Monthly Archives: May 2012

Some Early Lines – The Stratford-upon-Avon & Midland Junction Railway

Some Early Lines

The Stratford-upon-Avon & Midland Junction Railway

 A nice view of the station taken the year before it closed to passenger services.  The view is looking from the western end of the station.  Note the engine shed in the centre and the turntable far right.  D.J.Norton

The Stratford Upon Avon & Midland Junction Railway (SMJR) was a small independent railway company which ran a line across the empty, untouched centre of England. It visited the counties of Northamptonshire, Warwickshire, Oxfordshire and a little of Buckinghamshire, only existing as the SMJR from 1909 to 1923 . In 1923 the SMJR became a minor arm of the London Midland and Scottish (LMS), then in 1948 ‘British Railways’.

The SMJR came into being from the amalgamation of ‘The East & West Junction Railway’ (E+WJR), ‘The Evesham, Redditch and Stratford Railway’ (ER+SR), and changing its name to ‘The Stratford-upon-Avon, Towcester and Midland Junction Railway’ (ST+MJR), ‘The Easton Neston Mineral and Towcester, Roade and Olney Junction Railway’ (ENM+TROJR). In 1910 ‘The Northampton & Banbury Junction Railway’ (N+BJR) was amalgamated into the SMJR and as the SMJR the company ran services between Broom Junction and Stratford and Banbury to the west through Towcester to Blisworth and Olney in the east, fashioning itself as ‘The Shakespeare route’.

This picture is looking east towards Fenny Compton and shows the water column and associated frost fire to help avoid freezing in the winter.  Note the hump in the line where there is a road bridge close to the signal.  D.J.Norton


The line’s original raison d’etre (that of conveying ironstone to the ironworks of South Wales) was ended when cheap Spanish ore displaced that from the Northamptonshire quarries. This brought about financial problems, and for a time in the 1870s the E&WJR was in the hands of the receiver. By 1911, however, the line was showing a reasonable profit.

Lias limestone was conveyed from the Ettington Lime Works; but from the early 20th century it became important as a through route for freight of all kinds between the West of England and London. One such freight working was the express banana train between Avonmouth Dock and St Pancras.

Remains of Byfield railway station in 1963

Passenger services generally on the SMJR were sparse, with often just three or four trains a day. For some months in 1932 experiments were carried out on the SMJR with a Ro-Railer – buses converted to run on rails — although these were not successful and the service was withdrawn in June 1932.

Woodford and Hinton Station on 14th July 1951 with a special train behind LMS 4F No.44057 – P.B.Whitehouse

After the closure (1947) the Broom Junction to Stratford section, Stratford (Old Town) was the terminus of this wandering branch which made an end-on connection with the Great Western’s lines from Birmingham and Hatton Junction.  Its extremities met the Midland at Broom Junction (Birmingham-Redditch-Evesham-Ashchurch), the Great Central (main line) at Woodford, the Midland (Northampton-Bedworth branch) at Ravenstone Wood Junction, and the LNWR (main line) at Blisworth.  After the coming of cars and buses these cross-country passenger train links were little used though they ran until 1952.  For one short glorious period in BR days through freight to South Wales made the lines busy, but rationalisation in the 1960s soon put paid to this.  Total closure took place in 1965.

A good colour view of the site showing the signal box, station buildings and shed (far right).  Note another water column close to the signal post in the centre.  D.J.Norton

Canal News – Jubilee Bank Holiday Events

 Canal News

Jubilee Bank Holiday Events


Event Title Crick Boat Show

Organiser British Waterways, Waterways World

Details The 2012 Crick Boat Show will be a four-day show, to be held on 2nd-5th June 2012 with special celebrations for the Queen’s Diamond Jubilee.

Book your tickets by calling 01283 742972.

If you have an exhibitor query, please contact Ian Sharpe on 01283 742977 or email For any other query, please speak to Rachael Maher on 01283 742962 or email


Start date and time 2nd June 2012 12:00 AM

End date and time 5th June 2012 12:00 AM

Venue Address West Haddon Rd, Crick, Northants, NN6 7SQ

Crick Marina

The entrance to the Marina from the Grand Union Canal (Leicester Line).  Creative Commons Licence [Some Rights Reserved]   © Copyright Ian Rob and licensed for reuse under this Creative Commons Licence.




