Manchester, Sheffield & Lincolnshire 0-6-0 Locomotives in Great_Britain

Class 6AI / J8 (Locobase 8927)

Data from Richard Marsden's LNER Encyclopedia ([], accessed 25 November 2007).

Known as "Bashers" for their ability to take a pounding in service, these engines originally went into service in 1887-1888 with round-top boilers. Thomas Parker based the design on Sacre's 6A, but improved it with a larger boiler operating at more PSI supplying larger cylinders, hence the 6AI designation.

In 1909-1917, the twelve engines were retrofitted with the GC Standard No 1 boiler, which had a Belpaire firebox. It is that design that is shown in the specifications and trailing its 2,500-Imperial gallon (3,000 US gallons) tender.

The LNER retired the class in 1926-1930.

Class 6C (Locobase 3012)

Data from E L Ahrons, The British Railway Locomotive, 1825-1925 (London: Locomotive Publishing Company, 1926); and Glover (1967); additional data from Mr Edward Woods, Address to the Institution of Civil Engineers 9 November 1886 (London: ICE, 1886), p. 61.

Designed by Charles Sacre'. Like his express engines, these had outside slotted frames. They were among the most powerful 0-6-0s operating in Great Britain at the time. . . Richard Marsden commented: "The J12s were robust and tough looking locomotives which quickly acquired the nickname of 'Bulldogs'."

The firebox heating surface figure of 87.5 sq ft (8.13 sq m) seems small, but has been confirmed by other sources. Robinson later replaced the boiler on all but two of these engines; see Locobase 8920

Class 9B & 9E / J9 & J10 (Locobase 8928)

Data from Richard Marsden's LNER Encyclopedia ([], accessed 25 November 2007).

Thomas Parker took the basic Class 9 design of the MS & L and increased the driver diameter by 3" and fitted it with Joy valve gear. The twenty-five engines that resulted were produced by Neilson & Co in 1891. Harry Pollitt added six more to the stud in 1894. After their rebuild in 1909-1917 by the Great Central, the class would be adopted by the LNER as the J9. All of these were withdrawn between 1930 and 1936.

In the interim, the Class 9D with Stephenson gear had been adopted. 18 of the 9Ds were delivered in 1892-1893. In 1896-1897, Pollitt produced 66 9H with Belpaire fireboxes and 18 1/2" cylinders followed by 40 9Hs in 1901-1902. These were later designated J10 by the LNER.

In 1910-1923, 49 9 B & E (Joy) and 9D (Stephenson), were retrofitted with the GC Standard No 1 boiler, which had a Belpaire firebox. Like the 9Hs, the 9D would be designated J10 by the LNER. Although the LNER started withdrawing J10s in 1933, 78 of all J10s survived until Nationalisation in 1948 and the last was retired only in August 1961.

The LNER retired the class in 1926-1930.

Class Class 18 / J8 (Locobase 8713)

Data from Richard Marsden's LNER Encyclopedia -- [], accessed 8 September 2007.

Marsden explains that Sacre liked double-framed locomotives, but would build single-frame engines if that seemed appropriate. And in this case he built several dozen, amassing 68 from 1869-1873.

They were serviceable enough on the Cheshire Lines they worked, but were not significantly updated except for the 20 that were converted to saddle-tank engines in 1902 (Locobase 8712). All but one of the other 48 had been retired when the LNER was stood up in 1923.

Class Class 7 (Locobase 8711)

Data from Richard Marsden's LNER Encyclopedia -- [], accessed 8 September 2007.

Designed by Charles Sacre' as his last engines before retiring, these "Piano Tanks" or "Orange Boxes" were so named for the long side tanks. Of modest size and power, they nontheless performed satisfactorily until the early 1920s. All were retired before the LNER got around to assigning a class ID.

Class unknown (Locobase 3201)

Data from Ahrons (1927).

Designed by R.Peacock. Outside frames and firebox right over the third axle. "This necessitated the incorporation of a bridge piece in order to secure the normal depth -- an expedient which is said to caused trouble in practice, " says Glover (1967). Note, however, the large amount of heating surface, which may have at least partially compensated for the difficulty.