Locomotives of the Lancashire & Yorkshire Railway

Collection of photos featuring locomotives of the L&Y railway

This first collection features the Barton Wright LYR Class 25 0-6-0

Including one preserved example
52044 seen here at Wakefield shed 6th November 1957
https://tinyurl.com/3wayw86u

full collection starts here
https://tinyurl.com/yapa9t4r

Neil

 

The Lancashire and Yorkshire Railway (L&YR) Class 23 is a class of 0-6-0ST steam locomotive. Their main use was for shunting and for short-trip freight working.
The Class 23 0-6-0ST locomotives were initially built in 1876-87 by L&Y locomotive superintendent Barton Wright as a class of 280 0-6-0 tender engines, LYR Class 25 0-6-0
230 of these were rebuilt as saddle tanks at Horwich Works by Aspinall between 1891 and 1900

Including this photo of Crewe works pilot
51446 Flag Lane, Crewe Works
https://tinyurl.com/mr288vvb

the locos were also used at Horwich works where they still had there LMS numbers in 1958
https://tinyurl.com/mw45rjny
Full collection of over 85 photos starts here with the LMS era & Horwich works LMS numbered locos
https://tinyurl.com/y75wsjvx
B.R. numbered locos start here with
51307
https://tinyurl.com/3y3jpdrm

Neil

 

The Lancashire and Yorkshire Railway Class 27 is a class of 0-6-0 steam locomotive designed for freight work on the Lancashire and Yorkshire Railway (L&YR).

Class 27 locomotives were designed by John Aspinall and 484 were built between 1889 - 1918 at Horwich Works. It was the standard goods engine used by the Lancashire & Yorkshire Railway. Aspinall opted for a two-cylinder format with a non superheated round top boiler. David Joy's configuration of valve gear was employed. By the time Aspinall became general manager of the L&YR on 1 July 1899 more than 400 of the simple but powerful engines had been built. More were built under his successors, Henry Hoy and George Hughes, albeit with some modifications. By 1918 there were the 484 locomotives in the class.
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.
Although the class was augmented by 60 engines between 1900 and 1909 and another ten between 1917–18, the last five built reverted to the original 1889 specification.
It is a tribute to the soundness, usefulness and simple practicality of Aspinall's design that 300 of the class passed into the ownership of the London, Midland and Scottish Railway (LMS) and around 50 were operating in British Railways (BR) service in summer 1960. British Railways took ownership of 235 of the class in 1948 and renumbered them 52088-52529 (with gaps) by the addition of 40000 to their LMS numbers.
32 locomotives were loaned to the Railway Operation Division during World War I, all of them were eventually returned once the war had ended.
Preservation
One locomotive, 1895-built L&YR number 1300 (later LMS 12322 and BR 52322) has survived and is preserved at the East Lancashire Railway.

Now preserved 52322 seen here at Nuneaton in 1951
https://tinyurl.com/3f6wz73k
and as 12322 in LMS days at Oxford
https://tinyurl.com/2p9859nk
ELR
https://tinyurl.com/44uxzy4h

over 225 photos starts here with
Lancashire & Yorkshire railway era
https://tinyurl.com/2p8wz6nz

LMS era starts here
12087
https://tinyurl.com/26furjy3
to
12613
https://tinyurl.com/42pp6ddf

B.R. era starts here with
52089 on banking duties Manchester Victoria
https://tinyurl.com/2p9rv8hj
to
52529
https://tinyurl.com/45net7jx

Neil

 

