North East England - Steam Days Screenshots - Large Screenshots Possible
- Thread starter borderreiver
- Start date
SuperSpeedMaglev
Wonderfully Old Fashioned
Likewise. 
By the way, these screenshots on this forum never fail to impress and intrigue me!
By the way, these screenshots on this forum never fail to impress and intrigue me!
borderreiver
Well-known member
Foreign Passenger Train Sets in NE England, BR(NE) Region
North East England during the steam era. Thanks to Steve Banks and Clive Carter for train formation and service information contained in Volume 1 of L.N.E.R. Passenger Train Formations. The N.E.R. had long worked joint passenger services with other companies. The most obvious are the G.N.R.-N.E.R.-N.B.R. East Coast Joint Stock workings between London Kings Cross, Newcastle and Edinburgh and the GN&NE Joint Stock workings between London Kings Cross and Newcastle. However, there were others of significant importance to the N.E.R and later L.N.E.R. One was a joint G.C.R.-L.S.W.R. service between Newcastle and Bournemouth and the other was a joint N.E.R.-L.N.W.R. service between Liverpool Lime Street and Newcastle. After suspension during WWII British Railways reinstated the Newcastle-Bournemouth trains while the Liverpool-Newcastle trains continued throughout wartime. I have decided to represent these trains during the period 1956 - 1957, in the last decade of steam operation of these long-established expresses.
Below, during the summer of 1957, V2 2-6-2 60807 of 52A Gateshead shed hauls the 7:35 a.m. Newcastle to Bournemouth towards Cowton, N. Yorkshire on the ECML. She is rostered to haul the set provided by the Southern Region, which recently decided to paint its stock in to Green livery. Half the core SR set is already in Green, while all four of the ex-Southern Railway Maunsell Corridor Compartment Thirds strengthening the train are in Green, though by this time are Corridor Seconds in BR service. The core SR set was by this time all BR Mk1 stock except the catering vehicle, a Maunsell RKB, converted around 1953 from a Dining First. The core formation behind the four Maunsell strengtheners from front to rear is BSK, SK, TSO, TSO, RKB, TSO, CK, CK, BSK. Sadly, there is no Maunsell RKB available on the DLS, so I have had to deputise with a BR Mk1 RKB from the DLS. The real train did not get a BR Mk1 catering vehicle until the 1960s. During BR days this train tended to be rostered to mixed-traffic classes such as the V2s in the North East and B1s on the former G.C.R. section between Sheffield and Banbury. The V2 is Alex23's while the BR(S) Maunsell coaches are Paulsw2's. The 1/2 mile N.E.R. milepost is Paultrainz.
Below, during the summer of 1956, A3 4-6-2 60040 "Cameronian" of 52A Gateshead shed hauls the 10 a.m. Newcastle to Liverpool Lime Street towards Cowton, N. Yorkshire on the ECML. The consist is provided by the BR LMR Region, working out of Liverpool Lime Street. The routeing between Lime St. and Leeds was over former LNWR metals. An ex-LMS FK is coach number 3 in the formation, while a 12-wheel ex-LMS RC is coach number 4. The other coaches are all BR Mk1s, from front to rear, SK, BSK, TSO, TSO, BSK and SK. The ex-LMS coaches are by Ken Green and the single chimney A3 4-6-0 is payware by PaulzTrainz (Paul Mace). Locomotives usually changed at Leeds with ex-L.M.S. Patriot 4-6-0s working the LM region section. Double-heading was not an uncommon requirement on the L.M.R. The usual route of this express was via West Hartlepool, so to be found between Darlington and Northallerton on the ECML means there is a diversion in place. A freight derailment between Eaglescliffe and Northallerton would suit the purpose.
July 2017 - Photobucket links switched to Imgur.
North East England during the steam era. Thanks to Steve Banks and Clive Carter for train formation and service information contained in Volume 1 of L.N.E.R. Passenger Train Formations. The N.E.R. had long worked joint passenger services with other companies. The most obvious are the G.N.R.-N.E.R.-N.B.R. East Coast Joint Stock workings between London Kings Cross, Newcastle and Edinburgh and the GN&NE Joint Stock workings between London Kings Cross and Newcastle. However, there were others of significant importance to the N.E.R and later L.N.E.R. One was a joint G.C.R.-L.S.W.R. service between Newcastle and Bournemouth and the other was a joint N.E.R.-L.N.W.R. service between Liverpool Lime Street and Newcastle. After suspension during WWII British Railways reinstated the Newcastle-Bournemouth trains while the Liverpool-Newcastle trains continued throughout wartime. I have decided to represent these trains during the period 1956 - 1957, in the last decade of steam operation of these long-established expresses.
Below, during the summer of 1957, V2 2-6-2 60807 of 52A Gateshead shed hauls the 7:35 a.m. Newcastle to Bournemouth towards Cowton, N. Yorkshire on the ECML. She is rostered to haul the set provided by the Southern Region, which recently decided to paint its stock in to Green livery. Half the core SR set is already in Green, while all four of the ex-Southern Railway Maunsell Corridor Compartment Thirds strengthening the train are in Green, though by this time are Corridor Seconds in BR service. The core SR set was by this time all BR Mk1 stock except the catering vehicle, a Maunsell RKB, converted around 1953 from a Dining First. The core formation behind the four Maunsell strengtheners from front to rear is BSK, SK, TSO, TSO, RKB, TSO, CK, CK, BSK. Sadly, there is no Maunsell RKB available on the DLS, so I have had to deputise with a BR Mk1 RKB from the DLS. The real train did not get a BR Mk1 catering vehicle until the 1960s. During BR days this train tended to be rostered to mixed-traffic classes such as the V2s in the North East and B1s on the former G.C.R. section between Sheffield and Banbury. The V2 is Alex23's while the BR(S) Maunsell coaches are Paulsw2's. The 1/2 mile N.E.R. milepost is Paultrainz.
