The North Eastern Railway BTP Steam Autocars


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BTP 0-4-4T and Driving Van Composites to Diagrams 116 and 162.

The arrival of one hundred and ten Wilson Worsdell “O” Class 0-4-4T tank engines between 1894 and 1901 on the North Eastern Railway network displaced the one hundred and twenty-four veteran Fletcher Bogie Tank Passenger 0-4-4T engines from local passenger trains, making them redundant. Ever a company focused on getting its money’s worth from its motive power, the company set about rebuilding some of the twenty-six year-old engines in to 0-6-0T “290” Class tank engines. Some fifty engines were so treated between 1899 and 1908.

However, during 1899, in order to cut costs on some local passenger services, the company decided to fit a BTP 0-4-4T locomotive for push-pull work, coupled to a 52ft Bogie Diagram 116 Driving Van Composite. According to the N.E.R.A publication “Passenger Rolling Stock December 31[SUP]st[/SUP] 1906” one of these carriages, No. 2738, was converted from a 52ft Van Third during 1899 but none are listed for 1900 or 1901. This may have been an experiment for Wilson Worsdell and the company but I have no details of where carriage 2738 operated when it was the sole representative of the type.
The push-pull system employed at this time was a mechanical one, using wires and pulleys, so was not configured for easy coupling/uncoupling. It is convenient to consider the configuration as a permanent set.

The company must have been satisfied with the potential of the concept, possibly under the stress of falling passenger receipts due to electric tram competition since conversions resumed in 1902. That year the build list shows No.286, was converted to diagram 116, with Nos.3272 and 3273 during 1903 along with Nos. 3447, 3448 and 3451 during 1904, bringing the total to seven. The main conversion build took place during 1905, adding nineteen carriages with a final nine followed during 1906, a total of thirty-five.

Unfortunately, the carriage returns for December 1906 show thirty-six diagram 116s in company stock. Working through the listings by number rather than build date revealed No.3442, built 1906. No. 3443 was in the build list for 1905 and in the number list, so possibly No. 3442 was turned out of the shops late in 1905/early in 1906 and was not written up in either year’s build record. It did make it on the number listing though.

While the N.E.R.A. publication is dated December 1906 the original was maintained, with handwritten entries until December 1912. Thus there is a gap between January 1913 and January 1923 as to the numbers allocated to new build carriages.

During 1908 the N.E.R. expanded the company stock of Driving Van Composites by building eighteen 52ft Bogie Diagram 162 Driving Van Composites. This brought the company stock of DVCs to fifty-four.
I have examined the North Eastern Railway Association’s publication “North Eastern Railway Passenger Engine Working 1[SUP]st[/SUP] July to 30[SUP]th[/SUP] September 1908” in order to discover where the Steam Autocars were allocated.

My first discovery was that in the 1908 document the company was mostly describing the steam autocars as “Engine with Single Coach” and “Engine with Coach at each end”, neatly differentiating between a BTP working as a Steam Autocar with a single Diagram 116 carriage and a BTP working with two Diagram 116 carriages. Hull Shed was the only dissenting site, merely describing theirs as “Steam Autocar” workings.

Below, from the shed turns, each turn is for a separate BTP and Coach(es). Timings mean no turns are shared between an engine.

1908 Northern Division. – 12 BTP Engines and 12 Carriages

Blyth Shed – Two Engine & Single Coach Turns, un-numbered.
Durham Shed – One Engine & Single Coach Turn, un-numbered.
Hartlepool Shed – Engine and Single Coach “Car A” and “Car B” Turns
Heaton Junction Shed – “Engine & Single Coach Turns” Nos. 1, 2 and 3
Sunderland Shed – One Engine & Single Coach Turn, un-numbered.
Tweedmouth Shed – Turn 5, 6 and 8 - Engine & Single Coach.

1908 Southern Division. – 16 BTP Engines and 18 Carriages

Darlington Shed – Turn 15 and 16 - Engine and Single Coach
Guisborough Shed – Turn 1 – Engine with Coach at each end
Haverton Hill Shed - One Engine & Single Coach Turn, un-numbered
Hull Shed – Two “Steam Autocar” Turns, unclear which configuration.
Leeds Shed - Turn 23 – Engine with Coach at each end
Middlesbrough Shed – Turn 11 - Engine and Single Coach
Saltburn Shed – Turn 1 – Engine with Coach at each end
Scarborough Shed – Turn 18 and 19 – Engine and Single Coach
Starbeck Shed - Turn 13 – Engine and Single Coach
Whitby Shed – Turn 11 and 12 – Engine and Single Coach
York Shed - Turn 20 and 21 – Engine and Single Coach

Even assigning two carriages to each of the Hull “Steam Autocars” I have identified thirty carriages. I believe that at least two further BTP engines and two, (or potentially three) DVCs were likely to have existed in order to provide maintenance cover, since no rolling stock fleet works on permanent 100% availability. I am assuming that one engine and single coach was on the Northern Division, and possibly one engine with a coach at each end on the Southern Division, cycling through the sheds to release two sets for servicing/repair each week. This would then account for thirty auto-fitted BTP engines and thirty-three carriages.

I do not believe that the N.E.R. expanded the number of auto-fitted B.T.P. engines coupled to DVCs during 1908 but I do believe that the new diagram 162s were used to produce nine twin sets, which in turn permitted the released diagram 116s to expand the number of diagram 116 twin sets.

Thus far I have not identified a photograph of a mixed diagram 116 and 162 set and the given wisdom is that the BTP Steam Autocars mostly operated as twin sets. However, it seems from the 1908 Passenger Engine Working document that was not the case up until then, at least officially. Twenty-three of the twenty-nine sets explicitly operated coupled with a single carriage. Of the sets operating as an engine with a coach at each end all six listed during 1908 were in the southern division. If there was a deviation from this then it did not make it in to the document. Perhaps it was in the special traffic notices until incorporated in to a subsequent Passenger Engine Working document. Unfortunately, there does not seem to be a subsequent N.E.R. document which has survived the passage of time.

The book I have on the Consett branch, “The Railways of Consett and NW Durham” by G Whittle has a photograph of a BTP Steam Autocar at Westwood station and it clearly is the engine with a coach at each end type. In my opinion this dates the photograph to after 1908 and probably not the period 1899 – 1908. Children on the platform are dressed in the style associated with “The Railway Children”.
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The North Eastern Railway BTP Class Steam Autocars

The Grouping.

