Tag Archives: Cumbria

The Railways of West Cumberland – Part 1 – An Introduction

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The November 1954 issue of The Railway Magazine included an article by C. A. Knight about the railways between Sellafield and Maryport and inland as far as Cockermouth and Kelton Fell.

The featured image at the head of this article (and the article by C. A. Knight) shows an early 1950s image of Workington Station with a train to Euston ready to depart behind a ‘Royal Scot’ loco. [1: p757]

Reading Knight’s article encouraged me to begin a review of the different railways and tramways of the area. This article is the first of a series. …

Knight says: “Travellers to Keswick by the ‘Lakes Express’ during the summer [of 1954] may have speculated on the country to the west of that delectable town which is served by the train in the final stages of its journey. Some may venture as far as Cockermouth, but few will follow the train to its terminus at Workington, that product of Victorian enterprise in industry, as there is little in the area to attract the tourist from the delights of the Lake District. To the student of railway history, however, its tangle of intersecting railways holds promise of interest.” [1: p757]

The 10.50 am train to Euston at Workington, headed by ‘Royal Scot’ class 4-6-0 locomotive No. 46161, ‘Kings Own’, © W. Dendy. [1: p756]
A Map of West Cumberland’s Railway Network. [2]
Aap of the railways in West Cumberland, showing pre-grouping ownerships. [1: p758]

Knight tells us that, “The early evolution of the railways of West Cumberland was not marked by the contentious episodes which frequently characterised railway development in the mid-nineteenth century; rather [it could] be described as a process of peaceful penetration. … The narrow belt of agricultural land on the western edge of Cumberland was for many years practically isolated by the difficulties of travel through the mountains of the Lake District. The discovery of rich seams of coal, and the improvement of mining technique which enabled coal to be won from under the sea-bed, led to development of shipping facilities, and the economic factor became the distance from the port of shipment. Tramways in various forms were installed to enable coal to be brought from more distant pits, and on these, horse-drawn vehicles were no doubt used.” [1: p757]

The Early Tramways of West Cumberland

Early tramways in West Cumberland were primarily focused on moving industrial goods—specifically coal and iron ore—rather than passengers. Online references to Industrial Waggonways and Tramways in the 19th Century include:

  • Woodagreen Pit to Whitehaven Harbour: a crude wooden waggonway built at the Ginns as early as 1683. [9]
  • Seaton Tramroad: A 3 mile wooden waggonway built from Seaton pit to Workington, in the early 1730s. [6]
  • Harrington Harbour/Bain’s Tramway (c. 1760/1840s): A wagonway was established at Harrington Harbour as early as 1760. Later, it became known as “Bain’s Tramway,” which is shown on an 1864 OS map connecting Harrington Harbour with mines at John Pit and Hodgson Pit, passing through Rose Hill.
  • Whitehaven Harbour: A horse-drawn tramway was completed in 1854, authorized by the Whitehaven and Furness Junction Railway Amendment Act 1853. It allowed goods wagons to travel from Preston Street to the south end of the harbour.
  • Mr. Curwen’s Waggonway: A significant waggonway owned by Henry Curwen of Workington, which necessitated a bridge for the Whitehaven Junction Railway to pass over it in 1844.
  • Colliery Lines: These include: Waggonways from Lonsdale Collieries on Broughton Moor; Howgill Colliery Waggonway; and Whingill Colliery Waggonway.
  • Whitehaven Mineral Lines: The rapid development of haematite deposits in the Cleator Moor and Egremont districts in the 1840s led to numerous industrial lines and tramroads, later absorbed by the Whitehaven, Cleator & Egremont Railway (opened in parts from 1857).
  • The First Howgill Incline: constructed by 1813 in Whitehaven. [22]
  • Rowrah & Kelton Fell Mineral Railway: A significant line developed to serve the limestone quarries and iron ore mines near Rowrah, with development occurring through the 1860s and 1870s.
  • Jane Pit to Quayside (Workington): saw horses towing basic coal trucks from the pit down and over the railway, along to Chapel Bank and on to the Quayside. [8]
  • Cleator & Workington Junction Railway (1879): While technically a later railway, it was built to connect the existing iron and coal mining infrastructure (early pits and associated wagonways) with the coast to break existing transport monopolies.
  • Harrington and Lowca Light Railway: (commonly known as the Lowca Light Railway or LLR)
  • Lowca: An early locomotive works was established at Lowca, lasting until 1926, its business was fatally undermined by a disastrous fire in which the wooden patterns used during manufacture were burned. [5]
  • Corkickle Brake: A standard-gauge rope-worked incline survived as late as 1986, which was a remnant of early industrial transport methods, handling 500,000 tons of traffic at its peak.
  • Yarlside Iron Mines Tramway: built by John Barraclough Fell. [21]