Below, during the summer of 1956, A3 4-6-2 60040 "Cameronian" of 52A Gateshead shed hauls the 10 a.m. Newcastle to Liverpool Lime Street towards Cowton, N. Yorkshire on the ECML. The consist is provided by the BR LMR Region, working out of Liverpool Lime Street. The routeing between Lime St. and Leeds was over former LNWR metals. An ex-LMS FK is coach number 3 in the formation, while a 12-wheel ex-LMS RC is coach number 4. The other coaches are all BR Mk1s, from front to rear, SK, BSK, TSO, TSO, BSK and SK. The ex-LMS coaches are by Ken Green and the single chimney A3 4-6-0 is payware by PaulzTrainz (Paul Mace). Locomotives usually changed at Leeds with ex-L.M.S. Patriot 4-6-0s working the LM region section. Double-heading was not an uncommon requirement on the L.M.R. The usual route of this express was via West Hartlepool, so to be found between Darlington and Northallerton on the ECML means there is a diversion in place. A freight derailment between Eaglescliffe and Northallerton would suit the purpose.
July 2017 - Photobucket links switched to Imgur.
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borderreiver
Well-known member
Little and large pass at Leadgate
Northeast England during the steam era. Here at Leadgate, County Durham, the original alignment of the 1832 Stanhope and Tyne passed through the village on one of the few relatively level sections. The line here was double tracked in the 1890s. Consett Iron Company had its own industrial locomotives, with the A Class six-coupled type being of a long boiler design. By the time of nationalisation the class were pannier tanks, with one in preservation, but prior to WWII several of the oldest examples were saddle tanks. Here, A Number 1 on its way to Eden Colliery to the east of Leadgate passes an LNER Q6 0-8-0 Number 1264 on its way to Consett. Consett Iron Company had running powers over this section of the branch to access Eden Colliery, whose output went to the coke works at Consett.
The A Class is hauling ex-NER wooden bodies hoppers. Because the train is on LNER metals, the train has a brake van attached, in the form of an old ex-NER v1 brake van. Above its birdcage lookout the CIC Engine shed at Villa Real can be seen. The Medomsley branch joins LNER Metals from the right side of the screenshot behind the CIC train.
The LNER Q6 is hauling a coal train made up of ex-NER P6 15 Ton and ex-NER P7 20 Ton wooden bodied coal hoppers bound for the Coke Works at Consett Fell. Leadgate station can be seen in the distance behind the train brake van. Eden Colliery was around a half mile further east along the line past Leadgate station.
Northeast England during the steam era. Here at Leadgate, County Durham, the original alignment of the 1832 Stanhope and Tyne passed through the village on one of the few relatively level sections. The line here was double tracked in the 1890s. Consett Iron Company had its own industrial locomotives, with the A Class six-coupled type being of a long boiler design. By the time of nationalisation the class were pannier tanks, with one in preservation, but prior to WWII several of the oldest examples were saddle tanks. Here, A Number 1 on its way to Eden Colliery to the east of Leadgate passes an LNER Q6 0-8-0 Number 1264 on its way to Consett. Consett Iron Company had running powers over this section of the branch to access Eden Colliery, whose output went to the coke works at Consett.
The A Class is hauling ex-NER wooden bodies hoppers. Because the train is on LNER metals, the train has a brake van attached, in the form of an old ex-NER v1 brake van. Above its birdcage lookout the CIC Engine shed at Villa Real can be seen. The Medomsley branch joins LNER Metals from the right side of the screenshot behind the CIC train.
The LNER Q6 is hauling a coal train made up of ex-NER P6 15 Ton and ex-NER P7 20 Ton wooden bodied coal hoppers bound for the Coke Works at Consett Fell. Leadgate station can be seen in the distance behind the train brake van. Eden Colliery was around a half mile further east along the line past Leadgate station.
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borderreiver
Well-known member
Little and Large II
Northeast England during the steam era. Later the same day as "Little and Large" Consett Iron Company Class A 0-6-0PT No. 3 finds itself on the Medomsley Branch and Bradley Workshops headshunt at Leadgate as LNER Q6 No. 1264 heads back tender first towards South Pelaw Junction with a train of empty ex-NER Wooden bodied coal hoppers. Also passing through Leadgate in the late afternoon sunshine is LNER Q5 0-8-0 Number 642 bound for Consett Low Yard with a train of 14 Ton oil tankers. The CIC A Class is one of the Pannier Tank type long boilered engines, similar to the one currently in preservation.
The A Class is waiting for line clearance to cross from the Medomsley Branch and Bradley Workshops headshunt to the Consett Iron Company Templetown line. The CIC Bradley Wagon Workshops are in the background, by Leadgate Cricket Ground. The cricket ground and the Bradley buildings are still there, but the railway and the coal depot both are long gone. An example of an A class and an example of a Q6 survive in preservation.
The Q5 is one of the class fitted with large boilers from the ex-Hull and Barnsley Q10 Class, which were scrapped in the early 1930s. The Q10s had all required new boilers upon absorbtion by the NER in 1922 and the LNER found uses for them upon scrapping the Q10s in the slump following the 1929 crash. The sunlight catches Leadgate station in the background behind the train of oil tankers.
Just before the bridge in the background there are the junctions for the Medomsley branch (to the right) and to the Templetown branch (on the left). Both were Consett Iron Company owned Lines.
July 2017 - Photobucket links switched to Imgur.
Northeast England during the steam era. Later the same day as "Little and Large" Consett Iron Company Class A 0-6-0PT No. 3 finds itself on the Medomsley Branch and Bradley Workshops headshunt at Leadgate as LNER Q6 No. 1264 heads back tender first towards South Pelaw Junction with a train of empty ex-NER Wooden bodied coal hoppers. Also passing through Leadgate in the late afternoon sunshine is LNER Q5 0-8-0 Number 642 bound for Consett Low Yard with a train of 14 Ton oil tankers. The CIC A Class is one of the Pannier Tank type long boilered engines, similar to the one currently in preservation.