Aspinall Class 7 'Highflyers' 4-4-2 Atlantics

The Lancashire and Yorkshire Railway (L&YR) Class 7 was a class of Atlantic passenger steam locomotives to the design of John Aspinall. Forty were built between 1899 and 1902. They were known as "High-Flyers" as a result of having a high-pitched boiler that was supposed to increase stability at speed. All passed into London, Midland and Scottish Railway (LMS) ownership on the grouping of 1923, becoming the LMS's only Atlantic tender engine class. The LMS gave them the power classification 2P. Withdrawals started in 1926, and the last was withdrawn in 1934. None were preserved.
These were free-running engines capable of high speeds. It was claimed that No. 1392 attained a speed of over 100 mph on 15 July 1899 during a trial run with five bogie coaches on the Liverpool Exchange to Southport line. Less credence is given to an alleged 117 mph by No. 1417 near Kirkby on the route from Liverpool Exchange to Manchester Victoria.
Design
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. 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. Ivatt, whose need was more urgent, introduced his class C1 in June 1898 which did not incorporate a large boiler. Aspinall viewed Ivatt's locomotive and made some minor improvements to the Class 7 cab such as fitting seats. When the Aspinall engine appeared in 1899 it leveraged the capability of the 4-4-2 to hold a larger boiler. The length of the boiler increasing from 10 feet 7+3⁄4 inches (3.245 m) in his previous 4-4-0 design while the heating area increased from 1,108 square feet (102.9 m2) to 1,877 square feet (174.4 m2).
Numbering
The locomotives were built in two batches of 20 at Horwich Works. The first batch, turned out in 1899, were numbered 1400, 1392–9, 1401–4, 700, 702, 708, 711, 718, 735, 737; the second batch of 1902 were numbered 1405–24. Those numbered in the 700s took the numbers of older locomotives which had been withdrawn; the others were given numbers at the end of the L&YR list which were as yet unused. Under the LMS, they were allocated the numbers 10300–39 in order of construction, but several were withdrawn before these numbers could be applied.
Details
No. 737, the last locomotive of the first batch, is believed by John Marshall to have been the first British superheated locomotive. The front tubeplate of the boiler was recessed, creating a cylindrical space into which the superheater was mounted. This consisted of a drum 3 ft 6 in (1,067 mm) long through which were a number of tubes for the hot gases to pass through. It offered only a low degree of superheat – 95 °F (35 °C) above the normal steam temperature. The last five locomotives of the 1902 batch - Nos. 1420–4 - were given the same apparatus when new, but it was removed from all six by 1917.

Lancashire and Yorkshire era starts here with
711 unknown location
https://tinyurl.com/yecxhaem

LMS era starts here with
10319 unknown location
https://tinyurl.com/rmka5def

Neil

 

The L&YR Class 30 was a class of 0-8-0 steam locomotives of the Lancashire and Yorkshire Railway. The class was designed by John Aspinall and introduced in 1900.

A total of 60 locomotives were built, all of which passed to the London, Midland and Scottish Railway (LMS) in 1923. The LMS numbered them 12700-12759 and gave them the power classification 5F. By 1948, British Railways (BR) inherited only one surviving locomotive: LMS No. 12727 (L&YR No. 1433), which was renumbered 52727.

The first locomotive was withdrawn in 1926 and the last in 1950. None were preserved

52727 the only loco that survived to B.R. service at Horwich works
https://tinyurl.com/ytpaakts
and at Wigan
https://tinyurl.com/2p8apvx6

Full collection of LMS Era starts here
https://tinyurl.com/yck9yb9j

Neil

 

Collection of photos featuring Aspinall Lancashire & Yorkshire Railway Class 5 'Radial Tanks' 2-4-2T