These early, often private, waggonways generally used iron rails (replacing wooden ones) to connect pits to collieries or directly to the rapidly developing ports of Workington, Harrington, and Whitehaven.

Main Line and Branch Line Railways

There were a surprising number of standard-gauge railway companies operating in West Cumberland, as the maps above show.

The Whitehaven Junction Railway

The Whitehaven Junction Railway (WJR) was a historic English railway company sanctioned in 1844 to connect the town of Whitehaven with the Maryport and Carlisle Railway, facilitating industrial growth in West Cumberland. It played a crucial role in linking local coal mines and ironworks to broader transport networks. [10]

The Whitehaven & Furness Junction Railway

The Whitehaven & Furness Junction Railway (W&FJR) was established to connect the town of Whitehaven with the Furness Railway at Broughton-in-Furness. [11]

The Whitehaven, Cleator & Egremont Railway

The Whitehaven, Cleator and Egremont Railway (WC&ER) was built to open up the hematite orefield to the south-east of Whitehaven. It opened for goods traffic in 1855 and for passenger traffic in 1857. [12]

The Maryport & Carlisle Railway

The Maryport and Carlisle Railway (M&CR) was incorporated in 1837 to connect the two towns of Carlisle and Maryport. George Stephenson was the engineer of the line, which opened fully on 10th February 1845. [13]

The Cleator & Workington Junction Railway

The Cleator and Workington Junction Railway (C&WJR) served the towns of Cleator Moor and Workington and intermediate villages. It was mainly used for coal, limestone and iron ore traffic for the local industries. [14]

The Cockermouth & Workington Railway

The Cockermouth and Workington Railway (C&WR) was established by act of Parliament in 1845. The railway opened for service in 1847, and ran from the Whitehaven Junction Railway station at Workington to a station at Cockermouth near the bridge over the Derwent. [15]

The Cockermouth, Keswick & Penrith Railway

The Cockermouth, Keswick and Penrith Railway (CK&PR) was incorporated by Act of Parliament on 1st August 1861, to build a line connecting the town of Cockermouth with the London and North Western Railway (LNWR) West Coast Main Line at Penrith. [16]

The Whitehaven & Furness Junction & Whitehaven Junction Joint Railway

While they were separate companies, the W&FJR and the WJR worked together, particularly around Whitehaven. By 1852, a connecting line (including the Bransty tunnel) linked the W&FJR from the south with the WJR from the north. From the mid-1850s, the two companies merged their efforts to focus passenger traffic at Whitehaven Bransty Station (jointly managed) and goods traffic at Preston Street. [17]

The Harrington & Lowca Light Railway

The Harrington and Lowca Light Railway (commonly known as the Lowca Light Railway or LLR) was a short railway close to the coast on the South side of Harrington. Rosehill Junction was the junction between Bain’s Tramway (later known as the Harrington and Lowca Light Railway) and the Cleator and Workington Junction Railway’s Harrington Branch (later known as the Rosehill Branch). [18][19

