Wikipedia

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.

Lancashire & Yorkshire Railway Class 8 (1908 specification)
Type and origin
Power typeSteam
DesignerGeorge Hughes
BuilderHorwich Works
Order numberHorwich Lot 60
Serial numberHorwich 1009–1028
Build dateJune 1908 – March 1909
Total produced20
Specifications
Configuration:
​
 • Whyte4-6-0
 • UIC2′C n4
Gauge4 ft 8+1⁄2 in (1,435 mm)
Leading dia.3 ft 0+1⁄2 in (0.927 m)
Driver dia.6 ft 3 in (1.905 m)
Wheelbase
  • Coupled: 13 ft 7 in (4.14 m)
  • Loco: 25 ft 4 in (7.72 m)
Loco weight77.05 long tons (78.29 t)
Fuel typeCoal
Boiler pressure180 lbf/in2 (1.24 MPa)
Heating surface2,507 sq ft (232.9 m2)
Superheater(None)
CylindersFour
Cylinder size16 in × 26 in (406 mm × 660 mm)
Valve gearJoy
Valve typeSlide valves
Train brakesVacuum
Performance figures
Tractive effort27,156 lbf (120.8 kN)
Career
OperatorsL&YR, LMS
ClassL&YR: 8
Power classLMS: 3P
Numbers
  • L&YR: 1506–1525
  • LMS:10400–10404
Withdrawn1925–1926
Disposition15 rebuilt 1919–1920, remainder scrapped
Lancashire & Yorkshire Railway Class 8 (1919 specification)
Type and origin
Only items that differ are shown below
Power typeSteam
BuilderHorwich Works
Order number
  • L&YR Lots 79, 80, 81, 83
  • LMS Lot No. 1
Serial numberHorwich 1319–1353, 1364–1383
Build date1919–1925
Total produced
  • 15 rebuilt from first batch
  • 55 new
RebuilderHorwich Works
Specifications
Configuration:
​
 • UIC2′C h4
WheelbaseLoco: 25 ft 7 in (7.80 m)
Loco weight79.05 long tons (80.32 t)
Heating surface1,686 sq ft (156.6 m2)
Superheater:
​
 • Type28-element Top & Bottom
 • Heating area552 sq ft (51.3 m2)
CylindersFour
Cylinder size16+1⁄2 in × 26 in (419 mm × 660 mm) or 15+3⁄4 in × 26 in (400 mm × 660 mm)
Valve gearWalschaerts
Valve typePiston valves
Train brakesVacuum
Performance figures
Tractive effort26,314 lbf (117.1 kN) (minimum) or 28,880 lbf (128.5 kN) (maximum)
Factor of adh.4.60 (larger cylinders) or 5.05 (smaller cylinders)
Career
Operators
Power classLMS: 5P
NumbersL&YR: 1506-1525 (excl 1507/8, 1512/3, 1515), 1649–1683
LMS:10405–10474
Withdrawn1934–1951
DispositionAll scrapped

Design and construction

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The increased weight of trains in the early 1900s and need for improved power on Liverpool—Manchester—Hull expresses and Leeds—Fleetwood boat trains indicated a need for an engine more powerful than the Aspinall's 4-4-2 Atlantic of 1899.[1] Hughes described the requirement in a paper read to the Institute of Mechanical Engineers thus:[2]

This design was brought about by the further increased weight of trains and the necessity of accurate time-keeping with the accelerated train schedule of the Liverpool, Manchester, and Hull expresses, the Leeds, Bradford and Fleetwood boat trains, and to cope with the gradients on the Bradford, Huddersfield, and Sheffield sections

— George Hughes

Hughes created a design with a boiler producing saturated steam, slide valves and Joy valve gear.[3]

The first examples came out of Horwich Works in June 1908, and the original batch of 20 was completed in by March 1909.[4] Around the time of their construction, they were nicknamed "Dreadnoughts" on account of their large size, after the then-new Royal Navy battleship HMS Dreadnought.[5]

The locomotives proved "sluggish, poor runners and poor steamers".[5] They were subject to a number of modifications to improve steaming, including enlarged blast pipes and an air duct running to the front and rear of the ashpan in order to improve combustion.[5]

The high maintenance demands of the class saw a queue needing attention building up at Horwich Works during World War I. Remedial modifications were restricted but five were fitted with replacement modified boilers to keep them in service.[6]

