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Great Eastern class T19
London & North Eastern class D13
Great Britain | 1886 | 110 produced
No. 761 after conversion to oil firing
No. 761 after conversion to oil firing
Tony Hisgett / 2-4-0 GER T19 class 761
Conversion with larger boiler and new cab
Conversion with larger boiler and new cab
Die Lokomotive, December 1909
No. 1035 rebuilt with bogie
No. 1035 rebuilt with bogie
Locomotive Magazine, February 1905
Schematic drawing of the original version with an oil tender
Schematic drawing of the original version with an oil tender
Locomotive Magazine, July 1912

The T19 was one of James Holden's first designs in his service on the Great Eastern Railway. It was created as an express locomotive in the then classic 2-4-0 wheel arrangement with very large drivrs with a diameter of seven feet. Because the cylinders, connecting rods and valve gear were all inside the frame, the locomotive made a very tidy impression. Very large, completely closed splashers for the drivers were attached to the outer frame above the running boards. Half of the coupling rods and the cranks disappeared under the splashers. While the coupled axles were mounted in an inner frame, the leading axle was mounted in an outer frame. Between the years 1886 and 1897 a total of eleven batches of ten engines each were built for the GER.

As was usual for British steam locomotives, individual engines have undergone various conversion measures over the years. In addition to the conversion to oil firing, these also included changing the tenders to ones with a scooping device to collect water from troughs during the journey. Complete conversions were carried out in two different designs.

Between 1902 and 1904, initially 29 units were rebuilt while maintaining the wheel arrangement. They received a larger boiler with a Belpaire firebox, the dimensions of which corresponded to a 4-4-0 locomotive of the time, and a new cab. However, the result was very top-heavy due to the heavy boiler and was therefore nicknamed “Humpty Dumpty”. These were already phased out by 1920.

60 more were converted to new 4-4-0 locomotives between 1905 and 1908 using bogies from old locomotives with a 4-4-0 and 0-4-4 wheel arrangement. All but two of these made it to the LNER and were listed there under the designation D13. Most of these were retired in the second half of the 1930s, with the last three surviving to 1943 and 1944 respectively.

Variantas builtrebuilt as 4-4-0
General
Built1886-18971905-1908
ManufacturerStratford
Axle config2-4-0 (Porter) 4-4-0 (American) 
Gauge4 ft 8 1/2 in (Standard gauge)
Dimensions and Weights
Length48 ft 2 in50 ft 1 7 1/2 in
Wheelbase16 ft 6 in21 ft 4 1/2 in
Fixed wheelbase16 ft 6 in8 ft 9 in
Total wheelbase36 ft 7 in41 ft 5 1/2 in
Service weight94,105 lbs100,800 lbs
Adhesive weight61,795 lbs73,585 lbs
Total weight162,680 lbs175,615 lbs
Axle load30,910 lbs36,795 lbs
Water capacity3,171 us gal
Fuel capacity11,200 lbs (coal)
Power
Power sourcesteam
Estimated power575 hp (429 kW)800 hp (597 kW)
Optimal speed31 mph36 mph
Starting effort11,803 lbf14,163 lbf
Power Plant
Driver diameter84 in
Boiler pressure150 psi180 psi
Expansion typesimple
Cylinderstwo, 18 x 24 in
Boiler
Grate area18 sq ft21.5 sq ft
Firebox area105.5 sq ft117.5 sq ft
Tube heating area1,125 sq ft1,358.5 sq ft
Evaporative heating area1,230.5 sq ft1,476 sq ft
Total heating area1,230.5 sq ft1,476 sq ft
Calculated Values
steam locomotive
express
James Holden
last changed: 02/2022
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