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Thread: North East England - Steam Days Screenshots - Large Screenshots Possible

  1. #751
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    Default 1920 Ferryhill Morning Sequence

    North East England during the steam era. The bailiwack of the North Eastern Railway, which was approaching its 70th birthday during the 1920s. However, it was not to be, with the grouping taking place in 1923. During lockdown I have wandered down to Ferryhill station in 1920 to see what is happening as the morning gets under way. Ferryhill is a junction station with relatively sparse passenger traffic from the village of Ferryhill Station alongside it and the town of Ferryhill further up the hill to the west. Most passenger traffic is from transferring. The station was located on loops between the ECML to the west and the goods lines to the east. The ECMl fast lines remain in the same position now as then, though the station itself is now long gone. Back in 1920 though, the lines from Darlington, Stockton, Newcastle via Durham, Newcastle via Leamside, West Hartlepool and Bishop Auckland via the Byers Green branch are all still carrying passenger traffic, as they had for decades. Things would change as the 1920s ended, with a decline lasting over three decades.




    N.E.R. Worsdell 0-4-4T of O Class runs south along the Byers Green branch with the 7.05 am passenger train from Hartlepool via Castle Eden and Wingate. The four-carriage set is set No. 305, a LEEDS Link A set! A long way from home, the two 49ft 4 compartment Van Thirds, 49ft Third and 52ft Lav Compo provides 29 1st Class and 164 3rd Class seats. These carriages left Leeds the previous day at 5.30 am as set No. 304, ending its workign day at West Hartlepool at 10.45 pm. This is a vestige of the mid-19th century Leeds Northern Railway service between Leeds and Stockton via Ripon and Northallerton. Leaving Hartlepool at 7.05 am and West Hartlepool at 7.14 am as set No. 305 it will arrive at Ferryhill at 8.01 am. It is scheduled to return from Ferryhill at 8.32 am and will be home at Leeds by 9.49 pm tonight. The O Class is not a Leeds Neville Hill engine though! In 1908 the passenger turn to Ferryhill approximating this train was worked by West Hartlepool shed passenger engine turn No. 5, which would take the engine to Newcastle later in the day (but not with set No. 305) before the men of first shift finish back at West Hartlepool at 4.58 pm. A second shift of men will work the engine through until 1.35 am.




    A signal check outside Ferryhill means plenty of smoke swirling around as the engine draws away to head for Platform 1.




    The O Class has decoupled from the set and is running round, a T2 Class 0-8-0 gets away along the down goods lines bound for Consett with the morning Croft yard to Consett steel empties. The company wants freight like this away from the ECML as much as possible during the day to keep it clear for express passenger trains. Nothing is due north from York with an express passenger label for a couple of hours yet, so no exotic atlantics to view on down ECML expresses. In the meantime, the goods department is "making hay" while the sun shines and getting the T2 on its way to Bridge House Junction and the Lanchester branch.




    At the south end of the station, and ready to run round northwards using the Up slow passenger loop beside the station.




    Passing set No.305 in platform 1 as the O Class runs round. The 49ft arc roof stock was originally built around 1900 for North Tyneside local services. The entire stock was displaced only four years later with the electrification of the services. Gould couplings were removed and replaced by regular screw link types. They worked widely across the N.E.R. and later the L.N.E.R. N.E. Area up to WWII. The 52ft Lav Compo is to provide some amenity for the rather long circuit worked by the Leeds link A sets.




    After running round, the O Class has drawn set No. 305 to the north and prepares to slowly back the set in to one of the northern end bays for the 8.32 am departure. Excavating this deep and wide cutting through the limestone here by hand bankrupted the original builders, A little further north building the Victoria Viaduct across the River Wear on the Leamside line bankrupted the builders there. George Hudson swept in to cobble together the first main line through County Durham to Newcastle via the Leamside route, though at first with a diversion to the northeast along the Stanhope & Tyne to Boldon Colliery and then along the Sunderland to Gateshead line. Even then, the train did not reach Newcastle but Greenesfield station ay Gateshead (later the NER works). The Stephenson High level bridge finally spanned the Tyne some years later.




