JackDownUnder
Active member
In the event that I receive confirmation regarding the drawings, who would like to out their hand up to construct it.
North East England - Steam Days Screenshots - Large Screenshots Possible
- Thread starter borderreiver
- Start date
In the event that I receive confirmation regarding the drawings, who would like to out their hand up to construct it.
My friend I mentioned before who made all the BR Mk1s and Wagons might be up to it. If you have any diagrams of L&Y Brakevans I could forward them to him and see if he would be up to it. 
I have had a few L&Y locomotives on my modeling list for a while. The Class 28 and the Dreadnought are a few. But my Southampton shunters take priority at the moment. I've been meaning to get a few preview pics but impending fatherhood is keeping me away from my laptop at the moment.
As far as the rolling stock goes - if anyone can do it KotangaGirl it's definitely you!
I have had a few L&Y locomotives on my modeling list for a while. The Class 28 and the Dreadnought are a few. But my Southampton shunters take priority at the moment. I've been meaning to get a few preview pics but impending fatherhood is keeping me away from my laptop at the moment.
As far as the rolling stock goes - if anyone can do it KotangaGirl it's definitely you!
KotangaGirl
Pre-Grouping Railways Nut
Thanks Tanker, I've not really been up to doing any texture work lately due to being more sleepy than usual which is a bit frustrating, but when I'm doing a bit better I'll have a go at some L&Y wagons. I don't have a drawing for a L&Y brake van, but if I find one I'll pass it onto you.
borderreiver
Well-known member
1920: - NER Leeds to Glasgow Express Passenger
Northeast England during the steam era. 1920 in the North Riding of Yorkshire on the East Coast Main Line. Approaching Cowton station is the 8:55 a.m. North Eastern Railway express passenger train from Leeds New station to Glasgow Queen Street. This service was an important business service, since down daytime E.C.J.S. express passenger services did not reach Yorkshire until the afternoon, with arrivals in Scotland during the evening. This North Eastern train took businessmen from Leeds, York, Darlington and Newcastle north with an arrival in the Scottish capital at 1:44 p.m. and in Glasgow at 3:10 p.m. In both cases a degree of business could be done on the same day as that of travelling. Similarly, the southbound departure from Glasgow at 4:00 p.m. permitted almost a whole day's work the next day before returning south.
Above, a N.E.R. Z Class Atlantic provides top link power for the down train. It has a through carriage at the head of the train, an N.E.R. Brake Compo from Sheffield Victoria to Glasgow. The southbound working of the through carriage left with the 4:00 p.m. ex-Glasgow Queen Street and reached Sheffield Victoria at a very late 11:35 p.m. While there was roughly a twenty minute wait at York in each direction the return journey south of York was treated rather more sedately than the outbound leg. Northbound it was attached to a fast passenger train from Sheffield to York. Southbound, it was attached to a van train at York, running with it as far as Wakefield, where it would be detached and then suffered rather an extended wait for a loco to come from Sheffield to collect it.
Northeast England during the steam era. 1920 in the North Riding of Yorkshire on the East Coast Main Line. Approaching Cowton station is the 8:55 a.m. North Eastern Railway express passenger train from Leeds New station to Glasgow Queen Street. This service was an important business service, since down daytime E.C.J.S. express passenger services did not reach Yorkshire until the afternoon, with arrivals in Scotland during the evening. This North Eastern train took businessmen from Leeds, York, Darlington and Newcastle north with an arrival in the Scottish capital at 1:44 p.m. and in Glasgow at 3:10 p.m. In both cases a degree of business could be done on the same day as that of travelling. Similarly, the southbound departure from Glasgow at 4:00 p.m. permitted almost a whole day's work the next day before returning south.
Above, a N.E.R. Z Class Atlantic provides top link power for the down train. It has a through carriage at the head of the train, an N.E.R. Brake Compo from Sheffield Victoria to Glasgow. The southbound working of the through carriage left with the 4:00 p.m. ex-Glasgow Queen Street and reached Sheffield Victoria at a very late 11:35 p.m. While there was roughly a twenty minute wait at York in each direction the return journey south of York was treated rather more sedately than the outbound leg. Northbound it was attached to a fast passenger train from Sheffield to York. Southbound, it was attached to a van train at York, running with it as far as Wakefield, where it would be detached and then suffered rather an extended wait for a loco to come from Sheffield to collect it.
