L&YR Barton Wright 4-4-0

Locomotive superintendent William Barton Wright ordered the first eight of the type in 1879 from Sharp Stewart and Company for the Hellifield−Chatburn line.[3]

Sharp Stewart supplied a further 16 in 1881 with Neilson and Company supplying 20 in 1883 and 10 in 1884, the latter having Joy valve gears.[4] The final batches Barton Wright batches went back to link motion: 20 from Kitson and Company in 1885 and 20 from Vulcan Foundry up to 1886.[4] Following Barton Wright's resignation and John Aspinall's appointment, the final 16 ordered from Vulcan Foundry delivered in 1887 had 4-inch longer wheelbases between the driving wheels, Timmis springs on the eight axles, and bogie wheels reduced to 3 feet 0 inches (0.91 m) permitting straight main frames and a horizontal grate.[5]

Subsequent developments based on the design were the Aspinall L&YR Class 2, of which 30 were ordered from Beyer, Peacock and Company with Joy valve gears and 160 psi boilers, as well as other variations, and the L&YR Class 3 with 7 feet 3 inches (2.21 m) driving wheels.[6]

The 6 feet 0 inches (1.83 m) driving wheels were suited to more challenging routes but on a non arduous route the Ramsbottom 2-4-0s could be faster.[7] Smaller tenders were initially necessary until bigger turntables were installed.[7]

Most were withdrawn in the early 1900s with only two, Nos. 922 and 924 going past 1914 to be classified Class 2 by Hughes in 1919. These passed through amalgamation into the LNWR, and finally becoming London, Midland and Scottish Railway (LMS) Nos. 10100 and 10101 respectively before withdrawal in November 1930.[8]

One of the final Vulcan Foundry batch with 3 ft bogie wheels batch was exhibited at the Royal Jubilee Exhibition, Manchester 1887.[9][10]

• Bulleid, H.A.V. (1967). The Aspinall Era. Ian Allan Ltd.
• Marshall, John (1972). The Lancashire & Yorkshire Railway, volume 3. Newton Abbot: David & Charles. ISBN 0-7153-5320-9.