![[000885] Starting in 1932, a programme began of rebuilding the B12 locomotives with larger diameter boilers. The Diagram 99A boilers utilised were 5-foot-6-inch (1,676 mm) diameter, compared with the 5-foot-1 1⁄8-inch (1,553 mm) diameter originals. These rebuilt locomotives were classified as class B12/3, and as they had a higher axleload, none of the Scottish-allocated locomotives were included. The last to be rebuilt was 8549 in 1944, leaving 8534 as the last English B12/1; but it was withdrawn the following year without being rebuilt.](https://files.pixelartmaker.com/image/97232fdf127cf01.png)
000885 Starting in 1932, a programme began of rebuilding the B12 locomotives with larger diameter boilers. The Diagram 99A boilers utilised were 5-foot-6-inch (1,676 mm) diameter, compared with the 5-foot-1 1⁄8-inch (1,553 mm) diameter originals. These rebuilt locomotives were classified as class B12/3, and as they had a higher axleload, none of the Scottish-allocated locomotives were included. The last to be rebuilt was 8549 in 1944, leaving 8534 as the last English B12/1; but it was withdrawn the following year without being rebuilt.
![[000885] As newer power became available, the locomotives’ low axleload made them ideal candidates for transfers elsewhere. consequently, between 1931 and 1942, twenty-five locomotives were transferred to Scotland for use on the former Great North of Scotland Railway lines.](https://files.pixelartmaker.com/image/9584b4af77d45ba.png)
000885 As newer power became available, the locomotives’ low axleload made them ideal candidates for transfers elsewhere. consequently, between 1931 and 1942, twenty-five locomotives were transferred to Scotland for use on the former Great North of Scotland Railway lines.
![[258281] Two pickup trucks making love, American made, built Ford Tough, Two beautiful murder machines, American angels in the sky, Grown men cry. -Ez](https://files.pixelartmaker.com/image/644dffcafc25edf.png)
258281 Two pickup trucks making love, American made, built Ford Tough, Two beautiful murder machines, American angels in the sky, Grown men cry. -Ez
![[000885] All the B12 locomotives were fitted with vacuum ejectors between 1924 and 1929 (the 1928 batch had them from new). Fifty-five locomotives were fitted with ACFI feedwater heaters between 1927 and 1934, but these were removed between 1934 and 1942. The first substantive change was the fitting of Lenz poppet valves to the 1928 batch (from new), and six of the ex-GE locomotives (8516/19/25/32/33/40).[5] These locomotives were then classified as class B12/2. The poppet valves were not a great success and they all reverted to or were converted to piston valve engines between 1931 and 1934.](https://files.pixelartmaker.com/image/e381a3d961df79c.png)
000885 All the B12 locomotives were fitted with vacuum ejectors between 1924 and 1929 (the 1928 batch had them from new). Fifty-five locomotives were fitted with ACFI feedwater heaters between 1927 and 1934, but these were removed between 1934 and 1942. The first substantive change was the fitting of Lenz poppet valves to the 1928 batch (from new), and six of the ex-GE locomotives (8516/19/25/32/33/40).[5] These locomotives were then classified as class B12/2. The poppet valves were not a great success and they all reverted to or were converted to piston valve engines between 1931 and 1934.
![[000885] Seventy were still in service at the 1923 grouping, the LNER adding 7000 to the numbers of nearly all the ex-Great Eastern locomotives, including the Class S69 locomotives. A further ten were ordered in 1928 to ease a power shortage caused by the stalled development on a new class of 4-6-0 locomotives, and the cancellation of the planned suburban 2-6-4T tank locomotive due to the adverse press publicity caused by the Sevenoaks derailment.[4]](https://files.pixelartmaker.com/image/055606cf08ab485.png)
000885 Seventy were still in service at the 1923 grouping, the LNER adding 7000 to the numbers of nearly all the ex-Great Eastern locomotives, including the Class S69 locomotives. A further ten were ordered in 1928 to ease a power shortage caused by the stalled development on a new class of 4-6-0 locomotives, and the cancellation of the planned suburban 2-6-4T tank locomotive due to the adverse press publicity caused by the Sevenoaks derailment.[4]
![[000885] At the time of their introduction, the "Claud Hamilton" 4-4-0s were becoming outclassed on the heaviest express. Although an enlarged 4-4-0 design was mooted,[3] it was realised that any such design would have too high an axle load for the tracks of the Great Eastern Railway, which had a relatively low restriction. Another design constraint was the short turntables used at the time. This meant that a 4-6-0 design was decided upon, although the design was relatively short compared to similar designs introduced at the same time.](https://files.pixelartmaker.com/image/42ca56b5c60bd6d.png)
000885 At the time of their introduction, the "Claud Hamilton" 4-4-0s were becoming outclassed on the heaviest express. Although an enlarged 4-4-0 design was mooted,[3] it was realised that any such design would have too high an axle load for the tracks of the Great Eastern Railway, which had a relatively low restriction. Another design constraint was the short turntables used at the time. This meant that a 4-6-0 design was decided upon, although the design was relatively short compared to similar designs introduced at the same time.