The Lancashire and Yorkshire Railway Class 5 were 2-4-2T steam locomotives designed by Chief Mechanical Engineer (CME) John Aspinall and introduced from 1889 for local passenger work. Later batches included progressive modifications such as extended coal bunkers and belpaire fireboxes. The final batch built from 1911 to 1914 under George Hughes incorporating superheated boilers and belpaire firebox gave increased tractive effort, others were also rebuilt to this standard. When Hughes introduced his classification system in 1919, the more powerful superheated locomotives were designated Class 6. The final examples were withdrawn in 1961.
John Aspinall was from the Great Southern and Western Railway (GS&WR) of Ireland, and had succeeded Barton Wright in 1886 with the goal of continuing Wright's policy of standardisation on a minimum number of locomotive classes. Aspinall built more of slightly modified versions of Wright's 0-6-0 and 4-4-0 designs but was concerned with some aspects of the 0-4-4T design used for local passenger duties. Aspinall disliked unguided leading wheels as they could give rise to excessive flange wear and rough riding though neither the L&YR 0-4-4Ts nor the GS&WR's 0-4-4BTs had given problems. Having determined on a larger 2-4-2T design he reviewed best practice from contemporary designs including Webb's LNWR 4ft 6in Tank Class, proposed 4ft 6in 2-4-2Ts and Worsdell's 2-4-2T. The design incorporated Joy valve gear and Webb's radial axle box.
The design emerged on as 20 February 1889 and was the first locomotive built at Horwich Works.[2] The early locomotives had 18-by-26-inch (457 mm × 660 mm) cylinders for a tractive effort of 18,955 lbf (84.32 kN) and power class 2P.[3] Some later-built locomotives from 1893 had smaller diameter cylinders of 17 inches (432 mm) for a tractive effort of 18,360 lbf (81.67 kN).[3] The original coal bunker capacity was of 2 tons. 270 were built in total.
On 2 February 1916, No. 661 was at Penistone in the process of running around its train ready for the return trip to Huddersfield, and was standing on Penistone viaduct prior to setting back onto the train, when a pier and two arches of the viaduct gave way beneath the locomotive and collapsed into the River Don. The driver and fireman had time to run clear, but the locomotive fell 85 feet (26 m) into the valley below. Recovery intact was not possible, and the locomotive was scrapped in situ over the following three weeks. The pieces were hauled up the embankment, loaded into wagons and sent back to Horwich, where some of the parts were incorporated into a replacement locomotive bearing the same number. No. 661 was one of those built with long frames, but the only available set of spare frames were of the short variety, so these were lengthened by welding on extension pieces at the rear.
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 (11 km) adverse gradient of the Oldham Branch with 0.75 miles (1.21 km) 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 (0.80 km) the Werneth spur.
[In 1903, the incumbent CME Henry Hoy reported that the now 270 strong class had between them covered 61,000,000 mi (98,000,000 km) in the preceding 14 years all over the L&YR system. They had suitable ability on passenger duties to haul a considerable load at any reasonable speed.
The last batch of 2-4-2 radial tanks entered service in 1911 and these more moreful superheated L&YR Class 6 were allocated to run some express passenger services to some extent as the unrebuilt Hughes 4-6-0 had multiple problems and the Aspinall Atlantics were beginning to exhibit high levels of unserviceability. However the L&YR were severely censured by the Boarad of Trade in the 1912 Charlestown curve derailment inquiry report for use of large radial tanks on high speed passenger services but despite protestations reputational damage seems to have resulted and the practice somewhat discontinued
On 1 January 1922, the LY&R amalgamated with the London and North Western Railway (LWNR) and the fleet passed on into the London, Midland and Scottish Railway (LMS) with the initial grouping on 1 January 1923.
Some of the locomotives were fitted for push-pull working, being coupled to a driving trailer coach that contained a driver's cab and allowing the train to be driven in reverse, without running the locomotive around the train at the terminus. The engines fitted for push-pull servie can easily be recognised by looking at the front or rear. Standard fittings are; a steam pipe hanging under the buffer beam to the left of the coupling and a vacuum brake stand pipe rising from the buffer beam to the right of the coupling. Push-pull fitted engines have an additional throttle vacuum riser pipe to the left of the coupling.
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. They were joined by 14 of the superheated Class 6 that were renumbered in the range 50835–50953, and which were all scrapped by 1952. By 1961 only three remained in existence.
Preservation
A single preserved example of the type exists. No. 1008, the first Class 5 engine to be built, was withdrawn in 1954 after sixty-five years of service, and is now preserved as a static exhibit in the National Railway Museum. This locomotive is the small bunkered version with the round topped boiler.[

Including these 2 photos of
50865 Huddersfield Hillhouse shed 11th September 1953
https://tinyurl.com/zyknznpm
https://tinyurl.com/2p9crhc6

Full collection of over 85 photos starts here with L&YR/LMS era
https://tinyurl.com/2htyw8px

B.R. era starts here with
50636
https://tinyurl.com/4xyx79e8

Neil

 

55/89 = Southport Chapel Street

81 / 89 = Southport Chapel Street

 

This was published as a slide by the L&Y Saddletanks Fund (T91) and dated May 1960. 51/89 may be Bank Hall.
Ray.

 

70/89 50829 Bury Bolton Street

 

Collection of photos of Hughes Lancashire & Yorkshire Railway Class 8 'Dreadnoughts'