Tramways

A Proposed Electric Tramway for West Cumberland – 1901

At the turn of the 20th century, the Cleator Moor Electric Tramway was planned and Acts of Parliament were sought for its construction. [3] Sadly, this standard-gauge tramway was not built, even though three different enabling Acts of Parliament were sought and passed (1901, 1903 and 1905). [3]

The tramway was to be operated by the ‘West Cumberland Power & Tramway Company Limited’ [4]

Later Industrial Railways

These railways include:

  • The CORUS Works Tramroad: a 3 ft-gauge works railway. [7]
  • Whitehaven Harbour: by the late 19th century, almost all of the harbour had a rail network. Locomotives were first introduced in 1848, the last locomotive being disposed of in 1986. [20]
  • Various Inclines and Other Lines: in addition to the Corkickle Break mentioned above (which lasted until 1986) there was a second Howgill Incline built by 1923 and of which remains can be found adjacent to Wellington Lodge. The Howgill Incline(s) have been out of use since 1972. [23][24]

References

  1. C. A. Knight; Railways of West Cumberland; in The Railway Magazine, November 1954; Tothill Press, London, 1954, p757-765.
  2. The Railway Clearing House, London, 1921; via, https://maps.nls.uk/view/245959305, accessed on 3rd April 2026.
  3. https://www.littleireland.co.uk/2019/10/cleator-moor-electric-tramway.html?m=1, accessed on 3rd April 2026.
  4. Emile Garcke (Ed.); The Manual of Electrical Undertakings, 11th Edition; Electrical Press, London, 1907, p997; via,  https://www.lakesguides.co.uk/html/maps/GRK1.htm, accessed on 3rd April 2026.
  5. https://www.lococarriage.org.uk/cumbria_rail.html, accessed on 3rd April 2026.
  6. https://www.lakesguides.co.uk/html/lgaz/LK39356.htm, accessed on 3rd April 2026.
  7. https://www.lakesguides.co.uk/html/lgaz/LK02667.htm, accessed on 3rd April 2026.
  8. https://www.facebook.com/share/p/18HqJFu9h8, accessed on 3rd April 2026.
  9. https://www.whitehavennews.co.uk/news/17161961.a-fascinating-delve-into-towns-rail-history, quoting from Howard Quayle; Whitehaven: The Railways and Waggonways of a Unique Cumberland Port; Cumbrian Railways Association, Pinner, Middlesex, 2007.
  10. https://wp.me/p3J9rW-11F, accessed on 6th April 2026.
  11. https://transportsofdelight.smugmug.com/RAILWAYS/LOCOMOTIVES-OF-THE-LMS-CONSTITUENT-COMPANIES/LOCOMOTIVES-OF-THE-FURNESS-RAILWAY/i-Ls4ZZF3%23, accessed on 6th April 2026.
  12. https://en.wikipedia.org/wiki/Whitehaven,_Cleator_and_Egremont_Railway, accessed on 6th April 2026.
  13. https://www.gracesguide.co.uk/Maryport_and_Carlisle_Railway, accessed on 6th April 2026.
  14. https://en.wikipedia.org/wiki/Cleator_and_Workington_Junction_Railway, accessed on 6th April 2026.
  15. https://en.wikipedia.org/wiki/Cockermouth_and_Workington_Railway, accessed on 6th April 2026.
  16. https://en.wikipedia.org/wiki/Cockermouth,_Keswick_and_Penrith_Railway, accessed on 6th April 2026.
  17. https://en.wikipedia.org/wiki/Preston_Street_railway_station, accessed on 6th April 2026.
  18. https://en.wikipedia.org/wiki/Harrington_and_Lowca_Light_Railway, accessed on 6th April 2026.
  19. https://www.railscot.co.uk/companies/H/Harrington_and_Lowca_Light_Railway, accessed on 6th April 2026.
  20. https://www.whitehavenhc.org.uk/about-the-harbour, accessed on 6th April 2026.
  21. https://railwaymatters.wordpress.com/fell-type-mountain-railways, accessed on 2nd May 2026.
  22. https://www.facebook.com/share/p/1E7do6dbMy, accessed on 2nd May 2026.
  23. https://www.facebook.com/share/p/18tB4qhxPW, accessed on 2nd May 2026.
  24. https://www.facebook.com/share/p/1BugADHZGo, accessed on 2nd May 2026.

