Aspinall & Hoy locomotives Steamindex home page

This section, unlike that for the earlier period of L&YR locomotive history will follow the pattern adopted on most of the website: tender locomotives in the order eight-coupled>four coupled and tender types before tank engines. At some time the Irish designs will also be included, but in a separate sequence. Marshall remains an important source, but H.A.V. Bulleid's biography and the works of Eric Mason are also significant. It is questionable whether the 4-4-2 or the 2-4-2T design was the more important. Although many of Aspinall's locomotives lasted a long time it is doubtful if he influenced locomotive design elsewhere to any grerat extent. Aspinall's greatest contribution to railway engineering was, like Raven, probably in electrification: fortunately the pioneer Liverpool to Southport still exists in spite of Beeching's endeavour to destroy it more completely than even the NER lines in Newcastle which were merely emaciated under his malign guidance. Hughes continued Aspinall's work into the disastrous early LMS period.

Standardization

Gass, E.M. Discussion on Lelean's Presidential Address (1932): J. Instn Loco. Engrs. 1932, 22, 668-9,
The first locomotives built as standard at Horwich comprised a 4-.4-0 passenger, a 2-4-2 tank, and an 0-6-0 oods engine. The boilers, cylinders, and valve motions were practically interchangeable in the three types.

0-6-0

Class 27: 5ft 1in 0-6-0: 1889-
Marshall (3 136-7) notes that the driving wheel diameter was suitable for express speeds and that 60 mile/h could be attained. The boiler was slightly larger than that used on the 3-4-2T and provided a total heating surface of 1209.94 ft². 18 x 26in cylinders and 160psi boiler pressure. Joy valve gear was employed. 400 had been built by May 1901. Sixty built in 1894/5 had 17½ diameter cylinders. From No. 1 in 1896 Richardson balanced slide valves were fitted. Crosshead driven vacuum pumps were fitted until the end of Lot 42. The boiler pressure was raised to 180psi from Lot 42. Lot 53 featured Hughes' vacuum brake ejectors and a modified blast system. According to Mason Chap. 11 484 locomotives of the original design were constructed. Thirty-two locomotives served with the ROD in WW1: Mason Table on p. 165.

Lane, Barry C. The Aspinall six-coupled goods. Modellers Backtrack, 1992, 2, 80-6.
Notes that sometimes known as No. 11 class as first locomotive shared both the Works Number and running number 11. FRom 1919 the class was known as Class 27 if unsuperheated and class 28 if superheated.
LYR loco miscellany. Michael Blakemore and Barry Lane (captions). Backtrack, 1996, 10, 557-9.
Very lengthy captions to illustration of 0-6-0 No 1182

Round-top boilers with Schmidt superheaters: 1906
These also incorporated piston valves, Ritter mechanical lubricators, and Steinle-Harting pyrometers. This increased haulage capacity by 10%, but the LMS substituted saturated boilers and slide valves. Marshall (3) pp. 177-8.

Class 28: Belpaire boilers and superheaters: 1912
Marshall (3 p. 184) is not easy to use as too much emphasis was placed upon chronology. Twenty locomotives were constructed in this form. Most were withdrawn in 1935/6, but a handful survived until BR. These had 20½in cylinders and piston valves. The first 15 had Schmidt superheaters, the next three the Horwich top and bottom header type and the last two the Hughes twin plusg type. Subsequently many of the earlier locomotives were rebuilt to this configuration. Many of the 1912 batch were withdrawn in the mid-1930s, but a few survived into British Railways.

Coates, Noel and Des Melia. Des's engines. LMS Journal, (13), 69-80.
Des Melia worked at Burnley Rose Grove from March 1941 and after the usual tasks of knocking up. acting as guard for the stores van progressed to be a fiemen. Considered LYR 0-6-0s, especially those fitted with Belpaire boilers to be good locomotives and capable of hauling heavy excursions to Blackpool.
Gass, E.M. The relation of cylinder and boiler power to locomotive rating. J. Instn Loco. Engrs., 1919, 9, 276-338. Disc.: 505-13; 514-17: 1920, 10, 315-19. (Paper No. 73)
Based on road tests of LYR 0-6-0 and 0-8-0 types.
Hughes, George. The construction of the modern locomotive. London: E. & F.N. Spon, 1894. 261pp.
Includes elevation and plan of Aspinall 0-6-0
Stokes, Ken. Both sides of the footplate. Truro: Bradford Barton, [1985?]. pp. 28-9.
Had experience of type at Manningham where they were not well received (nor were the LYR 2-4-2Ts: indifferent steamers due to design of firebars which restricted air access; badly designed firehole doors and deflector plates, and poor injectors. The cabs were regarded as meagre.

