Lancashire and Yorkshire Railway

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Aspinall and Henry Ivatt, now at the Great Northern Railway (GNR) and a former colleague from Inchicore, were by 1897 discussing their needs for larger engines that their railways existing 4-4-0 and 4-2-2 locomotives. [3] Comparing notes they both selected the 4-4-2 arrangement as able to accommodate a larger boiler while giving options to easily alter the design of the firebox if necessary. [3] [a] Ivatt, whose need was more urgent, introduced his class C1 in June 1898 which did not incorporate a large boiler. [4] Aspinall viewed Ivatt's locomotive and made some minor improvements to the Class 7 cab such as fitting seats. [4] When the Aspinall engine appeared in 1899 it leveraged the capability of the 4-4-2 to hold a larger boiler. [5] The length of the boiler increasing from 10feet 7 + 3⁄ 4inches (3.245m) in his previous 4-4-0 design while the heating area increased from 1,108 square feet (102.9m 2) to 1,877 square feet (174.4m 2). [5] Numbering [ edit ]

Bulleid claims the radial tanks made at excellent start to service life, with No. 1008 going from the works and into service with no teething troubles in February 1889. By the summer of 1891, they had gained a reputation for handling some of the more difficult L&YR routes including the 7 miles (11km) adverse gradient of the Oldham Branch with 0.75 miles (1.21km) at 1 in 52 then a further half mile at 1 in 44. Their duties also included the steepest passenger line in England, 1 27 for 0.5 miles (0.80km) the Werneth spur. [19] the British Railways Pre-Grouping Atlas and Gazetteer or one of the Railway and Commercial Gazetteers as they may show which companies owned or operated through a particular stationa b c Earnshaw, Alan (1989). Trains in Trouble: Vol. 5. Penryn: Atlantic Books. pp.6, 8, 13. ISBN 978-0-906899-35-9.

The Lancashire and Yorkshire Railway (L&YR) was a major British railway company before the 1923 Grouping. It was incorporated in 1847 from an amalgamation of several existing railways. It was the third-largest railway system based in northern England (after the Midland and North Eastern Railways). [ citation needed] A viaduct at Penistone, Yorkshire collapsed on 2 February 1916 due to subsidence. A locomotive was on the bridge at the time, but its crew had time to escape before it fell. [19] Experience would suggest that the complication and variation wasn't worth the candle after all. Although 21 were built with the vessel, Rendell's notation to a table he submitted not 4 years later, "It is not in contemplation to build any more at present". 14 would be rebuilt with a larger boiler in 1911.

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A passenger train ran into a goods train near Mosesgate on 27 October 1880. Several passengers were injured and about a dozen carriages and a number of wagons were damaged. [12] Data from "New Goods Locomotive with Corrugated Firebox, L & Y Ry," The Locomotive Magazine, Vol VII (June 1902), p. 98-99. See also Charles S Lake, "Special Features in the Design of Locomotive Boilers and Fireboxes," The Engineering Magazine, Vol 26 (1903), p. 225-226 and Samuel Rendell (M. I Mech.E), "The Steam Locomotive: Fifty Years Ago and Now", read Saturday, 13 January 1906 and published in the Transactions of the Manchester Association of Engineers 1906 (January to March). During the period under the LMS nearly two-thirds of the type were withdrawn and about 109 or 110 [13] 2Ps survived to pass to the nationalised British Railways on 1 January 1948. [22] They were joined by 14 of the superheated Class 6 that were renumbered in the range 50835–50953, [16] and which were all scrapped by 1952. [ citation needed] By 1961 only three remained in existence. [13] Wirral Railway [ edit ]

Occasional references to individuals may, however, be found amongst the records of the Colonial, Dominions or Foreign Offices (The National Archives’ department codes CO, DO or FO). RAIL 264, RAIL 253/454, RAIL 257/6-8, RAIL 270/1-30, RAIL 276/22, RAIL 278/5, RAIL 1014/22-27, RAIL 1014/33, RAIL 1014/36, RAIL 1014/37, RAIL 1014/48, RAIL 1014/49 Locomotive Superintendent, 1845-1867 (started at Manchester & Bolton Railway in 1835). Based at Miles Platting worksWith the exception of a monogram used on some tender engines no company lettering appeared on locomotives until the late 1890s when ‘L & Y’ appeared on some tenders. The full company name was used from the early 20th century; in a straight line on tenders and, for a few years, in an arc around the number plate on tank sides. This soon gave way to the straight line arrangement seen in most photographs. Many aspects of the history of the Lancashire & Yorkshire Railway can be found in the following books: The county was hit hard by the “Beeching cuts”, which saw a huge reduction of rail routes across the country from the 1960s, with the north being hit hard by changes to Britain's railway lines. Under Hughes, one of the class was subject to early experiments in superheating, the process of increasing the temperature of steam produced in the boiler so the minimum of energy was lost. After months of trials, 20 superheated engines were authorised to be built and the first of the superheated class 27s emerged from Horwich Works in 1909. The superheated 27s had the same boiler pressure as the originals, 180 psi. The first batch had round topped boilers, but in 1912 a second batch of 20 was constructed with Belpaire fireboxes. The locomotives passed to the London, Midland and Scottish Railway (LMS) in 1923. LMS numbers were 10900–10954, except for 9 which were converted after the grouping without being renumbered. [16] Summary of variants as built [17] Horwich Lots

Data from "Horwich-Built Eight-Coupled Mineral Engine, London, Midland and Scottish Railway", Locomotive Magazine, Volume XXIX [29] (15 October 1915) , p.. 286. Data from Samuel Rendell (M. I Mech.E), "The Steam Locomotive: Fifty Years Ago and Now", read Saturday, 13 January 1906 and published in the Transactions of the Manchester Association of Engineers 1906 (January to March). See also Charles Lake, Locomotives of 1907 (London: Percival Marshall & Co, 1907), presented on [ ], last accessed 31 January 2009.The Burscough Junction crash occurred on 15 January 1880 at the Burscough Junction station on the Liverpool to Preston line, resulting in nine fatalities. [10] [11] Further details of search terms for staff trades and occupations can be found in Appendix 2 of this guide, below (see also Appendix 6 of D T Hawkings’ Railway Ancestors). Step 4: Search our catalogue Casserley, H. C.& Johnston, Stuart W. (1974) [1966]. Locomotives at the Grouping 3: London, Midland and Scottish Railway. Shepperton, Surrey: Ian Allan. pp.111–112. ISBN 0-7110-0554-0. Marshall, John (1972). The Lancashire and Yorkshire Railway, Volume 3. Newton Abbot: David & Charles. ISBN 978-0-7153-5320-2. The particulars given above indicate that there would be an enormous economy in favour of the large engines," the author summarized, "but the average number of wagons per engine is no criterion unless 27 be the maximum number allowed per engine on the section, and which is very unlikely seeing that 40 is the general load allowed in most parts of the country."