Barrow-in-Furness Steam Tramway

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What looks to be a brand-new Kitson engine (No 7) and Falcon trailer (No 2) stand at the junction of Abbey Road and Hartington Street. Although the photograph is undated, the pristine condition of the vehicles strongly suggests that the shot was taken on the opening day, 11th July 1885. Photo from the R Corlett Collection, © Public Domain. [2]

The Barrow-in-Furness Tramways Company operated a steam-powered tram service from 11th July 1885 until electrification in 1904. Using a 4 ft (1.219 m) gauge, the tramway reached Ramsden Dock by 1886 and continued expanding through the electric era to locations such as Bigger Bank. Ultimately, on 5th April 1932 the tramway network was closed in favour of buses. [1]

A later view of a Kitson steam tram in service, © Public Domain. [4]

Steam-operated services began in 1885 and were later taken over by the British Electric Traction Company in December 1899. [1]

Tram No. 1 and a Falcon trailer, probably sometime in the 1890s © Public Domain. [2]

From 1876 to 1901 the Kitson built over 300 steam tram engines and steam railmotor units, which were developed from a design by W. R.Rowan. [6][7]

The tramway network connected the town centre with areas like Ramsden Dock (1886) and eventually extended to Biggar Bank on Walney Island in 1911. After the network was bought by British Electric Traction, the company embarked on a modernisaton programme and the network saw its first electric service in 1904. [1]

Barrow-in-Furness Corporation took over operation of the service on 1st January 1920 at a cost of £96,250 (close to £5 million in 2026). Technological advancements in the form of petrol and diesel powered buses resulted in the closure of the tramway, with the last service running on 5th April 1932. [1]

The Network in 1899/1890

The steam tram network appears on the 1889/1890 6″ Ordnance Survey which was published in 1895. Three element can be identified:

1. Priors Lea to Ramsden Dock Station

One axis of the steam tramway appears to have run from Priors Lea in the North to Ramsden Dock in the South via Ramsden Square. … The route appears on the next eight extracts from the 6″Ordnance Survey of 1889/1990 which was published in 1895.