Steam Locos of a Leisurely Era 1890 – Later Adams 4-4-0 London and South Western Railway

Steam Locos of a Leisurely Era

1890 – Later Adams 4-4-0London and South Western Railway

No.684, one of the 7’ 1” engines, still carrying its original chimney in 1926.

These engines constituted William Adams’ final design of express locomotives for the LSWR.  In all, sixty of them appeared between 1890 and 1896, which although of the same general pattern were divided into four classes.  These may be divided into two groups, the chief difference being in the size of the driving wheels, half the engines having 7’ 1” wheels and the remainder 6’ 7”.  This followed an older tradition on the LSWR, under which it had been customary to build engines with somewhat smaller diameter driving wheels for the hilly route between Salisbury and Exeter than those used on the more easily graded lines east of Salisbury.

The 7’ 1” engines were Class X2, Nos. 577-96, built between 1890 and 1892, and Class T6, Nos. 677-86, built in 1895 and 1896

The 6’ 7” series were Class T3, Nos.557-76, built in 1892-3, and Class X6, Nos.657-66, in 1895-6.

It will be noted that the final engines, of Classes T6 and X6, appeared after Adams’ enforced resignation through ill-health in 1895.  At the time of their appearance the X2 engines were considered to be the most powerful express type then running.

The class performed much good service on main line work; although Drummond’s express engines which followed them displaced them to some extent from top link work it was a good many years before they did so entirely.  All of them lasted well into Southern days, and it was not until 1931 that they began to be taken out of service.  The last, No.563, remained in traffic until 1945.  Fortunately it was not broken up, and after lying derelict at Eastleigh for three years it was restored to its original condition and is now preserved.

563 Preserved at Shildon – flickr

A few of the class at one time or another were fitted with Drummond-type boilers with the small dome and pop safety valves, which considerably spoiled their appearance.  The plain stove-pipe chimneys were also gradually replaced with Drummond’s pattern, but this process was slow, and No.679 carried its original chimney until May, 1929.

With their large driving wheels, the 7’ 1” series in particular were stately looking engines, and earned the nickname of ‘Highflyers’.

X2 – Driving wheels – 7’ 1”,  Bogie wheels – 3’ 10”,  Cylinders – 19”x 20”,  Pressure – 175 lb.,  LSWR and SR Classification – 1

T6 – Driving wheels – 7’ 1”,  Bogie wheels – 3’ 10”,  Cylinders – 19”x 26”,  Pressure – 175 lb.,  LSWR and SR Classification – 1

T3 – Driving wheels – 6’ 7”,  Bogie wheels – 3’ 7”,  Cylinders – 19”x 26”,  Pressure – 175 lb.,  LSWR and SR Classification – 1

X6 – Driving wheels – 6’ 7”,  Bogie wheels – 3’ 7”,  Cylinders – 19”x 26”,  Pressure – 175 lb.,  LSWR and SR Classification – 1

  4-4-0  LSWR X2 Class No 577

Commons is a freely licensed media file repository.

  This photo was taken from an old original photo we came across while helping to clear the house of a deceased friend. I have uploaded it to Flickr in the hope that it might be interesting to steam enthusiasts.

Date 30 April 2011, 11:08   Uploaded by oxyman Tony Hisgett from Birmingham, UK

News – A Chasewater Railway Museum visit by the Northamptonshire Industrial Archaeological Group

Northamptonshire Industrial Archaeological Group

 On Sunday May 27th the Chasewater Railway Museum played host to a visit from the Northamptonshire Industrial Archaeological Group.  This was always intended to be a Museum rather than a Railway visit as the group was more interested in what was around the Chasewater area before the Chasewater Railway, but they were interested to see the various items of rolling stock in the Heritage Centre and in the yard.

After coffee on arrival, the group was given a brief talk about Chasewater Railway and the reasons for its being here.  Next, a guided tour of the Heritage Centre, including the workshop, then out into the yard, where several items took their interest, including the steam crane and the boiler from S100. 

Moving on, the group next visited the engine shed to see the operational locomotives, and then back to the Sidings Café for lunch, in plenty of time to catch the 13.30 train to Chasetown Church Street.

From Church Street, it was on foot down to the wharf, where originally trains, boats and coal came together, and with the help of various items such as coal chutes, old brickwork and old photographs (a number of which came from Ron Bradbury of the Burntwood Chase Heritage Group – thanks Ron) it was possible to piece together the movement of coal from the pit to the canal boat and later to the railway (with more pictures, this time from Laurence Hodgkinson’s collection).

