Built Ivatt
ex-2-4-0 264-69 2-2-2 7'-0" 4'-0½" 1873-78 -
4'-0½" to 4'-2"
264-69 " 7'-0" 4'-2" 1885-89 B6
B 6 etc " 7'-1" 4'-0½" 1868-70 -
4'-0½" to 4'-2½"
  " " 4'-2½" 1879-88 B5
4'-2½" to 4'-5"
  " " 4'-5" 1897-1903 B7
F 92 " 7'-6" 4'-0½" 1870 B1
Q 238, 232 " 7'-6" 4'-2" 1885 B2
Q2 234 etc " " " 1886-89 B3
Q3 871 etc " " " 1892-94 B3
domed boiler
  " " domed 4'-2" 1898-1910 B4


Several classes finished up as 2-2-2s with Stirling boilers.

6ft-6in wheels, cyls 16in x 21in. Crampton patent Nos. 91-99, 200 (Longridge, 1851-52). These were 4-2-0s,  quickly altered to 2-2-2 by Sturrock.

Fig. 14
No. 91 as a 2-2-2

They were rebuilt again by Stirling.

Fig. 50
No. 99 with Stirling boiler

Two at least were (allegedly) altered to 2-4-0.  The engines were all withdrawn between 1870 and 1888. 

6ft wheels, cyls 16in x 20in. "Jenny Lind" Nos. 201 and 202 (E B Wilson, 1851).

Fig. 10
Jenny Lind type

Stirling rebuilt them in 1867, giving them a single pair of wrought-iron frames replacing the original sandwich-frame layout.  Their new boilers had 10ft-2in long barrels, 4ft-0½in diameter, with a relatively short firebox casing, 4ft-10in long.  Their wheelbase was 7ft-3in + 7ft-3in.  The engines were put on the Duplicate List (6/1882) and they were eventually withdrawn: Nos. 202 (c.9/1889), 201 (11/1892).

6ft-6in wheels, cyls 16in x 22in. Nos. 203-14 (Hawthorn, 1852).

Fig. 18
No. 203 original boiler

They later acquired Stirling boilers but were mostly withdrawn around the 1880s, with the last one No. 214A in November 1892.

5ft-6n wheels, cyls 16½in x 22in.  Nos. 216/17 (E B Wilson, 1854) were purchased from the contractors working on the Oxford, Worcester & Wolverhampton Rly.


Fig. 23
No. 216 as built.

They were reconditioned by Stirling, but withdrawn in the mid 'eighties.

7ft wheels, cyls 17in x 22in. Nos. 229-32 (Kitson, 1859), Nos. 233-36 (Sharp, Stewart, 1859), Nos. 237-40 (Stephenson, 1859).

Fig. 25
2-2-2 No. 229 original boiler
Fig. 55
No. 235 with Stirling boiler

These were possibly Sturrock's finest engines.  They were reconditioned by Stirling and survived on the Running List until the late 'eighties, with six at least continuing on the Duplicate List.  The final one (No. 233A) was withdrawn in January 1900.

7ft wheels, cyls 17½in x 24in, Ivatt Class B6.  Nos. 264-66 (Fowler, 1866), 267-69 Yorkshire Engine, 1867), rebuilt from 2-4-0 to 2-2-2 in 1870s, reboilered again with 4ft-2in diameter straightback boilers (1885-89), withdrawn 1898-1902.  Last one was No. 267A withdrawn in 5/1902.

Fig. 33
Fowler engine No. 266 as built
Fig. 34
Y.E.C. engine No. 268 as built
Fig. 58
No. 268 as rebuilt to 2-2-2 with

Stirling boiler



7ft wheels, cyls 17in x 24in

Nos. 6, 222, 41, 4, 21, 14, 55, 61/63, 215, 37/39 were built 1868-70.

Stirling produced his own 2-2-2 design with however 7ft driving wheels, of which only twelve examples were built (1868-70).  

