No. 127 viewed from the front showing the original Ramsbottom horizontally hinged smokebox door but with closed splashers. Still no brakes and the small tender.
Click here to download the price list for the LNWR 2-2-2 ‘Problem’ Class Locomotive in 5” Gauge
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The 'Problem' or 'Lady of the Lake' Class, 2-2-2 Express Passengers Engines
History
These locomotives were introduced by John Ramsbottom in 1859 and a total of 60 were built from then until 1865. All were painted medium green with a fine black lining. All the engines were named and although some were related to aspects of mathematics, the rest were given much more interesting names. The ‘Lady of the Lake’ herself won bronze medal in the 1862 International Exhibition and this is where the more often adopted Class name comes from.
All the locomotives started out with the range of Ramsbottom’s design features that included a horizontally hinged smokebox door, slotted splashers, no cab, no brakes on the engine, and the rather unusual chimney top. The early engines had a 2000 gallon tender on Ramsbottom’s wooden tender chassis, but subsequently all the class had 1500 gallon tenders as these became standard. The introduction of water pick-up troughs meant that smaller tenders could be used. |
After Webb took over in 1873, many of the engines were re-built with a plain tall chimney, his style of cab was added and painted black with the standard passenger engine lining. After the locomotives were re-boilered in 1879-83, the engines were fitted with steam operated brakes and they were given closed splashers. Apparently the sight of these engines arriving at Euston with oil dripping down from the splasher slots was not considered good for publicity. Also after this date the engines were coupled to the larger 1800 gallon tenders.
The class was re-built again in 1895-97 with boilers that had larger fireboxes and all were given round smokebox doors and fitted with crosshead vacuum pumps on the right hand side. They did splendid service but were overtaken by the increasing weight of the coaching stock and they were too small for the train loads. Although for a period the locomotives were used as double heading pilots on the through expresses, ultimately all the locomotives were scrapped by George Whale by 1907.
The class was re-built again in 1895-97 with boilers that had larger fireboxes and all were given round smokebox doors and fitted with crosshead vacuum pumps on the right hand side. They did splendid service but were overtaken by the increasing weight of the coaching stock and they were too small for the train loads. Although for a period the locomotives were used as double heading pilots on the through expresses, ultimately all the locomotives were scrapped by George Whale by 1907.
The Model
Locomotives with large single driving wheels have always had an appeal for model engineers and the high curved running board and very visible connecting rods on these prototypes make an especially attractive model. In 5” gauge the model is quite small and in fact the locomotive engine is only just longer than the tender. This makes the model very handy to move around either during construction or when visiting a local club.
The small size of the cylinders and the Stephenson valve gear layout means the engine is more like a 3½” gauge model and no parts are very heavy or complex to make. Only the novel design of the curving smokebox offers a challenge in its construction. All the parts have been machined on the trusty Myford lathe and the small boiler is straightforward for the home workshop. At this point not all the drawings have been completed and for certain parts, such as boiler fittings and superheater arrangement, the builder can use the information published for the Coal Tank design as the boiler is very similar.
The tender itself continues to be a most interesting project and as it is produced from works drawings, it has the full Ramsbottom wooden frame with all the brackets and stays. To ensure the tender is not considered a weakness for a loaded train, a separate soleplate has been incorporated to act as a longitudinal tie between the buffer beams. A method of incorporating working leaf springs is offered both for the axleboxes and the drawgear; especially at the front where the buffers between the engine and tender have a common spring with the drawbar. Details for both sizes of tank have been given and all the finishing details will be provided for the builder. The design includes all the very visible rivet detail and the designers special dummy rivet tool can be used to reproduce the closely spaced seam rivets. |
The designer's model.
A very sharp and clean view of ‘Lady of the Lake’ showing the bronze medal plaque above the number. She has a webb chimney and safety valve but no brakes on the engine. The 1800 gallon Ramsbottom tender has grease axle boxes.
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No. 618 is shown in running condition but has the earlier Ramsbottom safety valves and a taller chimney compared to the designer's model. The tender here is the early 1500 gallon version.
No. 719 has the final build condition with brakes, a round smokebox door and coupled to a larger 1800 gallon tender, with oil axleboxes as used from about 1889.
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Later versions of the 1500 and 1800 gallon tender were fitted with two tool chests at each side of the water tank. The drawing for these has now been completed and they represent a small project on their own. It is hoped that a short series article will be able to be published in the near future for those who would appreciate some guidance on their construction. Two views of the builder's prototype tool chest - all the rivets are real and the box has a functioning pair of hinges and a latch plate. |
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phone |
+44 1600 713913
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address
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1 Highmeadow, Wyesham, Monmouth, Monmoutshire NP25 3TB
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Last updated 6th August 2020