    The bay named Platform 2 receives the stock for the 8.32 am for Hartlepool. A G Class 4-4-0 stands in platform 6 with the 7.10 am from Middlesbrough via Sedgefield, which arrived at 8.03 am. The carriages are Set No.12, a Main Line set made up of four 52ft carriages. Two three compartment Van Thirds, a Third and a Lavatory Compo. Set No. 12 will lay over at Ferryhill for twenty-five minutes, departing for Newcastle via the Leamside line at 8.28 am. Today being Tuesday, the set will visit Newcastle several times, visit Stockton, Consett, Blackhill and Jarrow before ending its working day at Low Fell station at 10.47 pm. Tomorrow it will spend its working day mainly in Northumberland. The 1908 passenger engine working arrangements show Middlebrough passenger engine turn No.1 working the early Middlesbrough to Newcastle via Ferryhill and Leamside.




    Relatively prestigious loco provision for the 6.56 am from Newcastle via Leamside in the shape of an R Class 4-4-0. The extra-long smokebox No. 2013, which Raven fitted an experimental superheater to in 1912 and requiring an extra-long smokebox to do so. Like the 7.10 am from Middlesbrough, the 6.56 am from Newcastle will lay over at Ferryhill for an extended stop, in this case lasting twenty-three minutes, from 8.13 am. It will depart for Middlesbrough at 8.36 am. The set is No. 179, one of two Middlesbrough Link A sets. Despite the name, set No 178 starts its day at Ferryhill, while set No, 179 starts its day at Delaval sidings to the west of Newcastle. Set No. 179 will end its day here at Ferryhill at 9.11 pm, though on Saturday it will end its day here at 10.49 pm. Both set 178 and 179 will make several visits to Newcastle and Middlesbrough. Both are made up of the same 52ft carriage types as the main line sets Nos 1 through 20.




    A TW Worsdell A Class 2-4-2T brings in the first morning train of the day from Bishop Auckland via Spennymoor on the Byers Green line. The 7.49 am will reach Ferryhill at 8.13 am. This will give connections to both the 8.28 am for newcastle and the 8.33 am for Middlesboru as well as the 8.36 am for Hartlepool. Spennymoor suffers from its branch facing south towards Ferryhill, requiring a change of train to reach Durham, the main destination for its local travellers. Motor omnibus services are poised to decimate passenger traffic during the 1920s along the Byers Green branch as a whole and from Spennymoor in particular. The set forming the train is No.97, one of fourteen Sunderland &cc Sets. All 49ft stock, with two 4 compartment Van Thirds, a Third and a Composite and the single passenger turn for West Auckland shed, though one that lasts from 7.47 am (6.40 am MO) to 9.54 pm (11.14 pm SO) with two shifts of fottplate crew. Like set No. 305, the engine will not spend all day with set No.97. The engine will predominantly work on the Byers green branch but will wander out to Barnard Castle, Middleton in Teesdale and Middlesbrough over the course of its long working day. On a Tuesday, as most weekdays, set No. 97 will end its day at Durham at 8.04 pm after a trip on the Lanchester branch. Prior to that it will wander out as far as Sunderland, Newcastle and West Hartlepool. On Saturdays it will work as late as 10.46 pm and end its working week at West Hartlepool. Tomorrow, it will work as set 99. Today's set No. 101 will work as set No. 97 tomorrow. This morning, the 8/16 a, arrival at Ferryhill will take the engine and set back to Bishop Auckland as the 8.47 am departure.




