#lner w1

[hazel-of-sodor]

What are they doing?

They're express engines. They're discussing the state of the railway (gossiping)

but fun thing, there are only 4 A4s here

far right isn't an A4, it's Hush Hush

yep, the LNER's rebuilt white elephant. By all acounts I've found, post rebuild she was just a non-standard A4. Although it is worth noting Gresley was considing rebuild the A4s with the boiler fit to no.10000, so he was impressed with that at part of the rebuild at least.

heading left, we have Golden Eagle

Empire of India (my beloved)

Golden Shuttle, who was later renamed Dwight D. Eisenhower and Preserved

and Dominion of New Zealand

[burgerking-offical]

oh boy i really have been dead here’s an LNER W1 class

[the-time-lord-oracle]

Hornby's models of the unique LNER W1 Baltic. Neat that they do the locomotive in both it's original water-tube boiler form and it's later rebuilt form.

[northern-fail]

Minecraft trains!

The LNER W1, both in its original form with its water tube boiler and later after the boiler replacement and streamlining, both in different LNER liveries to the ones they wore.

A train based off the C&O’s Chessie, except this one has a nuclear locomotive ☢️.

A 500 Series Shinkansen (with a different arrangement of coaches and a Gran Class car, but you can’t see that from the outside).

A train based off the E4 Series Shinkansen, but with a modified nose modelled off the N700S.

[askyoungiron]

Green Arrow, do you know why the other LNER engines hate the W1 so much? (Also, you're my favorite.)

Green Arrow: Other engines opinions of you essentially comes down to how you performed and more importantly how Sir Gresley percieved you. A lot of the engines on the Flying Scotsman's express prided themselves on certain values and that was to perform well, look spotless and be affable and pleasant to passengers. (Why Great Northern worked on the line I have no idea).

The Hush Hush was considered bulky and ugly, ignored passengers and was considered a failure by the Gresley himself and so they where very much outcast because of it and 'Galloping Sausage' became a nasty nickname for it.

You don't ignore passengers on the Flying Scotsman Line. It's just not accepted. Passenger hospitality is their number one concern.

The Flying Scotsman line was like the celebrity line of the LNER. Engines strived to be on it and if you were rejected from by either the engines or the directors, like the W1 was, then you were effectively doomed.

So there was a lot of reasons why W1 was never liked.

(Nice to know someone has TASTE!)

[multifandomlover-usa]

since im bored an because i want ill tallk a small bit about an oc i have.

his name is river. his class is the lner w1. he atleast for rght now resieds in an Edinburgh scrap yard. he dosen't have a tender. he is lacking 4 of his 6 driving wheels and lacking his streamlining and his cupling rods were scaped into bean tins.

the scraers slowly scrap him i there free time when they aren't doing other important things. and that all i have sadly since im not the best with story idea's.

[tornadoyoungiron]

G a l l o p i n g S a u s a g e

[davidarkwright2trains]

The LNER W1 No. 10000 (also known as the Hush-Hush due to its secrecy) was an experimental steam locomotive fitted with a high pressure water-tube boiler.

[a-frodingham-shed]

Post war locomotive classes of the LNER. Part 1: Steam locomotives

I’ve now finally reached the part of been wanting the cover in a coherent blog post for a while. locomotives.

all the number sequences mentioned are relevant after 1953

Arthur Peppercorn locomotives:

B3 4-6-0 No.701-740 The final development of LNER 4-6-0s, featuring 6ft 8in drivers and a 250psi tapered boiler.

K7 2-6-0 No.1913-1999

A development on the Thompson/Peppercorn K1, this loco features the same cylinders and wheels, but a shorter wheelbase for working on Branchlines. As a first for LNER locomotives it also features a tender-cab to allow for easier tender first running in adverse weather. (the classification is pushed from K6 to K7 due to already having a freelance pre grouping locomotive with that classification on the roster)

L2 2-6-4 No.9100-9199

An improvement on the Thompson L1, utilizing 5ft 8in drivers to give a higher turn of speed.

M1 4-8-2 No.300-339

The culmination of a concept that was first proposed by Gresley in 1938, the need for an 8-coupled 6ft 8in design was identified because 8 coupled designs like the P2 proved better at maintaining speed when ascending grades over a more powerful pacific, had it been built this design would have had a 250 psi boiler, possibly of a shared design with Peppercorn’s pacifics, and some 40,000-45,000lbs of tractive effort.

O3 2-8-0 No. 6000-6199

largely based on the Thompson O1, these locomotives however were built brand new and featured a number of detail differences.

O7/2 2-8-0 No. 3000–3468 (mixed in with O7/1 “WDs”)

a rebuilding scheme of the 469 “WD” 2-8-0s brought into LNER stock after WW2 with LNER standard cylinders, cab, valve gear and 100a boilers.