4-4-2: 1400 class: 1899-
This was a spectacular design and there used to be lengthy discussion as to whether an inside-cylinder engine could be an Atlantic, and this argument could be extended to question whether Atlantics without wide fireboxes could be Atlantics. As the British railway which was most closely associated with the Atlantic type, the GNR, appeared to break both "rules" it would seem that the Aspinall locomotives were indeed Atlantics, and it is an enormous pity that one is not in the National Collection at the NRM. For many years they must have been present in York station alongside Atlantics from the NER and GNR. The superb nickname for the class was the Highfliers..

Poultney's British express locomotive development captures the dramatic entry of Aspinall's Atlantics: "In 1899 there was turned out of the Horwich Works of the Lancashire and Yorkshire Railway a large locomotive of an entirely new type and of singularly fine proportions, its massive high-pitched boiler standing with its centre line 8 ft. 11 in. above the rails, giving it an imposing appearance. Designed by Sir John Aspinall, chief of the locomotive department of this. busy railway and an engineer of distinction, the engine struck an entirely new note in British practice and, in consequence, quickly attracted widespread attention.

In certain respects, when designing his new engine, intended for the more important express services over the 'ups and downs' of the hard-going Lancashire and Yorkshire system, Sir John followed his previous practice, exemplified by the famous 4-4-0 engines first built at Horwich in 1891. In so far as the wheel arrangement is concerned, however, the lead set by H. A. Ivatt was followed by adopting the 4-4-2 type, but inside cylinders were retained as for the other engines; thus, the engine was not, like Ivatt's, a true Atlantic, though having the same wheel plan, It was in the design of the boiler that Sir John broke new ground so effectively by providing one with a large Belpaire firebox, itself an innovation, and a total of no less than 2,052 sq. ft. of heating surface, more than any other locomotive built up to that time for a British railway.

Except in the wheel arrangement and in the size of the boiler, the other features of the design were based entirely on previous Horwich standards as laid down by Sir John years previously and resembled, as already stated, his 4-4-0 passenger engines..."

Mason's (Lancashire & Yorkshire Railway...) opening to Chapter 4: "By far the most spectacular, as well as the chief, express engine of the line between 1899 and 1908, was the "1400" Class. When built, not only did they carry the largest boilers fitted to any engine in Great Britain, but with two exceptions — N.E.R. 7ft. 6in. 4-4-0s Nos. 1869 and 1870 — their 7ft. 3in. diameter driving wheels, along with those of the "1093" Class built eight years previously, were unique for a coupled-wheel engine.

At first these engines had Richardson's balanced slide valves above the cylinders, arranged to exhaust through the back of the valve straight into the blast pipe. About 1902 experiments were commenced with the use of outside admission piston valves and quite a number of the class were fitted with them. No official record is now available of the individual engines so treated, but from information given me by old members of the staff at Horwich, I believe that all the second series had piston valves when built in 1902; certainly Nos. 1409 to 1413 were so constructed, and many of the first series were altered about the same time. An exhaustive examination of photographs of this class taken in the early years of the century shows the following engines were definitely amongst those fitted: -702, 708, 711, 735, 1394, 1396, 1398, 1399, 1404, 1409, 1410, 1411, 1412, 1413, 1414, 1419, 1423, 1424. Lubrication difficulties and the lack of a satisfactory design of valve ring brought the tests to a conclusion, and many of the piston valves were removed and slide valves refitted after about four years' service; some may have lasted longer, but all were gone by 1910. The first twenty engines had steam jacketed cylinders, the live steam for the injectors passing through the jackets and warming up the cylinders before doing its work in the injectors.