    In case anyone thinks that passengers are the money maker at Ferryhill they are wrong. It is freight and particularly moving minerals which keeps Ferryhill the busiest. Engine changes and interchange takes place on a large scale at Ferryhill. A coal train off the Leamside line comes past the R Class on the goods lines. It looks like the Worsdell T1 Class has a leak and is belching steam everywhere. it may be from Bowburn Colliery. At its peak, Bowburn was despatching around 140 20-ton hopper loads per day. It was one of the most productive inland collieries of County Durham and merged with Tursdale Colliery in 1930 by joining underground, permitting the closure of much of Tursdale surface infrastructure.
    Last edited by borderreiver; May 20th, 2020 at 05:55 PM. Reason: More to say

  2. #752
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    Quote Originally Posted by borderreiver View Post
    North East England during the steam era. The bailiwack of the North Eastern Railway, which was approaching its 70th birthday during the 1920s. However, it was not to be, with the grouping taking place in 1923. During lockdown I have wandered down to Ferryhill station in 1920 to see what is happening as the morning gets under way. Ferryhill is a junction station with relatively sparse passenger traffic from the village of Ferryhill Station alongside it and the town of Ferryhill further up the hill to the west. Most passenger traffic is from transferring. The station was located on loops between the ECML to the west and the goods lines to the east. The ECMl fast lines remain in the same position now as then, though the station itself is now long gone. Back in 1920 though, the lines from Darlington, Stockton, Newcastle via Durham, Newcastle via Leamside, West Hartlepool and Bishop Auckland via the Byers Green branch are all still carrying passenger traffic, as they had for decades. Things would change as the 1920s ended, with a decline lasting over three decade
    N.E.R. Worsdell 0-4-4T of O Class runs south along the Byers Green branch with the 7.05 am passenger train from Hartlepool via Castle Eden and Wingate. The four-carriage set is set No. 305, a LEEDS Link A set! A long way from home, the two 49ft 4 compartment Van Thirds, 49ft Third and 52ft Lav Compo provides 29 1st Class and 164 3rd Class seats. These carriages left Leeds the previous day at 5.30 am as set No. 304, ending its workign day at West Hartlepool at 10.45 pm. This is a vestige of the mid-19th century Leeds Northern Railway service between Leeds and Stockton via Ripon and Northallerton. Leaving Hartlepool at 7.05 am and West Hartlepool at 7.14 am as set No. 305 it will arrive at Ferryhill at 8.01 am. It is scheduled to return from Ferryhill at 8.32 am and will be home at Leeds by 9.49 pm tonight. The O Class is not a Leeds Neville Hill engine though! In 1908 the passenger turn to Ferryhill approximating this train was worked by West Hartlepool shed passenger engine turn No. 5, which would take the engine to Newcastle later in the day (but not with set No. 305) before the men of first shift finish back at West Hartlepool at 4.58 pm. A second shift of men will work the engine through until 1.35 am.

    A signal check outside Ferryhill means plenty of smoke swirling around as the engine draws away to head for Platform 1.



    The O Class has decoupled from the set and is running round, a T2 Class 0-8-0 gets away along the down goods lines bound for Consett with the morning Croft yard to Consett steel empties. The company wants freight like this away from the ECML as much as possible during the day to keep it clear for express passenger trains. Nothing is due north from York with an express passenger label for a couple of hours yet, so no exotic atlantics to view on down ECML expresses. In the meantime, the goods department is "making hay" while the sun shines and getting the T2 on its way to Bridge House Junction and the Lanchester branch.



    At the south end of the station, and ready to run round northwards using the Up slow passenger loop beside the station.



    Passing set No.305 in platform 1 as the O Class runs round. The 49ft arc roof stock was originally built around 1900 for North Tyneside local services. The entire stock was displaced only four years later with the electrification of the services. Gould couplings were removed and replaced by regular screw link types. They worked widely across the N.E.R. and later the L.N.E.R. N.E. Area up to WWII. The 52ft Lav Compo is to provide some amenity for the rather long circuit worked by the Leeds link A sets.




