LMS Stanier Mogul 42968
|LMSLondon Midland & Scottish Railway StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 MogulLocomotive with a 2-6-0 wheel configuration 42968|
42968 at Highley in 2009
|Built By||LMSLondon Midland & Scottish Railway Crewe Works|
|BRBritish Rail or British Railways rating||5MTThe British Railways system of classifying steam locomotives by power using a number from 0, least powerful, to 9, most powerful, followed by either F for freight, P for Passenger or MT for Mixed Traffic.|
|Other Numbers||13268, 2968|
|Designed By||William StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944|
|Type||StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 MogulLocomotive with a 2-6-0 wheel configuration|
|1973||Arrived on SVRSevern Valley Railway|
|1990||First steamed in preservation|
|1991||Entered regular service on SVRSevern Valley Railway|
|1998||Withdrawn for overhaul|
|2013||Withdrawn for overhaul|
|Tractive effort||26,290 lb|
|Pressure||225 lb/sq in|
42968, originally numbered LMSLondon Midland & Scottish Railway 13268 and later LMSLondon Midland & Scottish Railway 2968 is the sole surviving example of a StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 MogulLocomotive with a 2-6-0 wheel configuration, one of the first classes designed by StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 after his arrival on the LMSLondon Midland & Scottish Railway.
The StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 MogulLocomotive with a 2-6-0 wheel configuration
The MogulLocomotive with a 2-6-0 wheel configuration was only the second new design to be completed for (Sir) William StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 following his appointment as CMEChief Mechanical Engineer for the LMSLondon Midland & Scottish Railway in January 1932. Although they were built at Crewe, they were designed at Horwich and were a development of the Hughes Crab 2-6-0 (the "Horwich MogulLocomotive with a 2-6-0 wheel configuration"). They had a Horwich-style cab and narrow riveted (FowlerHenry Fowler, Chief Mechanical Engineer (CME) of the Midland Railway 1909-1923, and of the London, Midland and Scottish Railway 1923-1933 type) tender, with coal rails. Features that StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 brought from the GWRGreat Western Railway included a tapered boiler which had a higher working pressure than the Crab. This allowed the cylinders, which were 3" smaller in diameter, to be mounted horizontally: the only StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 design to do so.
Forty were built between October 1933 and March 1934 as part of a single Lot (Lot 104). StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 then produced a larger 4-6-0 for his mixed traffic class, the LMS Black Five Class. Probably due to the success of this design, no further Moguls were built.
The Moguls were originally designated as class 4FThe British Railways system of classifying steam locomotives by power using a number from 0, least powerful, to 9, most powerful, followed by either F for freight, P for Passenger or MT for Mixed Traffic. when new, subsequently altered to 5P4F in 1934 and 5P5F in 1938/9. BRBritish Rail or British Railways rated the class 5MTThe British Railways system of classifying steam locomotives by power using a number from 0, least powerful, to 9, most powerful, followed by either F for freight, P for Passenger or MT for Mixed Traffic.. They were initially numbered 13245–13284 (following on from the Crabs), becoming 2945–2984 in 1934 (the Crabs becoming 2700–2944). BRBritish Rail or British Railways added 40000 to their numbers so they became 42945–42984. The Moguls were always painted black, normally lined out except during the 1940s and towards the end of steam.
The type was sometimes referred to by railwaymen as "North West Crabs". They were mainly found on the ex-LNWRLondon & North Western Railway system where they were regularly used on heavy freight duties, often at night. As a mixed traffic loco they were also used on passenger workings, particularly on summer reliefs, and occasionally on express work, usually deputising when a larger locomotive was unavailable (see below).
42968 in service
42968 was originally numbered 13268, and entered traffic on 24 January 1934, allocated to Willesden shed. The locomotive was renumbered as 2968 in September 1935, and over its lifetime was allocated to a wide variety of sheds on the LMSLondon Midland & Scottish Railway Western Division, mostly in the North-West but including spells at Aston, Bescot and Nuneaton. On 31 December 1958 42968 replaced 46239 City of Chester on an UpIn reference to the direction of travel means towards the major terminus (i.e. towards Kidderminster on the present day SVR) express service after it failed at Carnforth, working the train as far as Crewe. It was noted on another express passenger service at Bromsgrove on 8 August 1959, the 08:40 Bournemouth to Bradford (Exch).