Non-LNER steam locomotives adopted into stock

Yorkshire engine company J95 0-6-0ST No.7350-7549

Arthur Peppercorn’s original plan had been to order additional numbers of class J50. however after trialing a standard YEC 0-6-0 saddle tank based on an earlier Hunslet design the board of the LNER were impressed enough with its performance to order an additional 199 as the standard shunting locomotive.

USATC Ex-S160 O8 2-8-0 No.5756-5955

In addition to the 469 WDs brought into LNER stock an additional purchase of 200 surplus S160 2-8-0s was undertaken. These were classified as O8 and became known as “Texans” by the enginmen of the LNER, in time members of the class were rebuilt with standard LNER components as class O8/2.

J. F. Harrison locomotives:

A9 4-6-2 No.200-249

A direct development on Peppercorn’s 6ft 8in A1 Pacific, these featured many of the advancements of the era including thermic syphons, automatic stoker, roller bearings throughout, precision balanced motion, rocking grate, self cleaning smokebox and rotary valve gear.

A10 4-6-2 No.600-679

same principles as above, but applied to Peppercorn’s 6ft 2in A2 pacific.

H1 2-8-4 No.6450-6599

a development 2-8-0 heavy frieght locomotives designed in direct response to the LMS’s “9F” 2-10-0s, the aim with this design was to dramatically increase steaming capacity over a typical 2-8-0, so the tapered boiler from a Pacific was used in conjunction with a massive 70ft firebox, in another first for LNER tender locomotives it featured a separate trailing truck under the firebox and cab, rather than a fixed cartazzi and bissel truck hybrid arrangement as on the W1

H2 2-8-4t No.6850-6949

A result of the collieries passing into the hands of the Big four, this 100 strong class was directly based off of the post war standard 2-8-0s and built for hauling long coal trains directly from the collieries and mines to the large marshalling yards around Yorkshire, Tyneside, County Durham and Northumbria.

I1 2-8-6T No.6950-6964

a development of the H2 in an attempt to improve coal capacity, the only locomotive in Britain to feature a 6 wheel bogie.

J1 0-6-0 No.4000-4169

An outside cylindered 0-6-0 tender engine based of the chassis of the J95, but with a much larger boiler, these featured the same tender cab as the K7.

K8 2-6-0 No.2225-2499

A larger mixed traffic 2-6-0 with 5ft 8in drivers based on the Gresley K3.

L3 2-6-4 No.9200-9249 

Based heavily on a much earlier 6ft 2in design intended for the GE (see above image), this update of the design was intended for working stopping passenger trains on the Great Central section of the LNER, though they could be found working elsewhere from time to time.

M2 4-8-2 No.340-399

A continuation of LNER 4-8-2 design, this locomotive featured all the modcons of his Pacific designs, as well as 6ft 2in drivers and a 300psi boiler, bringing the tractive effort to an immense 47,000lbs.

M3 4-8-2 No.400-409 The last step in LNER express steam locomotive design, this was a monster 400psi 4 cylinder compound with a yarrow firetube boiler and an estimated tractive effort close to 50,000lbs.

O5 2-8-0 No.6200-6399. A final development of LNER 2-8-0 design, featuring roller bearings, rotary valves, Thermic syphons, tapered boiler and double chimney. R1 4-8-4 “Windcutter” No.6400-6449

The final class of LNER steam locomotive, these were designed with 5ft 6in drivers and utilized a Pacific boiler for hauling express freights known as “windcutters” along the Great Central, afterwhich they earned their nickname

[dragonkingofthestars-recove-blog]

The Engine i know for sure as being nicknamed Galloping sausage  was the LNER Class W1, the aforementioned experimental high pressure steam engine. Even wikipeida lists the “ Galloping Sausage” nickname and a few other sources confirm it. I got the idea behind the headcanon when I found out about the Engine from train of thought’s video on the subject: .

I now love Audrey’s railway series more for using this little bit of trivia as a plot point.

Broke Headcanon: Gordon does not like being called a galloping sausage because it's rude. Woke headcanon: galloping sausage was the nickname of a high pressure steam engine prototype designed by Nigel Gresley, it was a failure and so had it's boiler scrapped to be built as a normal engine. So calling Gordon a "galloping sausage" is saying "Your a failed prototype, and I hope you get scrapped!"

I can certainly believe that there were some pretty heavy dimensions to everything Diesel said and did in that arc!

If I understand right, "galloping sausage" is a nickname heard on real-life rails for various engines, though I don't have any sources or know which classes might have earned this badge of shame.

[hazel-of-sodor]

Tomorrow is @tigerhawk7109 's birthday, so to celebrate, here is their baby. The LNER W1 Class No. 10000 "Hush Hush"

[davidarkwright2trains]

The LNER (London North Eastern Railways) 4-6-4 Class W1 No.10.000 steam tender locomotive with A4-style streamlining designed by Sir Nigel Gresley steams out of King’s Cross station alongside the LNER Class A4 No.4