Lancashire and Yorkshire Railway

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Marshall, John (1970). The Lancashire and Yorkshire Railway, Volume 2. Newton Abbot: David & Charles. ISBN 978-0-7153-4906-9. Before you search for records, you need to know which company the individual worked for. If you know this piece of information, go to step 2. To identify other archives which may hold records do a keyword search on our catalogue find out what is held elsewhere. 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.

Other superheated locomotives also arose from conversions. [13] There were eventually 44 conversions, which were carried out between 1914 and 1931; 26 were of the Aspinall engines (which gained a Belpaire firebox at the same time), 18 of Hughes' own version with Belpaire firebox. [14] 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. Each train consisted of 5 coaches, 2 motor coaches, one at each end, a slightly different motor coach in the middle, and one third and one first class trailer coach. All coaches had driving 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.John Aspinall was from the Great Southern and Western Railway (GS&WR) of Ireland, and had succeeded Barton Wright in 1886 with the goal of continuing Wright's policy of standardisation on a minimum number of locomotive classes. Aspinall built more of slightly modified versions of Wright's 0-6-0 and 4-4-0 designs but was concerned with some aspects of the 0-4-4T design used for local passenger duties. Aspinall disliked unguided leading wheels as they could give rise to excessive flange wear and rough riding though neither the L&YR 0-4-4Ts nor the GS&WR's 0-4-4BTs had given problems. Having determined on a larger 2-4-2T design he reviewed best practice from contemporary designs including Webb's LNWR 4ft 6in Tank Class, proposed 4ft 6in 2-4-2Ts and Worsdell's 2-4-2T. The design incorporated Joy valve gear and Webb's radial axle box. [2] Haws, Duncan (1993). Merchant Fleets – Britain's Railway Steamers – Eastern & North Western + Zeeland and Stena. Hereford: TCL Publications. ISBN 978-0-946378-22-7.

British Locomotive Catalogue 1825-1923 Volume 3B Lancashire & Yorkshire Railway and its Constituentsby Bertram Baxter. The locomotives passed to the London, Midland and Scottish Railway (LMS) in 1923. LMS numbers were 10900–10954, except for 9 which were converted after the grouping without being renumbered. [16] Summary of variants as built [17] Horwich LotsWhereas there were various lines split between the Central and Western Divisions there was only one route connecting the Eastern and Central Divisions. This line cut through the Pennines between Lancashire and Yorkshire using a number of long tunnels, the longest of which was Summit Tunnel (2,885 yards (2,638m) in length) near Rochdale. There were six other tunnels each more than 1,000 yards (900m) long.

A trailer coach 2235 was also introduced, but after the railmotors were rebuilt, this was also rebuilt and was finally withdrawn in 1931. saloon compartment. In this condition it survived up till 1970s when George Dow bought it and used it One locomotive, 632, was rebuilt by Hoy in 1902 with an experimental Druitt Halpin thermal storage apparatus. [7] Similar in some respects to a Flaman boiler, this resembled a second short boiler drum atop the normal drum, in place of the dome. [8] Other locomotives: 1015, 1164, 1315, 1335 & 1375 were similarly fitted in 1905. Henry Ivatt also experimented with a similar device on a GNR 2-4-0. Neither appears to have been successful and after problems with mud and scale build-up, Hughes had them removed. [8] Hughes [ edit ] Normington, Thomas (1898). The Lancashire and Yorkshire Railway — being a full account of the rise and progress of this railway, together with numerous interesting reminiscences and incidents on the line. Manchester: J. Heywood. OCLC 26345942. OL 10713324W. Bank Hall Locomotive Depot in 1948: two ex-Lancashire & Yorkshire engines, 1F 0-6-0T No. 11535 and Class 30 6F 0-8-0 No. 12782.

A passenger train ran into a goods train near Mosesgate on 27 October 1880. Several passengers were injured and about a dozen carriages and a number of wagons were damaged. [12] Occasional references to individuals may, however, be found amongst the records of the Colonial, Dominions or Foreign Offices (The National Archives’ department codes CO, DO or FO). Littleworth, Chris (2013). Signal Boxes on Lancashire and Yorkshire Railway Lines - North and West of Manchester: Part One. Lancashire & Yorkshire Railway Society. ISBN 978-0-9559467-5-2.