This is a list of locomotives that were used or trialled on the Liverpool and Manchester Railway (L&MR) during its construction, at the Rainhill Trials, and until absorption by the Grand Junction Railway in 1845.
The rate of progress led to quite a rapid turnover in the operating roster. Writing in 1835, de Pambour found that of the L&MR's then thirty engines, ten were seen as obsolete and day-to-day work was concentrated on only ten or eleven of the remainder, the remaining third being under repair or kept as backup. [1] By 1840 only ten remained of the first 32 engines; and of a list of engines in use in 1844, fewer than half were even five years old. [2]
Locomotives were often also substantially rebuilt. According to de Pambour again, observing the railway in 1834,
"... what is meant by repairs to the engines is nothing less than their complete re-construction; that is to say that when an engine requires any repair, unless it is for some trifling accident, it is taken to pieces and a new one is constructed, which receives the same name as the first, and in the construction of which are made to serve all such parts of the old engine as are still capable of being used with advantage. The consequence of this is that a reconstructed or repaired engine is literally a new one. The repairs amount thus to considerable sums, but they include also the renewal of the engines." [3]
L&MR No. | Name | Builder | Builder No. | Date built | Wheel arrangement | LNWR No. | Notes |
---|---|---|---|---|---|---|---|
Lancashire Witch | Robert Stephenson and Company | 1828 | 0-4-0 | — | Built for Bolton and Leigh Railway but leased to L&MR. | ||
Twin Sisters | Robert Stephenson and Company | 1829 | 0-6-0 | — | Twin vertical boilers. Used in the construction of the line. | ||
Cycloped | Thomas Shaw Brandreth | 1829 | — | Horse powered, unsuccessful Rainhill Trials entrant. | |||
Novelty | Ericsson & Braithwaite | 1829 | 0-2-2VBWT | — | Rebuilt by Robert Daglish and sold to St Helens and Runcorn Gap Railway 3 August 1833. [4] Replica built in 1929 incorporates original wheels and one cylinder. | ||
Perseverance | Timothy Burstall | 1829 | 0-4-0 | — | |||
Sans Pareil | Timothy Hackworth | 1829 | 0-4-0 | — | Leased to Bolton and Leigh Railway in 1831 | ||
William IV | Ericsson & Braithwaite | 1830 | 0-2-2 | — | [ citation needed ] | ||
Queen Adelaide | Ericsson & Braithwaite | 1830 | 0-2-2 | — | [ citation needed ] | ||
Liverpool | Edward Bury and Company | 1830 | 0-4-0 [5] | — | First of the Bury Bar Frame locomotives. Ran well, but strongly opposed by George Stephenson. Finally vetoed because of its 6-foot large wheels. | ||
Manchester | Galloway, Bowman & Glasgow | 1831 | 2-2-0 [5] | — | [ citation needed ] | ||
Hecate | — | [ citation needed ] | |||||
1 | Rocket | Robert Stephenson and Company | 19 | 1829 | 0-2-2 | — | [6] Participated in Opening Ceremony, driven by Joseph Locke [7] Sold to Lord Carlisle, donated to Patent Office Museum in 1862. Preserved. Contrary to popular belief, George Stephenson had nothing to do with the design or building of this locomotive. [8] |
2 | Arrow | Robert Stephenson and Company | 1830 | 0-2-2 | — | [9] Participated in Opening Ceremony, driven by Frederick Swanwick. [7] Had previously pulled the first full Directors' run, from Liverpool to Manchester and back, on 14 June 1830. | |