Fig. 39
No. 4 with port-hole cab

Their boilers were similar to those of the "Jenny Lind" rebuilds, except that the firebox was 8in longer. The wheelbase was inevitable longer (because of their 1ft larger diameter wheels) at 9ft-6in + 7ft-6in.  Their Stirling "standard" boilers were compatible with the contemporary 2-4-0s. 

The first six engines, Nos. 6, 222, 41, 4, 21, 14, originally had port-hole cabs, but later engines had the traditional Stirling wrap-over type.  See also under 281 Class 2-4-0 for further details of these early cabs.

The simple (i.e. non-automatic) vacuum brake was fitted to No. 55 (May 1875) in connection with braking trials.  The remaining engines were similarly fitted in 1876-77, though the dates are not available for Nos. 4, 21.  The automatic system was fitted in 1887-88, though the dates are not available for Nos. 4, 21, 39, 63.  Larger diameter Stirling boilers (4ft-2½in) were fitted to all the engines (1880-93).

No. 92 CLASS

7ft-7in wheels, cyls 17in x24in

An improvement over the No. 6 Class was No. 92, a solitary 2-2-2 built in 1870, primarily to make good use of the 7ft-6in. driving wheels salvaged from the withdrawn Sturrock 4-2-2, No. 215. Its boiler was slightly longer than in the previous Class, the barrel being 10ft-6in. long.  Its wheelbase was 9ft-9in + 7ft-9in, taking into account the longer boiler barrel.  The engine was given a 4ft-2in diameter boiler around 1883.

Fig. 43
No. 92 with larger boiler (1883)

No. 92 was transferred to the Duplicate List (1901) and withdrawn in 1902.  Experience with these 2-2-2s and the No. 1 Class 4-2-2 resulted in the later larger 2-2-2s, in particular the 234 Class in 1886.  Its presence on the "A" list when the Repairs Volumes were being prepared in 1901 for engines on the main list, has meant that its repair history was never brought forward.  No. 92A was scrapped in October 1902.

No. 238 CLASS

7ft-6in wheels, cyls 18½in x 26in

Nos. 238/32 were built 1885.

Fig. 77
No. 238

Their boilers had barrels 4ft-2in diameter, length 10ft-6in (as in No. 92), firebox casing length 5ft-10in.  They had automatic vacuum brake equipment when new.  Both Nos. 232/38 both received new boilers in 1895 (October and December respectively). 

No. 232 was the first to go (withdrawn June 1906) followed by No. 238 (November 1908).

No. 234 CLASS

7ft-6in wheels, cyls 18½in x 26in

Nos. 234/29/37/30/36/39/31/33/35/40 were built 1886-89.

Their boilers were larger than the List Q engines, being now compatible with the No. 1 Class, apart from the firebox being the standard width, i.e. 4ft-0½in.

Fig. 78
No. 229

The cylinders and their steam chests (with vertical slide valves) were made in two separate castings, bolted together and located between the frames.  They had larger live and exhaust steam ports than in the 4-2-2s, so that the engines ran more freely than their larger counterparts.  For some reason when they needed new cylinders later in life, these were bored to 18in.  (The 871-75 Series had 18in cyls when new.)  The engines were withdrawn 1905-13.

No. 871 SERIES

7ft-6in wheels, cyls 18in x 26in

Nos. 871-80, 981 were built 1892-94.

Fig. 83
No. 876

They were similar to the 234 Class except for the smaller cylinders.  The layout became the basis for the later Ivatt 4-2-2s which had similar sized 7ft-6in wheels.  The engines were withdrawn in 1909-13.



7ft wheels, cyls 17½in x 24in

General Plan dwg Q60 (10/1897) for Nos. 21, 41, 61, 55 rebuilt with domed boilers.

Fig. 118
No. 21 with Ivatt boiler and cab

The Ivatt domed "standard" 4ft-5in boilers were used in the rebuilding of four engines, taken from the following boiler orders.