By 1960, 42968 had covered over 700,000 miles. Its final shed before withdrawal in 1966 was Springs Branch. On of the locomotive's duties that year was a Wigan Area brake van tour on 13 August 1966. Its last recorded working was on 14 December 1966 when noted passing Preston on the 6:35pm parcels train ex-Liverpool Lime Street Station.
42968 in preservation
Restoration and first boiler ticket
Following withdrawal on 31 December 1966, 42968 was purchased for scrap by Woodham Bros. By 1969 all other members of the class had been cut up, and the Stanier Mogul Fund was formed in 1970 to preserve her as an important example of an early StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 locomotive. Fund raising was helped by a raffle organised by the SVRA North West Branch in 1973.
After four years the Fund had raised Woodham Bros's asking price, with a cheque for £3,575 (including VAT) being handed to Dai Woodham on 1 September 1973, in time to avoiding a pending £500 increase. A working party at BarryWoodham Brothers Scrapyard, Barry, South Wales. The source of many locomotives now in preservation. on 10-14 November prepared the loco for rail movement, after which the loco was hauled to the SVRSevern Valley Railway, arriving at Bewdley on 14 December 1973.
Restoration began at Bridgnorth following a move there in July 1974. At the time, SVRSevern Valley Railway News reported the SMF's optimistic estimate that this would take around three years and cost around £3,000.[note 1] Initially the locomotive was stored outside and moved from place to place around the yard, making work increasingly difficult. By Autumn 1975 some work had been carried out to prevent further deterioration, but the locomotive was stored awaiting 'finance and labour'.
In 1977 the group secured a "semi-permanent' resting place at the side of the goods shed" and momentum picked up. 1981 saw work in progress on the motion and brake rigging, with the boiler loosened ready for attention from the boilersmiths. The following year a new drag box was completed and new forged motion parts obtained. In 1985 mechanical repair work was completed, but new pipework was being fabricated in line with a new SVRSevern Valley Railway policy that ex-BarryWoodham Brothers Scrapyard, Barry, South Wales. The source of many locomotives now in preservation. engines should be fitted with new pipework before the boiler was repaired. Work on the tender took place in 1986 while funds were raised for the boiler overhaul which began in early 1987. After passing its hydraulic test, the boiler was steamed for the first time on 11 October 1988. A new smokebox ring was required which delayed the final assembly during 1989.
The loco moved under its own steam for the first time in preservation on 12 November 1990, completing two light engine round trips between Bridgnorth and Highley. After further light engine trips on the following Thursday, two ECSEmpty Coaching Stock return trips to Kidderminster were scheduled for Monday 19 November. The first of these was terminated at Highley due to a bomb scare at the BSCBritish Steel Corporation, or British Sugar Corporation Foley Park factory, but the afternoon trip was completed without incident. The locomotive officially entered SVRSevern Valley Railway service on 13 April 1991 in LMSLondon Midland & Scottish Railway livery numbered 2968. Unfortunately, it had to be withdrawn from traffic in December 1993 due to a loose tyre. The autumn 1993 "Tyre a MogulLocomotive with a 2-6-0 wheel configuration in 1994" raffle organised by the SVR Macclesfield Branch and drawn in January 1994 raised over £4,000 net to assist with the total cost of more than £15,000. Following tyre replacement 2968 re-entered service in December 1994. The tender tank was also due for replacement so 2968 temporarily borrowed the StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 tender from Black Five 45110
In 1996 42968 was mainline-certified, and over the next two years hauled a number of main-line railtours, including the Settle-Carlisle line from Crewe to Carlisle. She also took part in the 1998 "Steam On The Met" event. 42968’s main line career included a couple of ‘firsts’:
- On 22nd November 1997, 42968 and 7325 were the first steam locos in preservation to work a train over the 1:38 Lickey Incline.
- On 3rd January 1998, 42968 set off on a rail tour from Shrewsbury to Newport and Gloucester via the Central Wales line. At Llandrindod Wells it was discovered that the track ahead was flooded, so 42968 drew the train back to Craven Arms running tender first, then ran around to take a detour via the Welsh Marches route. This was the first time that a steam-hauled special had been rerouted mid-tour.
