NCC Class U2
Encyclopedia
The Northern Counties Committee
(NCC) Class U2 4-4-0
passenger steam locomotive
s consisted of 18 locomotives built for service in north-east Ireland
. Ten of the engines were new builds supplied by the North British Locomotive Company
(NBL) or constructed at the NCC's York Road works. The remainder were rebuilds of existing locomotives.
2-6-4 tank engines was delivered in 1950. The first of the class was built in 1924 and construction continued over the following thirteen years until the last engine was outshopped in 1937.
The Class U2 engines can be divided into four sub classes as follows:
The renewals were an accounting device to avoid the capital charges associated with building new engines; it is unlikely that much of the original engines was incorporated into the resulting U2s.
The engines were simples, i.e. not compound, with two 19 by 24 in (482.6 by 609.6 mm) inside cylinders. Their boilers were rated at 170 pound per square inches (1.17 MPa) and were fitted with Schmidt
superheaters. All eighteen engines, though differing slightly in appearance had, until 1945, the same power output. The only dimensional difference was caused by six boilers, identical with the others, except that the opportunity had been taken for the first time with a Derby boiler to use the broader Irish gauge to full advantage for a wider firebox. The first two of these G7S boilers were fitted to Class A "Heavy Compounds" Nos.67 and 59 when they were renewed as Class U2 in 1934.
Two years later, four more of this type of boiler were ordered when No.87 was constructed out of Class A No.63 and Nos.72 and 73 were rebuilt from Class U to U2. The remaining boiler was presumably to have a been a spare one to enable speed shopping of engines but in the event it was immediately fitted to No.78. This engine was the last of the NBL engines to be built in 1924 but she had run a considerably greater mileage (442681 miles (712,424.2 km)) than other members of the class by the time she received the new boiler in October 1936.
No.70 did not have its footplate altered when it was rebuilt from Class U to U2; the short footplate made it unpopular with locomotive crews as the cab became very warm in summer and the position of some of the controls, especially the reversing lever, was cramped. It had the same nominal weight, 51 long tons 10 cwt (115400 lb (52.3 t)), as the rest of the class,
The new locomotives were supplied with Fowler-type flush-sided tenders with a capacity of 5 tons of coal and 2500 gallons (11,365.2 l) of water. The rebuilt locomotives were coupled to the original BNCR-type six-wheeled tenders which could carry 6 tons of coal and 2690 gallons (12,229 l) of water.
Apart from a slight difference in the cab, the superb external finish of the NBL engines appears to have given them an advantage in prestige among the crews over the three Belfast-built engines. Although less than half of the class had been built in Glasgow, the U2s gained the general nickname of “Scotch Engines”.
Eleven of the engines were named after Ulster castles and a twelfth, No.87, carried the name Queen Alexandra.
The U2s provided the top-link workings on the NCC until the arrival of the Class W Moguls in 1933. The fastest timing for the Portrush expresses that the U2s worked in 1932 was 82 minutes for the 58.3 miles (93.8 km) from Greenisland to Portrush, over half of the route being over a single line. They also worked the Larne Harbour boat trains, being allowed 30 minutes for the 24⅓ miles, again over a route with a significant proportion of single track.
While most of the class were based at Belfast, Nos.70, 73 and 80 were at one time assigned to Larne shed and Nos.74 and 81 were at Coleraine. In later years, No.77 was also based at Coleraine and would be one of the last engines to work a train over the Derry Central line before it closed.
The U2s performed sterling service during the busiest years of World War II. A typical job was to take over a military train at Antrim that had been worked through from the GNR(I). Having hauled eight bogie coaches from Antrim to the summit of the NCC main line, a stop would be made at Ballyclare Junction to attach carriages that had arrived from Derry or Cookstown on a previous train before travelling on to Larne Harbour where it was common to see trains of twelve or more bogie coaches arriving.
In 1945–1946, Nos.71 and 81 had the diameters of their cylinders reduced from 19–18 in (482.6–457.2 mm). It is possible that the cylinders fitted to No.72 came from Class U1 engine No.3 which had just been withdrawn. Originally fitted with Fowler pattern chimneys that had capuchons
, some the class, such as No.76, later received a Stanier type and it was said by their crews that they never steamed as well after this alteration.
The Ulster Transport Authority
(UTA) arranged a massive sale of withdrawn locomotives in January 1956 which included the first U2s to be withdrawn. These were Nos.70, 79, 82 and 83 at Carrickfergus and Nos.71 and 77 brought up from Ballymena. The remainder of the class were withdrawn over the following seven years. The last to go in June 1962 was No.74 Dunluce Castle which was destined for preservation.