Referring to the RCTS publication “Locomotives of the LNER Part 7” the BTP locos are present under Class G6.
According to the R.C.T.S. only forty-six survived until the grouping, dwindling to thirty-six at the close of 1923 with only nineteen of those being auto-fitted.

At the close of 1923 they were allocated as follows:

West Auckland shed: 2
Neville Hill shed: 1
Sunderland shed: 2
Carlisle shed: 2
North Blyth: 1
South Blyth: 5
Gateshead shed: 1
York shed: 3
Heaton shed: 3
Scarborough shed: 1
West Hartlepool shed: 2
Hull Botanic Gardens: 3
Selby shed: 2
Middlesbrough shed: 4
Starbeck shed: 2
Saltburn shed: 2

During 1924 ten more of the class were auto fitted.

Daily Steam Autocar services at the Grouping:

Newcastle – Dunston
Gosforth – Ponteland, Darras Hall and an odd turn extended to Ponteland – Blyth, then to Durham via Newcastle and the ECML.
Sunderland – Barnard Castle.
The Brampton service.
The Hartlepool to West Hartlepool shuttle service.
The Harrogate – Knaresborough shuttle service.
Circular service between Middlesbrough, Guisborough, Loftus and Saltburn.

The R.C.T.S. states that all the G6 auto trains ran with one or two cars and contrasts this with the affairs at Hull where “much heavier” auto trains were packed to capacity” and ran from Brough to Hull, Goole and Beverley. However, the R.C.T.S. neglected to mention how those auto trains were much heavier.

The July 1926 L.N.E.R. N.E. Area Carriage Working Roster details only one Single Autocar turn:

Set 84 – Heaton (an engine with single coach) – Operating the Gosforth to Ponteland and Darras Hall service.

The July 1926 L.N.E.R. N.E. Area Carriage Working Roster details seven Twin Autocar turns, one of which is marked cancelled but still lists the set configuration:

Set 85 – Cancelled - Probably the Dunston service, withdrawn in 1926.
Set 86 – Sunderland – Operating to Durham and Barnard Castle.
Set 193 – Guisborough – Operating the M’boro – Guisboro – Saltburn service.
Set 194 – Saltburn – Operating the same service group as set 193.
Set 200 – West Hartlepool – Operating the Hartlepool shuttle.
Set 342 – Starbeck. Operating the Knaresborough shuttle.
Set 392 – Hull. Operating between Brough, Hull, Goole and Beverley.

The above are more or less the same as at grouping, but the arrival of the Sentinel steam rail cars on the L.N.E.R. hastened the end of the Class G6 Steam Autocars. The last autocars to be withdrawn were withdrawn from Guisborough in 1928.

Returning to the topic of the “much heavier” auto trains at Hull, the roster for 1926 shows only set 392 as having extra carriages added or removed during the day [n.b. Edit - On closer examination NOT true - I will expand on that in a further post. My apologies]. On starting work at Hull at 5:30 a,m. a strengthening carriage was attached, code “WT” which means any bogie Third of length 45ft, 49ft or 52ft would satisfy the roster. The set keeps this for the 5:30 a.m. to Beverley, the 6:10 a.m. return, and the 7:15 a.m. from hull to Beverley. At Beverley the twin autocar must have been able to run round the “WT” or a pilot engine was present at Beverley and able to remove it from the rear and then place it on the rear of the twin autocar. The stays at Beverley are between eleven and twenty-five minutes during the morning, so either manoeuvre is possible. Similarly, at Hull between 6:27 and 6:47 a.m. the “WT” has to be switched to the rear of the twin autocar before its next departure. I expect that running the twin steam autocar round a Third Class carriage would have viewers agog at a model railway exhibition since it is not their usual experience of passenger operations! The “WT” is not shown as attached for the 8:02 a.m. departure from Hull for Beverley.

When back at Beverley though, there was a startling addition to come. Between the 8:19 a.m. arrival and 8:36 a.m. departure set 392, the twin autocar attached set 393. Described as a “made up set”, set 393 consisted of two “XC” carriages (52ft bogie Composites), two “WT” carriages and two “WB” carriages (bogie Van Thirds which again could be 45ft, 49ft or 52ft carriages). This added six carriages to the rear of the twin autocar, a significant load for the veteran BTP. The train then departed for Hull Paragon, arriving at 8:53 a.m.

The roster for set 392 does not detail when set 393 was detached but I suspect that it was detached at 8:53 a.m. when at Hull since in the notes for set 393 it is stated that it is explicitly strengthening the 8:36 a.m. from Beverley. By 11:35 a.m. Saturdays Only set 393 departs Hull for Goole. By 1:08 p.m. Thursdays Only set 393 departs Hull for Withernsea. On all weekdays set 393 departs Hull at 5:45 p.m. for Beverley with an “XC” strengthening carriage and a “WT” carriage.

The twin autocar set 392 goes about its business after 8:52 a.m. Saturdays excepted, a “XC” strengthening carriage was attached at the rear for the at 6:20 p.m. from Hull for Brough, losing it at Hull on return at 7:17 p.m. Again, Saturdays excepted, a “WT” was attached at the rear for the 8:25 p,m. departure for Beverley and 8:52 p.m. return to Hull. On Saturdays this would be two “WT” strengthening carriages. Finally, on Thursdays Only, set 392 had a “WT” attached at the rear for the 10:50 p.m. Hull to Goole service and 11:55 p.m. empty stock return.

Set 392 notes has under the symbol † WT attached SX, XC, 2 WT, SO, but nowhere on the roster does the † symbol appear beside a time, unlike * for set 393 attachment, ‡ for XC attached SX on the 6:20 p.m. or § for the WT attached SX on the 8:25 p.m.

There is a single photograph, dating to early L.N.E.R. days which show a BTP and single diagram 116 Driving van Composite hauling a six-wheel carriage on the rear. This is the accepted notion of how the steam autocars could be strengthened but frustratingly, there is no evidence of this in carriage roster for July 1926. It shows no six-wheel carriages being used as strengthening carriages on any of the remaining steam autocar services.

The six wheel carriage type is actually very elusive in the entire 1926 roster, with the Alnmouth and Chevington set, number 30, having a two compartment six-wheel Brake Third along with a bogie Third in the consist. This being the only example which comes immediately to mind.

So, indeed, set 392 was the last in the line of the Hull District tradition of the “much heavier” Steam Autocars.

A depiction of set 392 and 393 as it would appeared in N.E.R. days prior to the grouping, the 1922 Bradshaw's shows an 8:33 a.m. from Beverley to Hull.