At the Priors Lee terminus, Top-right a tram engine had to run round its carriage. [5]
The same length of Abbey Road in the 21st century, as shown above. [Google Maps, February 2026]
Looking South on Abbey Road approximately at the location of the old tramway terminus. [Google Streetview, November 2024]
Trams ran up and down Abbey Road. [5]
The same length of Abbey Road in the 21st century, as shown above. [Google Maps, February 2026]
A Methodist Chapel and Congregational Chapel sat to the West of the line. [5]
A similar length of Abbey Road. [Google Maps, February 2026]
Travelling South down Abbey Road. [Google Streetview, November 2024]
The line crossed Abbey Road Bridge, with the Station a short distance away to the Northwest. [5]
A similar length of Abbey Road in the 21st century. [Google Maps, February 2026]
Looking Southwest along Abbey Road. Ahead is the bridge carrying the road over the railway. [Google Streetview, November 2024]
At Ramsden Square the tramway turned Southeast along Duke Street. [5]
Abbey Road, Ramsden Square, Duke Street and the very top of Michaelson’s Bridge Road. [Google Streetview, February 2026]
The approach to Ramsden Square along Abbey Road. [Google Streetview, May 2022]
Having turned left into Duke Street, trams continued in. Southeasterly direction. [Google Streetview, May 2022]
A roundabout now sits at the top end of Michaelson Road. Trams would have been confined by the road layout of earlier time and swept round to the right on the near side of the modern roundabout. [Google Streetview, May 2022]
It then turned Southwest along Michaelson Bridge Road [5]
Michaelson Road Bridge carried the Tramway across the Devonshire & Buccleuch Docks. [Google Maps, February 2026]
Looking South along the line of the old tramway across Michaelson Bridge. [Google Streetview, May 2022]
Further South down Michaelson Road trams turned to the left into Ramsden Dock Road. [Google Streetview, May 2022]
Trams ran along Ramsden Dock Road from its right-angle junction with Michaelson Road. [5]
Approximately the same area in 21st century. [Google Maps, February 2026]
Trams followed Ramsden Dock Road sweeping round to the South. [Google Streetview, May 2022]
A relatively sharp curve to the right followed Ramsden Dock Road after the road had bridged the dock railways. [Google Streetview, May 2022]
Ramsden Dock Road has now been closed to traffic. This photograph in 2009 appears to have been taken as the work to close the road was underway. [Google Streetview, April 2009]
The steam tram served Ramsden Dock Station at its Southern terminal, where a loop was provided to obviate the need for the steam tram to run past its carriage. [5]
The same length of the route of the old tramway as is shown on the above map extract. [Google Maps, February 2026]
This final photograph faces South along the line of the old tramway towards the location of Ramsden Dock Station. [Google Streetview, May 2022]

2. A Line to Roose Station

A line left the route to Ramsden Dock Station at the North end of Michaelson Road, continuing Southeast on Duke Street and then along Strand to Cambridge Hall Mechanics Institute where it turned Northeast.

This tramway route ran along Duke Street and Strand to Cambridge Hall Mechanics Institute and the old Strand Station where it turned Northeast at St. George Square. [5]
The roads mentioned above still remain – Duke Street, Strand. St. George’s Square still exists but Salthouse Road now runs through it to meet Strand. [Google Maps, February 2026]
Duke Street immediately beyond the roundabout. [Google Streetview, May 2022]
Duke Street meets Strand, the tramway ran round to the left, almost straight on. [Google Streetview, May 2022]
Further along Strand with the old railway station in the distance. [Google Streetview, May 2022]
Trams turned from Strand onto Salthouse Road. [Google Streetview, May 2022]

The tramway then ran along Salthouse Road on the North side of the Furness Railway Works.

From St. George’s Square the line ran along Salthouse Road on the North side of the Railway Works. [5]
The area of Furness Railway Works appears to be underdevelopment in this image. Salthouse Road runs across the top of the site. [Google Maps, February 2026]
Salthouse Road with the old Furness Railway Works on the right. The rod curves round to the right. [Google Streetview, May 2022]
Further East on Salthouse Road. [Google Streetview, May 2022]
Close to the Vulcan Foundry was a tramway depot on the South side of Salthouse Road. The tramway then passed under the viaduct carrying the line Northwest from St. Luke’s Junction to Barrow Central Station. [5]
The same area in the 21st century. A housing estate sits on the site of the Vulcan Steel & Forge Works. [Google Maps, February 2026]
The tramway depot on the South side of Salthouse Road, as it appears on the 1910 25″ Ordnance Survey. [8]
The Viaduct carrying the railway from what was St. Luke’s Junction, Northwest towards Barrow Central Station. Google Streetview, May 2022]
St. Luke’s Junction is bottom left of this next map extract, St Luke’s Church is at the right side of the image. The tramway continues Northeast up Roose Road. [5]
The same location in the 21st century. [Google Maps, February 2026]
Further East, the old tramway ran ahead along Roose Road. [Google Streetview, May 2022]
Further East the tramway continued along Roose Road. [Google Streetview, May 2022]
The tramway continued East on Roose Road. [5]
The same area in the 21st century. [Google Maps, February 2026]
Continuing along Roose Road. [Google Streetview, May 2022]
Approaching Roose Station and the terminus of the tramway, the road and tramway turned Northeast before bridging athe railway at the South end of Roose Railway Station. A loop was provided to allow a steam tram to run round its carriage. [5]
The final length of the tramway was on Roose Road. The terminus was to the East of the railway line and Roose Station. [Google Maps, February 2026]
Roose Road bends round towards the Northeast. [Google Streetview, May 2022]
Approaching the location of Roose Station, the road curves back towards the East a crosses a railway bridge. Google Streetview, May 2022]
The location of the tramway terminus, the photograph is taken facing away from Barrow in an East-northeast direction. Google Streetview, May 2026]

