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Anonymous: “ ‘No. 61,’ LONDON AND BRIGHTON RAILWAY.” Fig. 43 in G. A. Sekon (George Augustus Nokes), The evolution of the steam locomotive (1803 to 1898), London: The Locomotive Publishing Company Limited, 1899, p. 115.

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FIG. 43.—“No. 61,” LONDON AND BRIGHTON RAILWAY

[...]
     The next point in the evolution of the locomotive that deserves attention is the famous class of engines known as the “Jenny Lind” design.
     Much has been written concerning these engines during recent years, and many uncorroborated and absurd statements have been made; but it was most clearly demonstrated that to Mr. David Joy was due the chief honour of designing the successful class of locomotive known far and near as “Jenny Linds.” Such a design was elaborated from the adoption of the best features of the several descriptions of locomotives then in use.
     The first of the type of engine afterwards known as the “Jenny Lind” class was constructed for the London and Brighton Railway by E. B. Wilson and Co., Railway Foundry, Leeds, and was commenced building in November, 1846, and completed in

116   EVOLUTION OF THE STEAM LOCOMOTIVE
May, 1847. The principal features of the engines may be summarised as follows:—Steam pressure 1201b. per square inch, inside bearings to driving and outside bearings to the leading and trailing wheels, outside frames, outside pumps located between the driving and trailing wheels, and worked by cranks fixed on the outside of the driving axles. The engine had a raised fire-box; the dome was fluted and had a square seating; the safety valve was enclosed within a fluted column, and fixed on the fire-box.
     Polished mahogany lagging was used for both the boiler and fire-box, the same being secured by bright brass hoops. The tops of the safety valves and dome were bright copper. The first trip of the “Jenny Lind” was from Leeds to Wakefield and back. Ten engines of this class were supplied to the London and Brighton Railway, and were numbered 61 (Fig. 43) to 70. The principal dimensions were:—Driving wheels 6ft. diameter; leading and trailing wheels, 4ft. diameter; cylinders (inside), 15in. diameter, 20in. stroke; boiler, 11ft. long, 3ft. 8in. diameter; 124 tubes, 2in. diameter. A water space of 3in. was left between the inner and outer shells of the fire-box. Heating surface, tubes 700 sq. ft., fire-box 80 sq. ft.
     It is significant to note that in the original description of the “Jenny Lind,” published in 1848, we are informed that “in establishing this class of engine Messrs. Wilson have studied less the introduction of dangerous novelties than the judicious combination of isolated examples of well-tried conveniences.” This statement exactly agrees with those recently made by Mr. Joy.

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