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Thank you for that, Frank. Fascinating stuff. I hadn’t realised that Sunderland ran a set all the way through to Barnard Castle! I can (just) remember when it was a G5 turn.
Best wishes
Hello Ian. I can tell you that the 392-393 combination was a complete revelation to me. So much so in fact that I penned the above posts.

The stereotypical view of the push-pull set is that "ye sleepy rural branch line" is its territory though you might find it hiding in isolated situations within conurbations. However, the N.E.R. seems to have viewed it as a way to reduce costs on passenger services anywhere they could justify it. The above combination of sets in Hull district has no prohibition so long as the locomotive has the power to haul it at the speed required by the timetable, has continuous automatic train brake and that there is the means to deliver a clear view forwards from the driving compartment. It was just beyond my knowledge and experience to countenance its existence until the documents verified it really did exist, breaking the stereotype.

If a steam autocar ran with one, or even six strengthening carriages added to it at the rear there is an important operational procedure which must be carried out at the station where the service terminates or reverses direction. That is the removal of the strengthening carriages from the rear so that the trailing driving compartment (or the loco cab where a single DVC was coupled) is at the front when it departs in the opposite direction. At Hull this would have been done by the station pilot in order to "release" the steam autocar for departure from the bay platform. At Beverley or Brough the same is necessary, but if no pilot is available there needs to be a crossover beyond each end of the train to permit the steam autocar to run around the strengthening carriages! Both Beverley and Brough have the necessary trackwork to facilitate running around and the timetable provided adequate time to do so.

As for the Sunderland to Barnard Castle service.

Set 86 in 1926. Starts at Tatham Street at 12.30 pm MSX. Starts at South Dock 12.33 pm MSO. Runs empty to Sunderland, arriving 12.40 pm where it is washed and cleaned (probably refers to cleaning inside the carriages rather than outside). Departs Sunderland 1.48 pm (note ‡ indicates 2 "WT" carriages attached by 1.48 pm for the day - well that blows up my preceding assertion that set 392 was the only one showing strengtheners! I stand corrected).

The train reaches Durham at 2.19 pm and returns to Sunderland at 2.37 pm). Arrives Sunderland 3.11 pm Before the next departure at 4.5 pm I see notes † and * appended to it, requiring for † that MO a "WT" is attached, and for * that SO 2 x "WT" are attached until 5.47 pm At 4.5 pm depart for Durham, arriving 4.48 pm and departing at 5.20 pm for Bishop Auckland with † indicating that on Mondays there was that additional "WT". We already know that on Saturdays Only there were two "WT" on the rear all day plus a further two until 5.47 pm. With the 32 minute layover at Durham this will not be in the public timetable as a single through service. Arrival Bishop Auckland 5.47 pm. On Monday the strengthener removed. On Saturday two of strengthening carriages removed. At 5.55 pm depart for Barnard Castle, arriving there at 6.30 pm and staying for 15 minutes, heading back to Bishop Auckland at 6.45 pm. Arrival Bishop Auckland 7.14 pm with a nine minute stop there before departing northwards for Durham at 7.23 pm. Once again, there is a relatively long dwell time at Durham, from 7.48 pm through to 8.03 pm before the final departure of the set's day, destination Sunderland, Arrival there is 8.27 pm. Disposal, at 8.32 pm is to South Dock (FSX) or at 8.38 pm to Tatham Street (FSO). Works Daily (that means Monday to Saturday - Sunday is a completely different kind of "day" for train services at this time).

To recap, a "WT" means a bogie Third Class carriage of any length, which for the N.E.R. meant 49ft or 52ft, though there were some 45ft which were built for the Pickering to Whitby service via Levisham.

FYI, In the 1926 Carriage Roster, an X prefix indicates a 52ft bogie carriage (e.g. XC, XCL, XT or XB(3) - 52ft Compo, 52ft Lav Compo, 52ft 3-compt Brake Third respectively). Y prefix indicates a 49ft bogie carriage (e.g YC, YT or YB). A Z prefix indicates the specialist 45ft stock for the Pickering to Whitby line via Levisham, built due to the line's curves (e.g. ZC, ZCL, ZT, ZTL, ZBCL, ZB(3)). Yes, the 45ft stock did include variants with lavatories. No prefix indicates 6-wheel stock (e.g C, CG, CL, F, FL, T, Tg, TL, TCL or B). A V suffix indicates dual braked stock.

49ft carriages tended to be "ordinary" stock without lavatories, corridors or lockers.

52ft carriages were the "top of the line" N.E.R. carriages between 1895 and 1908 when the vestibule carriages with corridor connections superseded them on long distance express passenger trains. They had longer compartments than the 49ft stock, with a couple of extra valuable inches of legroom and certain variants were equipped with lavatories, locker compartments and some had internal corridors to facilitate lavatory access. the corridors could be short, restricting the compartments accessing the lavatories or long, permitting all compartments to access the lavatories. this means that some 52ft carriages were not "ordinary" stock but were not fitted with connections to permit access between carriages.
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An extract from the 1988 Ken Hoole book "An Illustrated History of NER Locomotives" on the BTP Steam Autocars.

"In the early years of this century, in a search for economy, many railway companies became interested in steam railcars, but the NER decided to go in for push-pull units - "steam autocars" in NER parlance - where a coach with driving controls at its outer end was coupled to the rear of a BTP engine. The controls in the driving compartment were joined to those on the engine by rods and universal joints. Later it was arranged so that a coach could also be coupled to the front of the engine, which remained sanswiched between the two coaches for its days work. This meant that the driver was never on the footplate, only the fireman. No guard was necessary on these trains. For communications between driver and fireman soeaking tubes were fitted between the engine cab and driving compartments, although these seem to have fallen out of favour and on some engines they were seen to be tied up in knots and hung up out of the way! Also the control rodding was not always coupled up and the driver communicated with the fireman by means of 'pops' on the whistle to indicate when he wanted the engine notching up. However he did retain control of the brakes.

It has not been possible to establish how many BTP engines were used on autocar working, but at least 37 are known to have been fitted with the apparatus. Some of the workings undertaken by the autocars were quite lengthy and in 1909 a Darlington single-coach unit worked empty to Croft Spa and then formed the 8.15 am to Darlington and Newcastle. From there it worked to Blyth and back to Newcastle, followed by the 1.17 pm to Sunderland and the 2.10 pm Sunderland to Durham and back. Next it worked the 3.15 pm to Durham and the 5.5 pm to Darlington, ending its day by a trip to Bishop Auckland and back and covering 150 miles in the day. Two single-car autocars were employed all day between Hartlepool and West Hartlepool, one from 4.35 am to 11.36 pm, and the other from 6.0 am to 11.21 pm, with a break of about an hour around mid-day to take on a fresh supply of coal."