3. A Short Line Serving the Steelworks

Just two map extracts are all that is needed to cover the length of this short line which ran along Duke Street between the Steelworks and Ramsden Square.

A triangular junction was formed at the Northwest end of Duke Street. A short length of tramway with its mid-point at the junction with Duke Street, ran North-South on Walney Road outside the Steelworks. From there the line ran Southeast along Duke Street. [5]
The line continued Southeast on Duke Street and met the wider tramway network at Ramsden Square. [5]

The full length of the line is shown on modern mapping below. ….

The old tramway ran from Walney Road to Ramsden Square along Duke Street. [Google Maps, February 2026]
The View Northwest along Duke Street towards the junction at Walney Road. In times past this view would have been dominated by the Steelworks and no doubt shrouded in a pall of smoke. Google Streetview, May 2022]
A view along Duke Street, facing Southeast towards Ramsden Square. [Google Streetview, May 2022]
Looking Southeast along Duke Street close to Ramsden Square. [Google Streetview, May 2022]

Changes Immediately After Electrification

The short line along Duke Street serving the Steelworks does not feature on the 1910/1911 25″Ordnance Survey published in 1911/1913.

A new tramway line left Michaelson Road at its junction with Bridge Road. The surface of Bridge Road was littered with a whole series of different lines. The tramway sat on the North side of the road and ran on Northwest into Ferry Road, terminating opposite the Walney Bridge Approach Road.

Summary

Steam powered trams in Barrow-in-Furness, like elsewhere we’re a relatively short-lived phenomenon which last only until electrical technology had advanced sufficiently to be used on street networks.

References

  1. https://en.wikipedia.org/wiki/Barrow-in-Furness_Tramways_Company, accessed on 16th February 2026.
  2. http://www.tramwaybadgesandbuttons.com/page148/page4/page264/page264.html, on 16th February 2026.
  3. https://farm66.staticflickr.com/65535/50581536736_9ef4106c64.jpg, accessed on 16th February 2026.
  4. https://co-curate.ncl.ac.uk/trams-in-barrow-in-furness, accessed on 16th February 2026.
  5. https://maps.nls.uk/view/102343769, accessed on 16th February 2026.
  6. https://en.wikipedia.org/wiki/Kitson_and_Company, accessed on 16th February 2026.
  7. “Kitsons entered the steam tramway locomotive field in 1876 building some combined steam cars to W.R. Rowan’s design. In 1878 they built three to their own design with vertical boilers, four coupled wheels and inclined outside cylinders. Motion was by means of a modified version of Walschaerts valve gear. All was enclosed in bodywork and the wheels and motions were surrounded by protective plates. The condensing system was placed on the roof and consisted of a series of copper tubes through which the exhaust steam passed, the surrounding air cooling the steam and the condensate returning to the feed water tank. After many trials it was decided to replace the vertical boiler by a horizontal type and this was standardised for future steam trains. Various types of condensers were tried and the final type was a series of arched transverse tubes which were a great improvement.

