45151 to 45170

• Unit 45160 (WD348) was bought back in 1989 by private British collectors and transferred to the United Kingdom. She is now restored to the original LMS type.
• Units 45166 and 45170 were brought back to UK in 2010. 45170 is now in Scotland while 45166 moved back to Israel.
• Other WD 8F preserved: LMS 8233 (WD 307), this engine served in Persia and Egypt before returning to the United Kingdom, where it is preserved in working order. It is currently based on the Severn Valley Railway.

History

Just before World War II, the British War Department (WD) realized the need for a modern engine, suitable for service on the front and choose an existing design from the LMS: the 8F type designed under the leadership of Sir William Stanier. From 1939 to 1941, the WD placed orders for a total of 208 engines with three suppliers: North British Locomotive, Beyer Peacock and Vulcan Foundry. In addition, the WD requisitioned 51 engines from the LMS in 1941. The delivery started in May 1940 and the engines were soon dispatched to Egypt, Palestine and Persia on military assignments. In 1944, some engines went to Italy.

Around March 1940, the British Government took the decision to send 25 8F to Turkey for the following reasons:

• the engines were a partial replacement for a pre war contract for 58 (or 68?) locomotives, 2-10-0 of the 1E type that could no longer be supplied by the British industry under the original price and conditions.
• Britain feared that friendship of neutral Turkey could not be maintained if it did not send some equipment. Remember that in 1943, Germany supplied to Turkey 53 BR52 kriegsloks . * The Turkish government made sure that this fact was well known to British spies.
• The Allies wanted Turkish railways to keep improving should a military supply route through Anatolia become needed.

This first shipment showed that the 8F were suitable for Turkey and the British Government announced in 1941 that the last batch of 24 8F being built will be send to Turkey as well. But this did not happen as British put the engines to work on the LMS. However, 2 units were finally shipped to Turkey in 1943.

Engine delivery

WD order	Left NBL	Qty	WD No.	Vessel	Remark
L932	1/1941	3	343 to 345	Jessmore(4th)	3 lost in N. Atlantic when Sunk 21/2/41 after another vessel, Baron Haig, collided with her on 19/2/41
L932	1/1941	6	346 to 351	City of Mannilla
L932	3/1941	6	339 to342; 352; 353	City of Newcastle
L932	3/1941	3	357 to 359	Aliphant
L932	4/1941	4	338; 354 to 356	Berhala	4 lost when the ship was torpedoed near Freetown, 23/5/41.
L936	6/1941	1	522	Allioth
L936	6/1941	2	523; 524	Senalder
L936	1943	2	552; 554		Replacement on insurance of units lost on the Jessmore
	Total:	27			Total lost:7

The 8F were shipped partially broken down, in 23 crates. The biggest component was the assembled frame and cylinders weighting 25T. The ships went by way of the Cape and the Suez Canal and were unloaded at Port Said. This coincided with the German Afrika Korp attacking towards Egypt. Thus the 8F transfer towards Turkey while all the port resources were used to move war supplies for the British Army. This delay was used to prepare the port of Iskenderun to received the 8F as well as 600 wagons that were part of the order. The cranes were overhauled and the port track layout altered. Once in Iskenderun, the locomotives parts were send by train to Sivas for assembly under the supervision of Mr. R.G.Jarvis from the LMS. The Turkish railway men immediately dubbed them 'Churchills'. JPW Rowledge reports in "Heavy Goods Engines of the War" that "for the benefit of the Turkish owners, Derby produced a very comprehensive description and maintenance manual, in English of course".

In the long run, The 8F proved not very suitable for main line work in Turkey:

• they were not powerful enough to tackle the heavy grades.
• they lacked drop grates essentials for long distance running (to be checked).

They were soon transferred to local and shunting works throughout the network. The constant state of motive power shortage in Turkey kept them working well into the 1980's.

Pictures

45161 in Eskişehir Works 19th April 1956. Photo Alan Swale.

45165 at Çankiri resting between shunting operations, 30 March 1974. Photo Robin Lush	45165 at Çankiri 30 March 1974. Same loco viewed from the traditional front three quarter angle. Notice the engine has been cleaned but not the tender. Photo Robin Lush
War Departement Engine n°354 official picture on delivery. This engine was lost during shipping was never actually in Turkey (Col. Mitchell Library)	45161, Çamlik Museum, June 1998. Photo JP Charrey
45161 repainted in June 2001. Photo JP Charrey	Same engine next to carpets drying in the sun, August 1996. Photo JP Charrey
45165 at Çankiri 30 March 1974. Front end detail. Photo Robin Lush	45160 now fully restored to its original LMS condition. In 2010, she was sporting her original TCDD plates. August 2010. Photo C. Hanley. See more about 45160

Engines numbers

Eng. Nbr	Manuf. Date	Manufacturer	Manuf. Nbr	WD nbr	remark
45151	1941	North British	24672	524 as 364
45152	1941	North British	24671	523 as 363
45153	1941	North British	24657	357	Last reported 1994 as derelict at Cankiri TCDD depot. Tender separated and used for oil storage
45154	1941	North British	24658	358
45155	1941	North British	24659	359
45156	1941	North British	24646	346
45157	1941	North British	24651	351
45158	1941	North British	24650	350
45159	1941	North British	24649	349
45160	1941	North British	24648	348	Preserved in UK, as LMS 8274, currently at Great Central Railway – Nottingham
45161	1941	North British	24670	522 as 362	Camlik Museum
45162	1941	North British	24647	347
45163	1941	North British	24639	339
45164	1941	North British	24642	342
45165	1941	North British	24653	353	Moved from Alasehir dump about 2012. Externally restored and plinthed in Istasyon Park, outside Sincan station, Ankara in Jan 2013
45166	1941	North British	24641	341	Previously dumped Sivas - repatriated to UK December 2010. Resold 2012 to Israel for display at Beer-Sheva Ottoman Railway station, Israel as 70414
45167	1941	North British	24652	352
45168	1941	North British	24640	340	Plinthed at Izmit old station
45169	1942	North British	24749	552
45170	1942	North British	24755	554	Previously dumped Sivas - repatriated to UK December 2010 and now at the Museum of Scottish Railways in Bo'ness

Engine main characteristics

Engine

Engine axle type	1'D
Driving wheel dia	1435 mm
Front bissel wheel dia	1003 mm
Rear bissel wheel dia	n/a mm
Number of cylinder	2
Cylinder diameter	470 mm
Piston stroke	711 mm
Boiler pressure	15,5 bar
Grate surface	2,67 m2
Boiler pipe length	3,914 m
Heating surface	153,29 m2
Superheating surface	21,8 m2
Overall length	10,9 m
Fixed wheel base length	5,258 m
Coupled wheel base length	5,258 m
Overall wheel base	7,925 m
Weight empty	66,2 T
Weight loaded	73,2 T
Adhesion weight	63,1 T
Load per driving wheel	15,775 T
Max speed	70 km/h
Tractive effort	14,7 T
Power (HP)	1620 HP

Tender

Tender axle type	3
Wheel dia	1295 mm
Overall length	8,1 m
Wheel base length	4,572 m
Tender water capacity	18,2 m3
Tender coal capacity	9 T
Tender weight empty	26,5 T
Tender weight loaded	54,9 T

Engine + Tender

Loc + tender length	19,22 m
Loc + tender wheel base	16 m
Loc + tender weight	128,1 T

Pictures of 45161 in Çamlık

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