In 2001 the StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 MogulLocomotive with a 2-6-0 wheel configuration Fund produced “A Pictorial History of 2968 The Mighty MogulLocomotive with a 2-6-0 wheel configuration”. This includes comprehensive reports and pictures of the locomotive’s main line tours. Copies of this publication may still be available from the SMF’s sales stand. A complete list of main line appearances is as follows:
|Date||Tour name||Route||Notes||Web||SVRSevern Valley Railway News|
|31 Aug 1996||Kidderminster-Gloucester + return||Test run with support coach||121-44|
|07 Dec 1996||Lyndum Fayre||Dorridge - Lincoln - Dorridge||SBJ|
|21 Dec 1996||Cumbrian Mountain Express||Crewe - Carlisle||Deputising for 60009 Union of South Africa|
|04 Jan 1997||Cumbrian Mountain Express||Carlisle - Crewe||Deputising for 60009 Union of South Africa||SBJ||122-4|
|11 Jan 1997||Taffy Apple||Worcester Shrub Hill - Swansea - Worcester||D/H with 7325||UKS||122-4|
|08 Mar 1997||MogulLocomotive with a 2-6-0 wheel configuration Mountaineer||Crewe - Copy Pit - York||SBJ||123-7|
|18 Oct 1997||Welsh Dragon||Port Talbot - Shrewsbury||Gross load 365 tons, or 50% overload||SBJ||125-9|
|19 Oct 1997||Ynys Mon Express||Crewe - Holyhead - Crewe||SBJ||126-46|
|25 Oct 1997||Meldon Meanderer||Bristol - Exeter - Meldon Quarry||D/H with 7325, replacing 7802 (failed with hot box at Bristol)||SBJ||125-70|
|08 Nov 1997||Pilgrims Progres||Exeter - Plymouth - Bristol||D/H with 7325||SBJ||125-70|
|15 Nov 1997||Hardy Flyer||Bristol Temple Meads - Yeovil Pen Mill - Bristol||D/H with 7325||SBJ||126-48|
|22 Nov 1997||Lickey Incliner||Bristol-Bromsgrove-Stourbridge-Gloucester||D/H with 7325, first preserved steam on the Lickey Incline||SBJ||126-2|
|12 Dec 1997||Chester Chuffer||Wolverhampton - Chester - Wolverhampton||UKS||126-49|
|03 Jan 1998||Central Wales Adventurer||Shrewsbury - Llandrindod Wells* - Craven Arms* - Gloucester||*Tour re-routed due to flooding||UKS||126-50|
|31 Jan 1998||Inclined Salopian||Gloucester - Lickey Incline - Bescot||D/H with 7325||UKS||126-49|
|16 May 1998||Steam on the Met||Amersham-Watford shuttles||UKS|
|17 May 1998||Steam on the Met||Amersham-Watford shuttles||UKS||127-15|
|23 May 1998||Steam on the Met||Amersham-Watford shuttles||UKS|
|24 May 1998||Steam on the Met||Amersham-Watford shuttles||UKS|
|25 May 1998||Steam on the Met||Amersham-Watford shuttles||UKS||127-32|
|For further information on sources and references, see The Severn Valley Railway on the main line|
A boiler inspection in February 1998 found that firebox crown stays were wasted below Railtrackprivate sector owner of the national railway system from 1994 until 2002, created as part of the privatisation of British Rail. Succeeded by Network Rail requirements for main line working, curtailing further railtours. However the locomotive continued in SVRSevern Valley Railway service and was invited by London Underground to take part in that year's 'Steam on the Met'.[note 2] During the next annual boiler examination in October 1998, the condition of the firebox side stays was found to be poor and the locomotive was immediately withdrawn from traffic and placed into store at Bridgnorth..
Second boiler ticket
Work began on the 'bottom end' while awaiting space in the boiler queue. The boiler was eventually lifted for repair and moved into the boiler shop on 20 October 2000, by which time the SMF had decided that the locomotive would re-enter service in later BRBritish Rail or British Railways mixed traffic lined black livery as 42968. Boiler repair work included fabrication of a new copper tube plate for the firebox to replace the original cracked one. By autumn 2002 the boiler had been successfully steam tested and reunited with the frames, and following reassembly including fitting of a new cab roof, the overhaul was completed in in time for a return to service in 2003
During the overhaul, it had been the SMF's intention to return to the main line. However a number of obstacles arose:
- EWSEnglish, Welsh & Scottish Railway, a rail freight company decided that they would only operate air brake fitted trains; the fitting of air braking to 42968 was ruled out on cost grounds.
- Issues had been found with the TPWS equipment fitted to other mainline locos. The SMF authorised the necessary repair work and advertised runs over the Cambrian Coast line in October 2004. However RESCO were unable to provide staff to carry out the necessary certification in time.