The small trailing wheels originally had spiral springs on each side of the inside bearings; the springs were connected by a yoke across the top of the axlebox. Owing to reports of rough riding, it was decided to replace the inside by outside bearings, and engine No. 1392 was the first to be so treated; the last one to be done Mason believed, was No. 1412, which he photographed in 1912 with the original inside bearing arrangement. The bogies also came in for attention. The first were of the swing link type, but to assist further in curing the rough riding, these were replaced after a few years by the Adams sliding bogie, which subsequendy became standard for the line. Steam sanding apparatus was used for the first time on the L. & Y.R. on these engines.

Contemporary

The latest locomotive giant. Rly Mag., 1899, 4, 403. illus.
.Aspinall 4-4-2 for LYR: main dimensions and photograph

New L. & Y. 10-wheelers. Loco. Mag., 1899, 4, 101
Nos. 1392-1401

[No. 702 fitted with exhaust injector and No. 700 fitted with capuchon to chimney]. Loco. Mag., 1903, 8, 217

Marshall (3 145 et seq) noted that the original batch had been fitted with compensated suspension, but this removed in the early 20th century

Gass, E.M. Discussion on Lelean's Presidential Address (1932): J. Instn Loco. Engrs. 1932, 22, 668-9,
The Atlantic type engines on the Lancashire & Yorkshire Railway Company were originally equipped with compensating beams, and considerable slipping took place. The slipping was much less pronounced after discarding the compensators.

H.A.V. Bulleid's Aspinall era (pp. 151-9) is important for fitting this design within the overall context of Aspinall's career: "In true Horwich style, No. 1,400

Superheating
No. 737 was fitted with low degree superheating in 1899. Five constructed in 1905. All had superheaters removed by 1917.

Slide valves
Gass, E.M. Undue compression in the cylinders of steam locomotives and means for combating same. J. Instn Loco. Engrs., 1930, 20, 267-78. Discussion: 279-86. (Paper No. 256)
In his reply Gass noted that the cage and ball type had been tested against Richardson balanced slide valves on the Aspinall 4-4-2 type.

Piston valves
Some fitted from 1901, but later removed. (Locomotives & Railways, 1901, March  p. 44).

Joy valve gear
Some locomotives suffered from fractured connecting rods and No. 1418 was fitted with strengthened valve gear. Steam reversing was replaced by screw reverse.

Performance

Rous-Marten, Charles. British locomotive practice and performance. No. 11. 16-20.
Included in Fryer compilation: performance by L&YR 4-4-2s and 4-4-0s on very light expresses.

Allen, Cecil J. British Atlantic locomotives, revised & enlarged by G. Freeman Allan.. 1976.
The introduction to the section on the Aspinall Atlantics is interesting in that it reminds the reader of the close association between Ivatt and Aspinall.

Matthews, James. Lancashire & Yorkshire '1400' 4-4-2 tender engines. LMS Journal,. (4), 65-7.
Mainly pictorial survey: relies upon references to other sources (some of which are vague, e.g. The Engineer 1899) and include Eric Mason's The Lancashire & Yorkshire Railway in the twentieth century. Illus.: L&YR No. 700; L&YR No. 1402 at York on 31 July 1914 (excellent detail of NER coach behind); 10307 (LMS red); cab view; 10335 presumably entering York with train of L&YR stock (C1 large Atlantic in background - caption fails to note this interesting juxtaposition); 10300 (two views).

LYR loco miscellany. Michael Blakemore and Barry Lane (captions). Backtrack, 1996, 10, 557-9.
Very lengthy caption to illustration of 4-4-2 No 1407 at Bradford Exchange in April 1905 (with Adams type bogie).