BO 500 (19/5/1897) 21st, 26th and 27th boilers of the order was fitted to Nos. 21 (10/1897), 41 (3/1898) and 61 (4/1898)
BO 543 (25/1/1902) 1st boiler of the order to No. 55 (9/1903)

These were the only domed boilers fitted to these engines, which were all withdrawn in 1904-07


Ivatt fitted domed boilers to Nos. 233/35-37/40, 871-73/76/77/80.

Fig. 119
No. 873 with Ivatt boiler and cab

No. 872 had four boilers during it life.  All four were new and the last three had domes.  No. 236 was the first to be scraped (4/1907) having had it domed boiler just short of four years.  The last three were scrapped in December 1913 (Nos. 235/37, 872.


Outstanding Single (2-2-2 and 4-2-2) boilers ordered by Stirling and completed in 1896 were as follows:

High frames, deep firebox Nos. 234 (1/1896), 773 (3/1896), 874 (9/1896)
Low frames, shallow firebox No. 664 (8/1896)

Ivatt placed six orders between 1896 and 1901 as follows:

Ordered 1896, narrow fireboxes, 6in longer than standard, high frames, deep fireboxes, wash-out plugs on firebox sides, boiler barrels 2in shorter than standard, domes:
Nos. 93 (6/1896), 776 (7/1896), 544 (5/1897), 95 (8/1897), 34 (12/1897), 22 (1/1898), 221 (6/1899).

Boiler Order 204 (undated, but would be around 1896-97), normal width fireboxes, high frames, deep fireboxes, wash-out plugs on firebox sides, domes:
Nos. 873 (4/1898), 240 (7/1898), 876 (3/1899), 871 (8/1899), 233 (9/1899).

Boiler Order 507 (undated, but would be around 9/1897), narrow width fireboxes, high frames, shallow fireboxes, wash-out plugs on firebox sides, no domes:
Nos. 94 (5/1898), 69 (6/1898), 771 (7/1898).

Boiler Order 514  (12/7/1898), narrow fireboxes, both high and low frames, shallow fireboxes, wash-out plugs on firebox sides, no domes:
Nos. 548 (3/1899), 7 (6/1899), 670 (7/1899), 778 (8/1900), 664 (9/1900 at Ardsley), 2 (12/1900).

Boiler Order 522 (27/4/1899), normal width fireboxes, high frames, deep fireboxes, wash-out plugs on firebox sides, domes)
Nos. 872 (5/1901 at King's Cross), 877 (11/1901), 235 (8/1902), 236 (3/1903), 880 (5/1903)

Final Singles Boiler Order 537 (14/3/1901) narrow fireboxes, low frames, shallow fireboxes, wash-out plugs on firebox sides, domes, intended for the 4-2-2s but amended (1902) to be normal width fireboxes, but too late to have any effect, as the material had been ordered.

These were fitted to Nos. (0-8-2T) 116 (fitted at short notice 8/1903), 871 (6/1906), 877 (7/1906), 1007 (5/1907), 872 (5/1910), (0-8-2T) 128 (12/1910).
The fitting to No. 1007 seems to have been an attempt to bring the 1003 Class into line with the No. 1 Class, but rather late in the day.

When No. 116 received its replacement boiler, the chief draughtsman at Doncaster noted the internal dimensions of the copper firebox.  These were 5ft-5¾in long, 3ft-3¼in wide, height 5ft-2¼in at the back and 5ft-8¼in at the front.  The boiler had 174 X 1¾in diameter small tubes, and the tube length was 11ft-9½in.

No further boilers were ordered for the large Stirling Singles.  The last small Single-wheeler to be given a new boiler was No. 55 (9/1903, with a domed boiler); the engine was scrapped just short of three years later (7/1906).

Preamble,  Plant Works, A 4-2-2 A 4-6-2C 4-4-2C 4-4-2TD 4-4-0E 2-4-0F 0-4-2F 0-4-2T,
G 0-4-4T, H 2-6-0,  J 0-6-0,  J 0-6-0ST J 0-6-0T K 0-8-0L 0-8-2T,  MC Motor coachN 0-6-2T,
O 2-8-0