![[3fdd65] has anyone ever seen that image of the guy with his head decapitated with his hands and i one hand he is holding his balls](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/8d0a1c8bffc95ad.png)
3fdd65 has anyone ever seen that image of the guy with his head decapitated with his hands and i one hand he is holding his balls
![[258281] two trucks, having se-. -Ez](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/2c3e8f8ac994a5b.png)
258281 two trucks, having se-. -Ez
![[3fdd65] The FitnessGram™ Pacer Test is a multistage aerobic capacity test that progressively gets more difficult as it continues. The 20 meter pacer test will begin in 30 seconds. Line up at the start. The running speed starts slowly, but gets faster each minute after you hear this signal. Ding A single lap should be completed each time you hear this sound. Ding Remember to run in a straight line, and run as long as possible. The second time you fail to complete a lap before the sound, your test is over. The test will begin on the word start. On your mark, get ready-pissfartcumswapdiapershitcolorfreshfellgayunderfartjizzrevertglitchtaleniggernazixenotaledogshitklannegaexminecrafttaleretardfucknutschickenswapfelljewshitcumholocaustamongustalehitlerpisscuminkrebirthfaggotniggasexultrainkdownsyndromeevolutedfellswapshitcumswaggerdripovariesvaginafartpisscumnigga sans](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/4342159275a186a.png)
3fdd65 The FitnessGram™ Pacer Test is a multistage aerobic capacity test that progressively gets more difficult as it continues. The 20 meter pacer test will begin in 30 seconds. Line up at the start. The running speed starts slowly, but gets faster each minute after you hear this signal. Ding A single lap should be completed each time you hear this sound. Ding Remember to run in a straight line, and run as long as possible. The second time you fail to complete a lap before the sound, your test is over. The test will begin on the word start. On your mark, get ready-pissfartcumswapdiapershitcolorfreshfellgayunderfartjizzrevertglitchtaleniggernazixenotaledogshitklannegaexminecrafttaleretardfucknutschickenswapfelljewshitcumholocaustamongustalehitlerpisscuminkrebirthfaggotniggasexultrainkdownsyndromeevolutedfellswapshitcumswaggerdripovariesvaginafartpisscumnigga sans
![[258281] (starts dancing and singing). -Ez](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/926c527e01414cc.png)
258281 (starts dancing and singing). -Ez
![[000885] They were eventually superseded on the heaviest trains by Gresley A1 Pacifics in the early 1920s. They continued to haul lighter expresses up until 1950, although this did include the Harrogate Pullman for a period during the 1920s and 1930s. They were often called upon to take over trains from failed Pacifics and put up some remarkable performances with loads far in excess of those they were designed to haul. One once took over the Flying Scotsman from a failed A3 at Peterborough and not only made up time but arrived early.](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/858ffd6b9dda294.png)
000885 They were eventually superseded on the heaviest trains by Gresley A1 Pacifics in the early 1920s. They continued to haul lighter expresses up until 1950, although this did include the Harrogate Pullman for a period during the 1920s and 1930s. They were often called upon to take over trains from failed Pacifics and put up some remarkable performances with loads far in excess of those they were designed to haul. One once took over the Flying Scotsman from a failed A3 at Peterborough and not only made up time but arrived early.
![[8a598a] N. Sans, you saw that?](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/05d5ff9716a338d.png)
8a598a N. Sans, you saw that?