1920 rebuilding

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From 1920 to 1921, fifteen were rebuilt with superheaters, piston valves, Walschaerts valve gear, a larger cab, and slightly larger cylinders. The nominal tractive effort of the rebuilds was 28,880 lbf (128.46 kN) which made these engines for a time the second most powerful in Great Britain (to the Somerset and Dorset 2-8-0s dating from 1914) until 1922 when the Gresley Pacifics appeared. The rebuilt locomotives were reported to be "a good workman-like engine"[7] and "an engine thoroughly master of its work",[8] although still with a coal consumption on the heavy side.[3]

Later batches

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Improved performance of the rebuilt locomotives and favourable test comparisons with the LNWR Prince of Wales Class and LNWR Claughton Class in 1921 and published in The Engineer were a trigger for the L&YR to order more of the type.[9]

Deliveries of the ten locomotives in Lot 80 commenced in August 1921 with the last two being delivered after the amalgamation of the L&YR into the London and North Western Railway (LNWR) in 1922.[10] Deliveries from the 25 locomotives Lot 81 commenced in November 1922 with only four built before grouping and creation of the London, Midland and Scottish Railway and the remainder delivered in 1923.[10] The 20 more of Lot 83 were originally part of the 30-locomotive order for the related L&YR Hughes 4-6-4T and were delivered during 1924 apart from the final locomotive No. 10474 on 5 January 1925.[11]

Compound conversion trial

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No. 10456 was converted to a 4-cylinder compound in July 1926; it was fitted with 16-inch (406 mm) high pressure and 22-inch (559 mm) low pressure cylinders.[12]

Build details

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Table of orders and locomotives[13]
Lot No. Qty Manufacturer Serial Nos. Year L&Y Nos. LMS Nos. Notes
60 20 Horwich Works 1009–1028 June 1908 to March 1909 1506–1525 10400–10419 Numbers 10400-10404 not applied
79 (15) Horwich Works — Rebuilt from November 1920 to July 1921 1522/14/23/10/11
1506/21/16/25/09
1520/17/24/19/18		 10405–10419 rebuilds of Lot 60
80 10 Horwich Works 1319–1328 August to October 1921, March 1922, May 1922 1649–1658 10420–10429
81 25 Horwich Works 1329–1353 November 1922 to September 1923 1659–1678
(1679–1683)		 10430–10454
83 20 Horwich Works 1364–1383 April 1924 to January 1925 (1694–1713) 10455–10474

Service

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The original unrebuilt locomotives were described as "poor performers" that were prone to suffering mechanical problems causing very poor reliability.[citation needed] By 1918 there was a case of No. 1519, not one of the better of the class, was recording coal consumption of 100 pounds per mile between Southport and York.[14]

During the length of the National coal strike of 1912 the unrebuilt Hughes 4-6-0 class were suspended because while able to "shift anything" the amount of coal they used in process was too excessive in a time of shortage.[15]

The rebuilt version of the locomotive has been described as "creditable but not outstanding" and comparable to the LNWR Claughton Class.[16]

As well as former L&YR territory the rebuilt class worked the West Coast Main Line mainly between Crewe and Carlisle but increasing less frequently south to Euston as the LMS Royal Scot Class became available.[17] The swansong was an enthusiast special excursion from Blackpool to York by what was described as an "old" locomotive on 1 July 1951.[18]

Withdrawal

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The relatively early withdrawal of most units must be considered in the context that the LMS inherited 393 different locomotive classes at Grouping, and LMS chairman Sir Josiah Stamp thought it desirable to reduce this to just 10 classes.[19] Also perhaps relevant is that while Hughes became chief mechanical engineer (CME) of the LNWR following its amalgamation with the L&YR and then CME of the LMS at the grouping,[20] with his resignation in 1925, influence moved from Horwich to Derby.[21] In a paper presented to the Institute of Locomotive Engineers in 1946 E. S. Cox claimed that while the class were capable of some outstanding performances their "steaming, coal consumption and reliability were not outstanding" and seeming considered not suitable for general use on the Anglo Scottish as had been hoped.[22]