The last to go was number 1436 from Guisborough shed on 23rd November 1929 after a working life of 54 years. Many of the autocar duties were taken over by Sentinel steam railcars

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Thank you for fleshing all that out. If my memory serves me correctly, there was a push / pull service between Sunderland and South Shields - I can remember the “eyes” in the coach end, and a regular performer was G5, 67297; we spotters called them coffees because of their coffee pot chimneys. Presumably this service was not previously a “steam auto car” service in NER days?
I was also interested in the reference to Tatham Street. Do you know if this was a siding or stabling point on the South Dock branch? - I have no memories of it.
Best wishes
The 1926 Carriage Roster and the BTP Steam Autocars

The July 1926 L.N.E.R. N.E. Area Carriage Roster

In an earlier post I stated that twin autocar set 392 was the only one adding or detaching carriages in the 1926 carriage roster. This is an error and I must revise my position. Apologies for this, so I will delve in to the details of the steam autocar workings present in the 1926 carriage roster.

I have looked at the details of the working for the steam autocar sets listed in the 1926 Carriage Working Roster, reproduced by the N.E.R.A. and checked it in detail for notes indicated by the presence of symbols.

The 1926 carriage roster has the following codes;

W - any 45ft, 49ft or 52ft carriage will suffice.
X - 52ft bogie carriages (e.g. XC, XCL, XT, XB).
Y - 49ft bogie carriages (e.g. YC, YT, YB).
Z - 45ft bogie carriages (e.g. ZC, ZT, ZB)
No prefix it indicates 6-wheel stock (e.g. C, F, B, (or V for a van)).

V indicates vacuum brake or vacuum piping (e.g. VV for a Van with vacuum brake).
Most N.E. Area stock was Westinghouse braked and a V suffix mostly indicates dual-braked stock. “foreign” stock from other L.N.E.R. Areas, East Coast stock or other companies is usually named with a preceding two-letter prefix (e.g. GC XCV, NB XTV, EC VV or GW XCLV).

Set 84, Heaton Shed
Starts the day at 9.10 am running ECS to South Gosforth.
Ends the day at 10.25 pm ThX & SX,
10.50 pm ThO,
11.50 pm SO, all at Heaton shed.
Operates between South Gosforth, Ponteland, Darras Hall, and Manors North.
South Gosforth arrive 1.5 pm
South Gosforth depart 1.20 pm*
Darras Hall arrives 1.46 pm
Darras Hall depart 2.5 pm

Symbol * in notes “XA attached S.O. as required

The note indicates that a second 52ft Driving Van Composite was attached on Saturdays as required.

The nature of the auto train apparatus of rods and universal joints means that the apparatus could not coupled up within the fifteen minutes layover at South Gosforth station. See the earlier post regarding the statement by Ken Hoole on operating the driving van composite where the apparatus was not connected. It would appear to apply in the case of set 84.

Evidently South Gosforth shed or Heaton shed kept at least one Driving van composite to hand for strengthening purposes.

The departure from Darras Hall at 2.5 pm has no * symbol but the carriage roster is inconsistent with note entries. Sometimes a note states a time, at others a return working departure has the symbol repeated and at others there is nothing.

Taken at face value, there was no XA attached to the 2.5 pm departure for South Gosforth. However, Darras Hall was a branch terminus, so a lack of balancing XA working attached to a set means that somehow, by other means, the XA left behind at Darras Hall remained to be returned to South Gosforth. The carriage roster has no further * symbol appended to any time, so set 84 was perhaps not the way it was taken back.

A knowledge of the track layout at Darras Hall is also useful. How did set 84 leave the XA there in order to depart without it? Darras Hall was a very basic small country branch terminus with a single platform, a short headshunt, a run around loop and a single short siding behind the station, with the access connection facing toward Ponteland on the single line.

A train from South Gosforth to Darras Hall had to reverse at Ponteland in order to proceed onwards to Darras Hall, which means if the XA was trailing the loco on departure South Gosforth it would be leading the loco on departure Ponteland for Darras Hall. The set could then just detach the XA at Darras Hall, either leaving it in the platform road or in the siding and returning to Ponteland without it.

In Bradshaw’s for July 1922 the timetable on page 745 has only three daily trains serving Darras Hall from South Gosforth (arrive 7.51 am, 1.46 pm and 5.46 pm) with three departures (7.58 am, 2.5 pm and 6.7 pm). The 7.58 am going all the way to Manors North. However, in 1926, set 84 by itself reaches Darras Hall three times daily (10.18 am 1.46 pm and 5.46 pm) along with a 9.48 pm arrival Th & SO. Departures were at 10.35 am, 2.5 pm and 6.7 pm daily with the Th & SO departure at 9.55 pm. Set 78, a Manors North and Morpeth set operated the 7.51 arrival from Manors North and the 7.58 am return. That set was definitely not a single carriage. It was three carriages, made up of a YC(3-4), YT, and YB(4) along with a strengthening WT from the start of the day at 7.14 am. 24 First Class seats and 280 Third Class seats. With only a couple of railway cottages at the station and no other house or farm within a quarter mile of the station on the 1916 OS 25 inch mile map and several arriving during the 1920s as development slowly began near the site I doubt that Darras Hall filled more than a couple of them. Set 84 operated the evening return, arriving at 5.46 p.m. from South Gosforth. The sparse service did not attract passengers from the slowly growing development around the station site and Darras Hall closed in 1929.

Set 86 to follow.
South Shields

Hello Ian

Once steam autocar services ceased and the G6 Class was withdrawn the diagram 116 and 162 carriages were returned to general stock. The driving controls were removed and the First Class compartment returned to a Third Class compartment. The Diagram 162s though had a return to push-pull duties a decade later in the late 1930s, when several G5s were auto fitted with vacuum gear and some diagram 162s had their driving compartments reinstated. I recall an article on the branch between Pickering and Seamer mentioning using one but I do not recall whether the Sunderland to South Shields service did so. Bradshaw's for July 1938 does not indicate whether the passenger service is operated by push-pull sets.