4-4-0: 7ft 3in: 1891-
Marshall (3 137-40) notes the large driving wheels, only exceeded in size for British coupled locomotives by some NER 4-4-0s. The 1891 batch has 19in diameter cylinders, but this was reduced to 18in in the 1894 batch. They had swing link bogies and vacuum-operated water pick-up gear. Joy gear was fitted. They could haul 220 ton expresses at avaerage speeds of just over 42 mile/h. In 1898 No. 318 was tested on the GNR between Leeds and Peterborough and Ivatt 4-4-0 No. 310 ran on the LYR.. Allen (Locomotive exchanges)  states that GNR No. 1310 was exchanged, but does not give route on LYR. Marshall cites Locomotive, 1898, December. No. 1112 was modified under Hoy as a 4-cylinder compound..In 1909 Hughes introduced a radical modernization which led to a 21% saving in fuel, but the experiment was ended from 1912.

LYR loco miscellany. Michael Blakemore and Barry Lane (captions). Backtrack, 1996, 10, 557-9.
Very lengthy caption to illustration of 4-4-0 No 488 at York in July 1905.

Accidents
Lytham 3 November 1924: derailment due to broken bogie wheel tyre. Marshall 3 140

Steam jackets for cylinders

Beare, Thomas Hudson, Bryan Donkin, Research Committee on the Value of the Steam Jacket.  Experiment on a locomotive engine. Proc. Instn Mech. Engrs., 1896, 51, 466-82. Disc.: 483-500. + Plates 102-116.
The experiment was made on a 4-4-0 passenger locomotive, No. 1093, during its regular work of taking the 07.30 express train from Manchester to York, a distance of 76½ miles, and returning with the 15.00 express from York to Manchestsr. Both engine and tender were the ordinary standard pattern. The cylinders were originally of the normal pattern, 19 inches diameter and 26 inches stroke. For this experiment they had been bored out and fitted with cast-iron liners, which reduced the internal diameter to 17½ inches, thus providing a body jacket of 3/8ths inch space. The front cylinder covers were fitted with external covers, the space between the two forming a steam-jacket. The back covers however were imperfectly jacketed by fitting over them, as close to the actual covers as possible, an annular wrought-iron ring with an inner and an outer cover, the space between the two latter forming a jacket space. The external surfaces of the end jackets were much exposed,
Discussion: Aspinall (483-5) made a long and detailed contribution. David Joy (485) made brief reference to experiments with steam jackets on marine engines.

Performance
Aspinall, John Frederick Audley. Experiments on the draught produced in different parts of a locomotive boiler when running. Proc. Instn Mech Engrs., 1893, 44, 199-202. + Plates 38-40.
Experiments were made to establish the varying conditions under which a locomotive boiler was called upon to work during different portions of a journey. They were made on a four-wheel coupled bogie express passenger engine on the Lancashire and Yorkshire Railway, taking a passenger train from Victoria Station, Manchester, to Chapel Street Station, Southport, and back, a distance of 35 miles each way, with an intermediate stop about midway at Wigan. The train was made up of engine, tender, and ten coaches.
The results of the observations are tabulated and plotted as a diagram in Plates 39 and 40, to which was added a profile of the line, showing the nature of the gradients. It will be seen that the vacuum produced in the chimney varied from 7 to 18 inches of water column; in the smokebox from 3 to 7 inches; and over the brick arch in the fire-box from 1 to 3 inches. In the ashpan the pressure varied from 2 to 2 inch column of water. The boiler pressure varied from 140 to 160 psi. On the outward journey the greatest speed was 60 mile/hour, and the average was 48.4 mile/hour including the stop at Wigan. On the return journey the greatest specd was 55 mile/hour, and the average 40  mile/hour, including the stop. The speeds were taken by a Boycr speed recorder. These experiments illustrated the conditions under which locomotive boilers worked upon railways, and show that these conditions are if anything more severe than those to which the boilers were subjected in torpedo boats, where much trouble had been experienced through leaky tubes. As locomotive boilers under these conditions are seldom troubled with leaky tubes, this fact seems to indicate that, if induced draught were used instead of the forced draught in torpedo boats, some of the troubles met might be got rid of.
Rous-Marten, Charles. British locomotive practice and performance. No. 11. 16-20.
Included in Fryer compilation: performance by L&YR 4-4-2s and 4-4-0s on very light expresses.

