NER 1001 Class

The North Eastern Railway (NER) 1001 Class was a class of long-boiler 0-6-0 steam locomotive designed in Britain by William Bouch.

NER 1001 Class
A class 1001 locomotive preserved at the National Railway Museum
Type and origin
Power typeSteam
BuilderNER Darlington and Shildon
Build date1852-1875
Total produced192
Specifications
Configuration:
​
 • Whyte0-6-0
Driver dia.5 ft 0 1⁄2 in (1.537 m)
Wheelbase11 ft 10 in (3.61 m) locomotive
11 ft 0 in (3.35 m) tender
36 ft 2 in (11.02 m) total
Axle load14.1 long tons (14.3 t; 15.8 short tons)
Loco weight35.2 long tons (35.8 t; 39.4 short tons)
Tender weight22.1 long tons (22.5 t; 24.8 short tons)
Total weight57.3 long tons (58.2 t; 64.2 short tons)
Fuel typeCoal
Water cap1,600 imp gal (7,300 l; 1,900 US gal)
Firebox:
 • Firegrate area		13.3 sq ft (1.24 m2)
Boiler4 ft 3 in (1.30 m) diameter
Boiler pressure140 psi (0.97 MPa)
Heating surface1,321.75 sq ft (122.795 m2)
 • Tubes1,229.25 sq ft (114.201 m2)
 • Firebox92.5 sq ft (8.59 m2)
Cylinders2 (inside)
Cylinder size17 in × 26 in (432 mm × 660 mm)
Valve gearStephenson
Performance figures
Tractive effort14,750 lbf (65.6 kN)
Career
OperatorsNorth Eastern Railway
London & North Eastern Railway
Retiredall retired by 1923
Disposition1 preserved (No. 1275), remainder scrapped

Technical data

A NER 1001 class locomotive weighed about 35 long tons (36 t; 39 short tons), with a wheelbase of 11 ft 10 in (3.61 m) and 5 ft 0.5 in (1.537 m) diameter driven wheels. Its 4 ft 3 in (1.30 m) diameter boiler produced over 7 long tons (7.1 t; 7.8 short tons) of tractive effort at 140 psi (970 kPa).

History

The "long boiler" design dated back to a Stephenson design of 1842. At that time there was a controversy about keeping the centre of gravity low. Another point of view was espoused by John Gray who set out to improve efficiency and increase the pressure in shorter boilers using single drivers instead of coupled wheels. His ideas led to the design of the highly successful Jenny Lind locomotive.

The long boiler design with coupled wheels continued for slower heavier work. A total of 192 NER 1001 class locomotives were built from 1852 by a number of private manufacturers, as well as the NER's own works at Darlington and Shildon.

The small size of the firebox would seem remarkable in later years, but the engines were ideal where trains might spend long periods standing, waiting for a path, or when shunting. A minimum amount of fuel would have delivered sufficient heat to the large boiler to start heavy loads.

The last ten NER 1001s were delivered in 1875. Many were rebuilt in the following twenty five years. The last was withdrawn in 1923.

Having travelled an official mileage of 908,984 miles (1,462,868 km), locomotive number 1275 is preserved at the National Railway Museum in York.

Accidents and incidents
  • On 5 November 1900, locomotive No. 1245 was hauling a freight train when it ran away and was derailed by trap points at Lingdale Junction, Yorkshire.[1]
  • On 8 August 1909, a locomotive of the class was hauling a freight train which was derailed at Hartley, Cumberland due to heat buckled track.[2]
gollark: Maybe you could make a good scifi thing a hundred years in the future or something about faster computers/better optimization algorithms/distributed system designs/something making central planning more tractable. Although in the future supply chains will probably be even more complex. But right now, it is NOT practical.
gollark: In any case, if you have a planned system and some new need comes up... what do you do, spend weeks updating the models and rerunning them? That is not really quick enough.
gollark: If you want to factor in each individual location's needs in some giant model, you'll run into issues like:- people lying- it would be horrifically complex
gollark: Information flow: imagine some farmer, due to some detail of their climate/environment, needs extra wood or something. But the central planning models just say "each farmer needs 100 units of wood for farming 10 units of pig"; what are they meant to do?
gollark: The incentives problems: central planners aren't really as affected by how well they do their jobs as, say, someone managing a firm, and you probably lack a way to motivate people "on the ground" as it were.

References
  1. Hoole, Ken (1982). Trains in Trouble: Vol. 3. Redruth: Atlantic Books. p. 12. ISBN 0-906899-05-2.
  2. Earnshaw, Alan (1989). Trains in Trouble: Vol. 5. Penryn: Atlantic Books. pp. 10–11. ISBN 0-906899-35-4.
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