I searched through various books which I have and turned up no photographs of the Sunderland to South Shields service in either LNER or BR days. Searching online produced an old ebay listing for a postcard sized print of a scanned old photograph. It shows a G5 Class 0-4-4T at South Shields station around 1948 carrying LNER on the tank side but the BR number 67247. Behind it are three old NER elliptical roof carriages and then two clerestory roof carriages, one of which is a five compartment brake. It is not a push pull set. A further old ebay listing shows a later BR period shot with the train beyond the station roof with what looks like the early totem on the tank side of the G5. Beside the G5 is a former NER elliptical roof Third, with a former NER elliptical roof five compartment brake as the middle carriage in the rake. Bringing up the rear is a four compartment Gresley brake carriage with two small rectangular windows in the carriage end. This does look like a carriage fitted out for push pull operation but it is not an old former NER diagram 162.
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The July 1926 L.N.E.R. N.E. Area Carriage Roster

Set 86 Sunderland Shed

Starts the day at 12.30 pm MSX at South Dock, runs ECS to Sunderland
12.33 pm MSO at Tatham Street, runs ECS to Sunderland.
Ends the day at 8.38 pm FSO at Tatham Street
8.40 pm FSX at South Dock

Operated between Sunderland, Durham, Bishop Auckland and Barnard Castle.

Sunderland arrive 12.40 pm
Sunderland depart 1.48 pm ‡
Durham arrive 2.19 pm
Durham depart 2.37 pm
Sunderland arrive 3.11 pm
Sunderland depart 4.5 pm †*
Durham arrive 4.48 pm
Durham depart 5.20 pm†
Bishop Auckland arrive 5.47 pm
Bishop Auckland depart 5.55 pm
Barnard Castle arrive 6.30 pm
Barnard Castle depart 6.45 pm
Bishop Auckland arrive 7.14 pm
Bishop Auckland depart 7.30 pm
Durham arrive 7.48 pm
Durham depart 8.3 pm
Sunderland arrive 8.27 pm

Symbol ‡ in notes “2 WT attached S.O. for day
Symbol † in notes “WT attached M.O.”
Symbol * in notes “2 additional WT attached S.O. until 5.47 pm

On Mondays set 86 departed Sunderland for Durham at 4.5 pm with one Third Class bogie carriage trailing on the rear. On Saturdays set 86 departed Sunderland at 4.5 pm with no less than four Third Class bogie carriages trailing on the rear.

On Mondays set 86 departed Durham at 5.20 pm with the Third attached since † is appended to 5.20 pm. On Saturdays we already know that ‡ requires two thirds attached for the day and * requires two additional Thirds attached until 5.47 pm.

At Bishop Auckland the two Thirds required under note * must have been smartly detached in the 8 minute pause at the station. Bishop Auckland was a lot larger and busier than Darras Hall so I doubt that there was a problem getting them back to Sunderland on some other northbound service. I also expect that on Mondays the lack of a
appended to the time 5.55 pm implies removal of the Monday additional Third Class carriage between 5.47 pm and 5.55 pm.

On Saturdays at Barnard Castle set 86 will have had to run around the two thirds attached under note ‡.

A representation of what set 86 looked like in on a Saturday during summer 1926, coming off the Durham and Sunderland branch at Newton Hall Junction. Four trailing Third Class as strengthening carriages, including an arc roof 49ft to diagram 51, two elliptical roof 49ft to diagrams 148 and 178 as well as a 52 ft clerestory roof carriage to diagram 14.

Set 193 to follow.
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The July 1926 L.N.E.R N.E. Area Carriage Roster

Quite a complex one here, so read in conjunction with Saltburn's set 194, along with sets 196 and 197.
I have also used Bradshaw's 1922 to show the workings at Guisborough.

Set 193 Guisborough Shed

Sets 193 and 194 are entwined with two strengthening carriages, each a relatively rare XBC(1-5) designated as sets 196 and 197.

Starts the day at 5.14 am MX at Guisborough, passenger train to Middlesbrough.
Ends the day at 8.54 pm WSX
10.45 pm SO
11.32 pm WO, all at Guisborough.

Operates between Guisborough, Middlesbrough (M’boro), Loftus, Saltburn and Brotton.

Guisborough depart 5.14 am
M’boro arrive 5.37 am
M’boro depart 6.9 am
Loftus arrive 7.10 am
Loftus depart 7.17 am
Saltburn arrive 7.51 am
Saltburn depart 7.59 am *
M’boro arrive 9.2 am Wash and clean
M’boro depart 12.50 pm †a
Guisborough arrive 1.18 pm
Guisborough depart 2.10 pm
M’boro arrive 2.35 pm
M’boro depart 4.57 pm ‡
Saltburn arrive 6.0 pm b
Saltburn depart 6.15 pm
M’boro arrive 7.15 pm
M’boro depart 8.26 pm
Guisborough arrive 8.54 pm
Guisborough depart 9.05 pm S.O.
Brotton arrive 9.31 pm S.O.
Brotton depart 9.46 pm S.O.
Guisborough arrive 10.08 pm S.O
Guisborough depart 10.08 pm W.S.O
M’boro arrive 10.45 pm W.S.O
M’boro depart 11.4 pm W.O.
Guisborough arrive 11.32 pm W.O.

Symbol * in notes “see sets 196 and 197.
Symbol † in notes “see set 196.”
Symbol ‡ in notes “see set 197.
Symbol a in notes “XCG and 2 WT attached S.O. for remainder of the day.
Symbol b in notes “Arrives 6.5 pm S.O.

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The 1926 L.N.E.R. N.E. Area Carriage Roster

Set 194 Saltburn Shed

Sets 193 and 194 are entwined with two strengthening carriages, each a relatively rare XBC(1-5) designated as sets 196 and 197.

Starts the day at 6.30 am MX at Saltburn, passenger train to Middlesbrough.
Ends the day at 7.12 pm SO
7.14 pm SX, all at Saltburn.

Operates between Saltburn, Middlesbrough (M’boro), Nunthorpe and Eston,

Saltburn depart 6.39 am
M’boro arrive 7.34 am
M’boro depart 7.45 am
Eston arrive 8.0 am
Eston depart 8.15 am
M’boro arrive 8.29 am Wash and clean
M’boro depart 9.40 am ‡

Saltburn arrive 10.43 am
Saltburn depart 11.11 am †‡
M’boro arrive 12.11 pm a

M’boro depart 1.15 pm S.X. Empty stock

Nunthorpe arrive 1.27 pm S.X.
Nunthorpe depart 1.52 pm S.X.

M’boro arrive 2.3 pm S.X.

M’boro depart 1.0 pm S.O.
Eston arrive 1.15 pm S.O.
Eston depart 1.23 pm S.O.
M'boro arrive 1.38 pm S.O.M’boro depart 1.45 pm S.O. Empty stock

Eston arrive 2.0 pm S.O.
Eston depart 2.10 pm S.O.
M’boro arrive 2.24 pm S.O.

