Johnson's Industrial Workhorse: The MR 1377 Class

Historical Background and Context

The genesis of the 1377 Class lay in Samuel W. Johnson's systematic development of Midland Railway shunting tank locomotive designs during the late Victorian period. Johnson had joined the Midland on July 1, 1873 from the Great Eastern Railway's Stratford Works, specifically recruited to provide modern motive power for the company's expanding goods traffic and growing network requiring frequent, economical shunting locomotives.

The 1377 Class represented Johnson's second major 0-6-0 tank design for the Midland. His first, the 1102 Class of 1874-1876, comprised 40 locomotives built by Neilson & Company and Vulcan Foundry. These featured fully enclosed cabs and proved remarkably successful for goods traffic and shunting duties, particularly on newly acquired South Wales lines. Their mechanical excellence established the template for Johnson's subsequent designs.

The 1377 Class emerged in 1878 as a cost-optimised evolution. Derby Works constructed 165 locomotives between 1878-1891, with Vulcan Foundry contributing the final 20 in 1892 (works numbers 1355-1374). The most distinctive modification was the open-backed "half-cab" design—featuring only a short roof and side sheets without a rear cab wall. This provided superior visibility for reversing operations whilst reducing construction costs compared to full-cab predecessors.

Approximately 40 locomotives received full cabs throughout production, including five built specifically for Worth Valley branch service in 1883 where weather protection proved more critical. This flexibility demonstrated Johnson's pragmatic approach: standardise core components whilst accommodating specific operational requirements through minor variations.

Victorian railway context shaped these requirements profoundly. By the 1870s, Britain's railway network had expanded to 16,000 miles, with railways transporting 423 million passengers annually. Every factory, colliery, and ironworks required dedicated shunting locomotives. The Midland Railway's extensive network stretched from London St Pancras to Scotland, Bristol to East Anglia, demanding standardised, reliable shunting power throughout.

Johnson's design philosophy emphasised interchangeability and standardisation. Parts could be exchanged across related designs, reducing manufacturing costs and simplifying maintenance across the system. The Midland operated its entire network with just six basic locomotive types by 1914—a remarkable feat of standardisation that influenced British railway practice for decades.

The 1377 Class perfectly suited the Midland's operational doctrine. Rather than hauling maximum loads with large locomotives worked to capacity, the Midland preferred frequent, lighter trains with small engines lightly loaded. This "small engine policy" extended locomotive service life whilst maintaining operational flexibility—principles validated by the 1377 Class's 87-year service span.

Design and Technical Specifications

The engineering excellence of the Midland Railway 1377 Class lay in Samuel Johnson's masterful balance between performance requirements and the Midland's rigorous standardisation philosophy. At the heart of the design sat proven, reliable components arranged in a compact 0-6-0 tank configuration optimised for shunting and light freight duties.

The locomotive configuration featured three coupled driving axles with 4 feet 7 inches diameter wheels—relatively small wheels optimised for tractive effort rather than speed. This wheel diameter provided excellent adhesion for starting heavy loads from rest, the primary requirement for shunting operations. Two inside cylinders measuring 17 inches bore by 24 inches stroke drove the middle coupled axle through Stephenson slide valve gear, a proven and reliable arrangement placing valve components between the frames, protected from weather and track debris.

Original locomotives featured Type A boilers with round-topped fireboxes pressed to 140 psi working pressure, generating 15,000 lbf tractive effort. This provided adequate power for marshalling coal wagons, industrial shunting, and light freight work. The elegant round-topped firebox with brass-cased dome and Salter-pattern safety valves represented classic Victorian locomotive aesthetics.

The major rebuilding programme from 1919 onwards fundamentally transformed 122 engines. These received Type G5 Belpaire boilers with characteristic square-topped fireboxes, increasing working pressure to 150 psi and tractive effort to 16,080 lbf. Pop-safety valves replaced the original Salter pattern. This substantial modification increased power output by approximately 7 per cent whilst modernising the fleet for twentieth-century operations.

Weight distribution proved carefully calculated to maximise adhesion whilst remaining within infrastructure limitations. The locomotive weighed 39 tons 11 cwt in working order, with side tanks carrying 1,200 gallons of water and the coal bunker accommodating approximately 1.5 tons of fuel. This modest capacity reflected the class's intended role on shunting duties with frequent coaling and watering opportunities rather than long-distance operations.

