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 L&YR 815 built by Neilson in 1883 | |||||||||||||||||
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The Lancashire and Yorkshire Railway (L&YR) Barton Wright 4-4-0 was four-coupled eight-wheeled bogie express engine which entered service in 1880.
| L&YR Barton Wright 4-4-0 | |||||||||||||||||
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| L&YR 815 built by Neilson in 1883 | |||||||||||||||||
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The Lancashire and Yorkshire Railway (L&YR) Barton Wright 4-4-0 was four-coupled eight-wheeled bogie express engine which entered service in 1880.
Locomotive superintendent William Barton Wright ordered the first eight of the type in 1879 from Sharp, Stewart and Company for the Hellifield−Chatburn line. [3]
Sharp Stewart supplied a further 16 in 1881 with Neilson and Company supplying 20 in 1883 and 10 in 1884, the latter having Joy valve gears. [4] The final batches Barton Wright batches went back to link motion: 20 from Kitson and Company in 1885 and 20 from Vulcan Foundry up to 1886. [4] Following Barton Wright's resignation and John Aspinall's appointment, the final 16 ordered from Vulcan Foundry delivered in 1887 had 4-inch longer wheelbases between the driving wheels, Timmis springs on the eight axles, and bogie wheels reduced to 3 feet 0 inches (0.91 m) permitting straight main frames and a horizontal grate. [5]
Subsequent developments based on the design were the Aspinall L&YR Class 2, of which 30 were ordered from Beyer, Peacock and Company with Joy valve gears and 160 psi boilers, as well as other variations, and the L&YR Class 3 with 7 feet 3 inches (2.21 m) driving wheels. [6]
The 6 feet 0 inches (1.83 m) driving wheels were suited to more challenging routes but on a non arduous route the Ramsbottom 2-4-0s could be faster. [7] Smaller tenders were initially necessary until bigger turntables were installed. [7]
Most were withdrawn in the early 1900s with only two, Nos. 922 and 924 going past 1914 to be classified Class 2 by Hughes in 1919. These passed through amalgamation into the LNWR, and finally becoming London, Midland and Scottish Railway (LMS) Nos. 10100 and 10101 respectively before withdrawal in November 1930. [8]
One of the final Vulcan Foundry batch with 3 ft bogie wheels batch was exhibited at the Royal Jubilee Exhibition, Manchester 1887. [9] [10]
George Hughes was an English locomotive engineer, and chief mechanical engineer (CME) of the Lancashire and Yorkshire Railway (L&YR) and the London, Midland and Scottish Railway (LMS).
Sir John Audley Frederick Aspinall was an English mechanical engineer who served as Locomotive Superintendent of the Great Southern and Western Railway (GS&WR) of Ireland and Lancashire and Yorkshire Railway (L&YR) of England. He introduced vacuum brakes to his locomotives in Ireland, a trend which was followed in Britain, and designed several locomotives. He was also president of the Institution of Mechanical Engineers and of the Institution of Civil Engineers.
The Lancashire and Yorkshire Railway (LYR) built suburban electric stock for lines in Liverpool and Manchester. The line between Liverpool to Southport began using electric multiple units (EMUs) on 22 March 1904, using a third rail 625 V DC. Additional trains were later built for this route, and in 1913 incompatible stock for the route to Ormskirk. Lightweight units were built to run on the Liverpool Overhead Railway.
Henry Albert Hoy (1855–1910) was a locomotive engineer with the Lancashire and Yorkshire Railway (L&YR). Hoy was born on 13 January 1855 in London, and educated at King Edward VI's Grammar School in St Albans, and at St John's College, Liverpool University.
William Barton Wright was an English mechanical engineer, also tea plantation owner and mine owner. He was Locomotive Superintendent of the Lancashire and Yorkshire Railway (LYR) from 1875. During his ten-year career in that post he helped to make the LYR one of the most efficient railways in the United Kingdom, by designing a range of good locomotives to haul the LYR's traffic.
Birmingham and Derby Junction Railway Locomotives comprised twelve passenger locomotives and two goods locomotives. When the Birmingham and Derby Junction Railway (B&DJR) amalgamated with the Midland Counties Railway and the North Midland Railway to form the Midland Railway (MR) in May 1844, the former B&DJR locomotives were given MR numbers; previously, they had been named, but not numbered. Most were renumbered in February 1847.
Horwich Works was a railway works built in 1886 by the Lancashire and Yorkshire Railway (LYR) in Horwich, near Bolton, in North West England when the company moved from its original works at Miles Platting, Manchester.
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 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.
The L&YR Class 21 is a class of small 0-4-0ST steam locomotive built by the Lancashire and Yorkshire Railway for shunting duties. They were nicknamed Pugs.
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 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.
The Lancashire and Yorkshire Railway (L&YR) operated two classes of twenty steam railmotors in total.
Frederick Attock was Carriage Superintendent of the Lancashire and Yorkshire Railway (L&YR) and the first president of Newton Heath L&YR F.C., the club that later became Manchester United F.C.
The L&YR Class 24 was a class of short-wheelbase 0-6-0T steam locomotives of the Lancashire and Yorkshire Railway (L&YR). It was designed by Aspinall and introduced in 1897 for shunting duties. Twenty locomotives were built, but six were withdrawn between 1917 and 1922.
The L&YR Class 2 (Aspinall) was a class of 4-4-0 steam locomotives of the Lancashire and Yorkshire Railway.
The L&YR Class 3 was a class of 4-4-0 steam locomotives of the Lancashire and Yorkshire Railway introduced in 1891 with forty being built. George Hughes rebuilt six locomotives with superheaters between 1908 and 1909, they were later designated L&YR Class 4. All passed to the London, Midland and Scottish Railway at the grouping in 1923 but were withdrawn by 1930.
The L&YR 2-10-0 was a prospective design for a class of 2-10-0 steam locomotives on the Lancashire and Yorkshire Railway. Initial designs were made by George Hughes between 1913 and 1914, but none of the class were built. If they had been, these would have been the UK's first 10-coupled locomotives in regular service.
The LNWR Newton Class was a class of ninety-six 2-4-0 steam locomotives built by the London and North Western Railway at their Crewe Works between 1866 and 1873.
The Lancashire and Yorkshire Railway (LY&R) Class 1110-4-4T were designed by Kitson and Company for William Barton Wright, who had a requirement for a short-distance passenger tank locomotive.
The Lancashire and Yorkshire Railway (L&YR) Barton Wright 0-6-2T were tank engines introduced by Barton Wright between 1877 and 1883. This was the first use of the 0-6-2T type in Britain.