borderreiver
Well-known member
1920 - Morning trip work at South Pelaw Colliery
North East England during the steam era. Pre-grouping work circa 1920 at South Pelaw Junction. Coal traffic was the staple work of the North Eastern Railway and it made a fortune from it over the six decades of its existence. While the junction is best known for its association with the iron ore trains for Consett that was merely one aspect of the daily traffic at the location. South Pelaw Colliery was close by but at a higher level, necessitating a short but steep climb to the exchange sidings. Here, one of Worsdell's "B" Class 0-6-2T locos is at work during the early morning, delivering empties from the yard at Stella Flats and taking away a loaded train of wagons back to the yard. From there it may be going to any one of a number of destinations, such as the coal staithes at either Tyne Dock or Dunston, the steel works at Consett or some other industrial customer.
Above, the loco draws its trains of empties out of the yard at Stella Flats, heading for the trailing connection to the colliery exchange siding headshunt.
Above, the loco starts the ascent to the headshunt, running behind the signal cabin at South Pelaw Junction.
Above, while the loco reaches the top of the grade the train load of empties must still be drawn up the incline.
Above, at the buffer stops of the headshunt, with the entire train drawn up in to the headshunt. South Pelaw Junction is visible to the right at the lower level.
After placing the brake van at the end of the loaded train, the empties are shunted in to the exchange sidings reception road. The steep incline from the main line is evident.
Above, while running round the train, the loco has come to a stop on the crossing on the Pelton Road.
Above, coupling to the head of the loaded train.
Above, the loco shunts the loaded train in to the headshunt.
While the train waits for the signal to descend the grade to the main line, the empties are ready to be taken in to the colliery.
Above, the train descends the grade and heads out to the main line.
Loco, wagons and signal cabin by Paulztrainz, signals by Chrisaw.
North East England during the steam era. Pre-grouping work circa 1920 at South Pelaw Junction. Coal traffic was the staple work of the North Eastern Railway and it made a fortune from it over the six decades of its existence. While the junction is best known for its association with the iron ore trains for Consett that was merely one aspect of the daily traffic at the location. South Pelaw Colliery was close by but at a higher level, necessitating a short but steep climb to the exchange sidings. Here, one of Worsdell's "B" Class 0-6-2T locos is at work during the early morning, delivering empties from the yard at Stella Flats and taking away a loaded train of wagons back to the yard. From there it may be going to any one of a number of destinations, such as the coal staithes at either Tyne Dock or Dunston, the steel works at Consett or some other industrial customer.
Above, the loco draws its trains of empties out of the yard at Stella Flats, heading for the trailing connection to the colliery exchange siding headshunt.
Above, the loco starts the ascent to the headshunt, running behind the signal cabin at South Pelaw Junction.
Above, while the loco reaches the top of the grade the train load of empties must still be drawn up the incline.
Above, at the buffer stops of the headshunt, with the entire train drawn up in to the headshunt. South Pelaw Junction is visible to the right at the lower level.
After placing the brake van at the end of the loaded train, the empties are shunted in to the exchange sidings reception road. The steep incline from the main line is evident.
Above, while running round the train, the loco has come to a stop on the crossing on the Pelton Road.
Above, coupling to the head of the loaded train.
Above, the loco shunts the loaded train in to the headshunt.
While the train waits for the signal to descend the grade to the main line, the empties are ready to be taken in to the colliery.
Above, the train descends the grade and heads out to the main line.
Loco, wagons and signal cabin by Paulztrainz, signals by Chrisaw.
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KotangaGirl
Pre-Grouping Railways Nut
An excellent series of screenshots Frank. Wonderfully atmospheric pictures.
IanOHoseason
Member
Great stuff, Frank. Such a pity, it’s dog walking and cycling country now!
Best wishes
Ian
Best wishes
Ian
borderreiver
Well-known member
1920 - Burnhope Mixed Empties and a Veteran Brake Van
North East England during the steam era. Here, at Burnhope, a mining village in NW County Durham a NER Worsdell B Class 0-6-2T brings a mixed rake of empty P4 10.5 Ton, P5 11 Ton and P6 15 Ton coal hoppers to Burnhope colliery with an 8 Ton "Shildon" brake van bringing up the rear. Coal mining has been going on here for some time, with the "Fortune" pit preceding the current colliery, known as the "Annie" pit. The "Fell" pit and the "Rabbit Warren" drift mine are connected to this via tramways.