The Lancashire and Yorkshire Railway (L&YR) Class 8 was a four-cylinder 4-6-0 express passenger locomotive designed by George Hughes introduced in 1908.
The increased weight of trains in the early 1900s and need for improved power on Liverpool—Manchester—Hull expresses and Leeds—Fleetwood boat trains indicated a need for an engine more powerful than the Aspinall's 4-4-2 Atlantic of 1899. Hughes described the requirement in a paper read to the Institute of Mechanical Engineers
This design was brought about by the further increased weight of trains and the necessity of accurate time-keeping with the accelerated train schedule of the Liverpool, Manchester, and Hull expresses, the Leeds, Bradford and Fleetwood boat trains, and to cope with the gradients on the Bradford, Huddersfield, and Sheffield sections
first examples came out of Horwich Works in June 1908, and the original batch of 20 was completed in by March 1909. Around the time of their construction, they were nicknamed "Dreadnoughts" on account of their large size, after the then-new Royal Navy battleship HMS Dreadnought.
The locomotives proved "sluggish, poor runners and poor steamers". They were subject to a number of modifications to improve steaming, including enlarged blast pipes and an air duct running to the front and rear of the ashpan in order to improve combustion.
From 1919 to 1920, fifteen were rebuilt with superheaters, piston valves, Walschaerts valve gear and slightly larger cylinders. The nominal tractive effort of the rebuilds was 28,879 lbf (128.46 kN) which made these engines for a time the second most powerful in Great Britain (to the Somerset and Dorset 2-8-0s dating from 1914) until 1922 when the Gresley Pacifics appeared. The rebuilt locomotives were reported to be "a good workman-like engine" and "an engine thoroughly master of its work", although still with a coal consumption on the heavy side.
Improved performance of the rebuilt locomotives and favourable test comparisons with the LNWR Prince of Wales Class and LNWR Claughton Class in 1921 and published in The Engineer were a trigger for the L&YR to order more of the type.
During the length of the National coal strike of 1912 the unrebuilt Hughes 4-6-0 class were suspended because while able to "shift anything" the amount of coal they used in process was too excessive in a time of shortage.
The relatively early withdrawal of most units must be considered in the context that the LMS inherited 393 different locomotive classes at Grouping, and LMS chairman Sir Josiah Stamp thought it desirable to reduce this to just 10 classes. Also perhaps relevant is that while Hughes became chief mechanical engineer (CME) of the LNWR following its amalgamation with the L&YR and then CME of the LMS at the grouping, with his resignation in 1925, influence moved from Horwich to Derby. In a paper presented to the Institute of Locomotive Engineers in 1946 E. S. Cox claimed that while the class were capable of some outstanding performances their "steaming, coal consumption and reliability were not outstanding" and seeming considered not suitable for general use on the Anglo Scottish as had been hoped.

Info from Wikipedia

Including these photos at Southport and Blackpool of the last surviving loco 50455
50455 Southport Derby Road Shed
https://tinyurl.com/2p6842cn
50455 Blackpool
https://tinyurl.com/f6e5f8zt

over 90 photos mainly in the LYR/LMS era start here with
1151
https://tinyurl.com/ru7d77pv
To
10472 Wakefield shed 19354
https://tinyurl.com/5ycf8p5s

B.R. era
50455
https://tinyurl.com/5n6pvuht

Neil

 

1 /93 = Leeds [note circular roundhouse in background

5 / 93 = Blackpool Central [different view of 4 / 93

12 / 93 Aintree [Race day / Grand National special - note electric line

17 / 93 = Blackpool shed [duplicates 13 / 97

53 / 93 = Aintree [Race day special ?

55 / 93 = Newton Heath [duplicates 56 / 93

60 / 93 = York

64 / 93 = approaching Oxenholme

66 / 93 = Crewe [duplicates 67 / 93

73 / 93 = Oxenholme

76 / 93 = Dillicar [Tebay]

 

Collection of photos of Hughes Lancashire & Yorkshire Railway Class 1 railmotors

Hughes designed a class of railmotors that were then built at Horwich and Newton Heath, in four batches over five years. They were of the "0-4-0T locomotive + semi-trailer type", with conventional locomotive boilers.
No 15, works number 983, was the 1,000th locomotive to be built at Horwich.
All were inherited by the London, Midland and Scottish Railway (LMS) in 1923, who numbered the locomotives 10600-17 and gave the trailers separate numbers in the coaching stock series. These were the only self-propelled vehicles numbered in the LMS locomotive series rather than the coaching stock series. The first was withdrawn in 1927, and only one survived by nationalisation in 1948. That railmotor, LMS No. 10617, was withdrawn in 1948 without being given a British Railways number.

10600 Horwich works
https://tinyurl.com/2p967284
to
10617 Horwich works (last in service withdrawn 1948)
https://tinyurl.com/52np43u8

Neil

 

8/9 = Horwich

 

Agree...

 

The Lancashire and Yorkshire Railway Class 28 was a class of 0-6-0 steam locomotive, designed by George Hughes for the Lancashire and Yorkshire Railway (L&YR). It was a rebuild of Aspinall's Class 27, with the addition of a Belpaire firebox and the extension of the footplate and front sandboxes. It was similar, but had larger cylinders and a superheater. It had 5-foot-1-inch (1.549 m) wheels.
The locomotives passed briefly to the London and North Western Railway (LNWR) in 1922 and then to the London, Midland and Scottish Railway (LMS) in 1923. The LMS gave them the power classification 3F. Their LMS numbers were 12515-12619. In 1948, the surviving locomotives (35) passed to British Railways (BR), which numbered them 52528-52619 (with gaps).

Including this photo of
12578 at Newton Heath still with LMS number post 1948 (see black 5 behind)
https://tinyurl.com/yfe9jtu6

Full collection of over 45 photos starts here with
LMS era
12528
https://tinyurl.com/jpe5mrae
to
B.R. era
52554
https://tinyurl.com/455uuzv8

Neil