Along the canal tow-path, we were soon back at Chasewater, at the foot of the dam and up the only slope of the walk – fortunately, given the heat of the day –  to see the much more modern works at Chasewater Reservoir.  Back then along the edge of the Reservoir and back to the Railway for a much-needed cup of tea.

This was the first time that the Chasewater Railway Museum has done anything quite like this.  The Group had asked for a ‘Museum’ visit rather than ‘Railway’ and this added another dimension to it from the Museum’s point of view, and very enjoyable it was too.  It is a pity that the walk is quite as far as it is, but without going to the wharf the visit would not have been worth while. (But it’s not always that hot!).

I think that it is safe to say that we would love to do it again with any other interested groups.

A big thank you to the Northamptonshire Industrial Archaeological Group for being such good company and making our jobs as guides for the day so pleasurable

Finally, a day such as this would not be possible without someone to man the Museum; so many thanks go to Mick Doman (He also had the kettle on when we returned – what a star!).

 An e mail received from Terry Waterfield, Hon. Treasurer of the Northamptonshire Industrial Archaeological Group.

Dear David & John

Very many thanks for an interesting visit today.  Although one or two
arrived back from the walk a little tired, we all very much enjoyed our ride
and walk.  It was a very good idea, John, to bring along the photos so that
we could relate ‘then’ and ‘now’.  An interesting comment that every one
made was ‘we didn’t know this place existed!’.  Perhaps you’ll have to dig
out some stories from the archives to attract some of the industrial
heritage groups rather than the pure railway buffs or colliery ‘anoraks’.

Please pass on our grateful thanks to Godfrey – another very knowledgeable

It would be very interesting to see the line extended to the canal then you
really would have an integrated heritage site.  Pity about the Rugby Club
being in the way, though!

Once again very many thanks for a very interesting day.

Best Regards


Some Early Lines – LNWR in South Wales

Some Early Lines

 LNWR in South Wales

Nantybwch on the Abergavenny to Merthyr ‘Heads of the Valleys’ line on 19th August 1950 showing (left) a train arriving from Newport and Tredegar and (right) a train for Abergavenny, both behind the then standard motive power: LNWR 0-6-2 cola tanks.  Trains from Newport terminated here and the locomotives for the branch were shedded at Tredegar. – P.B.Whitehouse

 South Wales plus its coal were magnets which attracted the LNWR very strongly but the problem (with the GWR and the South Wales independents already ensconced) was how to get there.  The company had two main aims, the first to get into Newport and Swansea, the other, black gold.  In the event this was achieved by the construction of the long Central Wales line from Craven Arms on the Shrewsbury to Hereford route, under the Sugar Loaf to Swansea and, by the Heads of the Valleys route from Abergavenny through Brynmawr to Merthyr.  There was a change for Newport at the isolated Nantybwch Junction, trains ran down via Tredegar.  Today it is virtually all gone, with only the Central Wales line open with a desultory passenger service.  It was LNW and GWR joint from Llandovery to Llandilo.

A shot from the footplate of a Fowler 2-6-4 tank on the evening train to Craven Arms approaching Sugar Loaf from Llandovery. – P.B.Whitehouse

A train from Newport and Tredegar about to enter Nantybwch on 19th August 1950 behind LNWR Webb 0-6-2 coal tank No.58933.  This is a Saturday afternoon strengthened set of four coaches making a heavy load for this small engine up the gradients to the valley head.  The leading vehicle is an old LNWR eliptical roofed non-corridor dating back to the 1890s.  By the look of the peeling paint it had been used on miners’ trains, which did not provide the acme of comfort.

A Bescot (3A) shedded LNWR Super d 0-8-0 No.49064 a long way from home in Nantybwch on 19th August 1950.  Note the tender cab for adverse weather conditions.  The train is an afternoon working from Merthyr to Abergavenny Junction whilst in the branch platform to the left is the connection from Newport behind Webb 0-6-2 coal tank No.58933.  The first coach is an ex-Lancashire and Yorkshire Railway vehicle.  – P.B.Whitehouse

Abergavenny Junction on 8th September 1952.  Webb 0-6-2 coal tank No.58888, one of the last two to be steamed, shunts prior to moving up the line to Nantybwch and Brynmawr.  At that date a further eight other coal tanks were ‘stored’ awaiting despatch to Crewe for scrapping. – P.M.Alexander

Steam Locos of a Leisurely Era 1889 – 0-6-2T Manchester, Sheffield & Lincolnshire Railway

Steam Locos of a Leisurely Era

1889 – 0-6-2T Manchester, Sheffield & Lincolnshire Railway

No.145 as originally built.  This engine eventually became BR No.69283 and was scrapped in 1958.