The branch, called the Burnhope Wagonway connects to collieries at the end of the Craghead Wagonway, which itself is a branch from the original Stanhope & Tyne line at Pelton Flats. Coal from collieries along the S&T line concentrates at Stella Gill. Following the construction of the 1896 diversion through Beamish, traffic to/from Annfield Plain and Consett no longer travels down the S&T, which has several inclined planes (at East Stanley, Eden Hill and Pelton). This would eventually lead to the closure of the former S&T line between Stanley and Pelton Flats during WWII.
Coal traffic from Morrison and Stanley at the western stub of the former S&T line in the Stanley area would then go out via Annfield Plain Junction, with the coal traffic from the Sacriston, Edmonsley, Craghead, and Burnhope areas continuing to go out via Stella. During the early 1950s the NCB would actually increase traffic through Pelton Flats by diverting traffic from collieries in the Beamish area to the former S&T line, closing the eastern portion of the Beamish wagonway as a consequence of the diversion.
Several locos were allocated to the small shed at Pelton Flats. This shed was separated from the rest of the NER system by inclined planes. When one was required to be sent to the workshop for heavy overhaul they had to be sent down the incline to Stella.
North East England during the steam era. Here, at Burnhope, a mining village in NW County Durham a NER Worsdell B Class 0-6-2T brings a mixed rake of empty P4 10.5 Ton, P5 11 Ton and P6 15 Ton coal hoppers to Burnhope colliery with an 8 Ton "Shildon" brake van bringing up the rear. Coal mining has been going on here for some time, with the "Fortune" pit preceding the current colliery, known as the "Annie" pit. The "Fell" pit and the "Rabbit Warren" drift mine are connected to this via tramways.
The branch, called the Burnhope Wagonway connects to collieries at the end of the Craghead Wagonway, which itself is a branch from the original Stanhope & Tyne line at Pelton Flats. Coal from collieries along the S&T line concentrates at Stella Gill. Following the construction of the 1896 diversion through Beamish, traffic to/from Annfield Plain and Consett no longer travels down the S&T, which has several inclined planes (at East Stanley, Eden Hill and Pelton). This would eventually lead to the closure of the former S&T line between Stanley and Pelton Flats during WWII.
Coal traffic from Morrison and Stanley at the western stub of the former S&T line in the Stanley area would then go out via Annfield Plain Junction, with the coal traffic from the Sacriston, Edmonsley, Craghead, and Burnhope areas continuing to go out via Stella. During the early 1950s the NCB would actually increase traffic through Pelton Flats by diverting traffic from collieries in the Beamish area to the former S&T line, closing the eastern portion of the Beamish wagonway as a consequence of the diversion.
Several locos were allocated to the small shed at Pelton Flats. This shed was separated from the rest of the NER system by inclined planes. When one was required to be sent to the workshop for heavy overhaul they had to be sent down the incline to Stella.
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neville_hill
Well-known member
Those are very nice scenes at South Pelaw. The combination of steam effects and mist is irresistible.
borderreiver
Well-known member
1958 - Cowton ECML - Fish and Freight
Northeast England during the steam era. The ECML in North Yorkshire and the loops near Cowton. It is the early evening with dusk gathering and the 12:30 p.m. Up Aberdeen to London Kings Cross Fish train sweeps all other freight trains aside as it heads south in the hands of A2 Pacific Hycilla.
Hycilla runs along the main up line in the four track section between Eryholme junction and Cowton.
Passing B1 4-6-0 with an Up fitted train of conflats and vans in Cowton Up loop.
Striding ahead past Cowton station and heading towards Northallerton. There will be a change of engine at Dringhouses yard south of York and the dry ice will be topped up for the leg to London.
Northeast England during the steam era. The ECML in North Yorkshire and the loops near Cowton. It is the early evening with dusk gathering and the 12:30 p.m. Up Aberdeen to London Kings Cross Fish train sweeps all other freight trains aside as it heads south in the hands of A2 Pacific Hycilla.
Hycilla runs along the main up line in the four track section between Eryholme junction and Cowton.
Passing B1 4-6-0 with an Up fitted train of conflats and vans in Cowton Up loop.
Striding ahead past Cowton station and heading towards Northallerton. There will be a change of engine at Dringhouses yard south of York and the dry ice will be topped up for the leg to London.
borderreiver
Well-known member
1920 York Holgate Morning Goods
North East England during the steam era. Circa 1920 at Holgate, York early on a grey morning goods traffic is on the move, making the most of an absence of express passenger trains on the main line to take up track capacity and keep goods traffic moving.