Frame construction employed substantial extended deep outside frames giving the class its distinctive "peculiarly massive appearance" with low-pitched boilers. These robust steel frames proved so durable that frames from No. 1831 were reused in 1932 for an experimental LMS diesel shunter—one of the first diesel locomotives on the LMS network. After transmission failures led to withdrawal in 1936, the unit converted to mobile power unit MPU3 in 1940, finally being scrapped in August 1951.

Progressive modifications through service life included wheelbase variations, with locomotives from No. 41846 onwards receiving slightly longer wheelbases during construction. Brake systems standardised on vacuum brakes for train braking, though six locomotives (Nos. 1666, 1708, 1751, 1788, 1839, 1890) received Westinghouse air brakes during 1940-1944 Melbourne Military Railway service for training Army personnel.

The simplicity and accessibility of the mechanical arrangement facilitated rapid maintenance turnaround essential for locomotives in intensive shunting service. Components could be exchanged across the fleet, and the conservative design ensured spare parts remained available throughout the class's exceptionally long service life. This maintainability proved as valuable as raw performance, enabling the remarkable longevity that characterised the type.

Service History and Operations

The MR 1377 Class quickly established itself across the Midland Railway's extensive network, with deployment patterns revealing both the versatility of Johnson's design and the geographic diversity of Midland operations. The class became "a familiar sight all over that system for 90 years," operating from London goods depots northward through Midlands coalfields to Yorkshire and beyond.

Initial numbering scattered locomotives across various series including 1377-1396, 1347-1356, 1410-1427, 1552-1561, and numerous others—reflecting the incremental ordering pattern typical of Johnson's approach. The 1907 systematic renumbering placed all 185 locomotives into the consolidated series 1660-1844, bringing welcome order to the previously fragmented system.

Primary duties centred on shunting—marshalling wagons in goods yards, collieries, and industrial facilities. Typical tasks included breaking down incoming freight trains, sorting wagons by destination, assembling outbound consists for through freight services, and conducting local "trip freight" deliveries to coal merchants and factories. The locomotives also worked branch line goods trains with 8-20 wagons plus brake van.

Depot allocations included major centres like Toton (the massive freight marshalling yard), Burton-on-Trent, Derby, Barrow Hill/Staveley, and Peterborough. The extensive Midland network ensured these locomotives saw service in vastly different environments—from London's urban goods yards to remote colliery branches in Derbyshire and Nottinghamshire.

The London Midland and Scottish Railway inherited all 185 locomotives at the January 1, 1923 grouping, retaining their 1907 Midland numbers. The LMS continued the Belpaire boiler conversion programme initiated in 1919, with 122 engines eventually rebuilt. This substantial modification increased power output whilst modernising the fleet for twentieth-century operations.

First withdrawal occurred in 1927 (No. 1791), followed by gradual attrition. Mass withdrawal struck in 1932 with 53 locomotives condemned as newer LMS standard types entered service. However, substantial numbers continued working through the 1930s and World War Two, proving their ongoing utility for shunting duties despite their Victorian origins.

British Railways inherited seventy-two locomotives at nationalisation on January 1, 1948, receiving numbers in the 41660-41895 series (fourteen withdrawn before new numbers applied). The BR era saw continued steady withdrawal as diesel shunters proliferated, but a remarkable group survived due to contractual obligation.

The Staveley Ironworks contract saved the final five. In 1866, the Midland Railway signed a 100-year agreement with Staveley Coal and Iron Company to provide shunting locomotives. British Railways honoured this Victorian-era contract, maintaining five 1377 Class engines at Barrow Hill/Staveley until diesel replacements arrived in September 1965. These locomotives, working their originally-intended duties 87 years after class introduction, ranked among the oldest operational steam engines in British railway history.

Notable operational achievements included No. 41708 being the oldest engine still running on BR at the beginning of 1964. No. 41835 received a new boiler in September 1961—an extraordinary investment in an 83-year-old design just four years before class extinction. No. 41708 itself spent its final 18 years (November 1947-December 1966) at Barrow Hill allocated to Staveley Ironworks shunting duties, with earlier postings including Burton-on-Trent (1880-1892), Peterborough (1892-1902), and Toton (1902-1929).

