NER Bogie Tank Passenger

NER Bogie Tank Passenger LNER Class G6
Type and origin Power type Steam Designer Edward Fletcher Build date 1873 Total produced 124 Rebuild date 1899-1921 Number rebuilt 60 to NER 290 Class 1 to LNER Class X2
Specifications Configuration: ​  • Whyte 0-4-4T Driver dia. 5 ft 6 in (1.68 m) Trailing dia. 3 ft 4 in (1.02 m) Wheelbase 21 ft 8 in (6.60 m) Length 33 ft 8 in (10.26 m) Fuel capacity 2 long tons (2.0 t) Water cap. 1,000 imp gal (4,500 L; 1,200 US gal) Firebox: ​  • Grate area 12.8 sq ft (1.19 m2) Boiler 10 ft 7 in (3.23 m) length 4 ft 3 in (1.30 m) diameter Boiler pressure 160 psi (1.1 MPa) Heating surface: ​  • Firebox 84 sq ft (7.8 m2)  • Tubes 1,025 sq ft (95.2 m2) (205 x 1.75")  • Total surface 1,109 sq ft (103.0 m2) Cylinder size 17 in × 24 in (430 mm × 610 mm)
Performance figures Tractive effort 13,101 lbf (58.28 kN)
Career Operators North Eastern Railway London & North Eastern Railway Class LNER: G6 Retired 1920-1929 Disposition All scrapped

The North Eastern Railway (NER) Bogie Tank Passenger (BTP) locomotives were designed by Edward Fletcher in 1873. The locomotives were for hauling passenger services on branch lines. They had an 0-4-4 wheel layout and were later designated as G6. A total of 124 G6s were built.

Rebuilds

With the introduction of the NER Class O (LNER G5), G6 locomotives started to become redundant. Fifty of the redundant G6s were rebuilt between 1899 and 1908 as NER 290 Class (later LNER Class J77) 0-6-0T locomotives. In 1903, locomotive No. 957 was rebuilt as a 2-2-4T (later designated LNER Class X2) specifically for hauling an officer's saloon. With the reduction in passenger services towards the end of World War I, many of the G6s became redundant. In 1921, ten G6s were rebuilt to create further NER 290 Class. Withdrawals of the G6 took place between 1920 and 1929.

Steam autocars

Many class BTPs gained a further lease of life in the early 1900s by being converted to work the Steam Autocars (push–pull trains) then being introduced. A Steam Autocar consisted of a BTP with one or two coaches (in which case the engine was in the middle), the train was driven from a driving compartment in the leading coach, leaving the fireman on the footplate. The driver had control of the regulator and reverser by means of a mechanical connection running under the coach and connecting to the engine using a form of universal joints. The driver also had full (Westinghouse) brake control via a second air pipe connection to the engine. This high pressure air supply also worked a whistle mounted above the driving compartment. Finally there was speaking tube communication between the driver and fireman - although there is evidence that this was little used. Steam Autocars were gradually withdrawn as the LNER introduced Sentinel steam railcars. The coaches were converted back to normal coaches but the BTPs were withdrawn.

External links

• Description of NER BTP Locomotives
• Description of NER 290 Locomotives
• Description of NER No. 957