Hello Tailight98. Some examples,
1908 Passenger Engine Working -
Main Line Engines
Gateshead shed - 12.39 am braked goods, Newcastle to York (arr 2.20) 3.45 am passenger, York to Newcastle (arr 6.0).
Gateshead shed - 1.34 am passenger, Newcastle to York (arr 3.08) 4.45 am goods, York to Newcastle (arr 8.28).
Heaton Jcn shed - 6.53 pm passenger, Newcastle to York (arr 8.43) 1.20 am parcels, York to Newcastle (arr 4.15).
Heaton Jcn shed - 12.21 am goods, Heaton to York (arr 3.24) 5.45 passenger, York to Newcastle (arr 9.43) Sunday
York shed - 7.40 am passenger, York to Newcastle (arr 10.10) 12.20 pm goods, Newcastle to York (arr 4.51).
York shed - 12.50 pm passenger, York to Newcastle (arr 2.44) 3.45 pm goods, Newcastle to York (arr 7.38).
By 1952 the preferred "goods" workings appear to be parcels workings, a rare train type in N.E.R. and L.N.E.R. days. Most ECML parcels pre-Nationalisation were moved by attaching full brakes to the rear end, front end (or both ends) of a secondary express passenger train or stopping passenger train. Some trains on the G.N. section of the main line could be mainly made up of full brake vans loaded with parcels, with carriages attached and detached at stations en-route. No wonder then that some of these trains could be rather slow. I have written elsewhere about the length of the Up 7.15 pm out of Newcastle in 1926, the NE non-corridor carriages for which started their Up journey at Edinburgh (they started their day's work at Ferryhill in County Durham and finished it at York). The train was rather long and had quite a load of vans for York and destinations to the south, south-west and north-west of England.