* The name Queen Alexandra was transferred from Class A No.34 to No.63 in November 1932.
† Preserved.
influence in their design and bore a superficial resemblance to the LMS Class 2P 4-4-0
locomotives. However, one should not regard the U2s as an Irish equivalent of the LMS 2P; they were quite different engines. That the two classes had little in common is shown by a comparison of principal dimensions:
(RAL 3002) with yellow and black lining. The LMS crest was carried on the upper cab sides. The initials "NCC" in shaded serif
gold capital letters were placed centrally on the tender sides. Number plates were brass with raised digits and edge; they were carried on the lower cab sides with another placed centrally on the back of the tender tank. The named engines carried curved nameplates fitted above the leading driving wheel splashers. Buffer beams and number plate and name plate backgrounds were painted red. The engine number
was applied to the front buffer beam in shaded gold digits.
During World War II, the engines were painted black. Red buffer beams and number plate and name plate backgrounds proved additional relief from the somber effect. However, No.81 received a coat of maroon paint in 1941 when it was overhauled at the Great Northern Railway of Ireland works at Dundalk in County Louth.
Post war livery continued to be black but enlivened by vermilion lining.
However, the livery that the UTA finally adopted saw the engines painted black with vermilion and yellow lining. Buffer beams, name and number plate backgrounds were red and the practice of putting the number on the front buffer beam was continued.
The UTA roundel, 14 inches (356 mm) in diameter, with "Ulster Transport" in orange block capitals, lined in red, surrounding a white shield bearing the Red Hand of Ulster
, all on a mid-green background, was placed in the middle of the tender sides.
, Cultra, Holywood, Co. Down. BT18 0EU.
Northern Counties Committee
The Northern Counties Committee was a railway that served the north-east of Ireland. It was built to Irish gauge but later acquired a number of narrow gauge lines...
(NCC) Class U2 4-4-0
4-4-0
Under the Whyte notation for the classification of steam locomotives, 4-4-0 represents the wheel arrangement of four leading wheels on two axles , four powered and coupled driving wheels on two axles, and no trailing wheels...
passenger steam locomotive
Steam locomotive
A steam locomotive is a railway locomotive that produces its power through a steam engine. These locomotives are fueled by burning some combustible material, usually coal, wood or oil, to produce steam in a boiler, which drives the steam engine...
s consisted of 18 locomotives built for service in north-east Ireland
Ireland
Ireland is an island to the northwest of continental Europe. It is the third-largest island in Europe and the twentieth-largest island on Earth...
. Ten of the engines were new builds supplied by the North British Locomotive Company
North British Locomotive Company
The North British Locomotive Company was created in 1903 through the merger of three Glasgow locomotive manufacturing companies; Sharp Stewart and Company , Neilson, Reid and Company and Dübs and Company , creating the largest locomotive manufacturing company in Europe.Its main factories were...
(NBL) or constructed at the NCC's York Road works. The remainder were rebuilds of existing locomotives.
History
Class U2 was numerically the largest class of locomotives on the NCC, only being equalled when the last of the Class WTNCC Class WT
The NCC Class WT is a class of 2-6-4T steam locomotives built by the Northern Counties Committee's parent company, the London, Midland and Scottish Railway for service in Northern Ireland.-History:...
2-6-4 tank engines was delivered in 1950. The first of the class was built in 1924 and construction continued over the following thirteen years until the last engine was outshopped in 1937.
The Class U2 engines can be divided into four sub classes as follows:
- 7 New engines built by the North British Locomotive CompanyNorth British Locomotive CompanyThe North British Locomotive Company was created in 1903 through the merger of three Glasgow locomotive manufacturing companies; Sharp Stewart and Company , Neilson, Reid and Company and Dübs and Company , creating the largest locomotive manufacturing company in Europe.Its main factories were...
, Glasgow - 3 New engines built by the NCC at York Road works, Belfast
- 4 Renewals of Class A engines
- 4 Rebuilds of Class U engines
The renewals were an accounting device to avoid the capital charges associated with building new engines; it is unlikely that much of the original engines was incorporated into the resulting U2s.
