Lancashire and Yorkshire Railway

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At the end of the 1921–22 season, Manchester United were relegated to the Second Division, having won only eight games. United finally returned to the top flight under John Chapman in 1925, finishing second to Leicester City. In October 1927, John Henry Davies, who had saved the club from extinction and brought them to Old Trafford, died and was replaced by G.H. Lawton as club president. On 7 October 1926, the Football Association announced that Chapman had been suspended from "taking part in football or football management" during the 1926–27 season "For improper conduct in his position as Secretary-Manager of the Manchester United Football Club" [19] and was replaced for the rest of the season by experienced player Lal Hilditch. The Manchester to Bury line was electrified in 1916. The trains were state of the art, in fact ahead of their time, using As Hawkshaw was not a locomotive engineer the resultant locomotives were not of the best and were hopelessly outdated long before they were withdrawn. as a holiday home. It was then offered to NRM and is currently awaiting restoration, probably as a coach rather than a steam railmotor. RAIL 772/60-62, RAIL 772/77, RAIL 772/79, RAIL 772/99, RAIL 772/106, RAIL 772/121, RAIL 772/123-125

Panel showing early tan gartered crest and later blue gartered version along with an example of passenger engine lining and blue shaded lettering. The length of the empty train could hardly have been less than 533 yds.," the author observes,"and the weight of the full train- is given at considerably over 1,000 tons. Such a train would be very unwieldy to manage with only the engine and van brakes, and if such trains become common they will have to be fitted with a continuous brake." The Miles Platting era [ edit ] William Jenkins (Indoor) 1845–1867 & William Hurst (Outdoor) 1846–1854 [ edit ] Locomotive Superintendent, 1845-1867 (started at Manchester & Bolton Railway in 1835). Based at Miles Platting works The East Lancashire Railway had its works at Bury and did not become part of the L&YR until 1859. Bury works retained many of its traditions and practices until the mid-1870s.

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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 ] Hughes was promoted to CME from Works Manager on 10 February 1904. [9] From 1905 in lots 51 and 64 he built 40 additional 2-4-2T locomotives with a Belpaire firebox replacing the original round-topped boiler. [3] [10] Predominately in the first half of the 1910s, this non-superheated boiler was also fitted to a number of rebuilt locomotives. [3] [11] Class 6 [ edit ] Hoy had been Works Manager at Horwich since 12 April 1887, and on Aspinall's appointment to L&YR General Manager on 1 June 1899 Hoy was promoted to CME. [6] The crown of the firebox shell rests on the top of the boiler barrel owing to its centre line being 5 1/4inches below that of the barrel. The centre line of the corrugated flue is lower again by 7 1/8 inches than that of the firebox shell."

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] British Locomotive Catalogue 1825-1923 Volume 3B Lancashire & Yorkshire Railway and its Constituentsby Bertram Baxter. Class 27 locomotives were designed by John Aspinall and 484 were built between 1889 and 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. 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]Haws, Duncan (1993). Merchant Fleets – Britain's Railway Steamers – Eastern & North Western + Zeeland and Stena. Hereford: TCL Publications. ISBN 978-0-946378-22-7. Designer was George Hughes, who used a divided-drive arrangement similar to that favored by Webb on the L&NW. He laid out the design first using one of the 30-class locomotives that had come on the road several years earlier. ( Locobase 9079). Coal savings were reported to be in the range of 25% and the class in general was considered quite successful. Ernest Mangnall managed to sign star defender Herbert Burgess, Alec "Sandy" Turnbull, and Jimmy Bannister after a scandal hit Manchester City and forced them to sell off most of their team. It paid off, and Manchester United won their first League Championship in 1908. They even attempted to sign Australian rugby footballer, Dally Messenger, a man recognised by some to be the top footballer of any code in his day. The next year, FA Cup success would follow as they beat Bristol City in the final 1–0. Sandy Turnbull scored the only goal and Billy Meredith was named man of the match.

rebuilt with Superheater to become Class 4. One engine spent some time as a 4-cylinder compound. First 20 reused tenders from converted "568" class engines. A passenger train was derailed on 15 July 1903 at Waterloo station, then in Lancashire (now Merseyside) caused by a broken spring and spring bridle on the locomotive, while negotiating a 23-chain-radius (460m) curve at speed. Seven people were killed and 116 were injured. [14] All 155 were taken into the LMS when the railroads grouped in 1923. Retirements left only 11 for British Rail to place in class 52 in 1948.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 ] As there is no central name index for employees who worked on the railways, to find most records (besides those covered in sections 4 and 5) you will usually need to know:

Like all British 0-8-0s, these were slow-drag engines. The 7Fs could haul 1,000 tons at an average speed of 15 mph (24 kph). RAIL 667/261-262, RAIL 667/432, RAIL 667/484, RAIL 667/504, RAIL 667/523, RAIL 667/555, RAIL 667/594, RAIL 667/603, RAIL 667/616, RAIL 667/676, RAIL 667/956, RAIL 667/1077, RAIL 667/1117, RAIL 667/1283-1291, RAIL 667/1301-1311, RAIL 667/1326, RAIL 667/1426-1427, RAIL 667/1450-1455, RAIL 667/1497-1529, RAIL 667/1530-1532, RAIL 1057/2885 First was experimental rebuild of "91" class, rest new, all with corrugated cylindrical steel firebox.coach Oerlikon EMU originally built by the LNWR for the North London line and the Watford to London suburban services. Earnshaw, Alan (1992) The Lancashire & Yorkshire Railway: Then & Now, Ian Allan, ISBN 0-7110-2058-2 Following the death of Jenkins responsibility passed to Yates as Indoor Superintendent and Hurst returned as the Outdoor Superintendent. Hurst retired in 1875 and Yates resigned. Wells, Jeffrey (1995). An Illustrated Historical Survey of the Railways in and Around Bury. Challenger Publications. ISBN 1-899624-29-5. In 1948, the surviving locomotives (35) passed to British Railways (BR), which numbered them 52528-52619 (with gaps). [2] In fiction [ edit ]