London, Brighton & South Coast Railway 2-2-2 locomotive “Jenny Lind”, built in 1847 – Original version with caption

London, Brighton and South Coast Railway 2-2-2 locomotive “Jenny Lind” built by E. B. Wilson and Company in 1847; drawing of side view
Image is a scan of:
Anonymous: “JENNY LIND,” BUILT BY E. B. WILSON & CO., 1847.” Fig. 77 in Ernest L. Ahrons, The British Steam Railway Locomotive, 1825–1925, London: The Locomotive Publishing Company Limited, and New York: Spon & Chamberlain, 1927, p. 77.

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Text Appearing Before Image:
     Gray’s design was the immediate origin of the celebrated “Jenny Lind” engines—Fig. 77—designed by David Joy and built by E. B. Wilson and Co., Leeds, from 1847 onwards. An account of the steps which led to the design was given by D. Joy in The Engineer, May 22nd, 1896, page 527.
     The cylinders were 15in. by 20in., driving wheels 6ft., carrying wheels 4ft., and wheel base 7ft. + 6ft. 6in.; the tube heating surface was 720 square feet, fire-box heating surface 80 square feet, total 800 square feet. The boiler pressure was 120 lb., or 20 lb. higher than in Gray’s engine, and to this the great success of the
     1846–49   77
“Jennys” may be largely attributed. The use of this higher pressure was due to James Fenton. In one respect Messrs. Wilson apparently did not venture to follow Gray’s example, for the boiler centre was only 5ft. 9in. above rail level, or 6½in.less than in Gray’s engine. The weight in working order was slightly more than 24 tons, of which the driving wheels carried 10 tons. To allow of a wide fire-box, the inside frames terminated at the front of the casing, the throat plate being flanged outside to overlap the frame. The feed pumps were fixed to the outside frame and actuated by connecting-rods fixed in the boss of the driving wheels. Unlike Gray’s engine, which had the designer’s “horseleg” motion, the “Jennys” had Stephenson link motion, suspended on one side only. A sectional drawing of the class appeared in The Engineer, March 6th, 1896.
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Text Appearing After Image:
FIG. 77—“JENNY LIND,” BUILT BY E. B. WILSON & CO., 1847
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     Locomotive Performances, 1845–59 129
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[...] In May, 1848, the Midland Railway made a trial between two standard 2-2-2 engines, one a “Jenny Lind,” by E. B. Wilson and Co., and the other one of Sharp Bros.’ engines.6 Each engine ran a train consisting of nine carriages and two vans from Derby to Masborough. Both engines were almost new and the test was made to ascertain which was the better for fast trains.
     The line rises to Clay Cross (20 miles) at an average gradient of about 1 in 330 and then falls similarly for the remaining 20 miles. Therefore, comparing the figures with those of the Great Western “Iron Duke” and “Courier” classes, the “Jenny Linds” show better results, for not only was the road harder, but the trains were heavier, though the gross loads were almost the same. The coke consumptions are, as in the case of the G.W. engines, high, but it would seem that the trials were somewhat in the nature of a race to see which engine could “get there first,” and probably more coke was burnt than would otherwise have been the case.
     In these engines the fire-boxes and grates were of very moderate dimensions, and the high coke consumption appears to have been due to the forcing of the boilers, and much unburnt carbon monoxide, and probably coke also, must have been pulled through the tubes. The Wilson engine with 11ft. tubes evaporated more water per pound of coke than the Sharp engine with 10ft. tubes. In a second trial with heavier loads of seventeen carriages, weighing 99.8 tons behind the tenders,
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6 These trials are not mentioned by D. K. Clark, but he gives other comparative trials between similar engines on the M.S. and L.R. at considerably lower speeds (“Railway Machinery,” page 314).

130   The British Steam Railway Locomotive from 1825 to 1925
the respective quantities of water used were approximately 7½ lb. and 6 lb. per pound of coke.
     As regards loads and speeds combined, these performances were certainly the best on record of that day. With a net load of 100 tons the Wilson engine passed the eighteenth milepost from the dead start in 26 min. 19 secs., and the Sharp engine in 27 min. 55 sec., the gradient being uphill the whole way. The superiority of the Wilson engine was almost entirely due to the much higher pressure—120 lb. per square inch.
     The following are the published figures, to which the writer has added the data marked†:—
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