The final withdrawal in September 1965 marked exactly 99 years since the original Staveley contract, representing one of British railway history's most unusual operational stories. The class's 87-year service span demonstrated that conservative design, systematic maintenance, and robust engineering could deliver exceptional longevity—vindicating the Midland Railway's operational philosophy long after the company itself had ceased to exist.

Fleet

No locomotives found.

Withdrawal and Preservation Legacy

The withdrawal history of the Midland Railway 1377 Class reflects both the gradual obsolescence of Victorian-era locomotives and the surprising longevity achieved through systematic maintenance and progressive modification. Unlike many contemporary designs that faced rapid scrapping following the 1923 Grouping, the 1377 Class continued earning its keep for decades under LMS and British Railways ownership.

Early withdrawals began in 1927 with No. 1791, followed by sporadic condemnations through the late 1920s. The pattern accelerated significantly during 1932 when thirteen locomotives faced the cutter's torch, reflecting the London Midland and Scottish Railway's systematic fleet rationalisation as modern standardised designs from Derby, Crewe, and Horwich Works entered service. Depression-era traffic reductions contributed to this rapid withdrawal phase.

Steady attrition continued through the 1930s and World War Two at 5-10 locomotives annually. Newer 3F "Jinty" shunters (evolved from the related 2441 Class) and increasing dieselisation reduced requirements for aging 1F power. By nationalisation in 1948, only 72 survivors entered British Railways service, with fourteen withdrawn before receiving BR numbers.

Through the 1950s, diesel shunters progressively replaced steam in goods yards and industrial facilities. By 1961, just eleven remained; by early 1964, only seven worked regularly. The ultimate five locomotives survived exclusively due to the Staveley Ironworks contract. September 1965 marked class extinction when British Railways finally provided diesel replacements, exactly meeting the 100-year contractual obligation (1866-1965). This unique arrangement made these locomotives among the last Victorian-designed engines in regular BR service.

The preservation journey began at the Keighley & Worth Valley Railway (1967-1971), with the locomotive steaming in April 1971 before tube leaks ended operations. Formation of the 1708 Locomotive Preservation Trust in 1971 secured its long-term future. Subsequent heritage railway career saw extensive tours: Midland Railway Centre Butterley (1974-1976, 1979-1985), Swanage Railway (1985-2004) with return to steam March 1989 hauling the inaugural Herston-Harman's Cross train, plus guest appearances at Llangollen, Great Central, North Norfolk, Dean Forest, East Somerset, and numerous other locations.

In October 2018, the Barrow Hill Engine Shed Society negotiated purchase, completed in June 2019. The locomotive moved to Tyseley Locomotive Works on October 13, 2022 for complete overhaul. As of 2024, restoration progresses with boiler work (new smokebox tube plate, tube replacement, wrapper repairs), frame dismantling revealing excellent axlebox condition, and bunker renewal. Target completion: late 2024 or early 2025, after which the locomotive will return to its spiritual home at Barrow Hill Roundhouse.

The engineering legacy extended beyond individual preserved locomotives. The 1377 Class represented an intermediate step in the evolution toward the ubiquitous LMS "Jinty" 3F shunter. Johnson's development sequence—1102 Class → 1377 Class → 2441 Class → Fowler 3F "Jinty"—demonstrates systematic refinement over 50 years. The 422 Jinties built 1924-1931 descended directly from this lineage, incorporating lessons learned from decades of 1377 Class operations.

The class epitomised Midland Railway's distinctive operational philosophy: standardised, economical designs built in large numbers and worked within capacity rather than to maximum. This approach influenced early LMS locomotive policy and demonstrated the viability of conservative, proven engineering over innovation for its own sake. The 87-year service span validated these principles in the most convincing manner possible.

Modelling Significance and Scale Replications

The MR 1377 Class presents exceptional modelling significance due to its position spanning Victorian, Edwardian, LMS, and early British Railways eras, combined with distinctive visual characteristics and fascinating operational stories. For railway modellers seeking authentic Midland Railway or British Railways industrial operations, these locomotives provide compelling prototype appeal enhanced by widespread geographic distribution and diverse duties.

The modelling landscape remained frustratingly barren for decades despite the class's historical importance. No manufacturer—neither Hornby, Dapol, Heljan, Graham Farish, nor specialist kit producers—offered 1377 Class representations in any scale until Bachmann's groundbreaking announcement.