The A Class is waiting for line clearance to cross from the Medomsley Branch and Bradley Workshops headshunt to the Consett Iron Company Templetown line. The CIC Bradley Wagon Workshops are in the background, by Leadgate Cricket Ground. The cricket ground and the Bradley buildings are still there, but the railway and the coal depot both are long gone. An example of an A class and an example of a Q6 survive in preservation.
The Q5 is one of the class fitted with large boilers from the ex-Hull and Barnsley Q10 Class, which were scrapped in the early 1930s. The Q10s had all required new boilers upon absorbtion by the NER in 1922 and the LNER found uses for them upon scrapping the Q10s in the slump following the 1929 crash. The sunlight catches Leadgate station in the background behind the train of oil tankers.
Just before the bridge in the background there are the junctions for the Medomsley branch (to the right) and to the Templetown branch (on the left). Both were Consett Iron Company owned Lines.
July 2017 - Photobucket links switched to Imgur.
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borderreiver
Well-known member
Little and Large III
Northeast England during the steam era. Here is a representation of Consett Station Yard (Consett High Yard). Just to the west of the station the NER met Consett Iron Company exchange sidings for the original Coke Works at Berry Edge. Here in 1919, one of Sir Vincent Raven's new T3 Class 0-8-0s, No. 903, of Tyne Dock shed has arrived with a loaded coal train as a test of its capabilities on the steeply graded 1896 deviation line via Beamish. A Consett iron Company A Class 0-6-0ST, No.2, waits for the T3 to uncouple and it will then take the wagons down to Berry Edge. A P1 0-6-0 waits to enter the turntable after bringing its local pickup goods in to the staion yard. The 3 cylinder T3s would become class Q7 after the grouping. They are associated with the Tyne Dock to Consett ore trains when made up of eight 56 Ton bogie hoppers, but those "glory days" are over thirty years in the future from this depiction. The class did not find a home on Consett branch trains during their early lives despite having the power to lift heavy trains up the grades. The 2 cylinder T2 0-8-0s (LNER Q6) were the mainstay of mineral and ore traffic for the decades between 1910 and 1950 with several allocated to Consett shed right up to the mid-1960s.
Looking northeast from the Delves Lane road bridge, Carr House East signal box is in the distance. When built by the Stanhope and Tyne this was a single track section with no passenger facilities. The passenger station at Consett was not built until 1896, following the branch being doubled and the deviation line opening.
Looking southwest through the Delves Lane overbridge Carr House West signal box can be seen. The summit of the steep grade from Consett East signal box is just beyond it.
July 2017 - Photobucket links switched to Imgur.
Northeast England during the steam era. Here is a representation of Consett Station Yard (Consett High Yard). Just to the west of the station the NER met Consett Iron Company exchange sidings for the original Coke Works at Berry Edge. Here in 1919, one of Sir Vincent Raven's new T3 Class 0-8-0s, No. 903, of Tyne Dock shed has arrived with a loaded coal train as a test of its capabilities on the steeply graded 1896 deviation line via Beamish. A Consett iron Company A Class 0-6-0ST, No.2, waits for the T3 to uncouple and it will then take the wagons down to Berry Edge. A P1 0-6-0 waits to enter the turntable after bringing its local pickup goods in to the staion yard. The 3 cylinder T3s would become class Q7 after the grouping. They are associated with the Tyne Dock to Consett ore trains when made up of eight 56 Ton bogie hoppers, but those "glory days" are over thirty years in the future from this depiction. The class did not find a home on Consett branch trains during their early lives despite having the power to lift heavy trains up the grades. The 2 cylinder T2 0-8-0s (LNER Q6) were the mainstay of mineral and ore traffic for the decades between 1910 and 1950 with several allocated to Consett shed right up to the mid-1960s.
Looking northeast from the Delves Lane road bridge, Carr House East signal box is in the distance. When built by the Stanhope and Tyne this was a single track section with no passenger facilities. The passenger station at Consett was not built until 1896, following the branch being doubled and the deviation line opening.
Looking southwest through the Delves Lane overbridge Carr House West signal box can be seen. The summit of the steep grade from Consett East signal box is just beyond it.
July 2017 - Photobucket links switched to Imgur.
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borderreiver
Well-known member
Durham, some afternoon steam activity at 2:55 p.m.
Northeast England during the steam era. Depicting the beginning of the 1950s with British Railways still in a process of transition from the pre-nationalisation Big Four companies. At 2:55 p.m. Durham station on the East Coast Main Line sees a flurry of steam activity. The southbound 10:30a.m. up Edinburgh - Leeds express, "train 137", arrives at Durham behind Peppercorn A1 4-6-2 No. 60121 "Silurian" of York shed. At the same time Worsdell G5 0-4-4T No. 67263 of Durham shed waits in the up loop to form the 3:10 p.m. ordinary passenger service to Bishop Auckland, which then goes forward from there as far as Middleton in Teesdale via Barnard Castle. From the south the 7:30 a.m. from Colchester approaches Durham on its long journey to Newcastle. This service, "train 46" is in the hands of Peppercorn A2 4-6-2 60526 "Sugar Palm" of York shed.
"Silurian is in the second year of her short working life of sixteen years and nine months. Withdrawn in October 1965 and scrapped. The G5 is in the fifty-fifth year of her long working life of sixty-two years and three months. The A1 class was resurrected by the new build "Tornado" and the G5 class will also be resurrected by a new build which appears to be over half way to completion as I type this. The Leeds train lead vehicles are Gresley carriages still in teak livery. It took several years to rotate them through works for reliverying in to carmine and cream. Some older examples would have likely been withdrawn without reliverying as BR Mark 1 coach production began.
"Sugar Palm" is in the third year of her short working life of fourteen years and ten months. Withdrawn in November 1962 and scrapped. The class survives in preservation in the form of peppercorn A2 No. 60532 "Blue Peter", though I believe that it is currently not capable of running. The Colchester train leads with a Thompson BTK and CK, with the BTK remaining in teak livery.
July 2017 - Photobucket links switched to Imgur.