    In Kitson’s patent valve-gear, a modification of Walschaert’s valve gear, the ends of a floating lever are linked to the crosshead, the valve-spindle, and intermediately at a point near the valve-spindle; the lever is pinned to the radius-link, which receives its rocking movement through an arm linked to the coupling rod. The motion of the valve and its spindle is a compound of two movements: one, a movement directly the inverse of that of the piston, on a reduced scale, for the lead; the other a reduced duplicate of the vertical movement of the coupling rod, to open the port for steam” (D. K. Clark Tramways, their construction and working, 2nd Ed., 1894).

    More than 300 units were built and besides supplying many to the tramway systems of the British Isles, others were sent to New Zealand. Australia and the continent. The last one built was in 1901 for the Portstewart Tramway (Works No. T302). Work numbers for tram locomotives were kept separate and bore a prefix T.”, via, https://steamindex.com/manlocos/kitsons.htm, accessed on 16th February 2026.
  8. https://maps.nls.uk/view/126514796, accessed on 17th February 2026.

Furness Railway Locomotive No. 58

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Looking through a number of 1964 Model Railway News magazines, I came across drawings of Sharp, Stewart & Co. 2-4-0, built in 1870 for the Furness Railway Co. and numbered 58 on their roster.

Side elevation and half plan of Locomotive No. 58 [1]
Front elevation. [1]
Tender, front and back half-elevations. [1]

Originally conceived as a mineral railway, the Furness Railway later played a major role in the development of the town of Barrow-in-Furness, and in the development of the Lake District Tourist industry. It was formed in 1846 and survived as an independent, viable concern until the Grouping of 1923. [4]

The Furness Railway contracted out the building of its locomotives until Pettigrew became Chief Locomotive Engineer in 1897. He put his first locomotive on the line in 1898.

2-4-0 Locomotive No. 58 had inside cylinders (16 in by 20 in), 5 ft 6 in diameter coupled wheels. It operated with a boiler pressure of 120 lb and weighed 30 tons 5 cwt. Its tender was 4-wheeled with a 1,200 gallon water capacity.

The locomotive, as designed, had no brake blocks, the only brake being a clasp type on the tender.

This relatively small locomotive was one of a series of 19 locos built to the same design. The class fulfilled the needs of the Furness Railway as passenger locomotives. The class was given the designation ‘E1’ by Bob Rush in his books about the Furness Railway. Rush’s classification was his own not that of the Furness Railway, but has become accepted generally. [2]

A photograph of one of this class can be found by clicking on the link immediately below. No. 44 was built in 1882 by Sharp Stewart & Co., Works No.3086. It was rebuilt in 1898, presumably in the Furness Railway works. Renumbered 44A in 1920, it became LMS No. 10002 – but was withdrawn in April 1925. [5]

https://transportsofdelight.smugmug.com/RAILWAYS/LOCOMOTIVES-OF-THE-LMS-CONSTITUENT-COMPANIES/LOCOMOTIVES-OF-THE-FURNESS-RAILWAY/i-742Bfsn/A

Later, seven of the class were converted to J1-class 2-4-2 tank engines in 1891. [3]

References

  1. T.A. Lindsay; Furness Railway Locomotive No. 58; in Model Railway News, Volume 40, No. 480, December 1964, p608-609. (Permission to copy granted for any non-commercial purpose.)
  2. https://en.m.wikipedia.org/wiki/Locomotives_of_the_Furness_Railway, accessed on 28th March 2024. (e.g. R.W. Rush; The Furness Railway, Oakwood Press No. 35)
  3. https://www.steamlocomotive.com/locobase.php?country=Great_Britain&wheel=2-4-0&railroad=furness, accessed on 28th March 2024.
  4. http://www.furnessrailwaytrust.org.uk, accessed on 29th March 2024.
  5. https://transportsofdelight.smugmug.com/RAILWAYS/LOCOMOTIVES-OF-THE-LMS-CONSTITUENT-COMPANIES/LOCOMOTIVES-OF-THE-FURNESS-RAILWAY/i-742Bfsn/A accessed on 28th March 2024.