This changed when Bachmann Branchline released the 1377 Class in 2013 as part of their expanding Midland/LMS locomotive range. The models, directly inspired by preserved locomotive 41708, immediately earned acclaim for exceptional detail quality and comprehensive prototype accuracy representing the class as rebuilt with Belpaire fireboxes.

Bachmann's approach demonstrated exemplary commitment to prototype authenticity. Rather than producing a single generic model, the company created six distinct catalogue numbers organised into coherent series representing both cab variants (half-cab and full-cab) across LMS black and BR black schemes with various emblems and crests.

The complete range spans catalogue numbers 31-430 through 31-435, released between 2013-2015. Each version accurately represents specific prototype variations with correct cab configuration, livery details, and period-appropriate features. Original retail pricing ranged £79.75-£99.95 depending on release date and specification.

The technical execution impresses throughout. Factory detailing includes separate coal rails, handrails, turned brass safety valves and whistle, detailed painted cab interiors with glazing, correct-thickness "stamped" connecting rods with oily finish, chemically-blackened wheels, and sprung buffers. NEM pockets accommodate tension lock couplings. Overall length measures 122mm, closely matching the prototype when scaled to OO gauge's 4mm:1ft proportion.

Mechanical features comprise plastic and metal chassis with can motor, 2-wheel drive, and all-wheel electrical pickup for reliable running. Minimum radius of 1st Radius (371mm) suits most layouts. Chassis weighting ensures good adhesion for shunting operations, though adding additional weight in the bunker can improve performance on grades.

DCC compatibility proves straightforward—all models are DCC Ready with 6-pin decoder socket (NOT 8-pin or 21-pin). However, no factory sound-fitted versions exist, and the compact chassis provides no provision for speaker installation. DCC sound conversion would require extensive modification suitable only for experienced modellers. Standard DCC decoder fitting is straightforward using products from ESU, TCS, or DCC Concepts with 6-pin connections.

Detail quality reaches impressive standards for ready-to-run models. Separately applied handrails, safety valves, and brake gear provide visual depth, whilst factory-fitted glazing includes cab interior detail visible through windows. The painting and lining demonstrate meticulous research—LMS Black shows correct shaded transfers and appropriate numbering styles, whilst BR examples correctly represent both early and late numbering/emblem variations with lined black finish appropriate for 1F power classification locomotives.

Critical availability information: All six Bachmann models are discontinued from new production as of 2025. Released 2013-2015, they occasionally appear through pre-owned markets (Hattons Model Railways, Rails of Sheffield, eBay) at £35-£80 depending on condition. New old stock rarely surfaces at £77.50-£110 when found. Patient searching rewards enthusiasts with these excellent models at reasonable secondhand prices.

Graham Farish, Bachmann's N gauge brand, did not produce N gauge versions despite the company typically scaling OO models down. No other manufacturer (Dapol, Revolution Trains, Rapido) has filled this gap. N gauge modellers have no ready-to-run options whatsoever.

O gauge enthusiasts can source Slaters (now Scale Link Ltd) brass kit versions depicting both Belpaire and round-topped firebox variants. Kit prices exceed £300 with built-up models commanding £400-£800+ depending on specification. These advanced kits require considerable building experience with etched brass and white metal construction, but reward skilled modellers with stunning results when completed to high standards.

Models

Unique Modelling Tips and Layout Integration

Successfully incorporating Midland Railway 1377 Class models into layout operation requires understanding the specialised nature of their prototype duties and the authentic operating scenarios that characterised industrial shunting and goods yard work during the 1878-1965 period. Unlike express passenger locomotives that might work prestigious named trains, the 1377 Class was typically assigned to humble but essential shunting operations connecting industrial Britain.

Authentic operating scenarios should reflect intensive shunting and marshalling duties. A typical 1377 Class duty might involve continuous goods yard operations breaking down incoming freight trains, sorting wagons by destination, assembling outbound consists for through freight services, and conducting local "trip freight" deliveries to coal merchants, factories, and industrial sidings. This service pattern provides excellent operational interest whilst remaining true to prototype practice.