Northeast England during the steam era. Depicting the beginning of the 1950s with British Railways still in a process of transition from the pre-nationalisation Big Four companies. At 2:55 p.m. Durham station on the East Coast Main Line sees a flurry of steam activity. The southbound 10:30a.m. up Edinburgh - Leeds express, "train 137", arrives at Durham behind Peppercorn A1 4-6-2 No. 60121 "Silurian" of York shed. At the same time Worsdell G5 0-4-4T No. 67263 of Durham shed waits in the up loop to form the 3:10 p.m. ordinary passenger service to Bishop Auckland, which then goes forward from there as far as Middleton in Teesdale via Barnard Castle. From the south the 7:30 a.m. from Colchester approaches Durham on its long journey to Newcastle. This service, "train 46" is in the hands of Peppercorn A2 4-6-2 60526 "Sugar Palm" of York shed.
"Silurian is in the second year of her short working life of sixteen years and nine months. Withdrawn in October 1965 and scrapped. The G5 is in the fifty-fifth year of her long working life of sixty-two years and three months. The A1 class was resurrected by the new build "Tornado" and the G5 class will also be resurrected by a new build which appears to be over half way to completion as I type this. The Leeds train lead vehicles are Gresley carriages still in teak livery. It took several years to rotate them through works for reliverying in to carmine and cream. Some older examples would have likely been withdrawn without reliverying as BR Mark 1 coach production began.
"Sugar Palm" is in the third year of her short working life of fourteen years and ten months. Withdrawn in November 1962 and scrapped. The class survives in preservation in the form of peppercorn A2 No. 60532 "Blue Peter", though I believe that it is currently not capable of running. The Colchester train leads with a Thompson BTK and CK, with the BTK remaining in teak livery.
July 2017 - Photobucket links switched to Imgur.
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borderreiver
Well-known member
Durham, more afternoon steam activity at 2:55 p.m.
Northeast England during the steam era. Depicting the end of the 1950s in 1959, Durham station during the afternoon at 2:55 p.m. 52A Gateshead shed's A1, 60147 "North Eastern", standing in for the regular 50A York North shed A2 turn, draws the 7:30 a.m. from Colchester in to the station, passing Gateshead shed's A3, 60038 "Firdaussi" on the 10:27 a.m. Edinburgh to Leeds. The modernisation plan will see the first English Electric Type 4 diesels arrive at 52A during October and the 1960s will see the end of steam haulage.
60147 North Eastern has a six coach set of BSK, CK, RB, CK, SK, BSK with 2 BG bringing up the rear. The RB is a veteran Gresley carriage while 1st Class passengers have BR Mk1 CK carriages. The remainder are Thompson carriages. Catering vehicles could have long working lives. The trailing CK, while a BR Mk1 is still in carmine and cream ("blood and custard") livery. One of the Brake gangways, a Gresley is also in the old "blood and custard" livery. It took several years to repaint all carriages in to maroon, just as it had taken several years to supersede the LNER's teak livery. During weekdays an A1 was the emergency engine at 52A. 60147 deputising for a failed engine at Newcastle earlier in the day is my explanation for the A1 finding itself at York, and here is using "train 46" as a means to return to Tyneside. The regular 50A A2 pacific would later return to York on the 5:30 p.m. Park Lane sidings to Dringhouses Class C goods, so 52A will have to find a suitable replacement.
60038 FIRDAUSSI is at the head of the 10:27 a.m. from Edinburgh to Leeds, having taken over the train at Newcastle at 2:35 p.m. Again, the consist is a mix of Gresley, Thompson and BR Mk 1 carriages, but with only the Gresley RB and a single Thompson BSK, the Mark 1s have almost completely displaced older pre-nationalisation stock. The consist is a BSK, CK, SK, RB, CK, SK and BSK.
52A's A3 will work back from Leeds on the 5:00 p.m. service from Liverpool Lime Street to Newcastle, which leaves Leeds at 7:20 p.m. By Durham North Signal Box in the background, a Gresley A8 pacific tank is on duty as Durham station banker. The A3 may need assistance to take "train 137" up the 1 in 100 bank from the station to Relly Mill junction. 60038 will gain a double chimney in August 1959.
The changes to come with the arrival of diesel power at 52A will see neither 60147 nor 60038 reach the end of 1960 at 52A. 60147 will shift to 52B Heaton but in 1962 will go to 52D Tweedmouth, before her last year of work will see her at 50A York, being withdrawn in August 1964. 60038 will move to 55A "foreign" MR Leeds Holbeck, spending three years there before a move to 55H Leeds Neville Hill. She will be withdrawn five months later, in November 1963.
The A8s are in the process of being withdrawn as DMUs displace them from local passenger services. Sunderland shed will be one of their last holdouts and Durham shed, being a sub shed of Sunderland's will allocate them to banking duties. By mid-1959 almost half the class have been withdrawn. None will remain in service by the close of 1960.
July 2017 - Photobucket links switched to Imgur.
Northeast England during the steam era. Depicting the end of the 1950s in 1959, Durham station during the afternoon at 2:55 p.m. 52A Gateshead shed's A1, 60147 "North Eastern", standing in for the regular 50A York North shed A2 turn, draws the 7:30 a.m. from Colchester in to the station, passing Gateshead shed's A3, 60038 "Firdaussi" on the 10:27 a.m. Edinburgh to Leeds. The modernisation plan will see the first English Electric Type 4 diesels arrive at 52A during October and the 1960s will see the end of steam haulage.
60147 North Eastern has a six coach set of BSK, CK, RB, CK, SK, BSK with 2 BG bringing up the rear. The RB is a veteran Gresley carriage while 1st Class passengers have BR Mk1 CK carriages. The remainder are Thompson carriages. Catering vehicles could have long working lives. The trailing CK, while a BR Mk1 is still in carmine and cream ("blood and custard") livery. One of the Brake gangways, a Gresley is also in the old "blood and custard" livery. It took several years to repaint all carriages in to maroon, just as it had taken several years to supersede the LNER's teak livery. During weekdays an A1 was the emergency engine at 52A. 60147 deputising for a failed engine at Newcastle earlier in the day is my explanation for the A1 finding itself at York, and here is using "train 46" as a means to return to Tyneside. The regular 50A A2 pacific would later return to York on the 5:30 p.m. Park Lane sidings to Dringhouses Class C goods, so 52A will have to find a suitable replacement.