0-6-0ST (rebuilt from Barton Wright 0-6-0s

Coates, Noel and Des Melia. Des's engines. LMS Journal, (13), 69-80.
Des Melia worked at Burnley Rose Grove from March 1941 and after the usual tasks of knocking up. acting as guard for the stores van progressed to be a firemen. This includes his obervations on LYR locomotives: the 0-6-0ST shunters: difficult to clean out fire and to lubricate motion, but strong.

0-6-0T: outside cylinder: 1897
These short-wheelbase shunters were intended for areas like docks. They had Belpaire fireboxes,Richardson balanced slide valves, Allan motion and outside cylinders and originally had steam reversing gear and crosshead-driven vacuum pumps. Mason clearly did not like the type and especially the regulators and the steam reversers and the replacement srew reverse. They had the nickname of Klondykes. Some received round-top boilers from 1917 and some received two-bar slidebars in place of the original single type. Mason observed that they were liked by LNWR men. Although five lasted almost until the end of steam, the remainder were withdrawn from 1914 until 1932 (with one in 1936). R.C. Riley captured 51537 (in colour) at Bankfield Goods (Liverpool Docks) on 11 April 1959. It had a round-top boiler, a two-bar slidebar and conventional buffers: Hugh Ballantyne: London Midland steam in colour. London: Jane's. 1984: Ballantyne notes the extraordinary withdrawal pattern..

2-4-2T: 1888-1911
Design is considered as a classic, but was prone to boiler explosions (due to poor maintenance: see Hewison pp 112-113) and derailments (see Reed blow). One is part of the National Collection. Sadly KPJ's direct experience of them was largely confined to rare travel on the connecting service from Huddersfield to Wakefield which connected with the up West Riding and involved reversal as Kirkgate. Very briefly one deputised for the Fowler Class 3 2-6-2Ts on the Delph Donkey. There are also vague mmemories of one blasting its way out of Manchester Victoria towards North Lancashire in place of the customary 2-6-4T when it looked like a volcano in eruption.

Marshall (3 p. 132 et seq) notes that the class shared the driving wheels from the Barton Wright 0-4-4Ts, the boiler from the Peacock 4-4-0s, Webb's axleboxes for the leading and trailing axles and Joy's valve gear. Although it is now normal to consider this as a great Aspinall design it should be noted that 2-4-2Ts were in use at the time of the L&YR introduction on the LNWR, GER and NER. The class was fitted with the Aspinall vacuum-operated reversible water pickup scoop and was clearly intended as an express locomotive: hence the joy of the express headlamps on the Huddersfield to Wakefield connection. No. 1008 was the first locomotive to emerge from Horwich Works. Hughes fitted Belpaire boilers to those built under his direction from 1905, and many of the earlier locomotives also received Belpaire boilers.Superheaters were fitted from 1911. From 1895 the class was fitted with Richardson slide valves.

Mason notes that the total eventually reached 330. He considered that their greatest fault was the sanding gear. He lists most of the accidents in which they were involved:

Reed, Brian. 150 years of Britsih steam locomotives. page 73.
Rougher riders than 0-4-4Ts were 2-4-2Ts, but they were more numerous at the 1923 Grouping. The 'Lanky tank' was the most notable of all 2-4-2Ts; the first was the first engine to be completed at the then new Horwich works (1889) and from then until 1911 330 were built, all with Joy valve gear. By 1912 they were working 70 per cent of all LYR passenger-train mileage including many express services. Weight went up gradually from 56 to 66½ tons, and the last-built batch had superheaters and 20tin cylinders. Water pick-up gear was fitted to many. They had their times on the problematical list, especially in the early years of this century when they were put on to fast workings and encountered a minor epidemic of broken tyres, axleboxes, springs and derailments.
Topping, Brian J. Radical radial: the 2-4-2 'Lanky' tanks. Steam Wld, 2001 (164) 22-7.
Introduced by Aspinall in 1887. Ten locomotives constructed in 1888. Horwich Works Number 1 (running number 1008) cost £2182. Topping gives a full and coherent desription of the radial axlebox. The driving wheels were 5ft 8in in diameter and the outer wheels 3ft 7in. 17½/18 x 26 inch cylinder were fitted. Gravity sanding was employed. Slide valves and Joy valve gear were fitted. Vacuum brakes were fitted to the locomotives. Later locomotives were fitted with Belpaire boilers. Wear was experienced on the slide valves and Richardson slide valves and balanced slide valves were fitted in attempt to reduce this. Performed work previously handled by Barton Wright 0-4-4T and 0-6-2T locomotives. Hoy introduced on 3 October 1898 modifications including larger bunkers. Six locomotives were adapted with Duritt-Halpin Thermal Storage Heaters which brought 12% fuel savings when used on stopping trains. Vauum controlled water scoops were fitted. Some locomotives were fitted with push & pull gear worked by compressed air and bell codes.