    After running round, the O Class has drawn set No. 305 to the north and prepares to slowly back the set in to one of the northern end bays for the 8.32 am departure. Excavating this deep and wide cutting through the limestone here by hand bankrupted the original builders, A little further north building the Victoria Viaduct across the River Wear on the Leamside line bankrupted the builders there. George Hudson swept in to cobble together the first main line through County Durham to Newcastle via the Leamside route, though at first with a diversion to the northeast along the Stanhope & Tyne to Boldon Colliery and then along the Sunderland to Gateshead line. Even then, the train did not reach Newcastle but Greenesfield station ay Gateshead (later the NER works). The Stephenson High level bridge finally spanned the Tyne some years later.



    The bay named Platform 2 receives the stock for the 8.32 am for Hartlepool. A G Class 4-4-0 stands in platform 6 with the 7.10 am from Middlesbrough via Sedgefield, which arrived at 8.03 am. The carriages are Set No.12, a Main Line set made up of four 52ft carriages. Two three compartment Van Thirds, a Third and a Lavatory Compo. Set No. 12 will lay over at Ferryhill for twenty-five minutes, departing for Newcastle via the Leamside line at 8.28 am. Today being Tuesday, the set will visit Newcastle several times, visit Stockton, Consett, Blackhill and Jarrow before ending its working day at Low Fell station at 10.47 pm. Tomorrow it will spend its working day mainly in Northumberland. The 1908 passenger engine working arrangements show Middlebrough passenger engine turn No.1 working the early Middlesbrough to Newcastle via Ferryhill and Leamside.



    Relatively prestigious loco provision for the 6.56 am from Newcastle via Leamside in the shape of an R Class 4-4-0. The extra-long smokebox No. 2013, which Raven fitted an experimental superheater to in 1912 and requiring an extra-long smokebox to do so. Like the 7.10 am from Middlesbrough, the 6.56 am from Newcastle will lay over at Ferryhill for an extended stop, in this case lasting twenty-three minutes, from 8.13 am. It will depart for Middlesbrough at 8.36 am. The set is No. 179, one of two Middlesbrough Link A sets. Despite the name, set No 178 starts its day at Ferryhill, while set No, 179 starts its day at Delaval sidings to the west of Newcastle. Set No. 179 will end its day here at Ferryhill at 9.11 pm, though on Saturday it will end its day here at 10.49 pm. Both set 178 and 179 will make several visits to Newcastle and Middlesbrough. Both are made up of the same 52ft carriage types as the main line sets Nos 1 through 20.


    A TW Worsdell A Class 2-4-2T brings in the first morning train of the day from Bishop Auckland via Spennymoor on the Byers Green line. The 7.49 am will reach Ferryhill at 8.13 am. This will give connections to both the 8.28 am for newcastle and the 8.33 am for Middlesboru as well as the 8.36 am for Hartlepool. Spennymoor suffers from its branch facing south towards Ferryhill, requiring a change of train to reach Durham, the main destination for its local travellers. Motor omnibus services are poised to decimate passenger traffic during the 1920s along the Byers Green branch as a whole and from Spennymoor in particular. The set forming the train is No.97, one of fourteen Sunderland &cc Sets. All 49ft stock, with two 4 compartment Van Thirds, a Third and a Composite and the single passenger turn for West Auckland shed, though one that lasts from 7.47 am (6.40 am MO) to 9.54 pm (11.14 pm SO) with two shifts of fottplate crew. Like set No. 305, the engine will not spend all day with set No.97. The engine will predominantly work on the Byers green branch but will wander out to Barnard Castle, Middleton in Teesdale and Middlesbrough over the course of its long working day. On a Tuesday, as most weekdays, set No. 97 will end its day at Durham at 8.04 pm after a trip on the Lanchester branch. Prior to that it will wander out as far as Sunderland, Newcastle and West Hartlepool. On Saturdays it will work as late as 10.46 pm and end its working week at West Hartlepool. Tomorrow, it will work as set 99. Today's set No. 101 will work as set No. 97 tomorrow. This morning, the 8/16 a, arrival at Ferryhill will take the engine and set back to Bishop Auckland as the 8.47 am departure.


