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Home > Steam > 45151

45151 to 45170

  • Axle: 1'D
  • Total quantity: 20
  • First year: 1940/41
  • Manufacturer: North British Locomotive
  • Type: LMS Stanier 8F


  • 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 and working on the Gloucestershire Warwickshire Railway "The Honeybourne Line".
  • 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 orderLeft NBLQtyWD No.VesselRemark
L9321/19413343 to 345Jessmore(4th)3 lost in N. Atlantic when Sunk 21/2/41 after another vessel, Baron Haig, collided with her on 19/2/41
L9321/19416346 to 351City of Mannilla 
L9323/19416339 to342; 352; 353City of Newcastle 
L9323/19413357 to 359Aliphant 
L9324/19414338; 354 to 356Berhala4 lost when the ship was torpedoed near Freetown, 23/5/41.
L9366/19411522Allioth 
L9366/19412523; 524Senalder 
L93619432552; 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

See also 45161 in Çamlik Museum

45161

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 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

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)

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, Çamlik Museum, June 1998. Photo JP Charrey

45161 repainted in June 2001. 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

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

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

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. NbrManuf. DateManufacturerManuf. NbrWD nbrremark
451511941North British24672524 as 364 
451521941North British24671523 as 363 
451531941North British24657357Dumped Cankiri
451541941North British24658358 
451551941North British24659359 
451561941North British24646346 
451571941North British24651351 
451581941North British24650350 
451591941North British24649349 
451601941North British24648348Preserved in UK Toddington
451611941North British24670522 as 362Camlik Museum
451621941North British24647347 
451631941North British24639339 
451641941North British24642342 
451651941North British24653353Dumped Alasehir
451661941North British24641341Previously dumped Sivas - repatriated to UK December 2010
451671941North British24652352 
451681941North British24640340Plinthed Izmit
451691942North British24749552 
451701942North British24755554Previously dumped Sivas - repatriated to UK December 2010

Engine main characteristics

Engine
Engine axle type1'D
Driving wheel dia1435 mm
Front bissel wheel dia1003 mm
Rear bissel wheel dian/a mm
Number of cylinder2
Cylinder diameter470 mm
Piston stroke711 mm
Boiler pressure15,5 bar
Grate surface2,67 m2
Boiler pipe length3,914 m
Heating surface153,29 m2
Superheating surface21,8 m2
Overall length10,9 m
Fixed wheel base length5,258 m
Coupled wheel base length5,258 m
Overall wheel base7,925 m
Weight empty66,2 T
Weight loaded73,2 T
Adhesion weight63,1 T
Load per driving wheel15,775 T
Max speed70 km/h
Tractive effort14,7 T
Power (HP)1620 HP
Tender
Tender axle type3
Wheel dia1295 mm
Overall length8,1 m
Wheel base length4,572 m
Tender water capacity18,2 m3
Tender coal capacity9 T
Tender weight empty26,5 T
Tender weight loaded54,9 T
Engine + Tender
Loc + tender length19,22 m
Loc + tender wheel base16 m
Loc + tender weight128,1 T

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Page last modified on 11/01/2014 12:12