M’boro depart 2.30 pm
Saltburn arrive 3.35 pm b

Saltburn depart 4.18 pm ‡
M’boro arrive 5.20 pm c
M’boro depart 6.1 pm ‡

Saltburn arrive 7.4 pm d

Symbol † in notes “2 WT attached S.O. to run for remainder of the day.”

Symbol ‡ in notes “see set 196.
Symbol a in notes “Arrives 12.14 pm S.O.
Symbol b in notes “Arrives 3.40 pm S.O.

Symbol c in notes “Arrives 5.23 pm S.O.

Symbol d in notes “Arrives 7.12 pm S.O.

Sets 196 and 197 are Middlesbrough and Guisborough Portions.
Each a single carriage, XBC(1-5). Diagram 124 or 173.

Diagram 124. Four built, all 1907. Elliptical roof, Nos.3685, 3689, 3690 & 3691,

Diagram 173. Nine built, six in 1907, two in 1909 and one in 1910. Elliptical roof, Nos. 3719 – 3724, 419, 777 and 2001.

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The 1926 L.N.E.R. N.E. Area Carriage Roster

Set 196 Guisborough Shed

Guisborough depart 8.37 am *
M’boro arrive 9.2 am Wash and clean
M'boro depart 9.40 am *

Guisborough arrive 10.8 am

Guisborough depart 11.46 am * S.X.

M’boro arrive 12.11 pm S.X.
M’boro depart 12.50 pm * S.X.

Guisborough arrive 1.18 pm S.X.
Guisborough depart 4.55 pm * S.X.
M’boro arrive 5.20 pm S.X.
M'boro depart 6.1 pm * S.X.

Guisborough arrive 6.29 pm S.X.

Symbol * in notes “Additional on trains named.
Works 197 next day

Set 197 Guisborough Shed
Guisborough depart 8.37 am *
M’boro arrive 9.2 am Wash and clean

M’boro depart 4.57 pm * S.X.
Guisborough arrive 5.25 pm S.X.

M’boro depart 12.50 pm * S.O. Attached to set 172
Darlington arrive 1.24 pm S.O.
Darlington depart 3.0 pm * S.O.
M’boro arrive 3.29 pm S.O.
M’boro depart 5.14 pm * S.O.

Guisborough arrive 5.42 pm S.O.

Symbol * in notes “Additional on trains named.
Works 196 next day
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Guisborough station

Source: - 1922 Bradshaw's and 1926 Carriage Roster


6.37 am Middlesbrough
Set 193
7.06 am Saltburn
Set 194
8.32 am Saltburn Set 193
10.08 am Middlesbrough
Set 193 & 196
11.28 am Middllesbrough
Set 48 - S.O.
11.46 am Saltburn Set 193

1.18 pm Middlesbrough Set 193 - S.X.
1.18 pm Middlesbrough Set 193 & 196 - S.O.
1.32 pm Saltburn Set 48 - S.O.
2.58 pm Middlesbrough Set 194
4.51 pm Saltburn Set 194
5.25 pm Middlesbrough Set 193 & 197 - S.X.
5.35 pm Middlesbrough Set 193 - S.O.
5.42 pm Middlesbrough Set 172 - S.X. - Operates as set 174 following day
5.42 pm Middlesbrough Set 172 & 197 - S.O. - Set 172 Operates Monday as set 174
6.28 pm Middlesbrough Set 194 & 196 - S.X.
6.28 pm Middlesbrough Set 194 - S.O.
6.47 pm Saltburn Set 193
8.54 pm Middlesbrough Set 193
10.08 pm Brotton Set 193 - S.O.
11.32 pm Middlesbrough Set 193 - W.S.O.


5.14 am Middlesbrough Set 193
6.47 am Saltburn (via Brotton and Loftus) Set 193
7.13 am Middlesbrough Set 194
8.37 am Middlesbrough Set 193, 196 & 197
9.10 am Middlesbrough Set 174
10.11 am Saltburn Set 193
11.31 am Saltburn Set 48 - S.O.
11.54 am Middlesbrough Set 193
- S.X
11.54 am Middlesbrough Set 193 & 196 - S.O.

1.36 pm Middlesbrough Set 48
- S.O.
2.10 pm Middlesbough Set 193
3.01 pm Saltburn Set 194
4.55 pm Middlesbrough Set 194 & 196 - S.X.
4.55 pm Middlesbrough Set 194 - S.O.

5.29 pm Saltburn Set 193
6.32 pm Saltburn Set 194
6.50 pm Middlesbrough Set 193
9.05 pm Brotton Set 193 - S.O.
10.15 pm Middlesbrough Set 193 - W.S.O.

Set 48 was a Newcastle Link C set - 4 carriages - XCL(5-2), XT, XB(4), XB(5). At 1.32 pm S.O. arrives from Saltburn and departs 1.36 pm for Middlesbrough with a WT attached.
Set 172 was a Darlington Link C set - 3 carriages - XCG(3-4), 2x XB(5)
Set 174 was a Darlington Link C set - 3 carriages - XCG(3-4), 2x XB(5)

All trains from Saltburn and Brotton had to stop at Hutton Junction and reverse direction of travel in to Guisborough station. The Disused stations website reports that trains from Saltburn heading for Middlesbrough would stop at Hutton Junction and then propel their trains in to Guisborough station. Special rules seem to have applied to this operation. In 1933 the special rules were developed further to deal with Whitby and Scarborough trains bound for Middlesbrough calling at Guisborough. They permitted seven coach trains to be propelled in to the station. Similarly, Middlesbough trains bound for Saltburn after calling at Guisbrough would propel their train out to Hutton Junction before proceeding on their way to Saltburn. This would make operating a model of Guisborough station more interesting.

A further challenge would be finding where to store carriages overnight. These were; set 193 twin steam autocar, the two single carriage sets numbers 196 and 197 and set 172, a three carriage Darlington Link C set. On Saturday nights add an XCG and two WT strengtheners from Middlesbrough, added at 12:50 pm for the remainder of the day. First away would be set 193 at 5.14 pm, followed by the sets 196 and 197 at 6.37 am. Set 174, which arrived as set 172, was last to leave, at 9.10 am. Unclear as to when the Saturday strengthers were taken away from Guisborough.

Set 200 to follow
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The July 1926 L.N.E.R. N.E. Area Carriage Roster

Set 200 West Hartlepool Shed

Starts the day at 7.05 am at West Hartlepool, running empty to Hartlepool.
Ends the day at 1121 pm at West Hartlepool.