![[000885] Seventy-one S69 locomotives were built between 1911 and 1921 and numbered 1500–1570. Fifty-one of these were built at the GER's Stratford Works and the remaining 20 by William Beardmore and Company. A further 10 locomotives were built by Beyer, Peacock and Company for the LNER in 1928 and numbered 8571–8580.[2] From 1948 the British Railways numbers were 61500–61580 (with gaps).](https://files.pixelartmaker.com/image/a6a25b104b04852.png)
000885 Seventy-one S69 locomotives were built between 1911 and 1921 and numbered 1500–1570. Fifty-one of these were built at the GER's Stratford Works and the remaining 20 by William Beardmore and Company. A further 10 locomotives were built by Beyer, Peacock and Company for the LNER in 1928 and numbered 8571–8580.[2] From 1948 the British Railways numbers were 61500–61580 (with gaps).
![[bee6c4] idk](https://files.pixelartmaker.com/image/ae3d33a9ffd393f.png)
bee6c4 idk
![[000885] The Great Eastern Railway (GER) Class S69, also known as 1500 Class, and later classified B12 by the London and North Eastern Railway (LNER) is a class of 4-6-0 steam locomotive designed to haul express passenger trains from London Liverpool Street station along the Great Eastern Main Line.[1] Originally they were designed by S. D. Holden, but were much rebuilt, resulting in several subclasses.](https://files.pixelartmaker.com/image/ee8b43646c42556.png)
000885 The Great Eastern Railway (GER) Class S69, also known as 1500 Class, and later classified B12 by the London and North Eastern Railway (LNER) is a class of 4-6-0 steam locomotive designed to haul express passenger trains from London Liverpool Street station along the Great Eastern Main Line.[1] Originally they were designed by S. D. Holden, but were much rebuilt, resulting in several subclasses.
![[258281] Two trucks having sex, Two trucks having sex, My muscles, my muscles, Involuntarily flex, Two trucks having sex, Two trucks having sex, My muscles, my muscles, Involuntarily flex. -Ez](https://files.pixelartmaker.com/image/f7142f61afe572f.png)
258281 Two trucks having sex, Two trucks having sex, My muscles, my muscles, Involuntarily flex, Two trucks having sex, Two trucks having sex, My muscles, my muscles, Involuntarily flex. -Ez
![[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.](https://files.pixelartmaker.com/image/82abfdbf9854618.png)
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]](https://files.pixelartmaker.com/image/105f42e74c920d4.png)
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]](https://files.pixelartmaker.com/image/48ecec31d90ea98.png)
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]](https://files.pixelartmaker.com/image/f6612587ec5ca4b.png)
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]](https://files.pixelartmaker.com/image/2940239012a49a4.png)
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]](https://files.pixelartmaker.com/image/61b07bd1f73ffed.png)
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]](https://files.pixelartmaker.com/image/44588c73834b7cd.png)
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]](https://files.pixelartmaker.com/image/be8cabbb83cb996.png)
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](https://files.pixelartmaker.com/image/c2bc8f387b8168a.png)
b99be8 pixelthing
![[258281] (noone said anything, time to keep going). -Ez](https://files.pixelartmaker.com/image/693fd270b2a7f66.png)
258281 (noone said anything, time to keep going). -Ez
![[8a598a] Please no.](https://files.pixelartmaker.com/image/2634a7ec969bdd7.png)
8a598a Please no.
![[000885] Not yet.](https://files.pixelartmaker.com/image/2b1321d907890af.png)
000885 Not yet.
![[8a598a] Yes, can you stop now?](https://files.pixelartmaker.com/image/4702193b2b1ec8b.png)
8a598a Yes, can you stop now?
![[000885] Are you suffering Atari?](https://files.pixelartmaker.com/image/7b4d82c45dbdf1d.png)
000885 Are you suffering Atari?
![[8a598a] ...Don`t think I`ve ever seen anything that obscene.](https://files.pixelartmaker.com/image/0c28807eb0d7eec.png)
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](https://files.pixelartmaker.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](https://files.pixelartmaker.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](https://files.pixelartmaker.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](https://files.pixelartmaker.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.](https://files.pixelartmaker.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?](https://files.pixelartmaker.com/image/05d5ff9716a338d.png)
8a598a N. Sans, you saw that?
![[8a598a] *drops the knife*](https://files.pixelartmaker.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]](https://files.pixelartmaker.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]](https://files.pixelartmaker.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]](https://files.pixelartmaker.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]](https://files.pixelartmaker.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](https://files.pixelartmaker.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]](https://files.pixelartmaker.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* ...](https://files.pixelartmaker.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.](https://files.pixelartmaker.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.](https://files.pixelartmaker.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.