3 | Wildfire | Robert Stephenson and Company | 1830 | 0-2-2 | — | [9] Later renamed Meteor [4] | |
4 | Dart | Robert Stephenson and Company | 1830 | 0-2-2 | — | [9] Participated in Opening Ceremony, driven by Thomas Gooch. [7] | |
5 | Comet | Robert Stephenson and Company | 1830 | 0-2-2 | — | [9] Participated in Opening Ceremony, driven by William Allcard. [7] | |
6 | Phoenix | Robert Stephenson and Company | 1830 | 0-2-2 [5] | — | [10] Participated in Opening Ceremony, driven by Robert Stephenson [7] | |
7 | Northumbrian | Robert Stephenson and Company | 1830 | 0-2-2 | — | [11] Enlarged version of Rocket, Lead locomotive in opening procession, driven by George Stephenson [7] | |
8 | North Star | Robert Stephenson and Company | 1830 | 0-2-2 | — | [11] Participated in opening ceremony. | |
9 | Planet | Robert Stephenson and Company | 1830 | 2-2-0 | — | [10] | |
10 | Majestic | Robert Stephenson and Company | 1830 | 2-2-0 | — | Listed as 2-2-0 in L&M record, but may have been 0-2-2 similar to Northumbrian [10] | |
11 | Mercury | Robert Stephenson and Company | 1830 | 2-2-0 | — | [10] Rebuilt as 2-2-2 in 1833 | |
12 | Mars | Robert Stephenson and Company | 1830 | 2-2-0 | — | [10] | |
13 | Samson | Robert Stephenson and Company | 1831 | 0-4-0 | — | [12] For media, see ![]() | |
14 | Jupiter | Robert Stephenson and Company | 1831 | 2-2-0 | — | [10] | |
15 | Goliah | Robert Stephenson and Company | 1831 | 0-4-0 | — | Name also listed as Goliath [12] | |
16 | Saturn | Robert Stephenson and Company | 1831 | 2-2-0 | — | [10] | |
17 | Sun | Robert Stephenson and Company | 1831 | 2-2-0 | — | [10] | |
18 | Venus | Robert Stephenson and Company | 1831 | 2-2-0 | — | [10] | |
19 | Vulcan | Fenton, Murray & Co. | 1831 | 2-2-0 | — | [10] | |
20 | Etna | Robert Stephenson and Company | 1831 | 2-2-0 | — | [10] | |
21 | Fury | Fenton, Murray & Co. | 1831 | 2-2-0 | — | [10] | |
22 | Victory | Robert Stephenson and Company | 1831 | 2-2-0 | — | [10] | |
23 | Atlas | Robert Stephenson and Company | 1832 | 0-4-0 | — | [12] Rebuilt as 0-4-2, Renewed in 1842 as No. 81 | |
24 | Vesta | Robert Stephenson and Company | 1832 | 2-2-0 | — | [10] | |
25 | Milo | Robert Stephenson and Company | 1832 | 0-4-0 | — | [12] | |
26 | Liver | Edward Bury and Company | 1832 | 2-2-0 | — | [10] Between Jan 1832 and Mar 1834 Liver worked a greater mileage than any other locomotive. [13] In trials against Planet in June 1832 Liver was found to be more economical; but there were no further orders. [14] | |
27 | Pluto | Robert Stephenson and Company | 1832 | 2-2-0 | 127 † | [10] Rebuilt as 2-2-2 in 1841; renumbered 9. | |
28 | Caledonian | Galloway, Bowman & Glasgow | 1832 | 0-4-0 | — | [12] | |
29 | Ajax | Robert Stephenson and Company | 1832 | 2-2-0 | — | [10] | |
30 | Leeds | Fenton, Murray & Co. | 1833 | 2-2-0 | — | [10] | |
31 | Firefly | Robert Stephenson and Company | 1833 | 2-2-0 | — | [10] | |
32 | Experiment | Sharp, Roberts and Company | 1833 | 2-2-0 | — | [10] Driven by bell cranks. | |
33 | Patentee | Robert Stephenson and Company | 1834 | 2-2-2 | — | [10] | |