Operates between West Hartlepool and Hartlepool on the Hartlepool shuttle.

W.Hartlepool depart 7.05 am Empty Stock
Hartlepool arrive 7.11 am
Hartlepool depart 7.23 am

W. Hartlepool arrive 7.29 am Wash and clean.
W.Hartlepool depart 8.35 am †
Hartlepool arrive 8.41 am
Hartlepool depart 8.47 am
W. Hartlepool arrive 8.53 am

W. Hartlepool depart 9.0 am
Hartlepool arrive 9.06 am
Then works the following times, journey time 6 minutes each way until 12.15 pm.
Hartlepool depart 15 & 45 mins past the hour, starting from 9.15 am. Excepting for one, at 11.49 am. Rather than 11.45.
W. Hartlepool depart on the hour & 30 mins past, starting from 9.30 am. Excepting for one, at 11.32 am rather than 11.30 am.
Hartlepool depart 12.15 pm

W. Hartlepool arrive 12.21 pm
W. Hartlepool depart 1.30 pm
Then works the following times, journey time 6 minutes each way until 4.15 pm.
Hartlepool depart 15 & 45 mins past the hour, starting from 1.45 pm.
W. Hartlepool depart 3 & 30 mins past, starting from 2.30 pm. One, at 2.0 pm. rather than 2.03 pm.
Hartlepool depart 4.15 pm †

W. Hartlepool arrive 4.21 pm
W. Hartlepool depart 4.31 pm
Then works the following times, journey time 6 minutes each way until 7.45 pm.
Hartlepool depart 15 & 45 mins past the hour, starting from 4.45 pm. Excepting one at 6.17 pm rather than 6.15 pm.
W. Hartlepool depart on the hour & 30 mins past, with first being a 5.02 pm departure rather than 5.0pm. One further exception at 7.32 pm rather than 7.30 pm.
Hartlepool depart 7.45 pm
W. Hartlepool arrive 7.51 pm

W. Hartlepool depart 7.57 pm S.O.
Hartlepool arrive 8.03 pm S.O.
Hartlepool depart 8.15 pm S.O.
W. Hartlepool arrive 8.21 pm S.O.

W. Hartlepool depart 8.30 pm S.X.
Hartlepool arrive 8.36 pm S.X.
Hartlepool depart 8.45 pm S.X.
W. Hartlepool arrive 8.51 pm S.X.
W. Hartlepool depart 9.02 pm
Hartlepool arrive 9.08 pm
Hartlepool depart 9.15 pm
W. Hartlepool arrive 9.21 pm
W. Hartlepool depart 9.33 pm
Hartlepool arrive 9.39 pm
Hartlepool depart 9.45 pm
W. Hartlepool arrive 9.51 pm
W. Hartlepool depart 10.0 pm
Hartlepool arrive 10.06 pm
Hartlepool depart 10.15 pm
W. Hartlepool arrive 10.21 pm
W. Hartlepool depart 10.30 pm
Hartlepool arrive 10.36 pm
Hartlepool depart 10.45 pm
W. Hartlepool arrive 10.51 pm
W. Hartlepool depart 11.05 pm
Hartlepool arrive 11.11 pm
Hartlepool depart 11.15 pm
W. Hartlepool arrive 11.21 pm

Symbol † in notes “WT attached S.X.”
Works Daily

The WT attached at 8.35 am left at Hartlepool from 8.41 am until 4.15 pm.
Attached at 4.15 pm for West Hartlepool, detached there at 4.21 pm.

I had thought that a Steam Autocar service had run between Stockton and Port Clarence, but there is no sign of this in either the July 1926 Carriage Roster, the 1922 Bradshaw's or the Summer 1908 Passenger Working document. The October 1912 N.E.R. Timetable does reveal it. The "Billingham and Port Clarence steam autocars".

One round trip through service to/from Stockton.
7.55 am Port Clarence to Stockton, 8.04 am from Billingham.
8.55 am Stockton to Port Clarence, 9.10 am from Billingham.

Port Clarence departures: - 5.55 am 7.00 am 7.55 am 9.20 am 10.36 am 11.57 am 1.00 pm 2.30 pm 4.35 pm 5.35 pm 7.00 pm and 8.55 pm
Billingham departures: - 6.09 am 7.25 am 9.10 am 10.15 am 11.40 am 12.32 am 1.20 pm 3.19 pm 5.03 pm 6.05 pm 7.32 pm and 9.36 pm

Port Clarence departures for Haverton Hill only: - 12.30 pm SO 5.13 pm SX 10.00 pm and 11.10 pm SO
Haverton Hill departures for Port Clarence: - 5.45 am 5.22 pm SX and 10.10 pm SO

Set 342 to follow

The July 1926 L.N.E.R. N.E. Area Carriage Roster

Set 342 Starbeck Shed

Starts the day at 7.42 am at Starbeck, running to Harrogate at 7.42 am.
Ends the day at 10.20 pm W.S.X.
12.04 am W.S.O. all at Starbeck.

Operates between Harrogate and Knaresborough on the Knaresborough shuttle with one late trip to Melmerby W.S.O..

Starbeck depart 7.42 am
Harrogate arrive 7.51 am

Harrogate depart 8.05 am, 8.42 am, 9.28 am, 10.25 am, 11.17 am, and 12.04 pm
Journey time 10 minutes.

Knaresborough depart 8.22 am, 9.02 am, 9.43 am, 10.41 am, 11.40 am, and 12.28 pm

Journey time 11 minutes.

Harrogate arrive 12.39 pm

Harrogate depart 12.58 pm
Starbeck arrive 1.03 pm
Starbeck depart 1.45 pm
Harrogate arrive 1.50 pm
Harrogate depart 2.00 pm *
Knaresborough arrive 2.10 pm
Knaresborough depart 2.18 pm
Harrogate arrive 2.29 pm

Harrogate depart 2.45 pm, 3.28 pm, and 4.15 pm

Journey time 10 minutes.

Knaresborough depart 3.10 pm, 3.44 pm, and 4.34 pm *

Journey time 11 minutes.

Harrogate arrive 4.45 pm

Harrogate depart 5.15 pm *
Knaresborough arrive 5.25 pm
Knaresborough depart 5.45 pm *
Harrogate arrive 5.56 pm

Harrogate depart 6.00 pm * S.O.
Knaresborough arrive 6.10 pm S.O.
Knaresborough depart 6.25 pm * S.O.
Harrogate arrive 6.36 pm S.O.