60038 FIRDAUSSI is at the head of the 10:27 a.m. from Edinburgh to Leeds, having taken over the train at Newcastle at 2:35 p.m. Again, the consist is a mix of Gresley, Thompson and BR Mk 1 carriages, but with only the Gresley RB and a single Thompson BSK, the Mark 1s have almost completely displaced older pre-nationalisation stock. The consist is a BSK, CK, SK, RB, CK, SK and BSK.
52A's A3 will work back from Leeds on the 5:00 p.m. service from Liverpool Lime Street to Newcastle, which leaves Leeds at 7:20 p.m. By Durham North Signal Box in the background, a Gresley A8 pacific tank is on duty as Durham station banker. The A3 may need assistance to take "train 137" up the 1 in 100 bank from the station to Relly Mill junction. 60038 will gain a double chimney in August 1959.
The changes to come with the arrival of diesel power at 52A will see neither 60147 nor 60038 reach the end of 1960 at 52A. 60147 will shift to 52B Heaton but in 1962 will go to 52D Tweedmouth, before her last year of work will see her at 50A York, being withdrawn in August 1964. 60038 will move to 55A "foreign" MR Leeds Holbeck, spending three years there before a move to 55H Leeds Neville Hill. She will be withdrawn five months later, in November 1963.
The A8s are in the process of being withdrawn as DMUs displace them from local passenger services. Sunderland shed will be one of their last holdouts and Durham shed, being a sub shed of Sunderland's will allocate them to banking duties. By mid-1959 almost half the class have been withdrawn. None will remain in service by the close of 1960.
July 2017 - Photobucket links switched to Imgur.
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borderreiver
Well-known member
Croft Junction to Heaton Class F freight at Durham
Northeast England during the steam era. I have been doing some work in Durham city on my NW Durham route. To show it off, I am depicting a mid-1950s Croft Junction to Heaton yard Class F freight in the hands of a Peppercorn K1 class 2-6-0. While the East Coast Main Line from York to Darlington could load up to 90 wagons on a class H freight the section through Newcastle Central had an absolute limit of 50 wagons. The controllers had to apply skill to thread slower freights between express passenger trains running on the ECML between Darlington and Newcastle. To assist, there were loops at Preston (north of Aycliffe), the slow lines through Ferryhill, the four track section between Durham and Newton Hall Junction and the four track section between Ouston Junction and Low Fell. A further option would be to use the Leamside route north from Ferryhill and to approach Newcastle's King Edward bridge from the east, via Pelaw, Felling and Gateshead.
July 2017 - Photobucket links switched to Imgur.
Northeast England during the steam era. I have been doing some work in Durham city on my NW Durham route. To show it off, I am depicting a mid-1950s Croft Junction to Heaton yard Class F freight in the hands of a Peppercorn K1 class 2-6-0. While the East Coast Main Line from York to Darlington could load up to 90 wagons on a class H freight the section through Newcastle Central had an absolute limit of 50 wagons. The controllers had to apply skill to thread slower freights between express passenger trains running on the ECML between Darlington and Newcastle. To assist, there were loops at Preston (north of Aycliffe), the slow lines through Ferryhill, the four track section between Durham and Newton Hall Junction and the four track section between Ouston Junction and Low Fell. A further option would be to use the Leamside route north from Ferryhill and to approach Newcastle's King Edward bridge from the east, via Pelaw, Felling and Gateshead.
July 2017 - Photobucket links switched to Imgur.
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borderreiver
Well-known member
Thanks for the kind words Jan!
borderreiver
Well-known member
Its all about Coal
Northeast England during the steam era. I have just received a build of NER Diagram P6 15 Ton wooden bodied 4-wheel coal hoppers and it is time to show a few off. The NER only built about ten thousand of these unfitted wagons between 1902 and 1922. Coal traffic, primarily moving coal from collieries inland to the east coast ports, earned the NER the bulk of its revenue. Additionally, there were flows of coke to steel works at Consett and on Tees-side.
The North Eastern Railway in the year before the grouping. Leamside station in County Durham on the Leamside route between Tursdale Junction near Ferryhill and Pelaw Junction near Gateshead on Tyneside. A 4-6-0 of S2 class heads south towards Auckland junction while a 0-6-0 of P2 class takes on water, a 0-8-0 of T1 class heads north with a coal train and a 0-6-0 of P3 class waits to get a clear road north with a train of coke. The NER Central Division was more or less the former Stockton and Darlington system while the NER Northern Division took in most of County Durham and Northumberland.
The P3 0-6-0 with diagram P6 coal hoppers marked as CD (Central Division). Later LNER class J27 and hoppers code 9081.
The P2 0-6-0 taking water. Later LNER class J27.
The T1 class 0-8-0 with diagram P6 15 Ton hoppers marked as ND (Northern Division). Later LNER Class Q5.
The S2 class 4-6-2 with diagram G5 fitted 12 Ton van. Later LNER Class B15.
July 2017 - photobucket links switched to Imgur.
Northeast England during the steam era. I have just received a build of NER Diagram P6 15 Ton wooden bodied 4-wheel coal hoppers and it is time to show a few off. The NER only built about ten thousand of these unfitted wagons between 1902 and 1922. Coal traffic, primarily moving coal from collieries inland to the east coast ports, earned the NER the bulk of its revenue. Additionally, there were flows of coke to steel works at Consett and on Tees-side.
The North Eastern Railway in the year before the grouping. Leamside station in County Durham on the Leamside route between Tursdale Junction near Ferryhill and Pelaw Junction near Gateshead on Tyneside. A 4-6-0 of S2 class heads south towards Auckland junction while a 0-6-0 of P2 class takes on water, a 0-8-0 of T1 class heads north with a coal train and a 0-6-0 of P3 class waits to get a clear road north with a train of coke. The NER Central Division was more or less the former Stockton and Darlington system while the NER Northern Division took in most of County Durham and Northumberland.