This class originated in 1889 under the superintendency of T.Parker, and 55 of the original design were built between that year and 1892.  In 1891 a slightly modified version appeared, notable in that it was the first engine in this country to be fitted with a Belpaire firebox.  Thereafter all new engines built by the MSLR for the Great Central, as it became in 1897, had this type of firebox, and it was eventually adopted to a great extent by most other lines, although never attaining quite such universal popularity as on the GCR.

The Belpaire 0-6-2Ts eventually totalled 129 engines, built between 1891 and 1901.  Two of them started life on the Wrexham, Mold and Connah’s Quay Railway, a small line later absorbed by the GCR.  The earlier series gradually also acquired Belpaire boilers, after which they differed only in having Joy’s valve gear instead of Stephenson’s link motion.  To outward appearances they were identical.

All survived to become LNER Classes N4 (the original round-topped engines) and N5, but by the 1946 renumbering a few of both batches had been scrapped.  The survivors then became Nos.9225-48 (Class N4) AND 9250-9370 (Class N5).  Many of the former and nearly all of the latter lasted to have 60000 added to their numbers under BR auspices.

No.771 (later No.69311) was rebuilt in 1915 with long side tanks extending to the front of the boiler, but apart from this exception the engines have undergone little change.  The original stovepipe chimneys were replaced by Robinson with a handsome tapering design, but in the 1930s these gave way to an extremely ugly ‘flower pot’ type, the shape of which is well indicated by its nickname, a disfigurement meted out to nearly all Great Central types at this period.

Class N4 became extinct in 1954 but the N5s did not begin to be withdrawn in any considerable numbers until the late 1950s, and about forty of them were still in service towards the end of 1959.

N4 – Driving wheels – 5’ 1”,  Cylinders – 18”x 26”,  Pressure – 160 lb.,  Tractive effort – 18781 lb.,  Weight – 61 tons 19 cwt.,  GCR Classification – 9A, LNER Classification – N4,  BR Classification – 2MT

N5 – Driving wheels – 5’ 1”,  Cylinders – 18”x 26”,  Pressure – 160 lb.,  Tractive effort – 18781 lb.,  Weight – 62 tons 7 cwt.,  GCR Classification – 9C & 9F, LNER Classification – N5,  BR Classification – 2MT


178 – ChasewaterRailwayMuseum Bits & Pieces From Chasewater News Spring 1995 – Part 1

178 – ChasewaterRailwayMuseum Bits & Pieces

From Chasewater News Spring 1995 – Part 1


From the Editorial – Chris Chivers

This is the first issue of the Chasewater News for over five years without Nigel Canning at the helm.  Nigel has decided to retire from the post of Newsletter Editor, a task which has at times been a thankless one but a job which has been vital to the railway and its members.  From myself and the other members of the Board I would like to give Nigel our heartfelt thanks for the effort, patience and perseverance in trying to produce a newsletter that has increased in space and scope during his editorship.  Many, many thanks Nigel.

Since the last newsletter, work on the railway has increased apace, Norton Lakeside Station has been lengthened and backfilled to accommodate a three coach train and the 55 coping slabs that came from British Rail’s Taunton Concrete Works are believed to be the last order that was processed there before the works were closed down.  Fencing on the causeway is well in hand, trespass notices have gone up at each of the foot-crossings over the line between Brownhills West station and the new station with the accompanying whistle boards scheduled to be put in place shortly… The bridge between Chasewater and Jeffrey’s Pool has received new steelworks on the parapets and plans are being made to use the extra bricks in lengthening Brownhills West platform later in the year.  At Brownhills West the new amenities block is being refurbished with a donation of materials from Lichfield District Council for the cladding of the temporary accommodation.  This will give us at long last some decent sized toilets as well as facilities fro the disabled.  Also a new facia for the booking office and shop has been constructed off-site by the Community Service lads and should be put in place shortly.  The problem of extra storage space for stock alongside Elsley’s siding is being looked at, with it being earmarked as a summer job for the Community Service people.