One of Wilson Worsdell's most powerful 0-6-0s, P3 Class brings a short train of empty coal hoppers on the loop line, heading for the slow down avoiding line.
The P3 passes beneath the Holgate bridge, taking the chord for the avoiding lines, which will keep it clear of the 1878 main line station.
One of Sir Vincent Raven's brand new T3 Class 0-8-0 in unlined goods black brings a Class F unfitted freight through Holgate excursion station on the Down Leeds line. Vans from the NER, GWR and NBR are at the head of the train with a boiler tube on a three-set of NER 8 Ton single bolster wagons behind. The Robinson designed 2-8-0s built for the War Department during WWI would soon find a home on these duties along the ECML, classed as O4 during the LNER period. The price of the war surplus 2-8-0s fell sharply during the 1920s and is an enduring mystery why a second order of ten T3 0-8-0s was built during 1924 (as Class Q7), bringing the total to fifteen locos. While they were 3-cylinder engines and powerful, their axle loading kept them out of colliery exchange sidings, a territory comfortably occupied by T/T1 Class (Q5) and T2 Class (Q6) locomotives. It would be twenty years before they found the job for which they were most suited, hauling iron ore trains from Tyne Dock to Consett. Their "time in the sun" on that would be relatively short though. Sharing the task with the Thompson O1 (rebuilds of their nemesis the O4s) through the late 1940s and early 1950s the mid 1950s heralded the arrival of the BR Standard 9F 2-10-0s at Tyne Dock.
North East England during the steam era. Circa 1920 at Holgate, York early on a grey morning goods traffic is on the move, making the most of an absence of express passenger trains on the main line to take up track capacity and keep goods traffic moving.
One of Wilson Worsdell's most powerful 0-6-0s, P3 Class brings a short train of empty coal hoppers on the loop line, heading for the slow down avoiding line.
The P3 passes beneath the Holgate bridge, taking the chord for the avoiding lines, which will keep it clear of the 1878 main line station.
One of Sir Vincent Raven's brand new T3 Class 0-8-0 in unlined goods black brings a Class F unfitted freight through Holgate excursion station on the Down Leeds line. Vans from the NER, GWR and NBR are at the head of the train with a boiler tube on a three-set of NER 8 Ton single bolster wagons behind. The Robinson designed 2-8-0s built for the War Department during WWI would soon find a home on these duties along the ECML, classed as O4 during the LNER period. The price of the war surplus 2-8-0s fell sharply during the 1920s and is an enduring mystery why a second order of ten T3 0-8-0s was built during 1924 (as Class Q7), bringing the total to fifteen locos. While they were 3-cylinder engines and powerful, their axle loading kept them out of colliery exchange sidings, a territory comfortably occupied by T/T1 Class (Q5) and T2 Class (Q6) locomotives. It would be twenty years before they found the job for which they were most suited, hauling iron ore trains from Tyne Dock to Consett. Their "time in the sun" on that would be relatively short though. Sharing the task with the Thompson O1 (rebuilds of their nemesis the O4s) through the late 1940s and early 1950s the mid 1950s heralded the arrival of the BR Standard 9F 2-10-0s at Tyne Dock.
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borderreiver
Well-known member
1920 - The view from Holgate
North East England during the steam era. Remaining at Holgate near York station one of Sir Vincent Raven's S3 Class 4-6-0s brings in an express passenger train from the south. While it comprises non-corridor stock, including a core set of arc roof carriages it is the stopping pattern which determines how it is treated. A strengthening Third Class carriage has been added outside the end brake carriage and a six-wheel van placed at the head of the train. Whether either, both or neither of these is removed on arrival at York depends on the carriage roster.
North East England during the steam era. Remaining at Holgate near York station one of Sir Vincent Raven's S3 Class 4-6-0s brings in an express passenger train from the south. While it comprises non-corridor stock, including a core set of arc roof carriages it is the stopping pattern which determines how it is treated. A strengthening Third Class carriage has been added outside the end brake carriage and a six-wheel van placed at the head of the train. Whether either, both or neither of these is removed on arrival at York depends on the carriage roster.
borderreiver
Well-known member
1949 Darlington Forge Crossing - Trip Working
North East England during the steam era. Circa 1949 at Darlington Forge Crossing a veteran J77 0-6-0T draws the afternoon trip working over the crossing bound for Croft Yard.
