NBR H class
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| Type and origin | |
|---|---|
| Power type | Steam |
| Designer | William Paton Reid |
| Builder | North British Locomotive Co and Robert Stephenson & Co |
| Build date | 1906 (1st batch) 1911 (2nd batch) 1921 (3rd batch) |
| Total produced | 22 |
| Specifications | |
|---|---|
| Configuration | 4-4-2 |
| Gauge | 4 ft 8 1⁄2 in (1,435 mm) |
| Leading dia. | 3 ft 6 in (1.07 m) |
| Coupled dia. | 6 ft 9 in (2.06 m) |
| Trailing dia. | 4 ft 3 in (1.30 m) |
| Length | 59 feet |
| Loco weight | 119 tons 8cwt |
| Fuel type | coal |
| Boiler pressure | 200 psi (1,400 kPa) |
| Cylinders | two outside |
| Cylinder size | 20 in × 28 in (510 mm × 710 mm) |
| Career | |
|---|---|
| Operators | North British Railway London North Eastern Railway |
| Nicknames | North British Atlantic |
| Disposition | All scrapped |
The North British Atlantic, later known as NBR Class H, and then as LNER Class C11 was a class of 4-4-2 steam locomotive of the North British Railway. The class was designed by William P. Reid, Locomotive Superintendent of the NBR, and entered service under his direction. They were the heaviest, longest, and most powerful (by tractive effort) locomotives ever employed on the North British Railway.
The locomotives passed to the London and North Eastern Railway in 1923. They enjoyed long service, but most were withdrawn during 1936 and 1937, with none surviving into the nationalised British Railways system.
The NBR Class I, later known as LNER Class C10, was a temporary designation of some engines in this class (see below).
In the early twentieth century the North British Railway possessed an ageing locomotive fleet which had not kept pace with modern demands. On the Board of Directors Dr John Inglis argued strongly for investment in the construction of new locomotives. Ultimately it was the persuasive arguments of Inglis, and the design skills of Locomotive Superintendent William Paton Reid, which led to the development of the NBR's new flagship locomotive, the North British Atlantic. The NBR Board met on 2 November 1905 and approved the construction of 14 heavy express passenger locomotives, with design work to commence immediately. The designs were drawn up by NBR Chief Draughtsman Walter Chalmers and were presented to the Board on 5 January 1906, tenders were invited on 13 January 1906, and the order placed before the end of the month.
Many railways were, in this era, constructing powerful express passenger locomotives of the 4-6-0 type, which benefit from 6 coupled driving wheels. The North British Railway's principal passenger engines had hitherto been of the 4-4-0 type, meaning that 4-coupled drive was more familiar. Additionally, the NBR had some very tight curves, for which the use of the "atlantic" type engine with its 4-4-2 wheel arrangement was simply more practical and efficient.
The 14 locomotives were constructed and supplied during 1906. Having established themselves as the most powerful passenger locomotives on the North British network, but being insufficient in number to operate all of the crack express services, a further 6 engines were ordered and constructed during 1911. The construction of these 6 additional engines received widespread publicity internationally. Finally 2 more engines were ordered at the very end of 1920; these were constructed during 1921, and entered service that year.
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