![[8a598a] *drops the knife*](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/c2d414cf3f91b30.png)
8a598a *drops the knife*
![[000885] No. 1419 (renumbered 4419 in May 1924) was equipped with a booster engine on the trailing axle in July 1923; to accommodate this, the frames were lengthened at the rear, which also allowed a larger cab to be fitted. At the same time, the locomotive was given a superheater and piston valves, in line with others of the class. The booster was removed temporarily between July 1924 and February 1925, and it was permanently removed in November 1935.[15]](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/c1949584e029559.png)
000885 No. 1419 (renumbered 4419 in May 1924) was equipped with a booster engine on the trailing axle in July 1923; to accommodate this, the frames were lengthened at the rear, which also allowed a larger cab to be fitted. At the same time, the locomotive was given a superheater and piston valves, in line with others of the class. The booster was removed temporarily between July 1924 and February 1925, and it was permanently removed in November 1935.[15]
![[000885] No. 1419 (renumbered 4419 in May 1924) was equipped with a booster engine on the trailing axle in July 1923; to accommodate this, the frames were lengthened at the rear, which also allowed a larger cab to be fitted. At the same time, the locomotive was given a superheater and piston valves, in line with others of the class. The booster was removed temporarily between July 1924 and February 1925, and it was permanently removed in November 1935.[15]](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/c92b5f6531811bd.png)
000885 No. 1419 (renumbered 4419 in May 1924) was equipped with a booster engine on the trailing axle in July 1923; to accommodate this, the frames were lengthened at the rear, which also allowed a larger cab to be fitted. At the same time, the locomotive was given a superheater and piston valves, in line with others of the class. The booster was removed temporarily between July 1924 and February 1925, and it was permanently removed in November 1935.[15]
![[000885] No. 1419 (renumbered 4419 in May 1924) was equipped with a booster engine on the trailing axle in July 1923; to accommodate this, the frames were lengthened at the rear, which also allowed a larger cab to be fitted. At the same time, the locomotive was given a superheater and piston valves, in line with others of the class. The booster was removed temporarily between July 1924 and February 1925, and it was permanently removed in November 1935.[15]](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/79c36a7bcfacb98.png)
000885 No. 1419 (renumbered 4419 in May 1924) was equipped with a booster engine on the trailing axle in July 1923; to accommodate this, the frames were lengthened at the rear, which also allowed a larger cab to be fitted. At the same time, the locomotive was given a superheater and piston valves, in line with others of the class. The booster was removed temporarily between July 1924 and February 1925, and it was permanently removed in November 1935.[15]
![[000885] No. 1419 (renumbered 4419 in May 1924) was equipped with a booster engine on the trailing axle in July 1923; to accommodate this, the frames were lengthened at the rear, which also allowed a larger cab to be fitted. At the same time, the locomotive was given a superheater and piston valves, in line with others of the class. The booster was removed temporarily between July 1924 and February 1925, and it was permanently removed in November 1935.[15]](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/d3ea7a8ea0a9ac8.png)
000885 No. 1419 (renumbered 4419 in May 1924) was equipped with a booster engine on the trailing axle in July 1923; to accommodate this, the frames were lengthened at the rear, which also allowed a larger cab to be fitted. At the same time, the locomotive was given a superheater and piston valves, in line with others of the class. The booster was removed temporarily between July 1924 and February 1925, and it was permanently removed in November 1935.[15]
![[3fdd65] atari please shove a baguette up my asshole-pissfartcumswapdiapershitcolorfreshfellgayunderfartjizzrevertglitchtaleniggernazixenotaledogshitklannegaexminecrafttaleretardfucknutschickenswapfelljewshitcumholocaustamongustalehitlerpisscuminkrebirthfaggotniggasexultrainkdownsyndromeevolutedfellswapshitcumswaggerdripovariesvaginafartpisscumnigga sans](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/5f72b405ff18eea.png)
3fdd65 atari please shove a baguette up my asshole-pissfartcumswapdiapershitcolorfreshfellgayunderfartjizzrevertglitchtaleniggernazixenotaledogshitklannegaexminecrafttaleretardfucknutschickenswapfelljewshitcumholocaustamongustalehitlerpisscuminkrebirthfaggotniggasexultrainkdownsyndromeevolutedfellswapshitcumswaggerdripovariesvaginafartpisscumnigga sans
![[000885] No I wont: No. 279 was rebuilt in 1915 with four cylinders 15 by 26 in (380 by 660 mm) utilising simple expansion and driving the rear coupled axle. It was rebuilt back to a two-cylinder simple in 1938, but using 20 by 26 in (510 by 660 mm) cylinders of the type used on class K2 having the piston valves above the cylinders; in this form it ran until 1948.[13][14]](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/27d021a6ccf3741.png)
000885 No I wont: No. 279 was rebuilt in 1915 with four cylinders 15 by 26 in (380 by 660 mm) utilising simple expansion and driving the rear coupled axle. It was rebuilt back to a two-cylinder simple in 1938, but using 20 by 26 in (510 by 660 mm) cylinders of the type used on class K2 having the piston valves above the cylinders; in this form it ran until 1948.[13][14]
![[8a598a] *hesitates* ...](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/344cbc788b5c5e3.png)
8a598a *hesitates* ...