The engines were simples, i.e. not compound, with two 19 by 24 in (482.6 by 609.6 mm) inside cylinders. Their boilers were rated at 170 pound per square inches (1.17 MPa) and were fitted with Schmidt
Wilhelm Schmidt (engineer)
Wilhelm Schmidt, known as Hot Steam Schmidt was a German engineer and inventor who achieved the breakthrough in the development of superheated steam technology for steam engines....
superheaters. All eighteen engines, though differing slightly in appearance had, until 1945, the same power output. The only dimensional difference was caused by six boilers, identical with the others, except that the opportunity had been taken for the first time with a Derby boiler to use the broader Irish gauge to full advantage for a wider firebox. The first two of these G7S boilers were fitted to Class A "Heavy Compounds" Nos.67 and 59 when they were renewed as Class U2 in 1934.
Two years later, four more of this type of boiler were ordered when No.87 was constructed out of Class A No.63 and Nos.72 and 73 were rebuilt from Class U to U2. The remaining boiler was presumably to have a been a spare one to enable speed shopping of engines but in the event it was immediately fitted to No.78. This engine was the last of the NBL engines to be built in 1924 but she had run a considerably greater mileage (442681 miles (712,424.2 km)) than other members of the class by the time she received the new boiler in October 1936.
No.70 did not have its footplate altered when it was rebuilt from Class U to U2; the short footplate made it unpopular with locomotive crews as the cab became very warm in summer and the position of some of the controls, especially the reversing lever, was cramped. It had the same nominal weight, 51 long tons 10 cwt (115400 lb (52.3 t)), as the rest of the class,
The new locomotives were supplied with Fowler-type flush-sided tenders with a capacity of 5 tons of coal and 2500 gallons (11,365.2 l) of water. The rebuilt locomotives were coupled to the original BNCR-type six-wheeled tenders which could carry 6 tons of coal and 2690 gallons (12,229 l) of water.
Apart from a slight difference in the cab, the superb external finish of the NBL engines appears to have given them an advantage in prestige among the crews over the three Belfast-built engines. Although less than half of the class had been built in Glasgow, the U2s gained the general nickname of “Scotch Engines”.
Eleven of the engines were named after Ulster castles and a twelfth, No.87, carried the name Queen Alexandra.
The U2s provided the top-link workings on the NCC until the arrival of the Class W Moguls in 1933. The fastest timing for the Portrush expresses that the U2s worked in 1932 was 82 minutes for the 58.3 miles (93.8 km) from Greenisland to Portrush, over half of the route being over a single line. They also worked the Larne Harbour boat trains, being allowed 30 minutes for the 24⅓ miles, again over a route with a significant proportion of single track.
While most of the class were based at Belfast, Nos.70, 73 and 80 were at one time assigned to Larne shed and Nos.74 and 81 were at Coleraine. In later years, No.77 was also based at Coleraine and would be one of the last engines to work a train over the Derry Central line before it closed.
The U2s performed sterling service during the busiest years of World War II. A typical job was to take over a military train at Antrim that had been worked through from the GNR(I). Having hauled eight bogie coaches from Antrim to the summit of the NCC main line, a stop would be made at Ballyclare Junction to attach carriages that had arrived from Derry or Cookstown on a previous train before travelling on to Larne Harbour where it was common to see trains of twelve or more bogie coaches arriving.
In 1945–1946, Nos.71 and 81 had the diameters of their cylinders reduced from 19–18 in (482.6–457.2 mm). It is possible that the cylinders fitted to No.72 came from Class U1 engine No.3 which had just been withdrawn. Originally fitted with Fowler pattern chimneys that had capuchons
Capuchon (chimney)
A capuchon is a raised lip at the front of a ships funnel or railway steam locomotive chimney. It is intended to prevent down draughts when in motion and encourage smoke to rise. When fitted to ships' funnels the intention is to keep the after decks clear of exhaust smuts...
, some the class, such as No.76, later received a Stanier type and it was said by their crews that they never steamed as well after this alteration.
The Ulster Transport Authority
Ulster Transport Authority
The Ulster Transport Authority ran rail and bus transport in Northern Ireland from 1948 until 1966.-Formation and consolidation:The UTA was formed by the Transport Act 1948, which merged the Northern Ireland Road Transport Board and the Belfast and County Down Railway...
(UTA) arranged a massive sale of withdrawn locomotives in January 1956 which included the first U2s to be withdrawn. These were Nos.70, 79, 82 and 83 at Carrickfergus and Nos.71 and 77 brought up from Ballymena. The remainder of the class were withdrawn over the following seven years. The last to go in June 1962 was No.74 Dunluce Castle which was destined for preservation.