34 | Titan | Charles Tayleur and Company | 8 | 1834 | 0-4-0 | — | Rebuilt as 0-4-2 [12] |
35 | Orion | Charles Tayleur and Company | 9 | 1834 | 0-4-0 | — | Rebuilt as 0-4-2 [12] |
36 | Swiftsure | George Forrester and Company | 1834 | 2-2-0 | — | [10] A "Boxer", with outside cylinders; rebuilt as 2-2-2 | |
37 | Rapid | Charles Tayleur and Company | 17 | 1835 | 2-2-2 | — | [10] |
38 | Speedwell | Charles Tayleur and Company | 19 | 1835 | 2-2-2 | — | [15] |
39 | Hercules | Mather, Dixon and Company | 1835 | 0-4-0 | — | Rebuilt as 0-4-2 [12] | |
40 | Eclipse | Charles Tayleur and Company | 29 | 1835 | 0-4-2 | — | Rebuilt as 0-4-2 [12] |
41 | Star | Charles Tayleur and Company | 30 | 1836 | 2-2-2 | 165 [ citation needed ] | [15] Renumbered 53; rebuilt as 0-4-2 |
42 | York | Charles Tayleur and Company | 31 | 1836 | 0-4-2 | — | [12] |
43 | Vesuvius | Haigh Foundry | 1836 | 2-2-2 | — | [15] | |
44 | Thunderer | Mather, Dixon and Company | 1836 | 0-4-2 | — | [12] | |
45 | Lightning | Haigh Foundry | 1836 | 2-2-2 | 114 | [15] | |
46 | Cyclops | Haigh Foundry | 1836 | 2-2-2 | — | [15] Modified in 1839 by John Gray with expansion gear. [16] | |
47 | Milo | Charles Tayleur and Company | 32 | 1836 | 2-2-2 | — | [15] |
48 | Dart | Mather, Dixon and Company | 1836 | 2-2-2 | — | [15] | |
49 | Phoenix | Charles Tayleur and Company | 33 | 1836 | 2-2-2 | — | [15] |
50 | Majestic | Charles Tayleur and Company | 46 | 1837 | 2-2-2 | — | [15] |
51 | Etna | Charles Tayleur and Company | 47 | 1837 | 2-2-2 | — | [15] |
52 | Arrow | Mather, Dixon and Company | 1837 | 2-2-2 | — | [15] | |
53 | Sun | R & W Hawthorn | 1837 | 2-2-2 | 164 [ citation needed ] | [15] | |
54 | Meteor | Mather, Dixon and Company | 1837 | 2-2-2 | 115 † | [15] | |
55 | Comet | Mather, Dixon and Company | 1837 | 2-2-2 | 166 [ citation needed ] | [15] | |
56 | Vesta | R & W Hawthorn | 1837 | 2-2-2 | — | [15] | |
57 | Lion | Todd, Kitson & Laird | 1838 | 0-4-2 | 116 | [17] Sold to Mersey Docks in 1859 for use as a stationary pump, worked in that role until 1928. Preserved. | |
58 | Tiger | Todd, Kitson & Laird | 1838 | 0-4-2 | 117 | [17] | |
59 | Rokeby | Rothwell and Company | 1838 | 2-2-2 | — | [15] Renumbered 52 | |
60 | Roderic | Rothwell and Company | 1838 | 2-2-2 | 118 | [15] Renumbered 20 | |
61 | Mammoth | T. Banks & Co. | 1839 | 0-4-2 | — | [17] Renumbered 30 | |
62 | Leopard | Todd, Kitson & Laird | 1839 | 2-2-2 | — | [15] | |
63 | Mastodon | T. Banks & Co. | 1839 | 2-2-2 | 119 | [17] Renumbered 56 | |
64 | Panther | Todd, Kitson & Laird | 1839 | 2-2-2 | — | [15] | |
65 | Elephant | Todd, Kitson & Laird | 1839 | 0-4-2 | 113 | [17] Renumbered 34 | |
66 | Samson | Benjamin Hick and Sons | 1839 | 0-4-2 | 120 | [17] renumbered 35 | |
67 | Buffalo | Todd, Kitson & Laird | 1839 | 0-4-2 | 121 121A 1106 | [17] Renumbered 50; rebuilt as 2-2-2T in 1860 | |
68 | Goliah | Benjamin Hick and Sons | 1839 | 0-4-2 | 122 | [17] Renumbered 51. Name also listed as Goliath | |
69 | Victoria | Mather, Dixon and Company | 1839 | 2-2-2 or 0-4-2 | 123 [ citation needed ] | Renumbered 1 in 1841 [12] | |
69 | Swallow | L&M Edge Hill Works | September 1841 | 2-2-2 | 128 | [15] | |
70 | Martin | L&M Edge Hill Works | January 1842 | 2-2-2 | 129 | [15] | |