Harrogate depart 6.47 pm, 7.20 pm, 7.50 pm and 8.35 pm
Journey time 10 minutes.
Knaresborough depart 7.02 pm, 7.35 pm, 8.07 pm and 9.00 pm
Journey time 11 minutes.
Harrogate arrive 9.11 pm
Harrogate depart 10.00 pm
Knaresborough arrive 10.10 pm

Knaresborough depart 10.15 pm W.S.X
Starbeck arrive 10.20 pm W.S.X

Knaresborough depart 10.15 pm W.S.O.
Harrogate arrive 10.27 pm W.S.O.

Harrogate depart 10.35 pm W.O.
Knaresborough arrive 10.40 pm W.O.

Knaresborough depart 10.48 pm W.O. Empty Stock
Harrogate arrive 10.57 pm W.O.

Harrogate depart 10.30 pm S.O.
Knaresborough arrive 10.43 pm S.O.

Knaresborough depart 10.47 pm S.O. Empty Stock
Harrogate arrive 10.58 pm S.O.

Harrogate depart 11.00 pm W.S.O.
Melmerby arrive 11.32 pm W.S.O.
Melmerby depart 11.40 pm W.S.O. Empty Stock
Starbeck arrive 12.04 am W.SO.

Symbol * in notes “XB attached W.O.”
Washed and cleaned at Harrogate as convenient.
Works Daily.
Cars are taken out of traffic as necessary for special cleaning.

The main operational question to resolve is how the steam autocar left the trailing WT at Knaresborough at 2.10 pm and at Harrogate at 5.56 pm. There is also the question of how it retrieved the WT at Knaresborough between 4.25 pm and 4.34 pm. The station at Knaresborough is plain double track. There was a trailing crossover on Knaresborough viaduct to the west of the station and another to the east of Knaresborough tunnel at Knaresborough Junction. The tunnel commenced almost at the eastern end of the station platforms. There is a trailing connection from the eastern tunnel portal to the coal depot but the 1907 OS 25 inch to the mile map is unclear as to whether this was also single trailing slip. Therefore, the steam autocar had the facility and what is more the length of track available to run round the WT on the York bound line at Knaresborough Junction. With the WT now at the York end of the train, the steam autocar could then draw the WT across the trailing crossover to the Starbeck bound line and from there propel it in to the headshunt of the goods yard (or merely in to the loop by the goods shed if no goods working was expected), leaving it there for retrieval around 4.30 pm. That retrieval would leave it at the rear of the Harrogate bound train.

At Harrogate between 4.45 pm and 5.15 pm the steam autocar would need to run round the WT, as it would at Knaresborough between 5.25 pm and 5.45 pm.

Other passenger train movements at Knaresborough at these times: 2.00 pm Pilmoor and Boroughbridge to Harrogate, and the 4.04 pm York to Harrogate. These would only be an issue if running late.

The statement about removal for special cleaning seems to indicate that neither York nor Leeds districts held either a spare BTP or Driving Van Composites in order to cover maintenance.

Set 392 to follow
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When setting up the BTP timetable schedule between Harrogate and Knaresborough I intended to add the XB.
Your above discussion has prompted me to finalise that addition.
I have placed an XB at Harrogate in the siding nearest to the North platform sidings.
I have looked at Knaresborough and you are correct there is a siding adjacent to the Coal Staithes, there is also one on the Pillmoor line at the York junction.
As the return departure time from Knaresborough to Harrogate is late in the day I will have to wait and see how the timing goes.
In the meantime here are a couple of images of the three locations.
The July 1926 L.N.E.R. N.E. Area Carriage Roster

Set 392 Hull Botanic Gardens Shed
Starts the day at 5.30 am at Hull Botanic Gardens, running to Beverley ECS, arriving there at 5.45 am.
Ends the day at 11.48 pm Th.S.X. 12.31 am Th.S.O. all at Hull Botanic Gardens.

Beverley depart 6.10 am (a)
Hull arrive 6.27 am
Hull depart 6.47 am (a)
Beverley arrive 7.04 am
Beverley depart 7.15 am (a)
Hull arrive 7.33 am
Hull depart 8.02 am (a)
Beverley arrive 8.19 am
Beverley depart 8.36 am (b)
Hull arrive 8.53 am
Hull depart 9.40 am
Beverley arrive 9.57 am
Beverley depart 10.15 am
Hull arrive 10.32 am

Hull depart 6.20 pm (c)
Brough arrive 6.43 pm
Brough depart 6.56 pm (c)
Hull arrive 7.17 pm
Hull depart 7.25 pm
Brough arrive 7.45 pm
Brough depart 7.55 pm
Hull arrive 8.17 pm
Hull depart 8.25 pm (d)
Beverley arrive 8.42 pm
Beverley depart 8.52 pm (d)
Hull arrive 9.09 pm

Hull depart 10.50 pm Th.S.X.
Brough arrive 11.13 pm Th.S.X.
Brough depart 11.25 pm Th.S.X.
Hull arrive 11.48 pm

Hull depart 10.50 pm Th.S.O.
Goole arrive 11.36 pm Th.S.O.
Goole depart 11.55 pm Th.S.O.
Hull arrive 12.31 pm

Symbol (a) in notes “WT attached”
Symbol (b) in notes "Set 393 attached"
Symbol (c) in notes "XC attached S.X."
Symbol (d) in notes "WT attached S.X., 2 WT S.O."

Set 393 was a made up set, six carriages, 2x XC, 2x WT, 2x WB. Overnighting at Beverley, the 8.36 am working to Hull with set 392 was the first of the day for the set. It would not return to Beverley until 6.02 pm, though its final working would take it from Hull at 11.0pm. arriving Beverley at 11.17 pm. During the day it would work between Hull and Goole, Brough and Withernsea.

The Railway Magazine July 1905

The archive of the Railway Magazine from July 1905 has revealed some further information about the BTP Steam autocars.

"Owing to the success which has attended the steam autocar service between the Hartlepools, the North Eastern Railway has decided to extend it to the new branch - seven miles long - between Gosforth and Ponteland, which opened for traffic on June 1st."

A single carriage and the BTP 0-4-4T are the standard configuration and it is stated that the loco-carriage combination is never uncoupled. The loco in the accompanying photograph is No. 595 and the Diagram 116 carriage is No. 3272. It also mentions that the engine's cylinders are reduced in size to work the light load more efficiently. I wonder if that was reversed when larger trailing loads evolved in later years?

"Preparations are being made to extend this system at various other points, and such services will soon be running between Scarborough and Forge Valley, Scarborough and Swainton Dale, as well as between Kettleness and Robin's Hood Bay."