The most historically authentic scenario involves recreating the Staveley Ironworks contract service. Model this signature duty with multiple sidings for coal (incoming fuel), ironstone hoppers, slag wagons, and finished products, blast furnace scenic elements (structures or backdrop), continuous shunting movements assembling trains for departure, 1-2 locomotives working simultaneously, and heavy industrial weathering on all rolling stock and structures. This creates the gritty, authentic industrial atmosphere these locomotives epitomised.

Layout design should accommodate the class's operational characteristics and typical infrastructure. Standard goods yard facilities include multiple sidings with ground signals, goods shed with loading dock, cattle dock and weighbridge, coal merchant's yard, run-around loop or small turntable, and small engine shed (2-3 roads). Midland Railway architectural style featured Denby Pottery Cream (pale cream) buildings with Venetian Red (reddish-brown) ironwork—distinctive colours that immediately establish period and location.

Era selection proves crucial for authentic 1377 Class representation. Midland Railway period layouts (1878-1923) would ideally show crimson lake livery with round-top or Belpaire boilers depending on specific year, but no ready-to-run model exists in this livery. LMS layouts (1923-1948) should depict unlined black livery, with Belpaire boilers on rebuilt examples. British Railways layouts (1948-1965) require BR black with lion and wheel emblem (early) or BR crest (post-1956), showing late-service appearance with heavy weathering appropriate for Victorian-era locomotives nearing withdrawal.

Rolling stock selection requires careful attention to prototype authenticity. Coal and mineral traffic formed the backbone of 1377 Class operations. Appropriate consists include RCH 7-plank wooden mineral wagons in grey (10-12 ton capacity), private owner wagons with colliery/company names in various colours (essential for authenticity), 16-ton steel mineral wagons (BR era), open goods wagons for general merchandise, ironstone hoppers for steelworks traffic, covered vans for protected goods, and Midland Railway 6-wheeled 20-ton brake vans (single veranda design) essential for every freight consist.

Typical consist compositions should reflect actual operational practice: shunting movements 3-12 wagons, trip freights 15-25 wagons plus brake van, branch line goods 8-20 wagons plus brake van. Mix wooden and steel wagons appropriately for era—wooden wagons dominated Midland Railway and early LMS periods, with increasing steel wagon proportions through the 1930s-1950s. Never pair 1377 Class models with passenger coaching stock—these were strictly freight and shunting engines throughout their careers.

Sound-equipped models (if converted to DCC sound) benefit from careful attention to the 1377 Class's distinctive operational characteristics. The modest power output and intensive shunting duty created particular exhaust patterns—gentle chuffing during light movements, sharp barks during heavy starts, and steady rhythmic beats during running between yards. Programming sound decoders to emphasise these characteristics through appropriate volume levels and timing creates authentic atmosphere.

Depot scenes offer excellent static display opportunities. Barrow Hill Roundhouse inspiration allows modelling working turntable (essential for tank engines!), coaling stage and water columns, ash pits with disposal wagons, locomotive servicing between duties, and multiple locomotives in various states of maintenance. The roundhouse environment provides authentic context for these industrial workhorses, with soot-blackened buildings, grimy cobbled yards, and period maintenance equipment creating convincing atmosphere.

Operational sessions benefit from varied duties reflecting typical 1377 Class deployment. A realistic operating sequence might begin with goods yard marshalling breaking down an incoming freight, then shunting coal wagons to the local coal merchant, followed by trip freight assembly for departure, and finishing with light engine movement back to shed. This varied workload creates interesting movements whilst remaining prototypically accurate—exactly the sort of unglamorous but essential work these locomotives performed daily for 87 years.

Scenic details enhance authenticity dramatically. Soot-blackened buildings throughout industrial areas, coal dust and grime on all surfaces, minimal vegetation in industrial zones, period vehicles (lorries, horse carts for earlier eras), shunter's cabins and signal boxes, permanent way huts and platelayers' tools, ground signals for shunting movements, and Midland Railway-style infrastructure all contribute to convincing period atmosphere. These details transform a simple shunting operation into a slice of authentic British industrial railway history.

Finally

The Midland Railway 1377 Class represents far more than 185 modest shunting locomotives; these machines embodied a coherent railway operating philosophy that prioritised standardisation, economy, and systematic maintenance over raw power and complexity. Samuel Johnson's practical design, refined through careful evolution from earlier 0-6-0T variants, delivered 87 years of continuous service spanning the entire arc of British railway development from Victorian gaslight to diesel revolution.