![[000885] No. 1421, built at Doncaster in 1907 was again a four-cylinder compound, but differed from no. 292 in a number of ways; in particular, the inside cylinder diameter was increased to 18 in (460 mm). It was superheated in 1914 and rebuilt in 1920 as a two-cylinder simple with piston valves. It was then generally similar to the standard engines after they had been superheated, and it ran until 1947.[11] The last ten, nos. 1452–61 built at Doncaster in 1910, had boilers producing superheated steam at 150 lbf/in2 (1,000 kPa), and the cylinders were fed through piston valves.](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/51ffaefc3f52f22.png)
000885 No. 1421, built at Doncaster in 1907 was again a four-cylinder compound, but differed from no. 292 in a number of ways; in particular, the inside cylinder diameter was increased to 18 in (460 mm). It was superheated in 1914 and rebuilt in 1920 as a two-cylinder simple with piston valves. It was then generally similar to the standard engines after they had been superheated, and it ran until 1947.[11] The last ten, nos. 1452–61 built at Doncaster in 1910, had boilers producing superheated steam at 150 lbf/in2 (1,000 kPa), and the cylinders were fed through piston valves.
![[000885] No. 1421, built at Doncaster in 1907 was again a four-cylinder compound, but differed from no. 292 in a number of ways; in particular, the inside cylinder diameter was increased to 18 in (460 mm). It was superheated in 1914 and rebuilt in 1920 as a two-cylinder simple with piston valves. It was then generally similar to the standard engines after they had been superheated, and it ran until 1947.[11] The last ten, nos. 1452–61 built at Doncaster in 1910, had boilers producing superheated steam at 150 lbf/in2 (1,000 kPa), and the cylinders were fed through piston valves.](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/f1f856abf94fc76.png)
000885 No. 1421, built at Doncaster in 1907 was again a four-cylinder compound, but differed from no. 292 in a number of ways; in particular, the inside cylinder diameter was increased to 18 in (460 mm). It was superheated in 1914 and rebuilt in 1920 as a two-cylinder simple with piston valves. It was then generally similar to the standard engines after they had been superheated, and it ran until 1947.[11] The last ten, nos. 1452–61 built at Doncaster in 1910, had boilers producing superheated steam at 150 lbf/in2 (1,000 kPa), and the cylinders were fed through piston valves.
![[8a598a] *holds it to CT`s throat* You stop talking about these trains for the next 3 hours, or you won`t be able to do it for a lot longer.](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/f42979d46994cfe.png)
8a598a *holds it to CT`s throat* You stop talking about these trains for the next 3 hours, or you won`t be able to do it for a lot longer.
![[000885] No. 1300, another four-cylinder compound, was an experimental locomotive which differed greatly from all of the others. It was built by Vulcan Foundry in 1905, largely to their own design although to Ivatt's specifications. The boiler had a narrow firebox, a diameter of 5 ft 3 in (1.60 m) and a pressure of 200 lbf/in2 (1,400 kPa). As with no. 292, the high-pressure cylinders were outside, driving the rear coupled wheels, whilst the low-pressure cylinders were inside, driving the front coupled axle; but their dimensions were 14 by 26 in (360 by 660 mm) and 23 by 26 in (580 by 660 mm) respectively. The engine worked as a two-cylinder simple on starting, changing over to compound expansion automatically. A superheater was fitted in 1914, and the engine was rebuilt as a two-cylinder simple in 1917; the new cylinders were outside, 20 by 26 in (510 by 660 mm) of the type used on class H3, driving the leading coupled wheels. It was withdrawn in 1924.[10]](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/e5a87bc0cc2c44f.png)