71 | Kingfisher | L&M Edge Hill Works | September 1841 | 2-2-2 | 131 | [15] | |
72 | Heron | L&M Edge Hill Works | November 1841 | 2-2-2 | 130 | [15] | |
73 | Pelican | L&M Edge Hill Works | December 1841 | 2-2-2 | 132 | [15] | |
74 | Ostrich | L&M Edge Hill Workss | February 1842 | 2-2-2 | 133 | [15] | |
75 | Owl | L&M Edge Hill Works | March 1842 | 0-4-2 | 134 | [17] | |
76 | Bat | L&M Edge Hill Works | June 1842 | 0-4-2 | 135 | [17] | |
77 | Stork | L&M Edge Hill Works | May 1842 | 2-2-2 | 136 | [15] | |
78 | Crane | L&M Edge Hill Works | October 1842 | 2-2-2 | 137 | [12] | |
79 | Swan | L&M Edge Hill Works | September 1842 | 2-2-2 | 138 | [15] | |
80 | Cygnet | L&M Edge Hill Works | December 1842 | 2-2-2 | 139 | [12] | |
81 | Atlas | L&M Edge Hill Works | November 1842 | 0-4-2 | 140 | [12] | |
82 | Pheasant | L&M Edge Hill Works | January 1842 | 2-2-2 | 141 | [15] | |
83 | Partridge | L&M Edge Hill Works | June 1843 | 2-2-2 | 126 | [12] | |
84 | Bittern | L&M Edge Hill Works | April 1843 | 0-4-2 | 142 | [17] | |
85 | Lapwing | L&M Edge Hill Works | October 1843 | 0-4-2 | 143 | [18] | |
86 | Raven | L&M Edge Hill Works | December 1843 | 0-4-2 | 144 | [18] | |
87 | Crow | L&M Edge Hill Works | January 1844 | 0-4-2 | 145 | [18] | |
88 | Redwing | L&M Edge Hill Works | April 1844 | 2-2-2 | 146 | [12] | |
89 | Woodlark | L&M Edge Hill Works | January 1845 | 2-2-2 | 147 | [12] | |
90 | Penguin | L&M Edge Hill Works | October 1844 | 0-4-2 | 148 | [18] | |
91 | Petrel | L&M Edge Hill Works | July 1844 | 0-4-2 | 149 | [18] | |
92 | Linnet | L&M Edge Hill Works | February 1845 | 2-2-2 | 150 | [12] | |
93 | Goldfinch | L&M Edge Hill Works | February 1845 | 2-2-2 | 151 | [12] | |
94 | Bullfinch | L&M Edge Hill Works | May 1845 | 2-2-2 | 152 | [12] | |
95 | Chaffinch | L&M Edge Hill Works | May 1845 | 2-2-2 | 153 | [12] | |
96 | Starling | L&M Edge Hill Works | July 1845 | 0-4-2 | 154 | [18] | |
97 | Owzell | L&M Edge Hill Works | November 1845 | 0-4-2 | 155 | [18] | |
98 | Redstart | L&M Edge Hill Works | December 1845 | 0-4-2 | 156 | [18] | |
99 | Redbreast | L&M Edge Hill Works | September 1845 | 0-4-2 | 157 | [18] | |
100 | Condor | L&M Edge Hill Works | March 1846 | 2-2-2 | 158 | [12] | |
101 | Adjutant | L&M Edge Hill Works | March 1846 | 0-4-2 | 159 | [18] | |
102 | Flamingo | L&M Edge Hill Works | March 1846 | 0-4-2 | 160 | [18] | |
103 | Cuckoo | L&M Edge Hill Works | March 1846 | 0-4-2 | 161 | [18] | |
104 | Albatross | L&M Edge Hill Works | June 1846 | 0-4-2 | 162 | [18] | |
106 | Osprey | L&M Edge Hill Works | July 1846 | 0-4-2 | 163 | [18] | |
† Number allocated but not applied
The Rainhill trials was an important competition run from the 6 to 14 October 1829, to test George Stephenson's argument that locomotives would have the best motive power for the then nearly-completed Liverpool and Manchester Railway (L&MR). Five locomotives were entered, running along a 1 mile (1.6 km) length of level track at Rainhill, in Lancashire.
Stephenson's Rocket is an early steam locomotive of 0-2-2 wheel arrangement. It was built for and won the Rainhill Trials of the Liverpool and Manchester Railway (L&MR), held in October 1829 to show that improved locomotives would be more efficient than stationary steam engines.