For railway historians, the class provides fascinating insights into the practical realities of goods yard operation during a period of unprecedented industrial expansion and railway dominance. The Midland Railway's famous "small engine policy"—often derided by contemporary critics and later historians—achieved vindication through the 1377 Class's remarkable longevity and adaptability. These locomotives proved that conservative design, standardised components, and systematic maintenance could deliver better economic returns than increasingly powerful but more complex alternatives.

The tragic absence of Midland Railway crimson lake livery in ready-to-run form represents one of model manufacturing's more puzzling gaps. Bachmann's six excellent LMS and BR versions provide outstanding models of rebuilt locomotives in their final decades, but the Victorian and Edwardian glory years when these engines wore the company's distinctive deep red finish remain unrepresented in ready-to-run form. This makes custom painting or brass kit building the only options for modellers seeking authentic 1878-1923 period representation.

The extraordinary Staveley Ironworks contract provides one of British railway history's most unusual operational stories. The 1866 hundred-year agreement requiring the Midland Railway to provide shunting locomotives survived four railway administrations (Midland Railway, London Midland and Scottish Railway, British Railways, and nearly to privatisation), keeping five 1377 Class engines working until September 1965—exactly 99 years after contract signing. This Victorian-era obligation honoured across a century of railway evolution demonstrates both the longevity of industrial contracts and the remarkable durability of Johnson's design.

Preserved locomotive No. 41708, currently under restoration at Tyseley Locomotive Works, ensures this design's legacy continues into the 21st century. Its eventual return to Barrow Hill Roundhouse will reunite the locomotive with its spiritual home after decades of heritage railway service—a fitting conclusion to this remarkable class's story. The locomotive spent its final 18 BR years (1947-1966) allocated to Barrow Hill for Staveley Ironworks duties, making the roundhouse the perfect setting for its preservation career.

Model railway enthusiasts incorporating 1377 Class models into contemporary layouts gain versatile industrial shunting power suitable for diverse goods yard and colliery operations. Whether representing gritty 1930s LMS industrial scenes or work-worn BR twilight years, these models bring character and authenticity to any Midland-themed layout. The Bachmann range, though discontinued, remains available through secondary markets and delivers excellent detail and running characteristics when enhanced with appropriate weathering.

The combination of extensive prototype information, available models, preserved example, and diverse operational scenarios makes the MR 1377 Class an exceptional choice for modellers seeking authentic British industrial railway atmosphere. From Staveley's blast furnaces to Toton's marshalling yards, from Victorian crimson lake to faded BR black, these distinctive "half-cabs" remain the quintessential Midland shunting engine—Johnson's industrial workhorses that defined an era.

Frequently Asked Questions

How many Midland Railway 1377 Class locomotives were built and when?

One hundred and eighty-five locomotives comprised the complete 1377 Class roster. Derby Works constructed 165 between 1878-1891 across multiple orders, whilst Vulcan Foundry contributed the final 20 in 1892 (works numbers 1355-1374). This extended production run demonstrated the design's success and the Midland's satisfaction with standardised, proven technology. The methodical construction reflected Samuel Johnson's systematic approach to locomotive procurement.

What made the 1377 Class different from earlier Johnson 0-6-0T designs?

The 1377 Class evolved from the earlier 1102 Class (1874-1876) with the most distinctive modification being the open-backed "half-cab" design featuring only short roof and side sheets without rear cab wall. This provided superior visibility for reversing during shunting operations whilst reducing construction costs compared to full-cab predecessors. Approximately 40 of 185 locomotives received full cabs for specific duties requiring better weather protection, demonstrating Johnson's pragmatic flexibility within standardised designs.

What was the Staveley Ironworks 100-year contract?

In 1866, the Midland Railway signed a century-long agreement with Staveley Coal and Iron Company to provide shunting locomotives. This extraordinary contract was honoured across four railway administrations (Midland Railway, LMS, British Railways), keeping five 1377 Class engines working at Staveley until September 1965—exactly 99 years after contract signing. These became among the oldest locomotives in regular British Railways service, surviving specifically due to this Victorian-era contractual obligation that outlasted the railway company that signed it.

Did any 1377 Class locomotives receive Belpaire boilers?