The P3 0-6-0 with diagram P6 coal hoppers marked as CD (Central Division). Later LNER class J27 and hoppers code 9081.
The P2 0-6-0 taking water. Later LNER class J27.
The T1 class 0-8-0 with diagram P6 15 Ton hoppers marked as ND (Northern Division). Later LNER Class Q5.
The S2 class 4-6-2 with diagram G5 fitted 12 Ton van. Later LNER Class B15.
July 2017 - photobucket links switched to Imgur.
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borderreiver
Well-known member
Still all about coal
North East England during the steam era. Here is a depiction of Stella Gill in the late 1930s with ex-NER diagram P7 20 Ton coal hoppers the predominant wagon in use. Many thousands of them were built by the NER between 1904 and 1923. Colliery owners bought many during the 1930s to replace older wagon types and the NCB took these over on nationalisation in 1947. They could be found in colliery yards and systems through to the 1960s. Several have been saved in preservation.
LNER Class J27 0-6-0 number 1189 (ex-NER P3 class) facing west with a loaded coal train. Probably bound for Tyne Dock staithes. Over the first six decades of the 20th century an immense amount of coal travelled from collieries in the Stanley, Burnhope, Craghead and Sacriston districts down to the staithes at Tyne Dock. Pretty much every NER class of 0-6-0, 0-8-0 and 0-6-2T built by T.W. Worsdell, W. Worsdell or V. Raven found work on the line between Stella Gill and Tyne Dock at some point between 1885 and 1965.
July 2017 - Photobucket links switched to Imgur.
North East England during the steam era. Here is a depiction of Stella Gill in the late 1930s with ex-NER diagram P7 20 Ton coal hoppers the predominant wagon in use. Many thousands of them were built by the NER between 1904 and 1923. Colliery owners bought many during the 1930s to replace older wagon types and the NCB took these over on nationalisation in 1947. They could be found in colliery yards and systems through to the 1960s. Several have been saved in preservation.
LNER Class J27 0-6-0 number 1189 (ex-NER P3 class) facing west with a loaded coal train. Probably bound for Tyne Dock staithes. Over the first six decades of the 20th century an immense amount of coal travelled from collieries in the Stanley, Burnhope, Craghead and Sacriston districts down to the staithes at Tyne Dock. Pretty much every NER class of 0-6-0, 0-8-0 and 0-6-2T built by T.W. Worsdell, W. Worsdell or V. Raven found work on the line between Stella Gill and Tyne Dock at some point between 1885 and 1965.
July 2017 - Photobucket links switched to Imgur.
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borderreiver
Well-known member
1950 - FA Cup Special
Northeast England during the steam era. Here in late 1950, a football special hauled by foreign visitor, ex-LMS 4P Number 41100, arrives at Newcastle Central station en-route from Carlisle to Hartlepool for their FA Cup fixture. The 4P is actually a Leeds Holbeck engine but the shed foreman at Carlisle Durran Hill shed has chosen the 4P while on a layover due to the unavailability of the rostered ex-LNER D49 at Carlisle Canal. Durran Hill has sent out the 4P with a rake of six ex-LMS PIII Stanier coaches, so the fans are well provided for. I expect that the "foreigner" 4P would have been changed out with a Gateshead engine at Newcastle and then head down the coast line via Sunderland. However, since I haven't modelled that line I have the Carlisle pilotman changing out for a Gateshead pilotman to take the 4P crew down the ECML to Ferryhill, and then to Hartlepool via Sedgefield and Billingham. There will be a pause at Newcastle while this handover takes place, and with no catering provision on the train, I expect that the fans will descend on the station bar to replenish their beer crates for the leg to Hartlepool. These were the days before football hooligans and drink restrictions on football trains. Rationing was still in place too in those austere days. The district controller at Carlisle won't be seeing the 4P until late Saturday evening so he must be hoping that the Leeds district controller won't be calling him to ask where their 4P has gone. This is on my NW Durham route and is a work in progress.
July 2017 - photobucket links switched to Imgur.
Northeast England during the steam era. Here in late 1950, a football special hauled by foreign visitor, ex-LMS 4P Number 41100, arrives at Newcastle Central station en-route from Carlisle to Hartlepool for their FA Cup fixture. The 4P is actually a Leeds Holbeck engine but the shed foreman at Carlisle Durran Hill shed has chosen the 4P while on a layover due to the unavailability of the rostered ex-LNER D49 at Carlisle Canal. Durran Hill has sent out the 4P with a rake of six ex-LMS PIII Stanier coaches, so the fans are well provided for. I expect that the "foreigner" 4P would have been changed out with a Gateshead engine at Newcastle and then head down the coast line via Sunderland. However, since I haven't modelled that line I have the Carlisle pilotman changing out for a Gateshead pilotman to take the 4P crew down the ECML to Ferryhill, and then to Hartlepool via Sedgefield and Billingham. There will be a pause at Newcastle while this handover takes place, and with no catering provision on the train, I expect that the fans will descend on the station bar to replenish their beer crates for the leg to Hartlepool. These were the days before football hooligans and drink restrictions on football trains. Rationing was still in place too in those austere days. The district controller at Carlisle won't be seeing the 4P until late Saturday evening so he must be hoping that the Leeds district controller won't be calling him to ask where their 4P has gone. This is on my NW Durham route and is a work in progress.
July 2017 - photobucket links switched to Imgur.
Last edited:
borderreiver
Well-known member
Durham 1924 - Summer's Day in the Cathedral City
Northeast England during the steam Era. Here I am depicting Durham in 1924 during the early days of the LNER following the grouping. LNER Raven Class C7 Atlantic No. 2208 of York Shed takes a down express towards Newcastle en-route to Edinburgh. An engine change will take place at Newcastle. Behind the C7 is an ex-East Coast Joint Stock bogie gangway luggage brake to ECJS Diagram 35. The 56ft6in vehicle is one of six was built in 1906 at Cowlairs but embodies design elements of Gresley. The C7 has the short-lived tender lettering that included the ampersand and full points, It has never carried the D NE Area suffix to its number applied to several locomotives but had already fallen out of favour by the start of 1924. Despite being only seven years old the C7's days are numbered on top link express work on the ECML. The Gresley A1 Pacifics are already in service on the ECML, though as yet in small numbers. The A1s will be in their original short travel valve configuration. The long valve travel modification, corridor tenders with accelerated running and the first A3s are still several years away.