Building and withdrawal data
The following table summarises the building and rebuilding history of the Class U2 locomotives:| U2 No. |
Builder/ Date |
Name | Orig. Class |
Orig. No. |
Re-No./ Date |
Rebuilt as U2 / Date |
Withdrawn |
|---|---|---|---|---|---|---|---|
| 70 | MR, Derby / Jul 1914 | U | 70 | NCC,York Rd / Nov 1924 | Jan 1956 | ||
| 71 | MR, Derby / Jul 1914 | Glenarm Castle Glenarm Castle Glenarm Castle, Glenarm, County Antrim, Northern Ireland, is the ancestral home of the Earls of Antrim.There has been a castle at Glenarm since the 13th century, and it is at the heart of one of Northern Ireland’s oldest estates.... |
U | 69 | 71 / 1923 | NCC,York Rd / Mar 1927 | Jan 1956 |
| 72 | MR, Derby / Dec 1922 | U | 14 | 72 / 1923 | NCC, York Rd /Feb 1937 | Dec 1961 | |
| 73 | MR, Derby / Dec 1922 | U | 15 | 73 / 1923 | NCC, York Rd /Dec 1937 | Jun 1956 | |
| 74 | NBL, Glasgow / Jul 1924 | Dunluce Castle Dunluce Castle Dunluce Castle is a now-ruined medieval castle in Northern Ireland. It is located on the edge of a basalt outcropping in County Antrim , and is accessible via a bridge connecting it to the mainland... |
Jun 1962† | ||||
| 75 | NBL, Glasgow / Jul 1924 | Antrim Castle Antrim Castle Antrim Castle or Massereene Castle was a castle in Antrim, Northern Ireland. It was erected in stages between 1610 and 1666. It was destroyed in 1922 and finally demolished in the 1970s.- History:... |
Jun 1956 | ||||
| 76 | NBL, Glasgow / Jul 1924 | Olderfleet Castle Olderfleet Olderfleet Castle , was an Irish castle, the remains of which stand on the Curran Point to the south of Larne Harbour in Larne Lough, present-day Northern Ireland. Larne Lough was formerly called Olderfleet... |
Sep 1959 | ||||
| 77 | NBL, Glasgow / Jul 1924 | Jan 1956 | |||||
| 78 | NBL, Glasgow / Jul 1924 | Chichester Castle | Mar 1960 | ||||
| 79 | NCC, York Rd / Aug 1925 | Kenbaan Castle | Jan 1956 | ||||
| 80 | NCC, York Rd / Nov 1925 | Dunseverick Castle Dunseverick Castle Dunseverick Castle is situated in County Antrim, Northern Ireland, near the small village of Dunseverick and the Giant's Causeway. Dunseverick Castle and earthworks are Scheduled Historic Monuments in the townland of Feigh, in Moyle District Council area, at grid ref: C9871 4467.Dunseverick Castle... |
Dec 1961 | ||||
| 81 | NCC, York Rd / Dec 1925 | Carrickfergus Castle Carrickfergus Castle Carrickfergus Castle is a Norman castle in Northern Ireland, situated in the town of Carrickfergus in County Antrim, on the northern shore of Belfast Lough. Besieged in turn by the Scots, Irish, English and French, the castle played an important military role until 1928 and remains one of the best... |
Aug 1957 | ||||
| 82 | NBL, Glasgow / May 1925 | Dunananie Castle | Jan 1956 | ||||
| 83 | NBL, Glasgow / May 1925 | Carra Castle | Jan 1956 | ||||
| 84 | NCC, York Rd / May 1905 | Lissanoure Castle | A | 20 | as renewed | NCC,York Rd / Dec 1929 | Dec 1961 |
| 85 | MR, Derby / Jun 1908 | A | 67 | as renewed | NCC,York Rd / May 1934 | Mar 1960 | |
| 86 | NCC, York Rd / Aug 1906 | A | 59 | as renewed | NCC,York Rd / Sep 1934 | Mar 1960 | |
| 87 | MR, Derby / May 1905 | Queen Alexandra* | A | 63 | as renewed | NCC,York Rd / May 1936 | Aug 1957 |
* The name Queen Alexandra was transferred from Class A No.34 to No.63 in November 1932.
† Preserved.
An Irish 2P?