000885 No. 1300, another four-cylinder compound, was an experimental locomotive which differed greatly from all of the others. It was built by Vulcan Foundry in 1905, largely to their own design although to Ivatt's specifications. The boiler had a narrow firebox, a diameter of 5 ft 3 in (1.60 m) and a pressure of 200 lbf/in2 (1,400 kPa). As with no. 292, the high-pressure cylinders were outside, driving the rear coupled wheels, whilst the low-pressure cylinders were inside, driving the front coupled axle; but their dimensions were 14 by 26 in (360 by 660 mm) and 23 by 26 in (580 by 660 mm) respectively. The engine worked as a two-cylinder simple on starting, changing over to compound expansion automatically. A superheater was fitted in 1914, and the engine was rebuilt as a two-cylinder simple in 1917; the new cylinders were outside, 20 by 26 in (510 by 660 mm) of the type used on class H3, driving the leading coupled wheels. It was withdrawn in 1924.[10]
![[000885] No. 1300, another four-cylinder compound, was an experimental locomotive which differed greatly from all of the others. It was built by Vulcan Foundry in 1905, largely to their own design although to Ivatt's specifications. The boiler had a narrow firebox, a diameter of 5 ft 3 in (1.60 m) and a pressure of 200 lbf/in2 (1,400 kPa). As with no. 292, the high-pressure cylinders were outside, driving the rear coupled wheels, whilst the low-pressure cylinders were inside, driving the front coupled axle; but their dimensions were 14 by 26 in (360 by 660 mm) and 23 by 26 in (580 by 660 mm) respectively. The engine worked as a two-cylinder simple on starting, changing over to compound expansion automatically. A superheater was fitted in 1914, and the engine was rebuilt as a two-cylinder simple in 1917; the new cylinders were outside, 20 by 26 in (510 by 660 mm) of the type used on class H3, driving the leading coupled wheels. It was withdrawn in 1924.[10]](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/681f92b7c837bd3.png)
000885 No. 1300, another four-cylinder compound, was an experimental locomotive which differed greatly from all of the others. It was built by Vulcan Foundry in 1905, largely to their own design although to Ivatt's specifications. The boiler had a narrow firebox, a diameter of 5 ft 3 in (1.60 m) and a pressure of 200 lbf/in2 (1,400 kPa). As with no. 292, the high-pressure cylinders were outside, driving the rear coupled wheels, whilst the low-pressure cylinders were inside, driving the front coupled axle; but their dimensions were 14 by 26 in (360 by 660 mm) and 23 by 26 in (580 by 660 mm) respectively. The engine worked as a two-cylinder simple on starting, changing over to compound expansion automatically. A superheater was fitted in 1914, and the engine was rebuilt as a two-cylinder simple in 1917; the new cylinders were outside, 20 by 26 in (510 by 660 mm) of the type used on class H3, driving the leading coupled wheels. It was withdrawn in 1924.[10]
![[258281] there, the end of the conversation. -Ez](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/12be1942a00f4ad.png)
258281 there, the end of the conversation. -Ez
![[258281] TRAIN IS STUPID. -Ez](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/a62b0ab5f99df20.png)
258281 TRAIN IS STUPID. -Ez
![[000885] No. 292, built at Doncaster in 1904 (but not entering service until 1905), was a four-cylinder compound. The high-pressure cylinders, having a diameter of 13 in (330 mm) and a stroke of 20 in (510 mm), were outside the frames, driving the rear coupled wheels; and the low-pressure cylinders, 16 by 26 in (410 by 660 mm) were inside, driving the front coupled axle. The valves were arranged so that the locomotive could work either as a compound or as a four-cylinder simple. The boiler pressure was 200 lbf/in2 (1,400 kPa), but whilst the boiler was under repair, the locomotive used a 175 lbf/in2 (1,210 kPa) boiler from 1910 to 1912. This locomotive was withdrawn in 1927 and scrapped in 1928.[9]](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/af2cc87cc2e3d87.png)
