WR version (shown in the line drawing of 807) exactly resembles the Swedish loco. I had assumed previously that the distinctive cab was a T&WR fancy, but, no, it must be a Sharp Stewart standard for this type. 

 

 

 

 

 

Edited May 5, 2022 by Edwardian

[Johnson044]

Indeed- either a standard "off the peg" loco or maybe either the T&WR ones or the Swedish one might have been a cancelled order - or someone needed a loco in a hurry and a deal was struck?

I have a copy of Steam Locomotives of Western Europe Vol 2 somewhere which has a photo of the Swedish one - maybe it lists the SS works nrs. The Llanidloes & Newtown Railway had something very similar - but a little earlier from memory.

[Johnson044]

My mistake. The Llanidloes & Newtown one was built by Kitson.

 

The Swedish Sharp Stewart one is Works Nr 2596 of 1876- same year as the T&W ones.

[Johnson044]

2596 is one of the T&W ones!

[Johnson044]

Well - that explains the similarity... but not how it comes to be in Sweden.

[Edwardian]

47 minutes ago, Johnson044 said:

My mistake. The Llanidloes & Newtown one was built by Kitson.

 

Thank you for that splendid picture.

 

How one derives accurate information from the car-crash of Salvin's administration?!?

 

Wynnstay was one of 10 engines the newly formed Cambrian claimed belonged to it and demanded from the Brecon & Merthyr! Wynnstay was one of those that stayed with the B&M

 

However, so far as I can tell, your first answer was the correct one. Wynnstay appears to be one of two disputed Sharp Stewart 0-4-2s retained by the B&M.  You are also correct to say it was an earlier build.

 

B&M No.    B&M Name       Builder's Works No.     Date Built    Withdrawn

11               Glansevern        1148                              11/1859      1881

12               Wynnstay           1146                              10/1859      1884

 

They are quoted as having 5' coupled wheels and 3' 1 1/2" trailing wheels and the w/b 7'2" + 6'8 1/2"

 

On disposal it is said they were sold, not scrapped, to dealers so that could well have been for scrap but their sale offers the freelancer further scope to purchase actual locomotives. 

 

See The Locomotives of the Great Western Railway Part 10 Absorbed Engines 1922-1947, RCTS  

 

 

47 minutes ago, Johnson044 said:

The Swedish Sharp Stewart one is Works Nr 2596 of 1876- same year as the T&W ones.

 

Someone had blundered ... ours not to reason why!

 

This website, however, has it as Oxelosund-Flen-Westmanlands Jarnvag No.8 0-4-2, Sharp Stewart 2597 of 1876. If that's correct, the Swedish loco is the next Sharp built after the T&WR duo.

 

EDIT: The Cambrian Rys equivalent lasted longer in service.

 

Here is a model from http://www.barrowmoremrg.co.uk/jr_locos_Loco09.html

 

 

Sharp Stewart Works no. 1226 of December 1860, Cambrian Rys No. 9, formerly Volunteer (no doubt reflecting the Volunteer Rifle Movement given the date see Castle Aching Drill Hall!). The model shows rebuilt condition, complete with Cambrian cab.  This loco withdrawn 1898. 

 

 

Edited May 5, 2022 by Edwardian

[NeilHB]

Those Sharp Stewart 0-4-2's really are quite delightful. I can see the West Sudrian Railway acquiring a couple of them in its future!

 

The Belfast and County Down Railway had five similar ones, all of which ended up converted to tank engines by 1902. They make for rather attractive tank locos, and the last one didn't succumb until 1948 (though she had been out of service for a couple of years prior). 

 

 

[Johnson044]

Mea Culpa! P Ransome Wallis The Preserved Steam Locomotives of Western Europe has the works number as 2597. 

 

Trying to do too much at once.- work, feed dog, tidy kitchen and sneak very quick look into railway bookshelf...

[Edwardian]

1 hour ago, Johnson044 said:

Mea Culpa! P Ransome Wallis The Preserved Steam Locomotives of Western Europe has the works number as 2597. 

 

Trying to do too much at once.- work, feed dog, tidy kitchen and sneak very quick look into railway bookshelf...

 

No problem!  Anyway, it prompted me to seek the works number of the Swedish loco and I'm very happy to discover it is the very same batch as the Thetford locos.  I wonder in the Swedish line had more than one. 

 

As the cab is standard to this batch of 0-4-2s, but not otherwise standard for Sharps of the period, so far as I have seen, I almost wonder if the cab, which offers relatively good protection for the period, was part of the spec of the Swedish order, but the customer did not in the end buy the whole batch, leaving two to be sold to the T&WR?  That is pure speculation, I must add. 

 

The NRM apparently catalogues:

 

2003-9273    Order Books, Sharp Stewart & Co Ltd/Clyde Locomotive Company, November 1835 – March 1903, 6 volumes

 

EDIT:

 

So, I can now answer the first of my questions.

