Pixel Art Gallery

000885 Number 564/7564/65462 is preserved on the North Norfolk Railway and owned by the Midland and Great Northern Joint Railway Society.[17] In 2002 the locomotive reached the end of a major overhaul and was painted in LNER (numbered 7564) and BR black numbered 65462) liveries for the duration of its boiler ticket. It originally operated in these liveries when classified as a J15 in LNER and BR days. Following withdrawal from service in 2013, the locomotive received another overhaul (completed 2015) where it was outshopped in GER lined blue and sporting its original number of 564 and representing its days when classified as a Y14.

000885 As built all the locomotives had a stovepipe chimney; this was replaced in LNER days by a cast chimney with a small lip. The original Worsdell and early Holden series had three-ring boilers with the steam dome placed in the middle. Also the Worsdell boilers had a flat grate, however from 1890 Holden developed a boiler with a sloping grate and a two-ring telescopic barrel with the dome located well forward. The advantage of the dome position was a short 5½ inch steam pipe which limited pressure drop between the boiler and the cylinders. This boiler was adopted as standard and persisted on all Great Eastern Locomotives down to 1898; from then on it was perpetuated on the smaller locomotives as long as these remained essentially in their original configuration - which could be down to the 1960s.[2]

000885 On 10–11 December 1891, the Great Eastern Railway's Stratford Works built one of these locomotives and had it in steam with a coat of grey primer in 9 hours 47 minutes; this remains a world record. The locomotive then went off to run 36,000 miles (58,000 km) on Peterborough to London coal trains before coming back to the works for the final coat of paint. It lasted 40 years and ran a total of 1,127,750 miles (1,814,940 km).[3]

000885 All twenty passed to the LNER in 1923. Thirteen class J69 locomotives were lent to the War Department in October 1939,[2] of which five had been built as Class S56. They were sold to the War Department in October 1940,[3] where they were used on the Melbourne and Longmoor Military Railways.[2] The remaining locomotives were renumbered 8617–8636 in order of construction; however gaps were left where the locomotives sold to the War Department would have been. At nationalisation in 1948, the remainder passed to British Railways, who added 60000 to their number. Post-war withdrawals started in 1958, and by 1962 all had been retired.[4]

000885 All twenty passed to the LNER in 1923. Thirteen class J69 locomotives were lent to the War Department in October 1939,[2] of which five had been built as Class S56. They were sold to the War Department in October 1940,[3] where they were used on the Melbourne and Longmoor Military Railways.[2] The remaining locomotives were renumbered 8617–8636 in order of construction; however gaps were left where the locomotives sold to the War Department would have been. At nationalisation in 1948, the remainder passed to British Railways, who added 60000 to their number. Post-war withdrawals started in 1958, and by 1962 all had been retired.[4]

000885 All twenty passed to the LNER in 1923. Thirteen class J69 locomotives were lent to the War Department in October 1939,[2] of which five had been built as Class S56. They were sold to the War Department in October 1940,[3] where they were used on the Melbourne and Longmoor Military Railways.[2] The remaining locomotives were renumbered 8617–8636 in order of construction; however gaps were left where the locomotives sold to the War Department would have been. At nationalisation in 1948, the remainder passed to British Railways, who added 60000 to their number. Post-war withdrawals started in 1958, and by 1962 all had been retired.[4]

000885 All twenty passed to the LNER in 1923. Thirteen class J69 locomotives were lent to the War Department in October 1939,[2] of which five had been built as Class S56. They were sold to the War Department in October 1940,[3] where they were used on the Melbourne and Longmoor Military Railways.[2] The remaining locomotives were renumbered 8617–8636 in order of construction; however gaps were left where the locomotives sold to the War Department would have been. At nationalisation in 1948, the remainder passed to British Railways, who added 60000 to their number. Post-war withdrawals started in 1958, and by 1962 all had been retired.[4]

000885 All twenty passed to the LNER in 1923. Thirteen class J69 locomotives were lent to the War Department in October 1939,[2] of which five had been built as Class S56. They were sold to the War Department in October 1940,[3] where they were used on the Melbourne and Longmoor Military Railways.[2] The remaining locomotives were renumbered 8617–8636 in order of construction; however gaps were left where the locomotives sold to the War Department would have been. At nationalisation in 1948, the remainder passed to British Railways, who added 60000 to their number. Post-war withdrawals started in 1958, and by 1962 all had been retired.[4]

b99be8 pixelthing

258281 (noone said anything, time to keep going). -Ez

8a598a Please no.

000885 Not yet.

8a598a Yes, can you stop now?

000885 Are you suffering Atari?

8a598a ...Don`t think I`ve ever seen anything that obscene.

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

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

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?

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]

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]

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

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* ...

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.

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]

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

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]

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

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]