The problem of lack of working members is again rearing its ugly head.  In 1986 there were a handful of working members and this has grown steadily so that in 1994 there were 20 – 30 volunteers working on site.  As the railway has grown, the demands on their time by the railway have increased.  In 1986 it was all hands to man the station on a steaming day, in 1994 not only were we fully manned for steaming days but there were staff working in other departments as well.  The railway is growing mad growing fast, with 60 running days this season and the strain on our existing volunteers is growing.  If you can spare some time or would like to become a regular working member come along any Sunday from about 9.30am, you would be more than welcome.


Loco Shed News

The loco shed has at long last got a fixed compressor which means that the engineering staff have got ‘wind’ to help with some of the jobs that consumed many valuable man-hours.  The compressor was a donation from Oscott Air as they decided the faults on it were not worth repairing.  On further inspection it was found that the only things needed were the small piston and con rod.  The old ones having worn the circular hole for the piston and con rod for the gudgeon pin to an oval shape, so causing a rather loud knocking noise.  It is hoped that jobs such as taking out old boiler tubes can be accomplished much more easily than having to do it by hand.  With the tidying up of the engine shed the ‘diesel dismantlers department’ have installed a new bench allowing them to lay out and reassemble various bits of engines.

 Steam Locomotives

 No.4 Asbestos – Once again Asbestos has opened the season for passenger services but whether it will see the season out is doubtful.  During the winter the crown of the firebox was built up with weld and a new fusible plug mounting was made and put into place.  Several of the rivets at the base of the firebox have received attention, as well as the foundation ring.  The new tubes purchased last year are in store and await the major overhaul that Asbestos needs.

 David & Goliath – Asbestos & 60056

No.5 Sentinel – The Sentinel failed its hydraulic test at the first attempt with a blown tube.  The boiler was lowered into the pit, the 14 outer tubes removed, new tubes purchased, replaced and the boiler hoisted back into position, all within 21 days.  The boiler fittings have been replaced and the second hydraulic test was successful.  Some of the pipework has had to be renewed because of the re-positioning of the Weir pump and it is hoped the Sentinel will be back in service later in the season.


S100 – The centre wheels for S100 that have for ages been in between one and two roads have at last been moved and are now in the shed against S100’s frames.  The tanks at the top end of Brownhills West site are also scheduled to be moved to the shed compound in the near future.  Several parts of the brake gear have been placed alongside S100’s frames and have received attention to free the pins and to clean the rust off them.  New horn keeps for two of the axle boxes have been fabricated and attention has been given to re-assembling the valve gear.  It is expected that S100 could be back on its wheels within the next 12 months.

Hudswell Clarke – The Hudswell Clarke has received a cosmetic coat of paint to smarten it up and to prevent any further corrosion to the bodywork.

No.3 Colin McAndrew – The boiler is awaiting a decision after its departure for the SVR’s boiler shop at Bridgnorth and the outcome of the inspection there.

917 – A short section of track has been laid in the shed compound in preparation for receiving the chassis that is currently on three road.  This is to enable some basic work to be done in cleaning and preparing the chassis for the long work of restoration back to working order.

917 at Albright & Wilson, Oldbury

 Diesel Locomotives

 Fowler diesel mechanical No.410013 – Work has continued on restoring the loco to full order.  The cab roof has been needle-gunned and has received a coat of primer (causing a complaint from one of our neighbours over the noise).  The air receivers have been removed for inspection and some of the pipework is scheduled to be renewed.  The loco is nominally serviceable.

Fowler diesel hydraulic No.422015 – The Fowler has been the backbone of the works trains and now needs some attention.  The problems with the engine due to diesel dilution of the lubricating oil have now been rectified.  The pump for the torque converter has now been repaired and this in turn has cured the low oil pressure that has been a problem for some time.

DL7 – This loco has been returned to traffic with the faults from last year rectified.  The broken cab windows have been replaced and some minor attention is needed to the instrument panel.

L & Y No.1 – Progress on rebuilding the engine maintains a steady pace.  The old cast iron spark plug holders have been drilled out of one of the two cylinder heads with the second head awaiting its turn.  New holders have been fabricated and are waiting to be fitted to the refurbished cylinder heads.  The timing gears have been remade and hardened courtesy of Dorman Diesels of Stafford.  A number of components for the 4JO engine have been loaned to Dormans to help them rebuild a similar engine from the Festiniog Railway’s Simplex ‘Mary Anne’.  It is possible that the engine from No.1 could be loaned to Festiniog upon completion of rebuilding for running in ‘Mary Anne’ while No.1’s chassis and bodywork is finished.