A tubular screen is one load on a 10 Ton Double Bolster while a three-set made up of 8 Ton single bolster wagons is carrying a tubular load. The N.E.R. built several thousand single bolster wagons to diagram D1 from the 1880s, with many upgraded over the years to 10 Tons. Quite a few made it to nationalisation. They often ran in sets of three, with the load secured to the bolsters on the outer wagons and the centre wagon acting as a match wagon with the bolster swung out to one side.
North East England during the steam era. Circa 1949 at Darlington Forge Crossing a veteran J77 0-6-0T draws the afternoon trip working over the crossing bound for Croft Yard.
A tubular screen is one load on a 10 Ton Double Bolster while a three-set made up of 8 Ton single bolster wagons is carrying a tubular load. The N.E.R. built several thousand single bolster wagons to diagram D1 from the 1880s, with many upgraded over the years to 10 Tons. Quite a few made it to nationalisation. They often ran in sets of three, with the load secured to the bolsters on the outer wagons and the centre wagon acting as a match wagon with the bolster swung out to one side.
borderreiver
Well-known member
1920 - S3 Class on Mixed Traffic at Ferryhill
North East England during the steam era. Sir Vincent Raven introduced his 3-cylinder S3 Class 4-6-0 during November 1919 with number 840, the lead member of the class. Sharing the 3-cylinder layout and boiler with his recent T3 0-8-0 the 4-6-0 proved rather rmore successful than the 0-8-0, with seventy examples being built up to 1924. Number 840 was allocated to Heaton shed but circumstances have conspired to allocate her to a partly fitted goods working from Newcastle Forth to York Dringhouses yard. While this would normally be the balliwack of Gateshead shed footplate crew there were occasional forays south by Heaton engines and crews, possibly maintaining route knowledge in the process. The S3 Class became L.N.E.R. Class B16 after the grouping.
Running through the southern portion of the deep cutting at Ferryhill (the excavation of which nearly bankrupted the Clarence Railway due to it being mostly through solid rock), number 840 on the lines from Tursdale will swing left and take the goods lines to the east of Ferryhill station.
North East England during the steam era. Sir Vincent Raven introduced his 3-cylinder S3 Class 4-6-0 during November 1919 with number 840, the lead member of the class. Sharing the 3-cylinder layout and boiler with his recent T3 0-8-0 the 4-6-0 proved rather rmore successful than the 0-8-0, with seventy examples being built up to 1924. Number 840 was allocated to Heaton shed but circumstances have conspired to allocate her to a partly fitted goods working from Newcastle Forth to York Dringhouses yard. While this would normally be the balliwack of Gateshead shed footplate crew there were occasional forays south by Heaton engines and crews, possibly maintaining route knowledge in the process. The S3 Class became L.N.E.R. Class B16 after the grouping.
Running through the southern portion of the deep cutting at Ferryhill (the excavation of which nearly bankrupted the Clarence Railway due to it being mostly through solid rock), number 840 on the lines from Tursdale will swing left and take the goods lines to the east of Ferryhill station.
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borderreiver
Well-known member
1920: - More NER S3 Class at work on Mixed Traffic
North East England during the steam era. 1920 and on a wet day another of Raven's three-cylinder S3 Class 4-6-0s is rostered for a part-fitted goods from Newcastle Forth Banks for Dringhouses yard at York.
Above, number 920 heads south on the goods lines past the hamlet of Metal Bridge, north of Ferryhill.
Above, on the goods lines at Ferryhill station.
Above, running south of the station past the south goods yard.
Above, rejoining the Up ECML south of Ferryhill. A mineral train is behind number 920 on the Sedgefield line.
North East England during the steam era. 1920 and on a wet day another of Raven's three-cylinder S3 Class 4-6-0s is rostered for a part-fitted goods from Newcastle Forth Banks for Dringhouses yard at York.
Above, number 920 heads south on the goods lines past the hamlet of Metal Bridge, north of Ferryhill.
Above, on the goods lines at Ferryhill station.
Above, running south of the station past the south goods yard.
Above, rejoining the Up ECML south of Ferryhill. A mineral train is behind number 920 on the Sedgefield line.
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borderreiver
Well-known member
1900: A Bleak Day in the North East
North East England during the steam era. A bleak and wet day somewhere on the East Coast Main Line circa 1900.
