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TheLNER W1 No. 10000 (also known as theHush-Hush due to its secrecy) was an experimentalsteam locomotive fitted with ahigh pressurewater-tube boiler.Nigel Gresley was impressed by the results of using high-pressure steam in marine applications and so in 1924 he approachedHarold Yarrow of shipyard and boilermakersYarrow & Company of Glasgow to design a suitable boiler for a railway locomotive, based onYarrow's design. In active service, the locomotive did not fully meet expectations, and no further examples of the class were built.
The boiler was not the usual Yarrow design. In operation, particularly its circulation paths, the boiler had more in common with other three-drum designs such as theWoolnough. It has also been described[by whom?] as an evolution of theBrotan-Deffner water-tube firebox, with the firebox extended to become the entire boiler.
The boiler resembled two elongated marineYarrow boilers, joined end to end. Both had the usual Yarrowtriangular arrangement of a central large steam drum above two separated water drums, linked by multiple rows of slightly curved tubes. The rearward "firebox" area was wide and spanned theframes, placing the water drums at the limits of theloading gauge. The forward "boiler" region was narrow-set, with its water drums placed between the frames. The space outboard of the tubes formed a pair of exhaust flues leading forwards. A large space outside these flue walls but inside the boiler casing was used as an air duct from the air inlet, a crude rectangular slot beneath the smokebox door, which had the effect of both pre-heating the combustion air and also cooling the outer casing to prevent overheating. Longitudinalsuperheater tubes were placed between the steam generating tubes. The third area forwards contained superheater headers, the regulators and the smokebox. The external boiler casing remained at much the same width throughout, giving an overall triangular, but curved, appearance. The lower edge of each section stepped upwards, and was obvious externally.
Working pressure was of 450 pounds per square inch (31.0 bar; 3,100 kPa) as opposed to the 180 pounds per square inch (12.4 bar; 1,240 kPa) of the contemporary GresleyA1 locomotives.
The heavy forgings for the main drums were built in Sheffield by theJohn Brown shipyard.[1] The boiler was constructed and fitted to the frames by Yarrow in Glasgow, involving the rolling chassis being carried over the LMS, carefully sheeted over to avoid inspection by a rival railway company. This chassis was a 4-2-2-4 at this point, as the centre drivers and rods had not yet been fitted. The first works photographs, with the boiler cladding ingrey, were taken in Glasgow, with a wooden dummy centre driver and coupling rod added for the photo.
This apparatus was based on aGresley Pacific 4-6-2 chassis, although with an additional axle to accommodate the extra length. This resulted in a4-6-4 wheel arrangement, making No. 10000 the only standard gauge 4-6-4 tender engine to run on a British railway (although there were several standard gauge 4-6-4T classes that ran in Great Britain).
InUIC notation this wheel arrangement could be described as a 2′C1′1′ (or more fully, 2′C1′1′h4vS) as the two trailing axles were independent, rather than a four-wheeledbogie as for those leading. The forward axle was similar to that of the Pacifics, having outside frames andCartazzi axleboxes. The rear axle was an inside-framedBissel truck, pivoted ahead of the leading axle.
The high pressure necessitatedcompound expansion; steam being supplied to the two 12-by-26-inch (305 mm × 660 mm) high-pressure inside cylinders and then fed into two larger 20-by-26-inch (508 mm × 660 mm) low-pressure outside cylinders before going to exhaust. High-pressure cylinder diameter was subsequently reduced to 10 in (254 mm). Gresley incorporated an ingenious unique system for giving independent cutoff to the high-pressure cylinders using only two sets ofWalschaerts valve gear derived from the outside cranks on theVon Borries principle[2] and using an inside half-length expansion link.[3]
The locomotive was completed atDarlington Works in 1929. It had acorridor tender and ran non-stop London to Edinburgh services to time in 1930; nevertheless steaming was relatively poor during test runs, and in spite of a number of modifications initially to the exhaust, boiler performance never reached the standards of an equivalent firetube boiler. A problem never fully solved was air leakage into the casing.[4]
The corridor tender was similar to the ten built in 1928 for those locomotives of classes A1 and A3 that were used on non-stop services such as theFlying Scotsman. The 1929 tender differed from the 1928 tenders in a few details, such as being provided with disc wheels instead of spoked, and having the in-curved front ends of the side sheets finishing 7 feet 10 inches (2.39 m) apart instead of 6 feet 11 inches (2.11 m), in order to suit the W1 cab as opposed to the A1/A3 cab.[5]
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When it was deemed that no further progress could be made, the locomotive was taken toDoncaster Works in 1936 and rebuilt with a conventional boiler and three simple expansion cylinders on thenormal Gresley layout. A modifiedA4 boiler was fitted which had 50 sq ft (4.6 m2) of grate area and 20 in (508 mm) diameter cylinders. The valves were considered undersized for the large cylinder diameter and this somewhat limited the speed capabilities of the engine. Its haulage capacity was nonetheless appreciated. The rebuilt engine still retained its additional axle, resulting in a more spacious cab for the driver and fireman. The tender was not rebuilt, but was modified slightly at the front so that the ends of the curved side sheets now finished8 feet2+3⁄8 inches (2.499 m) apart; it was also given streamlined plating at the top (which was removed again in January 1938) and a longer coal chute.[6] After the rebuild, the water-tube boiler returned toDarlington for pressure experiments and space heating, before being broken up on 10 April 1965, six years after the rebuilt W1.[7]
No. 10000 never carried a name, although it did carry small works plates on the smoke deflectors bearing the number 10000. In its early form, it was known unofficially as theHush-Hush as a result of the initial secrecy surrounding the project, and also theGalloping Sausage as a result of its bulging boiler shape.[8] Plans in 1929 to name the original engineBritish Enterprise were dropped, although nameplates had already been cast;[9] a 1951 plan to name the rebuilt enginePegasus did not come to fruition either.[10] During a works visit in May/June 1948, the corridor tender was exchanged for one of the non-corridor type, and it was givenBritish Railways livery and renumbered 60700.[10]
On 1 September 1955, 60700 had just departed fromPeterborough when the frontbogie frame broke. The locomotive derailed at a speed of 20 miles per hour (32 km/h) at Westwood Junction. It was recovered and repaired.[11]
60700 was withdrawn on 1 June 1959 and was broken up for scrap at the Doncaster Works later that year. The first of its two tenders did survive into preservation. Corridor tender No. 5484 is now attached toNo. 4488Union of South Africa.[7][5]
In January 2020Hornby Railways announced that it would be producing a model Hush Hush/W1 in both original and rebuilt forms in 00 gauge covering the locomotive's lifespan. These were original condition as No. 10000, original condition but with theBritish Enterprise nameplates that were cast but never used, original condition in LNER apple green as seen on collectible cards of the time, rebuilt LNER garter blue and rebuilt in BR green with early emblem as No. 60700. In January 2021 three more versions were announced, including original condition but with a double chimney as No. 10000, Rebuilt in LNER photographic grey, and rebuilt in BR with late crest as No. 60700. Previously the model was only available as a metal kit.