LYR loco miscellany. Michael Blakemore and Barry Lane (captions). Backtrack, 1996, 10, 557-9.
Very lengthy caption to illustration of 2-4-2T No 1010 at Leeds in 1905.

Stokes, Ken. Both sides of the footplate. Truro: Bradford Barton, [1985?]. pp. 28-9.
Had experience of type at Manningham where they were not well received: indifferent steamers due to design of firebars which restricted air access; badly designed firehole doors and deflector plates; the official fitment of Jimmies, and poor injectors.

Coates, Noel and Des Melia. Des's engines. LMS Journal, (13), 69-80.
Des Melia worked at Burnley Rose Grove from March 1941 and after the usual tasks of knocking up. acting as guard for the stores van progressed to be a fiemen. This includes his obervations on LYR locomotives: 2-4-2Ts cabale of hauling 10-coach trains between Colne and Blackpool, but some were poor steamers; also their work on motor (push & pull) trains.

Accidents

1 July 1903: Waterloo station (Liverpool): No. 670 derailed due to breakage of trailing coupled wheel spring
No. 869 Belpaire firebox: boiler explosion The Oakes 9 April 1906 Marshall V. 1. p. 197 (over-heating of firebox stays).
21 June 1912: No. 276: Charlestown curve near Hebden Bridge
Col. Druitt considered that the design was too rigid for traversing curves at high speed and locomotives were transferred to Oldham services.
27 February 1928: Chatburn:
No. 10835 (LYR 371) left the rails due to bad track and the fracture of the right trailing coupled wheel spring. (Mason)

Ian Travers in letter to Backtrack, 2014, 28, p. 253 gives an excellent summary of these derailments.

Performance

Allen, C.J. British locomotive practice and performance. Rly Mag., 1922, Dec.
Performance by No. 1532 on the non-stop 16.25 Salford to Burnley Barracks on the Colne express.
Nock, O.S. Historical steam locomotives. 1959. Chapter 11. Tank engine prodigies.
"marvellous work" on climb to Baxenden summit.

Transfer of ownership
No. 1041 was sold to the Wirral Railway in 1921.

Push & pull working

Mason (p. 120) use the term reversible train working

0-4-0ST

Vulcan Foundry products

Marshall's chronological arrangement makes the Aspinall "pug" story difficult to understand. On p. 128 it is noted almost en passant that three Vulcan Foundry (WN 1176-8) 0-4-0STs were obtained in 1886. Two were withdrawn in 1910 but No. 916 was transferred to the duplicate list in 1922, but lasted until 1925, but did not receive its LMS number.

Horwich pugs: 1891-1910

On pp. 140-2 the story of the Horwich 0-4-0STs is briefly told. The first 17 lacked Works Numbers. The majority were fitted with dumb buffers, but an illustration on page 125 shows No. 1288 (works photograph) with sprung buffers. The table on pp. 257-8 records some of the earlier disposals, such as No. 11243 to John Mowlem in September 1931.

D.R. Farnworth. The fate of the 'Lanky' industrials — and the missing' Pug' No. 11256. Rly Wld. 1985, 46, 67-8.

Robin Whittle . The Bristol pugs. Br. Rly J., (74), 61-7.
L&YR 0-4-0STs based at Bristol Barrow Road MPD: illustrations of Nos. 51202,  51212 and 11212 and 51218 between 1947 and 1961; several by Ivo Peters)..