000885 No. 292, built at Doncaster in 1904 (but not entering service until 1905), was a four-cylinder compound. The high-pressure cylinders, having a diameter of 13 in (330 mm) and a stroke of 20 in (510 mm), were outside the frames, driving the rear coupled wheels; and the low-pressure cylinders, 16 by 26 in (410 by 660 mm) were inside, driving the front coupled axle. The valves were arranged so that the locomotive could work either as a compound or as a four-cylinder simple. The boiler pressure was 200 lbf/in2 (1,400 kPa), but whilst the boiler was under repair, the locomotive used a 175 lbf/in2 (1,210 kPa) boiler from 1910 to 1912. This locomotive was withdrawn in 1927 and scrapped in 1928.[9]
![[000885] The "standard" variety of large-boiler C1 was represented by nos. 251, 272–291, 293–301, 1400–20 and 1422–51 built at Doncaster between 1902 and 1908. These had boilers producing saturated steam at a pressure of 175 lbf/in2 (1,210 kPa) and two outside cylinders, having a diameter of 18 3⁄4 in (480 mm) and a stroke of 24 in (610 mm) using simple expansion driving the rear coupled wheels and fed through slide valves](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/4ba5fc9b1a6c8b6.png)
000885 The "standard" variety of large-boiler C1 was represented by nos. 251, 272–291, 293–301, 1400–20 and 1422–51 built at Doncaster between 1902 and 1908. These had boilers producing saturated steam at a pressure of 175 lbf/in2 (1,210 kPa) and two outside cylinders, having a diameter of 18 3⁄4 in (480 mm) and a stroke of 24 in (610 mm) using simple expansion driving the rear coupled wheels and fed through slide valves
![[3fdd65] hold up he is explaining fnaf lore-pissfartcumswapdiapershitcolorfreshfellgayunderfartjizzrevertglitchtaleniggernazixenotaledogshitklannegaexminecrafttaleretardfucknutschickenswapfelljewshitcumholocaustamongustalehitlerpisscuminkrebirthfaggotniggasexultrainkdownsyndromeevolutedfellswapshitcumswaggerdripovariesvaginafartpisscumnigga sans](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/e0bf703efaba393.png)
3fdd65 hold up he is explaining fnaf lore-pissfartcumswapdiapershitcolorfreshfellgayunderfartjizzrevertglitchtaleniggernazixenotaledogshitklannegaexminecrafttaleretardfucknutschickenswapfelljewshitcumholocaustamongustalehitlerpisscuminkrebirthfaggotniggasexultrainkdownsyndromeevolutedfellswapshitcumswaggerdripovariesvaginafartpisscumnigga sans
![[8a598a] *grabs a knife*](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/e2ec6151214f51c.png)
8a598a *grabs a knife*
![[000885] On the GNR, the classification C1 was used for all of their 4-4-2 tender locomotives, but there was considerable variation within the 116 locomotives making up this group. The LNER divided them into two classes: C2 for the 22 locomotives built in 1898–1903 with boilers of 4 feet 8 inches (1.42 m) diameter; and C1 for the remaining 94, which mostly had boilers of 5 ft 6 in (1.68 m) diameter – but there were several locomotives within the latter group that differed significantly from the others.[7]](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/398770ee75e3a1e.png)
000885 On the GNR, the classification C1 was used for all of their 4-4-2 tender locomotives, but there was considerable variation within the 116 locomotives making up this group. The LNER divided them into two classes: C2 for the 22 locomotives built in 1898–1903 with boilers of 4 feet 8 inches (1.42 m) diameter; and C1 for the remaining 94, which mostly had boilers of 5 ft 6 in (1.68 m) diameter – but there were several locomotives within the latter group that differed significantly from the others.[7]
![[000885] Fuel type Coal Fuel capacity 6 long tons 0 cwt (13,400 lb or 6.1 t) Water cap 4,000 imp gal (18,000 l; 4,800 US gal) Boiler: • Diameter 4 ft 9.5 in (1,460 mm) to 5 ft (1,500 mm) Boiler pressure 180 lbf/in2 (1.24 MPa) Heating surface As built: 1,911 sq ft (177.5 m2) Superheated: 1,482 sq ft (137.7 m2) [1] • Firebox 133 sq ft (12.4 m2)[2] Superheater: • Heating area 242 sq ft (22.5 m2)[1] Cylinders Two, outside Cylinder size As built: 19 in × 26 in (480 mm × 660 mm) B4/1 sub-class: 21 in × 26 in (530 mm × 660 mm) [3] Valve gear Stephenson Valve type Slide, some later 10-inch (254 mm) piston valves](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/51ef0297047cdd2.png)