    In case anyone thinks that passengers are the money maker at Ferryhill they are wrong. It is freight and particularly moving minerals which keeps Ferryhill the busiest. Engine changes and interchange takes place on a large scale at Ferryhill. A coal train off the Leamside line comes past the R Class on the goods lines. It looks like the Worsdell T1 Class has a leak and is belching steam everywhere. it may be from Bowburn Colliery. At its peak, Bowburn was despatching around 140 20-ton hopper loads per day. It was one of the most productive inland collieries of County Durham and merged with Tursdale Colliery in 1930 by joining underground, permitting the closure of much of Tursdale surface infrastructure.
    Hi, I have recently returned to Trainz after a 7 year absence and looking at your amazing screenshots it seems you have done everything I tried to do originally, only better ! Sorry if it's been covered already but can I ask where you got the NBR lattice signals and the signalboxes ?
    MSI Gaming 9 ACK mobo-Intel i7 5960X-Samsung 970 Evo Pro 240GB M2 SSD-Nvidia RTX 2070 GPU-32GB G.Skill Ripjaws 2133Mhz DDR4 RAM

  3. #753
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    Quote Originally Posted by lewisner View Post
    Hi, I have recently returned to Trainz after a 7 year absence and looking at your amazing screenshots it seems you have done everything I tried to do originally, only better ! Sorry if it's been covered already but can I ask where you got the NBR lattice signals and the signalboxes ?

    There is a batch on the DLS, some boxes under my name and some search for ner signal.

    Cheerio John

  4. #754
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    An excellent series of screenshots Frank. Always a pleasure to see NER red and green.
    Narcolepsy is not napping.



  5. #755
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    Hello Lewisner, re post #752. Apologies for the late reply, I have had a rather busy day. As John says he has some NER Type S3 Yorkshire signal boxes on the DLS under username johnwhelan. Chrisaw has done a great deal of work on NER and LNER signals. My route on the DLS, BCR Reedsmouth and Bellingham has some custom made NBR signals though they are on the DLS as NER signals. Welcome back to Trainz and thanks to Kotangagirl and yourself for the kind words.

  6. #756

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    Quote Originally Posted by borderreiver View Post
    Hello Lewisner, re post #752. Apologies for the late reply, I have had a rather busy day. As John says he has some NER Type S3 Yorkshire signal boxes on the DLS under username johnwhelan. Chrisaw has done a great deal of work on NER and LNER signals. My route on the DLS, BCR Reedsmouth and Bellingham has some custom made NBR signals though they are on the DLS as NER signals. Welcome back to Trainz and thanks to Kotangagirl and yourself for the kind words.
    Cracking images as always lads, firing up the DLS as we chat

  7. #757
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    Default 1920 - Ferryhill Morning

    Northeast England during the steam era. Morning shift getting to work at Ferryhill in the goods yard and loco sidings.



  8. #758
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    Default 1958 Thompson Set

    A post with some veterans = Thompson 52ft4in Carriages.

    Lined Maroon Second to Diagram339.
    Lined Maroon Lav Compo to Diagram 338.
    Lined Maroon Four Compartment Brake Second to Diagram 340.









  9. #759
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    #758. Border, These look great! Thank you again for the advise, that's what makes this community a welcoming place.