A screenshot tweaked in to black and white with a vignette effect.
North East England during the steam era. A bleak and wet day somewhere on the East Coast Main Line circa 1900.
A screenshot tweaked in to black and white with a vignette effect.
borderreiver
Well-known member
1920: - Crossing beneath the electrified Simpasture branch
North East England during the steam era. Raven S3 4-6-0 number 920 on its trip to York Dringhouses yard. Approaching the bridge carrying the electrified Simpasture branch from Shildon yards to Stockton.
Another shot tweaked for box camera, black and white film with a vignette effect.
North East England during the steam era. Raven S3 4-6-0 number 920 on its trip to York Dringhouses yard. Approaching the bridge carrying the electrified Simpasture branch from Shildon yards to Stockton.
Another shot tweaked for box camera, black and white film with a vignette effect.
borderreiver
Well-known member
1920: T Class at work
North East England during the steam era. By 1900 the ever increasing weight of coal and goods trains on the North Eastern's network prompted Wilson Worsdell to build the company's first eight-coupled tender locomotive, his T Class with piston valves. The piston valve T class were built between 1901 and 1904 while the slide valve fitted T1 Class were built between 1907 and 1911.
The L.N.E.R. subsequently categorised both the piston valve T Class and slide valve T1 Class 0-8-0s as Class Q5, totalling 90 engines. They evolved an association with heavy freight and mineral work on Tees-side. All were scrapped between 1946 and 1951 with the influx of WD Austerity 2-8-0 "Flying Bedsteads".
T Class 2116 hauls an early morning goods train south between Kimblesworth Colliery exchange sidings and Newton Hall junction. Number 2116 was the first T Class built, during August 1901 and was allocated to Annfield Plain shed. She was withdrawn from West Hartlepool shed during June 1948 as number 3250, never carrying her allocated BR number, 63250.
Around 20 minutes later, passing Relly Mill SB to the south of Durham.
North East England during the steam era. By 1900 the ever increasing weight of coal and goods trains on the North Eastern's network prompted Wilson Worsdell to build the company's first eight-coupled tender locomotive, his T Class with piston valves. The piston valve T class were built between 1901 and 1904 while the slide valve fitted T1 Class were built between 1907 and 1911.
The L.N.E.R. subsequently categorised both the piston valve T Class and slide valve T1 Class 0-8-0s as Class Q5, totalling 90 engines. They evolved an association with heavy freight and mineral work on Tees-side. All were scrapped between 1946 and 1951 with the influx of WD Austerity 2-8-0 "Flying Bedsteads".
T Class 2116 hauls an early morning goods train south between Kimblesworth Colliery exchange sidings and Newton Hall junction. Number 2116 was the first T Class built, during August 1901 and was allocated to Annfield Plain shed. She was withdrawn from West Hartlepool shed during June 1948 as number 3250, never carrying her allocated BR number, 63250.
Around 20 minutes later, passing Relly Mill SB to the south of Durham.
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borderreiver
Well-known member
1920: T Class 0-8-0
North East England during thes team era. The T Class 0-8-0 working south past Hett Crossing and Tursdale Junction.
On the up line passing Hett Crossing.
Taking the turnout from the ECML Up line at Tursdale Junction.
Coming off the junction and taking the Up goods line.
North East England during thes team era. The T Class 0-8-0 working south past Hett Crossing and Tursdale Junction.
On the up line passing Hett Crossing.
Taking the turnout from the ECML Up line at Tursdale Junction.
Coming off the junction and taking the Up goods line.
borderreiver
Well-known member
1923 - Kimblesworth Colliery Junction
North East England during the steam era. Among the last locos built prior to the grouping at the end of 1922 was a Raven S3 Class 4-6-0, number 2364. Turned out in N.E.R. lined vermillion she ran in this livery during 1923. Allocated to York shed, she is returning south with an afternoon Class B goods from Newcastle Forth to York.
Passing the exchange sidings at Kimblesworth Colliery Junction to the south of Plawsworth viaduct.
North East England during the steam era. Among the last locos built prior to the grouping at the end of 1922 was a Raven S3 Class 4-6-0, number 2364. Turned out in N.E.R. lined vermillion she ran in this livery during 1923. Allocated to York shed, she is returning south with an afternoon Class B goods from Newcastle Forth to York.
Passing the exchange sidings at Kimblesworth Colliery Junction to the south of Plawsworth viaduct.