A Raven Classs B16 4-6-0 No. 2365 of Gateshead shed draws a fitted goods on to the 1 in 100 gradient over the viaduct at Durham on an Up service bound for York Dringhouses yard.
July 2017 - photobucket links switched to Imgur.
Northeast England during the steam Era. Here I am depicting Durham in 1924 during the early days of the LNER following the grouping. LNER Raven Class C7 Atlantic No. 2208 of York Shed takes a down express towards Newcastle en-route to Edinburgh. An engine change will take place at Newcastle. Behind the C7 is an ex-East Coast Joint Stock bogie gangway luggage brake to ECJS Diagram 35. The 56ft6in vehicle is one of six was built in 1906 at Cowlairs but embodies design elements of Gresley. The C7 has the short-lived tender lettering that included the ampersand and full points, It has never carried the D NE Area suffix to its number applied to several locomotives but had already fallen out of favour by the start of 1924. Despite being only seven years old the C7's days are numbered on top link express work on the ECML. The Gresley A1 Pacifics are already in service on the ECML, though as yet in small numbers. The A1s will be in their original short travel valve configuration. The long valve travel modification, corridor tenders with accelerated running and the first A3s are still several years away.
A Raven Classs B16 4-6-0 No. 2365 of Gateshead shed draws a fitted goods on to the 1 in 100 gradient over the viaduct at Durham on an Up service bound for York Dringhouses yard.
July 2017 - photobucket links switched to Imgur.
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borderreiver
Well-known member
Morning Arrival at Croft Yard
Northeast England during the steam era. On a spring morning circa 1945, LNER Raven B16/1 4-6-0 No. 1404 brings a down freight in to the southern arrival end of Croft Yard beside the ECML at Darlington. A J77 0-6-0T is on shunting duties while a LNER Raven C7 4-4-2 and LNER Raven B15 4-6-0 wait for their next turns of duty. All are weathered and worn down from relentless service during the war years.
I have been relaying Croft Yard due to getting a better track plan for it than I had previously.
Northeast England during the steam era. On a spring morning circa 1945, LNER Raven B16/1 4-6-0 No. 1404 brings a down freight in to the southern arrival end of Croft Yard beside the ECML at Darlington. A J77 0-6-0T is on shunting duties while a LNER Raven C7 4-4-2 and LNER Raven B15 4-6-0 wait for their next turns of duty. All are weathered and worn down from relentless service during the war years.
I have been relaying Croft Yard due to getting a better track plan for it than I had previously.
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borderreiver
Well-known member
NER Raven T2 0-8-0 at South Pelaw
Northeast England during the steam era. Depicting the NER during 1922 , one of Raven's T2 Class 0-8-0s in ex-works lined black starts up the bank towards Pelton with a half-rake of NER wooden bodied coal hoppers bound for Consett steel works. When a banker was not available the T2s would split the train load at South Pelaw Junction, leaving seven or eight hoppers in one of the three sidings located at the junction. This would allow the T2 to proceed without banking assistance. Behind the T2 one of the NER's P3 Class large 0-6-0s waits to depart from Stella Gill sidings with a coke train bound for the yard at Low Fell.
Northeast England during the steam era. Depicting the NER during 1922 , one of Raven's T2 Class 0-8-0s in ex-works lined black starts up the bank towards Pelton with a half-rake of NER wooden bodied coal hoppers bound for Consett steel works. When a banker was not available the T2s would split the train load at South Pelaw Junction, leaving seven or eight hoppers in one of the three sidings located at the junction. This would allow the T2 to proceed without banking assistance. Behind the T2 one of the NER's P3 Class large 0-6-0s waits to depart from Stella Gill sidings with a coke train bound for the yard at Low Fell.
borderreiver
Well-known member
Spring Day at Chevington
Northeast England during the steam era. Chevington was the small junction station for the Amble branch in rural Northumberland. The small village of West Chevington was around a mile to the east of the station. I have begun working on a second version of my Chevington and amble route. This time it is a transdem route and eventually will run between Morpeth and Alnwick.
LNER Raven 4-4-2 Atlantic Class C7 No. 710 of Heaton Shed hauls an Up ECML express from Edingburgh to Kings Cross through Chevington's up staggered platform.
LNER W. Worsdell 0-6-0 Class J24 No. 1841 of Gateshead Borough Gardens shed takes the morning pick up goods for Alnmouth through Chevington's down staggered platform. In May 1924 the LNER allocated No. 1841 north to Scotland.
Northeast England during the steam era. Chevington was the small junction station for the Amble branch in rural Northumberland. The small village of West Chevington was around a mile to the east of the station. I have begun working on a second version of my Chevington and amble route. This time it is a transdem route and eventually will run between Morpeth and Alnwick.
LNER Raven 4-4-2 Atlantic Class C7 No. 710 of Heaton Shed hauls an Up ECML express from Edingburgh to Kings Cross through Chevington's up staggered platform.
LNER W. Worsdell 0-6-0 Class J24 No. 1841 of Gateshead Borough Gardens shed takes the morning pick up goods for Alnmouth through Chevington's down staggered platform. In May 1924 the LNER allocated No. 1841 north to Scotland.
borderreiver
Well-known member
Croft Yard North End
Northeast England during the age of steam. Prior to the opening of the large modern Tyne and Tees marshalling yards in the early/mid 1960s there were a multitude of small, medium and large yards, some dating from NER days. Two of them were Croft yard to the south of Darlington and Addison yard to the west of Blaydon. Croft was on the west side of the ECML and Addison was on the north side of the Newcastle and Carlisle line.