The Liverpool and Manchester Railway (L&MR) was the first inter-city railway in the world. It opened on 15 September 1830 between the Lancashire towns of Liverpool and Manchester in England. It was also the first railway to rely exclusively on locomotives driven by steam power, with no horse-drawn traffic permitted at any time; the first to be entirely double track throughout its length; the first to have a signalling system; the first to be fully timetabled; and the first to carry mail.
Edge Hill railway station is a railway station that serves the district of Edge Hill, Liverpool, England and is one of the oldest railway stations in the world
Under Whyte notation for the classification of steam locomotives, 2-2-0 represents the wheel arrangement of two leading wheels on one axle, two powered driving wheels on one axle, and no trailing wheels. This configuration, which became very popular during the 1830s, was commonly called the Planet type after the first locomotive, Robert Stephenson's Planet of 1830.
The London and Croydon Railway (L&CR) was an early railway in England. It opened in 1839 and in February 1846 merged with other railways to form the London Brighton and South Coast Railway (LB&SCR).
The London and Brighton Railway (L&BR) was a railway company in England which was incorporated in 1837 and survived until 1846. Its railway ran from a junction with the London & Croydon Railway (L&CR) at Norwood – which gives it access from London Bridge, just south of the River Thames in central London. It ran from Norwood to the South Coast at Brighton, together with a branch to Shoreham-by-Sea.
Locomotives of the London and North Western Railway. The London and North Western Railway (LNWR) Locomotive Department was headquartered at Crewe from 1862. The Crewe Works had been built in 1840–43 by the Grand Junction Railway.
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.
Planet was an early steam locomotive built in 1830 by Robert Stephenson and Company for the Liverpool and Manchester Railway.
Rainhill railway station serves the district of Rainhill in Merseyside, England. It is situated on the electrified northern route of the Liverpool to Manchester Line, forming part of the Liverpool City Line. The station, and all trains serving it, are operated by Northern Trains on behalf of Merseytravel and are branded as Merseyrail services.
St Leonards West Marina is a disused railway station in the West St Leonards area of the borough of Hastings, East Sussex. Opened by the Brighton, Lewes and Hastings Railway in 1846 as part of what became the East Coastway Line, it was the first permanent station to serve the area and became part of a feud between two rival railway companies over access to nearby Hastings. Although ultimately inconvenient for local services, the station became an important goods railhead and the location of a motive power depot for locomotives working express services to London. The station was closed in 1967 and subsequently demolished, although in 2011 remnants of the down platform could still be seen.
Edward Bury was an English locomotive manufacturer. Born in Salford, Lancashire, he was the son of a timber merchant and was educated at Chester.
Northumbrian was an early steam locomotive built by Robert Stephenson in 1830 and used at the opening of the Liverpool and Manchester Railway (L&M). It was the eighth of Stephenson's nine 0-2-2 locomotives in the style of Rocket, but it introduced several innovations, which were also included Majestic, the last of the class.
Chapman Frederick Dendy Marshall was an English railway historian, best known for his works on the Southern Railway and its precursor companies; on the Liverpool and Manchester Railway; and on early railways and locomotives to 1831. He was also a noted philatelist who was a specialist in the stamps and postal history of Great Britain.
Cumberland was launched at Holyhead in 1826 as a steam packet. In 1839 she underwent conversion to a sail barque. In 1846 Cumberland transported Parkhurst apprentices to the Swan River Colony. She foundered on 23 October 1849 while carrying rice from Bally, Netherlands East Indies, to Hong Kong.
Bricklayers Arms was a railway station in Southwark opened by the London and Croydon Railway and the South Eastern Railway in 1844 as an alternative to the London and Greenwich Railway's terminus at London Bridge. The station was at the end of a short branch line from the main line to London Bridge and served as a passenger terminus for a few years before being converted to a goods station and engineering facility. The goods station closed in 1981.
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.
Swiftsure was first of eight or more similar locomotives with a single pair of driving wheels built by George Forrester and Company (Forresters) from 1834. The tank variant was the first passenger tank engine to enter service in the world.
"... about one-third are useless. They are the most ancient, which, having been constructed at the first establishment of the railway, at a time when the company had not yet obtained sufficient experience in that respect, are found now to be out of proportion with the work required of them. The engines actually in daily activity on the road amount to about 10 or 11, and with an equal number in repair or reserve that business might completely be ensured. This is in fact what happens at present, the surplus, above that number being nearly abandoned."