No.20 – The loco on loan to Bass Brewery Museum is receiving some attention, with the eventual aim of getting No.20 back into running order.

No.21 – Work still continues on getting No.21 finished.  A new radiator has been acquired and upon completion of a new sump gasket the sump should be fitted back to the engine.  With only one head to be put back onto the main cylinder block No.21’s engine is nearly complete.

DMUs – Both of these have received A and B examinations.  The brake blocks on one of the out-of-service units need replacing, and they will require some more maintenance work.


Some Early Lines – LNWR in North Wales

This gallery contains 8 photos.

Some Early Lines LNWR in North Wales Bettws-y-coed station in May 1947 during the last days of LNWR coal tank working.  No.7841 is arriving on the afternoon train from Llandudno Junction.  P.B.Whitehouse North Wales was a happy hunting ground for … Continue reading

Cannock Chase Mining Historical Society News

The May meeting of the CCHMS will be held on Wednesday May 23rd at the Museum of Cannocl Chase, Hednesford ay 3.00pm.  Admission is free and all are welcome.

The subect is “Licensed Mines” – Brian Rollins

The society has great news after a long delay and many letters email and phone conversation we have finally been given permission to erect our Information Signs on all disused collieries were the land belongs to the County Council, this includes the road side verge were the actual site of the colliery would be liable to vandalism.

The information sign at West Cannock No. 5 Colliery

This has taken a very long time  but we got there so the production line can now go full tilt.

Steam Locos of a Leisurely Era 1889 – 2-4-2T Lancashire & Yorkshire Railway

Steam Locos of a Leisurely Era

1889 – 2-4-2T Lancashire & Yorkshire  Railway

 No.1538, one of the later engines built in 1910 with large bunker and Belpaire firebox, and subsequently superheated.  It was scrapped in 1931 as LMS No.10894.

The L & YR was a very large user of this type; between 1889 when they first appeared, and 1911, when the last batch came out, there were 330 of them.  The general design was similar throughout the period, but underwent some enlargement as time went on.  The first had round-topped fireboxes, whilst the last twenty built in 1911 had Belpaire fireboxes and superheaters.  The bunker was also enlarged in the later engines.  Many of the earlier ones subsequently received Belpaire fireboxes, some with superheaters also, and some without.  Six of the engines carried for a time an apparatus known as a thermal storage tank, an elaborate form of feed water heater, which was mounted on top of the boiler, with disastrous results to the engines’ appearance.  It was apparently not a success, however, and was eventually removed.  All of the engines were fitted with a special type of water pick-up apparatus which could operate in both directions, as it was frequently necessary to take up water when running bunker first.

These remarkable engines did a tremendous amount of hard work with heavy trains over the steeply graded lines on the L & Y.  Their duties were by no means confined to local services; they were regularly used as express engines on main line trains, along with much larger types of tender engines.

All of the engines came into the hands of the LMS at the grouping, including one which had been sold to the Wirral Railway in 1921, but a curiosity of renumbering was that whereas the whole class was allocated Nos.10621 to 10950 in the LMS list, the Wirral engine did not become 10638 as it should have done, as its rightful place in order, but was numbered 6762 along with the other odd assortment of engines obtained from the Wirral, the number 10638 remaining blank.  On being superheated four engines numbered in the 10800s became 10951-4, but although further engines also later received superheaters they were not renumbered.

At Nationalisation in 1948, 123 of the class passed into BR hands, and most of these survived to have 40000 added to their numbers.  A small handful was still in existence in 1959, and the original engine, No.1008, has been restored to its L & Y livery for preservation.

Non-superheated engines – Driving wheels – 5’ 8”,  Cylinders – 17½”x 26” and 18”x 26”,  Pressure – 160 lb, (190 lb. Belpaire engines),  Tractive effort – 16848 – 19416 lb.,  Weight – 56 tons (59 tons with extended bunkers),  L & Y Classification – 5,  LMS & BR Classification – 2P

Superheated engines – Driving wheels – 5’ 8”,  Cylinders – 19½”x 26” and 26½”x 26”,  Pressure – 180 lb.,  Tractive effort – 22445-24585 lb.,  Weight – 66½ tons ,  L & Y Classification – 6,  LMS & BR Classification – 3P

This Lancashire and Yorkshire Railway 2-4-2T tank engine was built at Horwich Locomotive Works in 1889 to a design by Aspinall. L & Y R 1008 became LMS 10621 and BR 50621.   York Scenes NRM