The NCC's Class U2 locomotives showed a strong Midland RailwayMidland Railway
The Midland Railway was a railway company in the United Kingdom from 1844 to 1922, when it became part of the London, Midland and Scottish Railway....
influence in their design and bore a superficial resemblance to the LMS Class 2P 4-4-0
LMS Class 2P 4-4-0
The London Midland and Scottish Railway Class 2P 4-4-0 was a class of steam locomotive designed for light passenger work.- Overview :The class was introduced in 1928 and was a post-grouping development of the Midland Railway 483 Class with modified dimensions and reduced boiler mountings.The...
locomotives. However, one should not regard the U2s as an Irish equivalent of the LMS 2P; they were quite different engines. That the two classes had little in common is shown by a comparison of principal dimensions:
| NCC U2 | LMS 2P | ||
| Driver size: | 6 in 0 in (1.83 m) | 6 in 9 in (2.06 m) | |
| Locomotive weight: | 51 ton 10 cwt | 54 ton 1 cwt | |
| Boiler pressure: | 170 psi (1.17 MPa) | 180 psi (1.24 MPa) | |
| Cylinders: | 19 by 24 in (482.6 by 609.6 mm) | 19 by 26 in (482.6 by 660.4 mm) | |
| Valve gear: | Walschaerts | Stephenson link Stephenson valve gear The Stephenson valve gear or Stephenson link or shifting link is a simple design of valve gear that was widely used throughout the world for all kinds of steam engine. It is named after Robert Stephenson but was actually invented by his employees.... |
|
| Tractive effort: | 17338 lbf (77.1 kN) | 17730 lbf (78.9 kN) | |
LMS NCC
The Class U2 locomotives were painted in crimson lakeCarmine
Carmine , also called Crimson Lake, Cochineal, Natural Red #4, C.I. 75470, or E120, is a pigment of a bright-red color obtained from the aluminum salt of carminic acid, which is produced by some scale insects, such as the cochineal beetle and the Polish cochineal, and is used as a general term for...
(RAL 3002) with yellow and black lining. The LMS crest was carried on the upper cab sides. The initials "NCC" in shaded serif
Serif
In typography, serifs are semi-structural details on the ends of some of the strokes that make up letters and symbols. A typeface with serifs is called a serif typeface . A typeface without serifs is called sans serif or sans-serif, from the French sans, meaning “without”...
gold capital letters were placed centrally on the tender sides. Number plates were brass with raised digits and edge; they were carried on the lower cab sides with another placed centrally on the back of the tender tank. The named engines carried curved nameplates fitted above the leading driving wheel splashers. Buffer beams and number plate and name plate backgrounds were painted red. The engine number
Engine number
-Automobiles:Every vehicle engine is marked with an engine number by the factory. The engine number includes coded information, which can be decoded to reveal information such as year of manufacture, country of manufacture, and engine type.-Trains:...
was applied to the front buffer beam in shaded gold digits.
During World War II, the engines were painted black. Red buffer beams and number plate and name plate backgrounds proved additional relief from the somber effect. However, No.81 received a coat of maroon paint in 1941 when it was overhauled at the Great Northern Railway of Ireland works at Dundalk in County Louth.
Post war livery continued to be black but enlivened by vermilion lining.
UTA
Following transfer of ownership to the UTA, locomotive No.80 Dunseverick Castle was turned out in an experimental olive green livery in late 1948.However, the livery that the UTA finally adopted saw the engines painted black with vermilion and yellow lining. Buffer beams, name and number plate backgrounds were red and the practice of putting the number on the front buffer beam was continued.
The UTA roundel, 14 inches (356 mm) in diameter, with "Ulster Transport" in orange block capitals, lined in red, surrounding a white shield bearing the Red Hand of Ulster
Red Hand of Ulster
The Red Hand of Ulster is a symbol used in heraldry to denote the Irish province of Ulster. It is less commonly known as the Red Hand of O'Neill. Its origins are said to be attributed to the mythical Irish figure Labraid Lámh Dhearg , and appear in other mythical tales passed down from generation...
, all on a mid-green background, was placed in the middle of the tender sides.
Preservation
No.74 Dunluce Castle was restored to LMS (NCC) livery at the UTA's Duncrue Street workshops during late 1962 and in April 1963 was transferred to the Belfast Transport Museum. This locomotive can now be seen in the Ulster Folk and Transport MuseumUlster Folk and Transport Museum
The Ulster Folk and Transport Museum is situated in Cultra, Northern Ireland, about east of the city of Belfast. It comprises two separate museums, the Folk Museum and the Transport Museum...
, Cultra, Holywood, Co. Down. BT18 0EU.