- Further runs were planned for March 2005. RESCO then decided that a full survey of the locomotive would be necessary at a cost of £12,495 plus VAT as the original registration from the first period of mainline running had not been maintained 'for some unknown reason'.
Faced with this additional expenditure, as well as the possibility of further costs being required to achieve re-certification, the SMF reluctantly decided that 'enough was enough'. Instead, 42968 went on to enjoy "an immensely successful and reliable 10 years in service" on the SVRSevern Valley Railway, recording twice the mileage of its previous running period and reaching the '100,000 miles in preservation' landmark on Boxing Day 2010. It also made visits to the Crewe Works Open Day and gala appearances at the Great Central, Worth Valley, Llangollen and West Somerset Railways. 42968 also appeared in the BBC 2 drama 'Dancing on the Edge' directed by Stephen Poliakoff.
During 2009 the small tubes were replaced. In June 2010 the tyres on the tender wheels were found to have developed bad flats. The tender was withdrawn and the StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 tender from Black Five 45110 was again attached to allow 42968 to remain in service. The tender’s tyres were replaced and the tender given a full overhaul during 2011-12, the engine regaining her correct tender in March 2012.
In summer 2011 John Hancock reported in SVRSevern Valley Railway News that "Someone left an empty wheelbarrow on a crossing at Hampton Loade, I assume deliberately, and we found it. 2968 was unscathed, the barrow very scathed indeed. I last saw the battered remains on top of the oil tank at Bewdley shed, with a "Sold, Subject To Contract" sign in front of it."
42968's second boiler certificate expired in January 2013.
Third boiler ticket
The latest overhaul began in early 2014, with the boiler lifted from the frames on 22 July of that year. The volunteers continued to work on the 'bottom end', while the boiler was moved to the 'Boilershop Park' in early 2016 for preparatory work ahead of a move into the boiler shop when space became available.
By 2017 a new rear dragbox had been completed. At the end of 2018 work was advancing on the chassis and completion of the boiler was forecast for the following year. By the end of 2019 the locomotive had been re-wheeled, although the boiler was proving to be "the frustration of the boiler shop".
Progress was then inevitably affected by the 2020 coronavirus disease (COVID-19) pandemic. The boiler successfully passed a hydraulic test in March 2023, marking the start of a new '10-year ticket', and passed its steam test on 19 June 2023. In October 2023 it successfully moved under its own power and was undergoing commissioning as No 2968 in unlined black, with a repaint into its original lined livery and original number 13268 planned for early 2024. On 21 October 2023 it travelled light engine to Kidderminster to coincide with the AGM of the owning group the StanierWilliam Stanier, Chief Mechanical Engineer (CME) of the London, Midland and Scottish Railway 1932-1944 MogulLocomotive with a 2-6-0 wheel configuration Fund.
After further running in trials, it is anticipated that 2968 will re-enter service in late 2023.
- Steam Locomotives
- The Severn Valley Railway on the main line
- SVR-based locomotives visiting other events
- Locomotives running under different identities
- Greaves and Norman's Pictorial History suggested an even more optimistic estimate of two years and £1,000 to complete the restoration. In the event it would take around 16 years and cost over £100,000.
- London Transport was not part of the Railtrackprivate sector owner of the national railway system from 1994 until 2002, created as part of the privatisation of British Rail. Succeeded by Network Rail network and agreed that the locomotive's 'heritage' boiler certificate was acceptable.
- SVRSevern Valley Railway News 29, 30
- SVRSevern Valley Railway News 30
- SVRSevern Valley Railway News 33
- SVRSevern Valley Railway News 47
- SVRSevern Valley Railway News 61, 66
- SVRSevern Valley Railway News 75,76
- SVRSevern Valley Railway News 80, 83
- SVRSevern Valley Railway News 96
- SVRSevern Valley Railway News 98
- SVRSevern Valley Railway News 135
- SVRSevern Valley Railway News 140, 141
- SVRSevern Valley Railway News 153
- SVRSevern Valley Railway News 210
- SVRSevern Valley Railway News 174
- SVRSevern Valley Railway News 188
- SVRSevern Valley Railway News 193
- SVRSevern Valley Railway News 199
- SVRSevern Valley Railway News 204
- SVRSevern Valley Railway News 208
- SMF Overhaul Update
- National Preservation Forum
- National Preservation Forum SVR Loco Newsy News / discussions