  10. #760
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    Default 1941 Diagram 178 49ft Ordinary Third Carriage

    Reading through various sources, including old issues of the N.E.R.A.'s (North East Railway Association) "North Eastern Express" magazine it appears that the 49ft elliptical roof Diagram 178 Ordinary Third carriage was the most numerous carriage produced by the N.E.R. company with 483 examples turned out of York works between 1909 and 1923. This includes 24 which were built during 1923 for the former N.B.R., now the L.N.E.R. Southern Scottish Section. No less than 192 were transferred out of the NE Area during the 1930s following the area receiving new Gresley carriages. They were transferred to the Southern Area GE and GE sections as well as both Northern Scottish and Southern Scottish sections.

    Surprisingly it appears that the N.E.R. did not assign these carriages to the regular rostered sets but preferred to use them as strengthening carriages, inside the end brakes, at christmastime, whitsuntide and bank holiday weekends, while also using them for schduled rostering of Saturday and hevy loaded weekday trains (outside the end brakes for easy attachment/detachment). Several were also coupled up with a couple of end brakes to form short distance special trains. These could be run in connection with football matches, agricultural shows and race meeetings as well as for charter trains requiring to move large numbers of people from religious groups on day trips to the seaside or countryside. This seems to blur the lines with regard to "excursion trains" since the N.E.R. did produce drawings for carriages specifically designated as "for excursion traffic". The Diagram 178 drawing was not designated as such but it seems to have been used on such traffic.

    Post-grouping, the lined crimson lake paint of the N.E.R. appears to have given way to lined scumbled teak paint livery, though the lining was omitted from these oridinary Third Class carriages following the 1929 painting economies. The scumbling technique required a Class One painter to apply it, so the labour shortages during WWII led to mere plain brown paint being applied as carriages went through shops during the war.

    Below is a shot of a D.178 in plain brown paint livery.




    After WWII the practise continued for pre-grouping N.E.R. ordinary stock and appears to have been maintained until around 1957, when British Railways began to apply lined maroon livery. It must be noted though that while nearly all D.178s appear to have made it to nationalisation (one was written off in an accident at Hull during 1929) the withdrawals began rather soon afterwards and was well under way by 1957. The survivors receiving lined maroon must have been in relatively small numbers, due to the interval between major works visits and the fact that all appear to have been gone from running stock by 1960. By this time there had been thirty years of pressure from above, first from new Gresley carriages, then Thompson stock, BR Mk1 suburban stock and finally modernisation plan DMUs.

    There seems to have been a concerted effort to produce these carriages economically. Initially, the design exterior was plain compared to the 49ft and 52ft carriages turned out between 1906 and 1908, reverting to the pre-1905 arc-roof and clerestory roof sides and abandoning the toplights favoured by Worsdell in his earlier elliptical roof carriages. One 49ft carriage to Diagram 177 was produced with an arc roof, very closely resembling the arc roof stock of 1900. This remained as a single example but it appears the Diagram 178 was essentially the Diagram 177 but with an elliptical roof. Further economy followed, with the years between 1915 and 1921 turning them out with "austere" or plain" interiors compared to other carriages to diagram 178 pre-WWI.
    Last edited by borderreiver; May 27th, 2020 at 12:51 PM. Reason: more to say

  11. #761
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    Default 1909 NER D.178 Ordinary Third

    Specimen numbering for the Diagram 178 built post-1912

    The NERA article on the D.178 claimed that they replaced the Diagram 15 6-wheel Thirds.
    Using the specimen numbers post-1912 I have examined which carriages carried those numbers before 1913.
    Obviously not all D.15 numbers were taken by D.178 but I am interested to see which numbers the post-1912 builds took.
    The NERA carriage numbering book finishes in 1912, so D.178s built 1909-1912 have taken the number listed in the columns compiled in December 1906. Carriages built post-1906 and pre-1913 strike through the old carriage, the previous holder is not always legible.

    1913 builds

    35 - Previously 1884 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1913.
    81 - Previously 1884 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1913.
    146 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1913.
    493 - Previously 1884 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1913.
    877 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1913.
    1719 - Previously 1884 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1913.
    3175 - Previously 1882 D.30 - a 24ft 4 Wheel Invalid Saloon - withdrawn by 1912 - struck through in the carriage list.
    3569 - Previously 1884 D.119 - a 33ft 6 Wheel Lavatory Third ex-ECJS Third No.88 - non-corridor - converted 1906 but withdrawn by 1913.