 

I did a search online of "Oxelosund-Flen-Westmanlands Jarnvag ång lok", Oxelosund-Flen-Westmanlands Jarnvag being a railway in Sweden that, I think, opened in 1877 and merged with something else in 1897 and which bought the Sharp 0-4-2, while ång lok is what I think is Swedish for steam locomotive. 

 

Anyway, that yielded  This Website, with lots of pictures of an 0-6-0ST that I was 100% sure from their appearance was also a Sharp. 

 

 

And, lo, I can make out 'Atlas Works' on the works plate!

 

So, another useful product to add to the freelancer's shopping list

 

Then I found This Website. 

 

It says the following about the Thetford-type Sharp 0-4-2s (in translation):

 

Locomotives intended primarily for passenger trains. In 1876, Sharp Stewart Manchester England delivered 8 locomotives to OFWJ. These were numbered 8 - 15 and had letter A. The picture shows locomotive number 8.

 

 

So, it seems that Sharps built 10 of these 0-4-2s in 1876, very likely same batch built consecutively, so, again, I wonder if this was a Swedish order for 10 whittled down to 8 before delivery and leaving 2 to be sold to the T&WR?  The cancelled foreign order origin story has plentiful examples, after all. 

 

Returning to the Sharp Stewart 0-6-0ST, the same website tells me that:

 

 

The first deliveries of locomotives to OFWJ were intended for mixed service, both freight and passenger trains. 7 locomotives were delivered during the period 1874-1875 from Sharp Stewart Manchester England. The locomotive was numbered 1-7 and had the letter U. The picture above shows locomotive 1

 

Incidentally, Sharp Stewart is correctly identified in both instances as a Manchester builder, the move to Glasgow taking place in 1888. 

 

 

 

 

 

Edited May 5, 2022 by Edwardian

[Hando]

In terms of freelance pre-grouping saddle tanks, you can't go wrong with the quintessential Manning Wardle K class (or its predecessor, the Old Class I):

 

Edited May 5, 2022 by Hando

[NeilHB]

Manning Wardle K class locos are indeed very suitable for freelance pre-grouping! Here is West Sudrian Railway No.1 “Thorkell”:

 

 

[Johnson044]

14 hours ago, Edwardian said:

 

No problem!  Anyway, it prompted me to seek the works number of the Swedish loco and I'm very happy to discover it is the very same batch as the Thetford locos.  I wonder in the Swedish line had more than one. 

 

As the cab is standard to this batch of 0-4-2s, but not otherwise standard for Sharps of the period, so far as I have seen, I almost wonder if the cab, which offers relatively good protection for the period, was part of the spec of the Swedish order, but the customer did not in the end buy the whole batch, leaving two to be sold to the T&WR?  That is pure speculation, I must add. 

 

The NRM apparently catalogues:

 

2003-9273    Order Books, Sharp Stewart & Co Ltd/Clyde Locomotive Company, November 1835 – March 1903, 6 volumes

 

EDIT:

 

So, I can now answer the first of my questions.

 

I did a search online of "Oxelosund-Flen-Westmanlands Jarnvag ång lok", Oxelosund-Flen-Westmanlands Jarnvag being a railway in Sweden that, I think, opened in 1877 and merged with something else in 1897 and which bought the Sharp 0-4-2, while ång lok is what I think is Swedish for steam locomotive. 

 

Anyway, that yielded  This Website, with lots of pictures of an 0-6-0ST that I was 100% sure from their appearance was also a Sharp. 

 

 

And, lo, I can make out 'Atlas Works' on the works plate!

 

So, another useful product to add to the freelancer's shopping list

 

Then I found This Website. 

 

It says the following about the Thetford-type Sharp 0-4-2s (in translation):

 

Locomotives intended primarily for passenger trains. In 1876, Sharp Stewart Manchester England delivered 8 locomotives to OFWJ. These were numbered 8 - 15 and had letter A. The picture shows locomotive number 8.

 

 

So, it seems that Sharps built 10 of these 0-4-2s in 1876, very likely same batch built consecutively, so, again, I wonder if this was a Swedish order for 10 whittled down to 8 before delivery and leaving 2 to be sold to the T&WR?  The cancelled foreign order origin story has plentiful examples, after all. 

 

Returning to the Sharp Stewart 0-6-0ST, the same website tells me that:

 

 

The first deliveries of locomotives to OFWJ were intended for mixed service, both freight and passenger trains. 7 locomotives were delivered during the period 1874-1875 from Sharp Stewart Manchester England. The locomotive was numbered 1-7 and had the letter U. The picture above shows locomotive 1

 

Incidentally, Sharp Stewart is correctly identified in both instances as a Manchester builder, the move to Glasgow taking place in 1888. 

 

 

 

 

 

The little Sharp Stewart saddle tank is with us yet! What amazes me is that there seem to be so many examples of C19th locos in Sweden in such perfect original, un-modified condition. Gorgeous! I'll have a trawl online and see if I can find a recent photo.