000885 Fuel type Coal Fuel capacity 6 long tons 0 cwt (13,400 lb or 6.1 t) Water cap 4,000 imp gal (18,000 l; 4,800 US gal) Boiler: • Diameter 4 ft 9.5 in (1,460 mm) to 5 ft (1,500 mm) Boiler pressure 180 lbf/in2 (1.24 MPa) Heating surface As built: 1,911 sq ft (177.5 m2) Superheated: 1,482 sq ft (137.7 m2) [1] • Firebox 133 sq ft (12.4 m2)[2] Superheater: • Heating area 242 sq ft (22.5 m2)[1] Cylinders Two, outside Cylinder size As built: 19 in × 26 in (480 mm × 660 mm) B4/1 sub-class: 21 in × 26 in (530 mm × 660 mm) [3] Valve gear Stephenson Valve type Slide, some later 10-inch (254 mm) piston valves
![[000885] Configuration: • Whyte 4-6-0 • UIC 2'Cn2 Gauge 4 ft 8 1⁄2 in (1,435 mm) Leading dia. 3 ft 6 in (1.067 m) Driver dia. 6 ft 7 in (2.007 m) Wheelbase 51 ft 10 in (15.799 m) Length 61 ft 11.25 in (18.879 m) Height 13 ft 0 in (3.962 m)[citation needed] Adhesive weight 54 long tons 18 cwt (123,000 lb or 55.8 t) Loco weight 70 long tons 14 cwt (158,400 lb or 71.8 t) Tender weight 48 long tons 6 cwt (108,200 lb or 49.1 t)](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/d591e3d603f1ff5.png)
000885 Configuration: • Whyte 4-6-0 • UIC 2'Cn2 Gauge 4 ft 8 1⁄2 in (1,435 mm) Leading dia. 3 ft 6 in (1.067 m) Driver dia. 6 ft 7 in (2.007 m) Wheelbase 51 ft 10 in (15.799 m) Length 61 ft 11.25 in (18.879 m) Height 13 ft 0 in (3.962 m)[citation needed] Adhesive weight 54 long tons 18 cwt (123,000 lb or 55.8 t) Loco weight 70 long tons 14 cwt (158,400 lb or 71.8 t) Tender weight 48 long tons 6 cwt (108,200 lb or 49.1 t)
![[8a598a] W H E N W I L L I T E N D](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/ffae9e5645cd020.png)
8a598a W H E N W I L L I T E N D
![[000885] Prior to taking up office as the Locomotive Superintendent of the London, Brighton and South Coast Railway in 1905, Douglas Earle Marsh had worked for the Great Northern Railway at Doncaster Works. There he had been involved in the design of the Klondyke class designed by Henry Ivatt in 1897. There was an urgent need for new large express passenger locomotives for the LB&SCR and so he obtained a set of drawings of the large boilered GNR atlantics from Doncaster, and made only detailed amendments before ordering them from the manufacturer. He did however increase the boiler pressure from 175 to 200 pounds per square inch (1.21 to 1.38 MPa).](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/4e50844567f38d9.png)
000885 Prior to taking up office as the Locomotive Superintendent of the London, Brighton and South Coast Railway in 1905, Douglas Earle Marsh had worked for the Great Northern Railway at Doncaster Works. There he had been involved in the design of the Klondyke class designed by Henry Ivatt in 1897. There was an urgent need for new large express passenger locomotives for the LB&SCR and so he obtained a set of drawings of the large boilered GNR atlantics from Doncaster, and made only detailed amendments before ordering them from the manufacturer. He did however increase the boiler pressure from 175 to 200 pounds per square inch (1.21 to 1.38 MPa).
![[000885] Ten locomotives were built by the North British Locomotive Company (works nos. 23803-12) during November and December, which were allocated the running numbers 2800-9. Five further orders were placed with Darlington Works between December 1928 and March 1935 for a further fifty-two locomotives to be delivered between August 1930 and June 1936. A final batch of eleven were ordered from Robert Stephenson and Company in February 1936 (works nos. 4124-34) for delivery between January and July 1937; resulting in a total of 73 B17s built.](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/a3312b406b9e709.png)
000885 Ten locomotives were built by the North British Locomotive Company (works nos. 23803-12) during November and December, which were allocated the running numbers 2800-9. Five further orders were placed with Darlington Works between December 1928 and March 1935 for a further fifty-two locomotives to be delivered between August 1930 and June 1936. A final batch of eleven were ordered from Robert Stephenson and Company in February 1936 (works nos. 4124-34) for delivery between January and July 1937; resulting in a total of 73 B17s built.