    1914 builds

    43 - Previously 1884 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1914.
    128 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1914.
    467 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1914.
    517 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1914.
    555 - Previously 1884 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1914.
    958 - Previously 1885 D.59 - 3 compt 31ft 4 Wheel Van Third- withdrawn by 1914.
    3561 - Previously 1895 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1914.
    3565 - Previously 1884 D.139 - 4 compt 35ft6in 6 Wheel Luggage Lavatory Third ex-ECJS - withdrawn by 1914. - N.B. NE D.139 re-used in 1933 when ex-GNR 65ft6in 12-Wheel RC of 1906 transferred to NE Area as No.22262
    3578 - Previously 1881 D.118 - 4 compt 32ft 6 Wheel Lavatory Third ex-ECJS Third - withdrawn by 1914. - N.B. NE D.118 re-used post-grouping when ex-GNR 58ft6in 8-Wheel TK of 1911 transferred to NE Area.

    1915 builds

    42 - Previously 1884 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1915.
    124 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1915.
    371 - Previously 1886 D.9 - 4 compt 32ft 6 Wheel Luggage Compo- withdrawn by 1915.
    863 - Previously 1886 D.7 - 7 compt 52ft 8 Wheel Bogie Luggage Compo- withdrawn or written off in accident by 1915.
    1048 - Previously 1884 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1915.
    1504 - Previously 1886 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1915.
    1758 - Previously 1885 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1915.
    2076 - Previously 1884 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1915.
    2090 - Previously 1886 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1915.

    1916 builds

    61 - Previously 1887 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1916.
    250 - Previously 1890 D.9 - 4 compt 32ft 6 Wheel Luggage Compo- withdrawn by 1916.
    425 - Previously 1887 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1916.
    827 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1916.
    914 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1916.
    1601 - Previously 1886 D.9 - 4 compt 32ft 6 Wheel Luggage Compo- withdrawn by 1916.
    2057 - Previously 1887 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1916.

    1917 builds

    4 - Previously 1887 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1917.
    143 - Previously 1886 D.7 - 7 compt 52ft 8 Wheel Bogie Luggage Compo- withdrawn or written off in accident by 1917.
    225 - Previously 1890 D.9 - 4 compt 32ft 6 Wheel Luggage Compo- withdrawn by 1917.
    394 - Previously 1886 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1917.
    503 - Previously 1886 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1917.
    607 - Previously 1908 D.160 - 7 compt 49ft 8 Wheel bogie Ordinary Compo- withdrawn or written off in accident by 1917.
    828 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1917.
    885 - Previously 1884 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1915.
    1524 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1917.

    1921 builds

    8 - Previously 1887 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1921.
    23 - Previously 1887 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1921.
    330 - Previously 1888 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1921.
    408 - Previously 1887 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1921.
    564 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1921.
    870 - Previously 1884 carriage note "q" - a 5 compt 30ft 6 Wheel Ordinary Third with no drawing available in 1906 - withdrawn by 1921.
    1065 - Previously 1888 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1921.
    1766 - Previously 1886 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1921.
    2535 - Previously 1887 D.19 - 3 compt 32ft 6 Wheel Van Third- withdrawn by 1921.

    1922 builds

    7 - Previously 1887 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1922.
    47 - Previously 1886 D.7 - 7 compt 52ft 8 Wheel Bogie Luggage Compo- withdrawn or written off in accident by 1922.
    352 - Previously 1887 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1922.
    475 - Previously 1886 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1922.
    845 - Previously 1884 carriage note "t" - a 4 compt 32ft 6 Wheel Luggage Third with no drawing available in 1906 - withdrawn by 1922.
    1472 - Previously 1887 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1922.
    1759 - Previously 1887 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1922.
    2040 - Previously 1887 D.19 - 3 compt 32ft 6 Wheel Van Third- withdrawn by 1922.
    2203 - Previously 1890 D.19 - 3 compt 32ft 6 Wheel Van Third- withdrawn by 1922.

