L&YR Class 5

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]

The design emerged on as 20 February 1889 and was the first locomotive built at Horwich Works.[2] The early locomotives had 18-by-26-inch (457 mm × 660 mm) cylinders for a tractive effort of 18,955 lbf (84.32 kN) and power class 2P.[3] Some later-built locomotives from 1893 had smaller diameter cylinders of 17 inches (432 mm) for a tractive effort of 18,360 lbf (81.67 kN).[3] The original coal bunker capacity was of 2 tons.[3] 270 were built in total.

In 1895 after noting current practice elsewhere, Aspinall switched to using balanced Richardson slide valves in lieu of the ordinary slide valves that the 1887 experiments of the GS&WR's Robert Coey had endorsed in 1887. The reported feedback results were reduced wear, very slight decrease in coal consumption, freer running, and stronger running.[4][lower-alpha 1]

After 210 engines had been built, No. 5 of lot 36 in 1898 was completed with long frames and an increased coal capacity of 3 long tons 3 cwt (7,100 lb or 3.2 t) in a distinctly longer coal bunker at the back. Water capacity increased to 1,540 imp gal (7,000 L) and the overall weight to 59 long tons 3 cwt (132,500 lb or 60.1 t), with maximum axle load now 17 long tons 8 cwt (39,000 lb or 17.7 t). The total length increased to 39 feet 2+1⁄4 inches (11.944 m) while the wheelbase remained unchanged. All subsequent builds were to use long frames.[5]

Hoy had been Works Manager at Horwich since 12 April 1887, and on Aspinall's appointment to L&YR General Manager on 1 June 1899 Hoy was promoted to CME.[6]

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 was promoted to CME from Works Manager on 10 February 1904.[9] From 1905 in lots 51 and 64 he built 40 additional 2-4-2T locomotives with a Belpaire firebox replacing the original round-topped boiler.[3][10] Predominately in the first half of the 1910s, this non-superheated boiler was also fitted to a number of rebuilt locomotives.[3][11]

Bulleid in his book "The Aspinall Era" notes Horwich had fully mastered superheating by 1911. The final twenty examples of the 2-4-2T tanks built between 1911 and 1914 added superheating, long smokeboxes on Belpaire boilers, larger big-end bearings and an increased cylinder bore of 20+1⁄2 in (520 mm) to the modifications that had accrued since 1899. The resulting superheated locomotives had an increased tractive effort of 24,585 lbf (109.4 kN) and weighed 66 long tons 10 cwt (149,000 lb or 67.6 t).[12]

Other superheated locomotives also arose from conversions.[13] There were eventually 44 conversions, 26 were of the Aspinall engines (which gained a Belpaire firebox at the same time), 18 of Hughes' own version with Belpaire firebox.[14]

When Hughes introduced his classification system around 1919, the more powerful superheated locomotives were designated Class 6, non superheated locomotives being Class 5.[15]

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]

Horwich Lot 1 comprised 10 locomotives; the rest 20 each.

The set of short-bunkered 2-4-2T frames were used to create a LY&R electric locomotive in 1912.[18]

The Wirral Railway (WR) acquired one of these locomotives from the L&YR in June 1921: No. 1041 became WR No. 6.[23][24] After the Grouping of 1923, this re-joined its original stablemates as part of the newly created London, Midland and Scottish Railway. Although the L&YR locomotives were numbered in a block from No. 10621 upwards, which included the allocation of No. 10638 to the original L&YR number of the Wirral locomotive,[25][26] the former Wirral locomotive stock was included in the LMS Western Division. The largest constituent of the Western Division was the LNWR,[27] and so WR No. 6 was numbered 6762 by the LMS, at the end of a block starting at 6515 which was allocated to former LNWR 2-4-2T locomotives; this locomotive followed on from nos. 6758–61, four former LNWR 4ft 6in Tank Class which the WR had acquired from the LNWR.[28]

No. 6762 survived into British Railways ownership (as 46762) and worked as station pilot at Preston, until being withdrawn and scrapped in 1952.[29] It was the only Wirral Railway engine to last until Nationalisation;[30] it also retained the original round-topped boiler throughout.

On 15 July 1903, a Liverpool to Southport express with a six bogie carriage hauled by a 2-4-2T tank built in 1899[lower-alpha 2] derailed on the approach to Waterloo (Merseyside) station resulting seven fatalities including the fireman and injury to 112 passengers, the driver, and three other companies staff. Major E. Druitt of the Board of Trade reporting on the accident indicated that while a speed of 50 miles per hour (80 km/h) on the preceding curve was undesirable and a maximum speed of 35 miles per hour (56 km/h) would be better the probable cause was the loss of spring from the radial axle box. [31]

In 1906, Class 5 No. 869 suffered a boiler explosion at The Oaks station, north of Bolton.[32] The firebox crown sheet broke free of its rod stays and burst downwards, although without splitting. 57 of the 150 one-inch (25-mm) rod stays failed, the steam escaping through the remaining holes scalding the driver, although both footplate crew survived their injuries. The cause of the accident, which was the L&YR's second major boiler explosion in five years, was put down to poor washing out of the firebox water spaces when at Colne shed. Afterwards, 72 pounds (33 kg) of boiler scale was collected. Although boilers were supposed to be washed out every eight days, this quantity suggests that it was up to three weeks since this had last been done thoroughly, either through omission or by inadequate washing.[32]

On 21 June 1912, the 2:25 pm Manchester to Leeds express hauled by superheated 2-4-2T suffered a serious derailment on Charlestown curve between Todmorden and Sowerby Bridge. In the Board of Trade report, Lieut–Col. E. Druitt criticised the L&YR for using tank locomotives on express trains.[12][33]

On 2 February 1916, No. 661 was at Penistone in the process of running around its train ready for the return trip to Huddersfield, and was standing on Penistone viaduct prior to setting back onto the train, when a pier and two arches of the viaduct gave way beneath the locomotive and collapsed into the River Don. The driver and fireman had time to run clear, but the locomotive fell 85 feet (26 m) into the valley below. Recovery intact was not possible, and the locomotive was scrapped On Site over the following three weeks. The pieces were hauled up the embankment, loaded into wagons and sent back to Horwich, where some of the parts were incorporated into a replacement locomotive bearing the same number. No. 661 was one of those built with long frames, but the only available set of spare frames were of the short variety, so these were lengthened by welding on extension pieces at the rear.[34][35]