L&YR Class 7

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Lancashire & Yorkshire Railway class 7
L&YR express locomotives (Railway Magazine, 100, October 1905).jpg
No. 1400 (right) with an L&YR 4-4-0 (left)
Type and origin
Power typeSteam
Designer John Aspinall
Build date1899–1902
Total produced40
Specifications
Configuration:
​
 •  Whyte 4-4-2
 •  UIC 2'B1'
Gauge 4 ft 8+1⁄2 in (1,435 mm)
Driver dia.7 ft 3 in (2.210 m)
Loco weight58.75 long tons (59.69 t)
Boiler pressure180 psi (1.24 MPa)
Cylinders Two
Cylinder size 19 in × 26 in (483 mm × 660 mm)
Valve gear Joy
Performance figures
Tractive effort 16,506 lbf (73.4 kN)
Career
Operators L&YR, LMS
Class L&YR: 7
Power classLMS: 2P
NumbersLMS: 10300–10339
Withdrawn1926–1934
DispositionAll scrapped

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 Withdrawals started in 1926, and the last was withdrawn in 1934.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.

Contents

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. [1] Less credence is given to an alleged 117 mph by No. 1417 near Kirkby on the route from Liverpool Exchange to Manchester Victoria. [2]

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. [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] [lower-alpha 1] 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 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). [5]

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. [6]

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. [7]

Related Research Articles

The London, Midland and Scottish Railway had the largest stock of steam locomotives of any of the 'Big Four' Grouping, i.e. pre-Nationalisation railway companies in the UK. Despite early troubles arising from factions within the new company, the LMS went on to build some very successful designs; many lasted until the end of steam traction on British Railways in 1968. For an explanation of numbering and classification, see British Rail locomotive and multiple unit numbering and classification.

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).

John Aspinall (engineer) British locomotive engineer

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.

GNR Class C1 (small boiler)

The Great Northern Railway (GNR) Small Boiler Class C1 is a class of steam locomotive, the first 4-4-2 or Atlantic type in Great Britain. They were designed by Henry Ivatt in 1897. In total 22 were built between 1898 and 1903 at Doncaster Works. The class were commonly known as 'Klondykes' [sic], after the 1897 Klondike gold rush. They could reach speeds of up to 90 mph. They were also known as Small Atlantics.

Horwich Works

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.

L&YR Class 5 Lancashire & Yorkshire Railway 2-4-2T passenger tank locomotive introduced in 1889

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.

L&YR Class 25

The Lancashire and Yorkshire Railway Class 25 is a class of 0-6-0 steam locomotive. They were introduced to the Lancashire and Yorkshire Railway in 1876 by new locomotive superintendent William Barton Wright and 280 were built in total. Of these, 230 were later converted to saddle tanks by John Aspinall, to become L&YR Class 23.

L&YR Class 21

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.

L&YR Class 27

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).

GS&WR Class 201 Class of 10 Irish 0-6-0T locomotives

The GS&WR Class 201 was a class of ten 0-6-0T locomotives designed by Locomotive Engineer, Henry Ivatt in 1887 for shunting heavy goods trains at Kingsbridge and Cork yards. Although the design is generally attributed to Ivatt they were actually created in the last year of Alexander McDonnell's tenure. The locomotives were built in three batch with variations between batches: Nos. 207—210 were introduced in 1887; 201 and 202 followed in 1895 taking numbers formerly held by Sambo and Negro; while the final batch 214—217 emerged in 1901.

L&YR Class 8

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) operated two classes of twenty steam railmotors in total.

L&YR Class 32 Class of 5 British 0-8-2T locomotives

The Lancashire and Yorkshire Railway Class 32 was a small class of 0-8-2T steam locomotives, intended for heavy shunting and banking duties.

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.

The L&YR Class 26 was a class of 20 2-6-2T passenger steam locomotives of the Lancashire and Yorkshire Railway designed by Henry Hoy and introduced in 1903. Most passed to the London, Midland and Scottish Railway (LMS) at the grouping in 1923 though they were withdrawn soon afterwards with none remaining in service after 1926.

L&YR Class 24

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 6 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.

L&YR Class 3

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.

L&YR 111 class Class of 72 British 0-4-4T locomotives

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.

L&YR Barton Wright 4-4-0 Class of British 4-4-0 locomotives

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.

References

Notes

  1. ↑ Aspinall would also been aware of the Atlantic Coast Lines 4-4-2 introduced in the United states in the mid-1890s.

Footnotes

  1. ↑ Mason 1975, pp. 71–72.
  2. ↑ Mason 1975, p. 70.
  3. 1 2 Bulleid 1967, p. 143.
  4. 1 2 Bulleid 1967, p. 150.
  5. 1 2 Bell 1923, p. 29.
  6. ↑ Marshall 1972, p. 259.
  7. ↑ Marshall 1972, p. 146.

Sources

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