    1923 builds

    39 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1923.
    193 - Previously 1889 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1923.
    274 - Previously 1886 D.9 - 4 compt 32ft 6 Wheel Luggage Compo- withdrawn by 1923.
    360 - Previously 1889 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1923.
    1774 - Previously 1885 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1923.
    2014 - Previously 1909 D.145 -5 compt 52ft 8 Wheel Bogie Van Compo - withdrawn or written off in accident by 1923. N.B. One of only 3 built 1909-1910 - Nos. 465, 1454 & 2014 1 First & 4 Third Compartments.
    2042 - Previously 1887 D.9 - 4 compt 32ft 6 Wheel Luggage Compo- withdrawn by 1923.
    2115 - Previously 1888 D.15 - 5 compt 32ft 6 Wheel Ordinary Third- withdrawn by 1923.


    This is not a complete picture, since it is not a list of all D.178 carriages built between 1913 and 1923, nor is it a list of all D.15s built between 1881 and 1894.However, overall it is clear that between 1913 and 1922 the N.E.R. was clearing out its old stock, of which the great majority were six wheel carriages. It is also clear that several D.7 52ft Bogie Luggage Composites were either scrapped or written off in accidents between 1913 and 1922. I have speculated elsewhere about the fate of the 52ft CG after corridor stock took over the Newcastle - Liverpool and Leeds - Glasgow express passenger trains and it seems that some of them may have been without work. If the losses are due to accidents then somehow the 52ft CG were somehow particularly unfortunate. I personally lean towards withdrawal and scrapping was their fate, though underframes, bogies, interiors, doors. windows and even panelling may have been recovered for use on new build stock.

    Below, a 32ft Diagram 15 6-wheel Third Class carriage, No. 408, built 1887 and whose number was taken by a 49ft Diagram 178 bogie Third Class carriage in 1921. This means that it is likely the 6-wheel Diagram 15 was withdrawn in 1920 or earlier in 1921.


    Last edited by borderreiver; May 28th, 2020 at 06:19 AM. Reason: Formatting

  12. #762
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    Default 1914: - ECML Race Special

    North East England during the steam era. 1914 and a N.E.R. 59 Class 0-6-0 takes charge of a special train from Darlington to Killingworth Sidings Platforms for a race meeting at Newcastle Race course located at Gosforth Park. The train is made up of 32ft Diagram 15 6W arc-roof Thirds, 32ft Diagram 20 6W arc roof 2 compartment Van Thirds, 49ft Diagram 51 arc roof bogie Thirds and a 49ft Diagram 178 elliptical roof bogie Third. The platforms were an island and a flanking platform at the SW side of the station behind the down platform. The facilities for race days had their own signal box, "Killingworth Sidings". The sidings dealt with horse boxes while the platforms were for race goers.


    Last edited by borderreiver; May 28th, 2020 at 03:59 PM.

  13. #763
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    Default 1910: Platinum Print. Amble branch passenger train

    A platinum photo effect.
    TW Worsdell A Class 2-4-2T with branch train of six-wheelers.


  14. #764
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    Default Amble Branch Train

    Township Crossing on the Amble Branch in Northumberland TW Worsdell A Class 2-4-2T hauling 6-wheel carriages.


    Last edited by borderreiver; June 2nd, 2020 at 06:54 PM.

  15. #765
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    Default

    Love the screenshot of the Worsdell A class at the level crossing Frank. Being a branchlines and minor lines enthusiast your screenshot ticks all the boxes for me.
    Narcolepsy is not napping.



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