![[000885] The B1s operated throughout LNER territory. The first batch was distributed among depots on the former Great Eastern Railway section: Ipswich, Norwich, and Stratford in London. They were an immediate success and were soon working the Liverpool Street - Harwich boat trains, the Hook Continental, the Day Continental and the Scandinavian. B1s were also a familiar sight on other top-link workings such as The East Anglian, The Broadsman and The Fenman. During the 1950s over 70 B1s were stationed on ex-GE lines.](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/33fec4311cabcc9.png)
000885 The B1s operated throughout LNER territory. The first batch was distributed among depots on the former Great Eastern Railway section: Ipswich, Norwich, and Stratford in London. They were an immediate success and were soon working the Liverpool Street - Harwich boat trains, the Hook Continental, the Day Continental and the Scandinavian. B1s were also a familiar sight on other top-link workings such as The East Anglian, The Broadsman and The Fenman. During the 1950s over 70 B1s were stationed on ex-GE lines.
![[000885] Configuration: • Whyte 4-6-0 • UIC 2′C h2 Gauge 4 ft 8 1⁄2 in (1,435 mm) standard gauge Leading dia. 3 ft 2 in (0.965 m) Driver dia. 6 ft 2 in (1.880 m) Axle load 17 long tons 15 cwt (39,800 lb or 18 t) Loco weight 71 long tons 3 cwt (159,400 lb or 72.3 t) Fuel type Coal Boiler LNER diagram 100A Boiler pressure 225 psi (1.55 MPa) Cylinders Two (outside) Cylinder size 20 in × 26 in (508 mm × 660 mm) Valve gear Walschaerts Valve type 10-inch (254 mm) piston valves](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/67cca8e6e95c600.png)
000885 Configuration: • Whyte 4-6-0 • UIC 2′C h2 Gauge 4 ft 8 1⁄2 in (1,435 mm) standard gauge Leading dia. 3 ft 2 in (0.965 m) Driver dia. 6 ft 2 in (1.880 m) Axle load 17 long tons 15 cwt (39,800 lb or 18 t) Loco weight 71 long tons 3 cwt (159,400 lb or 72.3 t) Fuel type Coal Boiler LNER diagram 100A Boiler pressure 225 psi (1.55 MPa) Cylinders Two (outside) Cylinder size 20 in × 26 in (508 mm × 660 mm) Valve gear Walschaerts Valve type 10-inch (254 mm) piston valves
![[8a598a] Howdy, pardner. What`s up?](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/408c62203895f80.png)
8a598a Howdy, pardner. What`s up?
![[8a598a] CT, if you do, it will count as next time.](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/a02ffd886ec1d55.png)
8a598a CT, if you do, it will count as next time.
![[3fdd65] hold on there you think i wasnt gonna stop by and say howdy?](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/8b8fe6302ecb1c8.png)
3fdd65 hold on there you think i wasnt gonna stop by and say howdy?
![[000885] Time to paste walls of text about locomotives.](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/bfb68aeb6725994.png)
000885 Time to paste walls of text about locomotives.
![[d8d976] Gtg](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/2bcd42eedd0a164.png)
d8d976 Gtg
![[8a598a] Alright. Keep in mind that next time, you feed me something I don`t want, I`ll do the same to you.](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/786757c7ee7b0fb.png)
8a598a Alright. Keep in mind that next time, you feed me something I don`t want, I`ll do the same to you.
![[9b7f61] guard](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/21a5e38a6ba9af9.png)
9b7f61 guard
![[8a598a] Oh, so THAT`s what all this brutal torture is about.](http://pixelartmaker-data-78746291193.nyc3.digitaloceanspaces.com/image/0535f0f29ec90cc.png)
8a598a Oh, so THAT`s what all this brutal torture is about.