Table of withdrawals [13]
Year Quantity in
service at
start of year		 Quantity
withdrawn		 Locomotive numbers Notes
1925 75 3 1507/13/15
1926 72 3 1508/12, 10417
1933 69 1 10414
1934 68 13 10405/10/13/19/21/24/26–27/31/34/41/47/53
1935 55 17 10407–08/11/28/30/33/39–40/58/61–63/66/69–70/72/74
1936 38 20 10409/15–16/18/25/35–36/38/43/45/49–52/54/56–57/59/68/71
1937 18 7 10406/20/22/44/65/67/73
1939 11 1 10464
1946 10 2 10437/46
1947 8 1 10460
1948 7 1 10423
1949 6 4 10412/29/32/48
1950 2 1 10442
1951 1 1 50455 Only locomotive to have BR livery and number applied.[23]

Notes

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  1. ^ Marshall (1972), p. 180.
  2. ^ Protheroe (1914), p. 379-381.
  3. ^ a b Lane (2010), pp. 142–143.
  4. ^ Lane (2010), p. 142.
  5. ^ a b c Lane (2010), p. 146.
  6. ^ Lane (2010), p. 147.
  7. ^ Nock 1969, p. 149.
  8. ^ Mason 1975, p. 80.
  9. ^ Lane (2010), p. 168.
  10. ^ a b Marshall (1972), p. 271.
  11. ^ Marshall (1972), pp. 196, 272.
  12. ^ Baxter 1982, p. 93.
  13. ^ a b Baxter 1982, pp. 82–84.
  14. ^ Evans (1966), p. 81.
  15. ^ Bulleid (1967), pp. 215–216.
  16. ^ Whitehouse & Thomas (1987), p. 47.
  17. ^ Lane (2010), p. 176.
  18. ^ Whitehouse & Thomas (1987), p. 177.
  19. ^ Hunt et al. 2006, p. 80.
  20. ^ Lane (2010), p. 171.
  21. ^ Whitehouse & Thomas (1987), pp. 38, 47.
  22. ^ Cox (1946), pp. 108–109.
  23. ^ Lane (2010), p. 169.

References

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  • Baxter, Bertram (1982). Baxter, David (ed.). British Locomotive Catalogue 1825–1923, Volume 3B: Lancashire and Yorkshire Railway and its constituent companies. Ashbourne, Derbyshire: Moorland Publishing Company. ISBN 0-903485-85-0.
  • Bulleid, H.A.V. (1967). The Aspinall Era. Ian Allan Ltd.
  • Casserley, H. C. & Johnston, Stuart W. (1974) [1966]. Locomotives at the Grouping 3: London, Midland and Scottish Railway. Shepperton, Surrey: Ian Allan. ISBN 0-7110-0554-0.
  • Cox, E. S. (1946). "A Modern Locomotive History — Ten Years' Development on the L.M.S. — 1923-1932" (PDF). Journal of the Institution of Locomotive Engineers (457). doi:10.1243/JILE_PROC_1946_036_015_02. Archived (PDF) from the original on 27 December 2016.
  • Hunt, David; Jennison, John; James, Fred; Essery, Bob (2006). LMS Locomotive Profiles, no. 7 - The Mixed Traffic Class 5s, Caprotti valve gear engines and class summary. Didcot, Oxon: Wild Swan. ISBN 1-905184-21-2.
  • Lane, Barry C. (2010). Lancashire & Yorkshire Railway Locomotives. Pendragon. ISBN 9781899816170.
  • Evans, Martin (1966). From Inverness to Crewe — The British 4-6-0 Locomotive. Hemel Hempstead: Model Aeronautical Press.
  • Mason, Eric (1975) [1954]. The Lancashire and Yorkshire Railway in the Twentieth Century. Shepperton, Surrey: Ian Allan. ISBN 0-7110-0656-3.
  • Marshall, John (1970). The Lancashire & Yorkshire Railway. Vol. 2. Newton Abbot: David & Charles. ISBN 978-0-7153-4906-9.
  • Marshall, John (1972). The Lancashire & Yorkshire Railway. Vol. 3. Newton Abbot: David & Charles. ISBN 978-0-7153-5320-2.
  • Nock, O.S. (1969). The Lancashire and Yorkshire Railway - a Concise History. Shepperton, Surrey: Ian Allan. ISBN 0-7110-0130-8.
  • Protheroe, Ernest (1914). The railways of the world (1 ed.). London, New York: G. Routledge & Sons, Ltd., E.P. Dutton & Co. OCLC 3222149. OL 7201905M.
  • Rowledge, J.W.P. (1975). Engines of the LMS built 1923–51. Oxford: Oxford Publishing Company. ISBN 0-902888-59-5.
  • Whitehouse, Patrick; Thomas, David St John (1987). LMS 150. Newton Abbot: David & Charles.
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