Lancashire and Yorkshire Railway

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saloon compartment. In this condition it survived up till 1970s when George Dow bought it and used it

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RAIL 227/342, RAIL 227/371, RAIL 227/445-490, RAIL 227/510, RAIL 227/514-535, RAIL 227/540-553, RAIL 463/217-221 Use this guide if you are searching for records of people who worked for railway companies in the UK before the railways were nationalised in 1947. Electrification meant the journey time of stopping trains to Southport was reduced from 54 to 37 minutes.

With the exception of a monogram used on some tender engines no company lettering appeared on locomotives until the late 1890s when ‘L & Y’ appeared on some tenders. The full company name was used from the early 20th century; in a straight line on tenders and, for a few years, in an arc around the number plate on tank sides. This soon gave way to the straight line arrangement seen in most photographs. As Hawkshaw was not a locomotive engineer the resultant locomotives were not of the best and were hopelessly outdated long before they were withdrawn. It retained the earlier design's Belpaire firebox, but had 417 sq ft more heating surface area and 13 long tons (13.2 metric tons) heavier. A photo shows the resulting large, cylindrical boiler dominating the short wheelbase and small drivers of the coal hauler. According to steamindex, the L&Y built two "lots" of 20--Lot 66 in 1909/1910 and Lot 74 in 1917 and rebuilt eighteen of the original 0-8-0s and fourteen of those that had been delivered with corrugated firebox. Suggitt, Gordon (2003). Lost Railways of Lancashire. Newbury, Berkshire: Countryside Books. pp.80–82. ISBN 978-1-85306-801-0. OCLC 52565677. Withdrawals started in 1910 with two going in that year. Four went in the 1920s, 31 in the 1930s; leaving 23 to be withdrawn between 1957 and 1964.Marshall, John (1972). The Lancashire and Yorkshire Railway, Volume 3. Newton Abbot: David & Charles. ISBN 978-0-7153-5320-2. The locomotives passed briefly to the London and North Western Railway (LNWR) in 1922 and then to the London, Midland and Scottish Railway (LMS) in 1923. The LMS gave them the power classification 3F. Their LMS numbers were 12515-12619. By 1921 the LYR had an operational fleet of more than 1600 locomotives and details of the major classes can be found below. The particulars given above indicate that there would be an enormous economy in favour of the large engines," the author summarized, "but the average number of wagons per engine is no criterion unless 27 be the maximum number allowed per engine on the section, and which is very unlikely seeing that 40 is the general load allowed in most parts of the country." Manchester United Football Club was formed in 1878 as Newton Heath LYR Football Club by the Carriage and Wagon department of the Lancashire and Yorkshire Railway depot at Newton Heath. [1] The team initially played games against other departments and rail companies at their home ground at North Road, but by 1888 the club had become a founding member of The Combination, a regional football league. However, following the league's dissolution before the end of its first season, Newton Heath joined the newly formed Football Alliance, which ran for three seasons before being merged with The Football League. This resulted in the club starting the 1892–93 season in the First Division, by which time it had become independent of the rail company, dropped the "LYR" from its name and moved to a new ground at Bank Street. [1] After just two seasons, the club was relegated to the Second Division. [1]

The county was hit hard by the “Beeching cuts”, which saw a huge reduction of rail routes across the country from the 1960s, with the north being hit hard by changes to Britain's railway lines. Locomotive Superintendent, 1845-1867 (started at Manchester & Bolton Railway in 1835). Based at Miles Platting works Under Hughes, one of the class was subject to early experiments in superheating, the process of increasing the temperature of steam produced in the boiler so the minimum of energy was lost. After months of trials, 20 superheated engines were authorised to be built and the first of the superheated class 27s emerged from Horwich Works in 1909. The superheated 27s had the same boiler pressure as the originals, 180 psi. The first batch had round topped boilers, but in 1912 a second batch of 20 was constructed with Belpaire fireboxes. Historic British Trains Live Again on Wildlife Express". Walt Disney World News. 11 December 2006. Archived from the original on 2 February 2019 . Retrieved 9 August 2019.

About 1200 booked goods trains ran each day (including coal and mineral trains) and around 2000 passenger trains of which a quarter were electric trains on two major lines. Traffic mileages run totalled 30.8 million. 9.5 million miles were steam passenger, 2 million electric passenger, 4.6 million goods, around 3 million on coal and mineral trains and 8.3 million was shunting! Using our catalogue, try searching using the index terms outlined in Step 3, restricting your search to the appropriate record series as detailed in Step 2. 7. Original records: railway staff overseas 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.

In the references below the holder of the title Indoor Superintendent was responsible for the management of the works and the Outdoor Superintendent for the operation of the locomotives and their crews. Druitt, E. (1903). "Lancashire and Yorkshire Railway" (PDF). Board of Trade. Archived (PDF) from the original on 7 August 2016 . Retrieved 10 August 2019. RAIL 397, RAIL 390/897, RAIL 390/928, RAIL 390/938, RAIL 390/992, RAIL 390/1019, RAIL 390/1037, RAIL 390/1053, RAIL 390/1059, RAIL 390/1076, RAIL 390/1081, RAIL 390/1095, RAIL 390/1107, RAIL 390/1177, RAIL 390/1188, RAIL 390/1190, RAIL 390/1201, RAIL 390/1206, RAIL 390/1107, RAIL 390/1112, RAIL 390/1126, RAIL 390/1131, RAIL 390/1170, RAIL 390/1177, RAIL 390/1186, RAIL 390/1189, RAIL 390/1201, RAIL 390/1202, RAIL 390/1206, RAIL 390/1208-10, RAIL 390/1214, RAIL 390/1217, RAIL 390/1220, RAIL 390/1226, RAIL 390/1234, RAIL 390/1236, RAIL 390/1237, RAIL 390/1238, RAIL 390/1242-43, RAIL 390/1245, RAIL 390/1247-48, RAIL 390/1258-59, RAIL 390/1262, RAIL 390/1264, RAIL 390/1280-1282, RAIL 390/1289, RAIL 390/1294, RAIL 390/1297, RAIL 390/1300, RAIL 390/1577, RAIL 393/170, RAIL 393/226, RAIL 393/225-226, RAIL 397/1-3, RAIL 397/6, RAIL 397/8, RAIL 397/11-13 RAIL 635/196-197, RAIL 635/196, RAIL 635/201-204, RAIL 635/206, RAIL 635/302-310, RAIL 635/399, RAIL 1057/2935Data from George L Fowler, Illustrated Locomotive Dictionary, 1st Ed (New York: The Railroad Gazette, 1906), p. 504. See also"Eight-wheeled Coupled Goods Engines: Lancashire & Yorkshire Railway", Railway Engineer, Volume XXI, No. 9 (September 1900), p. 257.