Here circa 1960/61 at 09:15 the 05:50 Class F freight from Addison is in the hands of ex-LNER K1 Class 2-6-0 No. 62006 (52C Blaydon shed) as it arrives at the northern reception of Croft yard, crossing from the loop line to the east of the Up ECML. Much of the train is comprised of traffic from Carlisle and SW Scotland bound for destinations such as York, Teesside, Hull, Doncaster or further south. The train will change engines and after marshalling most of it will be incorporated in to a longer service for York Dringhouses yard, itself a waypoint on a longer journey. With management focus on keeping expresses to time on the ECML, there was pressure on controllers to keep the fast lines clear between York and Northallerton. Freight trains were often merged to form the longest trains allowed. Even then, the ECML slow lines operated on permissive block and it was not unknown for several freight trains to be parked almost nose to tail on the slow lines waiting for a gap in the fast ECML expresses to continue on their way north of Northallerton or south from Pilmoor. Therefore, crossing both lines of the ECML here at Croft was precisely timed and drivers had to apply some alacrity to the move to avoid a visit to the shed foreman and a stern telephone call from district control.
Northeast England during the age of steam. Prior to the opening of the large modern Tyne and Tees marshalling yards in the early/mid 1960s there were a multitude of small, medium and large yards, some dating from NER days. Two of them were Croft yard to the south of Darlington and Addison yard to the west of Blaydon. Croft was on the west side of the ECML and Addison was on the north side of the Newcastle and Carlisle line.
Here circa 1960/61 at 09:15 the 05:50 Class F freight from Addison is in the hands of ex-LNER K1 Class 2-6-0 No. 62006 (52C Blaydon shed) as it arrives at the northern reception of Croft yard, crossing from the loop line to the east of the Up ECML. Much of the train is comprised of traffic from Carlisle and SW Scotland bound for destinations such as York, Teesside, Hull, Doncaster or further south. The train will change engines and after marshalling most of it will be incorporated in to a longer service for York Dringhouses yard, itself a waypoint on a longer journey. With management focus on keeping expresses to time on the ECML, there was pressure on controllers to keep the fast lines clear between York and Northallerton. Freight trains were often merged to form the longest trains allowed. Even then, the ECML slow lines operated on permissive block and it was not unknown for several freight trains to be parked almost nose to tail on the slow lines waiting for a gap in the fast ECML expresses to continue on their way north of Northallerton or south from Pilmoor. Therefore, crossing both lines of the ECML here at Croft was precisely timed and drivers had to apply some alacrity to the move to avoid a visit to the shed foreman and a stern telephone call from district control.
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borderreiver
Well-known member
A Day at the Races
Northeast England during the steam era. Here is a depiction of the iconic ECML location of York Holgate, where the NER had installed excursion platforms to ease pressure on the main line station. An early evening during the spring of 1939 sees a Gresley A1 pacific, a Raven B16/1 4-6-0 and a Gresley D49 4-4-0 on passenger duties. The first on express duties while the other two are on excursion train duty. This is a section of the built-in TS12 route Kings Cross to Newcastle, modified by relaying it to represent the steam era for my personal use.
Here Raven Class B16/1 2375 of Darlington shed waits at the down Holgate platform for returning racegoers to board and then to return to Teesside by way of Northallerton and Yarm. I am using the late andi06's tourist liveried coaches to represent the stock since I currently do not have models of LNER tourist stock in my inventory.
Below is a shot of Gresley Class A1 pacific 2575 GALOPIN of Gateshead shed in charge as it passes Holgate with an Up express passenger train bound for London Kings Cross. Galopin will remain an A1 class for around two more years, before converting to A3 Class.
Below, Gresley Class D49 4-4-0 251 DERBYSHIRE of Leeds Neville Hill shed draws forward in to Holgate platform for racegoers returning to Leeds and possibly Bradford. No dedicated tourist stock for Leeds, just ordinary non-gangway stock of various types dating from pre-grouping days. Steve Banks makes clear on his informative site site that even in the late 1930s, a great deal of LNER passenger stock in daily use was of pre-grouping origin. It seems that it was also a rare sight to see a white coach roof, with various shades of dirty grey, from very light to almost black was rather more common in the unequal fight to clean off the accumulation of soot and daily grime. Within a couple of months DERBYSHIRE would find itself transferred to Hull Botanic Gardens shed, where it would remain until 1942.
Northeast England during the steam era. Here is a depiction of the iconic ECML location of York Holgate, where the NER had installed excursion platforms to ease pressure on the main line station. An early evening during the spring of 1939 sees a Gresley A1 pacific, a Raven B16/1 4-6-0 and a Gresley D49 4-4-0 on passenger duties. The first on express duties while the other two are on excursion train duty. This is a section of the built-in TS12 route Kings Cross to Newcastle, modified by relaying it to represent the steam era for my personal use.
Here Raven Class B16/1 2375 of Darlington shed waits at the down Holgate platform for returning racegoers to board and then to return to Teesside by way of Northallerton and Yarm. I am using the late andi06's tourist liveried coaches to represent the stock since I currently do not have models of LNER tourist stock in my inventory.
Below is a shot of Gresley Class A1 pacific 2575 GALOPIN of Gateshead shed in charge as it passes Holgate with an Up express passenger train bound for London Kings Cross. Galopin will remain an A1 class for around two more years, before converting to A3 Class.
Below, Gresley Class D49 4-4-0 251 DERBYSHIRE of Leeds Neville Hill shed draws forward in to Holgate platform for racegoers returning to Leeds and possibly Bradford. No dedicated tourist stock for Leeds, just ordinary non-gangway stock of various types dating from pre-grouping days. Steve Banks makes clear on his informative site site that even in the late 1930s, a great deal of LNER passenger stock in daily use was of pre-grouping origin. It seems that it was also a rare sight to see a white coach roof, with various shades of dirty grey, from very light to almost black was rather more common in the unequal fight to clean off the accumulation of soot and daily grime. Within a couple of months DERBYSHIRE would find itself transferred to Hull Botanic Gardens shed, where it would remain until 1942.
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