Yes, the progressive Belpaire boiler replacement programme from 1919 onwards transformed 122 of 185 locomotives. The angular Type G5 Belpaire firebox provided increased heating surface and improved steam generation compared to original round-top Type A designs, whilst increasing working pressure from 140 to 150 psi and tractive effort from 15,000 to 16,080 lbf. Remarkably, No. 41835 retained its original round-topped boiler until September 1961—receiving a new boiler just four years before class extinction.

Are any MR 1377 Class locomotives preserved today?

Yes, only one survives: No. 41708 (originally MR 1418, built June 1880, renumbered 1708 in 1907, then 41708 under BR). After withdrawal in December 1966, it was purchased for preservation for £875. The locomotive operated extensively across heritage railways 1971-2003 including Keighley & Worth Valley, Swanage, Great Central, and many others. Currently undergoing complete restoration at Tyseley Locomotive Works with target completion late 2024/early 2025, it will return to Barrow Hill Roundhouse.

Can I visit the preserved 1377 Class locomotive?

No. 41708 is currently at Tyseley Locomotive Works, Birmingham undergoing complete overhaul and is not on public display during restoration. Once completed (target late 2024/early 2025), it will return to Barrow Hill Roundhouse, Chesterfield, which is open to visitors and hosts regular events. The locomotive will be the only surviving long-term resident of this historic roundhouse where it spent its final 18 BR service years (1947-1966).

What OO gauge 1377 Class models are currently available?

Bachmann Branchline produced six OO gauge models (31-430 through 31-435) between 2013-2015, inspired by preserved No. 41708. All are now discontinued from new production but appear regularly on the pre-owned market through Hattons, Rails of Sheffield, and eBay at £35-£80 depending on condition. Versions include LMS black (full-cab 31-430 and half-cab 31-433) and various BR black schemes with different emblems/crests (31-431, 31-432, 31-434, 31-435). Critically, no Midland Railway crimson lake livery was produced.

Are there DCC sound-fitted versions available?

No factory sound-fitted versions exist. All Bachmann models are DCC Ready with 6-pin decoder sockets, but the compact chassis provides no provision for speaker installation. Aftermarket sound conversion would require extensive modification suitable only for experienced modellers with advanced electronics skills. Standard DCC decoder fitting is straightforward using ESU, TCS, or DCC Concepts products with 6-pin connections, providing digital control and basic lighting functions.

What scale models exist beyond OO gauge?

For O gauge (7mm scale), Slaters/Scale Link offers advanced brass and white metal kits depicting both Belpaire and round-topped firebox variants. These require considerable building experience and cost £300+ for kit components, with pre-built models commanding £400-£800+ depending on specification. No N gauge, OO9, or other scale ready-to-run options exist from any manufacturer. Graham Farish did not produce N gauge versions despite Bachmann typically scaling OO models down.

What duties did the 1377 Class perform?

Primary role was shunting—marshalling wagons in goods yards, collieries, and industrial facilities across the entire Midland Railway network. They also handled "trip freights" (short-distance goods trains with 15-25 wagons plus brake van), branch line freight services, and industrial railway work. The most famous duty was Staveley Ironworks shunting under the 100-year contract. Six locomotives served Melbourne Military Railway 1940-1944 for training military personnel, receiving special Westinghouse air brakes for Army crew familiarisation.

How long did the 1377 Class remain in service?

From first locomotive entering service in 1878 until final withdrawal in September 1965—an 87-year service span. Individual locomotives worked 40-85+ years. The last five survived exclusively due to the Staveley contract, making them among the oldest working steam locomotives in British Railways service. No. 41708 was the oldest engine still running on BR in early 1964, whilst No. 41835 received a new boiler in September 1961—just four years before class extinction.

What rolling stock should I run with a 1377 Class model?

Authentically, coal and mineral wagons formed the majority of traffic—RCH 7-plank wooden mineral wagons (grey, 10-12 ton capacity), 16-ton steel mineral wagons (BR era), private owner wagons with colliery/company names in various colours. Also appropriate: open goods wagons, ironstone hoppers, covered vans, and Midland Railway 6-wheeled 20-ton brake vans. Typical consists: 3-12 wagons for shunting, 15-25 wagons plus brake van for trip freights. Never pair with passenger coaching stock—these were strictly freight/shunting engines throughout their 87-year career.