In late 1939, the Southern Railway, until then primarily a high-density commuter railway serving London and South-East England, found itself on the British front line of WW2, with a severe lack of modern freight handling capability. The aesthetical design of these “ugly” and “nasty” engines are highly unusual and even the controversial design of these engines became rather an outsourced engine.
The Bulleid Q1 at the NRM, York, England
However the design did not win the contest of beauty, the engine were powerful enough to haul a whole freight train and were created in the WW2 and later as part of the Austerity project. A project that was spread out all over the allied countries of Europe after the end of WW2. However none of these engines has been made for other countries then Britain.
The newest and even most radical freight design was the Q Class 0-6-0 of 1938, the last locomotive designed by Richard Maunsell, built to essentially Victorian era principles these had been designed as replacements for many of the older 0-6-0s inherited by the Southern Railway in 1923.
The highly unusual and controversial design represents the ultimate development of the British 0-6-0 freight engine, capable of hauling trains that were usually allocated to much larger locomotives on other railways. Among other nicknames, the class were nicknamed as “Coffee Pots” or “Charlies”
The unusual shape was also dictated by the use of materials; the lagging was made of a glass fibre insulation material known as “Idaglass”, which, although cheap and plentiful during the war years, could not support any weight, and therefore a separate casing was required which followed that seen in the Merchant Navy class locomotives, and the boiler rings were adapted to lend the lagging the support needed. A copper, rather than steel, firebox was utilised, unlike Bulleid’s Pacific designs. The wheels were smaller, 5 ft 1 in (1.55 m) adaptations of the Bulleid Firth Brown type utilised on the Pacifics. The locomotive had two cylinders with Stephenson link outside admission piston valves, having a travel in full gear of 6 1⁄8 in (155.58 mm) and a steam lap of 1 5⁄8 in (41.28 mm).
The Q1 represented the final development of the British 0-6-0 main line steam locomotive. Later designs of medium-powered freight locomotives, such as the LMS Ivatt Class 2 2-6-0 and LMS Ivatt Class 4 Moguls all had a 2-6-0 wheel arrangement; the 0-6-0 wheel arrangement was not used again in the BR Standard designs of locomotive. BR classified the Q1 class in the power classification 5F. This represented a rarity, as few other 0-6-0s exceeded the classification of 4F, with notable exceptions being the LNER Class J20 (5F), LNER Class J39 (4P5F) and LNER Class J38 (6F).
The Q1’s route availability meant that although they were primarily freight locomotives, they also frequently deputised on secondary passenger services. However, the class gained a reputation for poor braking on unfitted freight trains due to the light construction of the tender braking system. The Q1s thrived on their intended duties during WW, where the class had proved that they were an indispensable addition to the Southern locomotive fleet. This was achieved to such an extent that they all remained in service until the 1960s, long after they were intended to cease operation as an “austerity” design. Withdrawals began in 1963, during the implementation of the BR Modernisation Plan which saw the end of steam operations on Britain’s railways, the last example of the class being withdrawn in 1966.
Other engines created by Sir. O. Bulleid
Not only the Q1 was a controversial design of Mr. O. Bulleid, but also “strange’ designed diesel engines were part of the work of Mr. O. Bulleid.
The Diesel locomotive “Genesis” was also one of the most controversial locomotive design which was created by Sir. O. Bulleid.
More aestetic proven engine designs
More aesthetic engines were the Light Pacific operated by a chain valve-gear and boxpox driving wheel sets.
The even controversial design of a chain driven steam dividing system was build into the Light Pacifics.
This Bulleid Pacific Class is also available at the steamstore.
Driving and stoking.
Now driving these amazing engine will give the feeling you are running a tank. You have to deal with a minimum of light. There is no carbide lamp available. so you have to “search” your way around. If you can’t find the controls, use [ F4 ] HUD to find the operational instruments in the cab.
If you have become familiar with the cab control then drive without HUD. The simplified controls resulted in the lack of an engine brake. To overcome this just operate the hand brake by pressing
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Hint: Create a free roam scenario with two Q1’s. One engine coupled with tender and the second on which the tender is uncoupled from the engine. Now after starting this scenario. drive the uncoupled engine to get a good lightfall in the cabin that creates the availability to take a closer look into the cab of the Q1
Driving in expert mode by pressing [ Ctrl ] – [ A ] gives you the full controls of the lubrication and sander, front and rear dampers. To get the full air though the grate pull both lever up.
Before you set off. Open the lubricator by turning the steam valve that let the steam flow from the boiler to the lubricator. This valve is situated straight above the regulator. Open the valve counter clockwise.
Open de steam valve to feed the sander counter clockwise. This valve is situated at the left of the lubricator valve.