Horwich 18in gauge railway

0-4-0T

The railway and its motive power was similar to the network at Crewe and some of its motive power. The first two locomotives were supplied by Beyer Peacock in 1887 (WN 2833/4) and these were named Dot and Robin. BP 2825 Wren followed later in 1887 and five more were constructed at Horwich: Wasp and Fly in 1891; Mouse and Midget in 1899 and Bee in 1901. Most were withdrawn in the 1930s but Wren worked until 1961 and has been preserved.Marshall 3 pp. 128-9.

Hoy's contribution

0-8-0: 1899-8
This was really Aspinall's last design, and like Ivatt's 0-8-0 for the GNR shared, or virtually shared, the boiler of an Atlantic type. Marshall (pp. 147-51) notes that the Belpaire firebox was shallower on the 0-8-0 than on the 4-4-2. They had 4ft 6in coupled wheels, 20 x 26in cylinders, Richardson slide valves and 180 psi boiler pressure. From 1902 they were coupled to bogie tenders and received Hoy pop safety valves. . Mason (Lancashire & Yorkshire Railway) Chapter 10 (pp. 142-56) notes the development of this type which was to receive notoriety by a boiler explosion near Knottingley on 11 March 1901 (see Hewison page 110) which severely implicates H.A. Hoy for using an alloy of Hoy's invention for the firebox stays which failed and caused the explosion. Hoy used the explosion as a reason for introducing corrugated fireboxes (see Nock's British locomotives of the twentieth century 1 pages 98-9). Later the class was notable as being the instrument of delivering very high hammer blow during the Bridge Stress Committee's work. Hughes experimented with compounding on this design..

New goods locomotive with corrugated firebox. L. & Y. R. Locomotive Mag., 1902, 7, 98-9.
No. 392 illustrated

Gass, E.M. The relation of cylinder and boiler power to locomotive rating. J. Instn Loco. Engrs., 1919, 9, 276-338. Disc.: 505-13; 514-17: 1920, 10, 315-19. (Paper No. 73)
Based on road tests of LYR 0-6-0 and 0-8-0 types.
Gass, E.M. Discussion on Lelean's Presidential Address (1932): J. Instn Loco. Engrs. 1932, 22, 668-9,
Tests carried out with a 0-8-0 engine and a 0-6-0 engine, hauling goods trains to the same timing, the tractive effort of the former was 28,426 Ibs., and the latter 20,383 lbs. When hauling a load of 600 tons the more powerful engine consumed 17 per cent. less coal than its competitor. The economy decreased as the load decreased, and with a 300 ton load the fuel consumption was equal.

Brake tests
Cox (Locomotive panorama 1 p. 24) refers to brake tests carried out during the period of LYR/LNWR amalgamation: A number of engine types were fitted with an economical idea by which a single brake cylinder under the cab applied both engine and tender brake blocks. How the L.N.W worked unfitted freight trains at all was something of a mystery. There is a record of some tests carried out on the L.Y.R. under equal conditions of load, running down a 1 in 100 gradient at a speed of 20 m.p.h. Horwich 0-8-0 No. 1369 stopped its train in 1,520 yards. From the same speed Crewe G2 class 0-8-0 No. 2182, also with vacuum brake on the engine, had accelerated to 22.5 m.p.h. after a distance of 3,860 yards under full brake application, and the train had to be brought to rest by the intervention of another locomotive inserted in the make up for just such an eventuality.

4-4-0: rebuild of No. 1112 as four-cylinder compound: 1901
No. 1112 was rebuilt as a 4-cylinder compound in 1901 (Marshall 3 139). The high pressure cylinders were 125/8 x 24 and the low pressure ones 215/8 x 26. Illus. Marshall 3 p. 143 top. It was reconstructed as a simple in 1908. Van Riemsdijk argues that the "low pressure cylinders served no purpose at all on this engine"

2-6-2T: 1903-4
Marshall (3 152/7) states that they were intended for the Manchester to Oldham and Rochdale to Bacup services. It had been originally hoped to fit corrugated boilers, but the Belpaire type was selected. The grate area was 26.05 ft² and the total heating surface 2038.64 ft^2. They had radial axles at either end. They carried 3¾ tons of coal and 2000 gallons of water.

Lowe stated that they suffered from cracked frames, leaking tanks and tended to derail.

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