Updated date:

Rites of Passage for a Model Railway - 31: Let Me Introduce You to Ainthorpe Junction

Alan's interest in the railways of the North East where he grew up, took root again in the 1980s. Follow his 'Rites of Passage' series...

New Announcement from The Model Centre (TMC): see below appraisal of NER/LNER/BR(NE) Class O/G5 0-4-4T

A model version in OO Gauge has been commissioned through Bachmann, see more below

Controlling the Layout as well as an update on completing and running the layout...

Take a leisurely 'stroll' through the picture gallery, loco profiles and unit write-ups...

Power has been applied throughout - at least as far as the track on Unit 7 reaches, still waiting for points to lay there. When funds allow, I've got to get another controller for the coal depot without movements there bringing Up traffic to a standstill from the freight and mineral fiddleyard area. I've also still got to get a dual controller to 'feed' both Bishopthorpe Yard and Bishopthwaite's station to carry on operations there without interfering with Up and Down Main's traffic.

Peco shut down operations altogether and are only just getting to grips with orders, so there's a backlog for them to get through. There's another 'lockdown' due later this week (week beginning 2nd November, 2020), so how that affects the situation is anybody's guess. Their other lines - Parkside, Ratio etc - have also been affected, and model railway retail outlets are running out of kits. We're going to be left twiddling thumbs and watching last year's exhibition videos, or other railway-oriented 'footage' (it's all been 'digitalised' these days, hasn't it).

Having taken delivery of a few wagon kits and another pair of Dapol hoppers to convert, I'll plod on with them and keep you posted with what I know. You can also check the RMweb or DOGA websites to find out what's in the offing, or for inspiration.

It's a funny old world at the moment, isn't it. A bit like wartime only the 'enemy' is a disease that mutates to survive. Take care.

----------------------------------------------------------------------------------------

Take a look at the railway world as it was, recreate it your own way using period images. Create a track diagram, modify if needed

Seems miracles are storming us like the Goths. Hattons e-mailed me the other night - guess what, Oxford Rail's bringing out a Class J27 0-6-0 @ just over £100 (any upward price adjustments to be notified). Now there's handsome! See below: 'Wishlist''

Seems miracles are storming us like the Goths. Hattons e-mailed me the other night - guess what, Oxford Rail's bringing out a Class J27 0-6-0 @ just over £100 (any upward price adjustments to be notified). Now there's handsome! See below: 'Wishlist''

Another Hornby model, Q6 63443 was a Haverton Hill (Billingham, Teesside) engine. See loco profiles below for write-ups on both classes among others

Another Hornby model, Q6 63443 was a Haverton Hill (Billingham, Teesside) engine. See loco profiles below for write-ups on both classes among others

Peppercorn K1 2-6-0 62059 was allocated to Darlington shed (51A) between 1950-58 (the time-slot 'Ainthorpe Junction' is set in). This is one of the Hornby models of the locomotive, supplied as 'weathered', the effect amplified by 'tonal enhancement'.

Peppercorn K1 2-6-0 62059 was allocated to Darlington shed (51A) between 1950-58 (the time-slot 'Ainthorpe Junction' is set in). This is one of the Hornby models of the locomotive, supplied as 'weathered', the effect amplified by 'tonal enhancement'.

Class A1 60131 'Osprey' enters the picture from left as an unidentified sister A! rounds the curve on the main line

Class A1 60131 'Osprey' enters the picture from left as an unidentified sister A! rounds the curve on the main line

Class V3 2-6-2 enters a junction on Tyneside,seen from signal cabin - could be empty coaching stock on the way to Heaton Carriage Sidings with the now defunct 'Norseman' ferry stock (connection London KX to Bergen in Norway via Tyne Commission Quay)

Class V3 2-6-2 enters a junction on Tyneside,seen from signal cabin - could be empty coaching stock on the way to Heaton Carriage Sidings with the now defunct 'Norseman' ferry stock (connection London KX to Bergen in Norway via Tyne Commission Quay)

In contrast to the rural feel of 'Thoraldby', 'Ainthorpe Junction' is to be on the edge of an industrial town with 'war wounds'...

Dreamed up whilst sat next to a hospital bed in early March, 2018, 'Ainthorpe Junction' has been furnished with sidings, some features associated with towns such as a large livestock dock for the sale of animals for meat or dairy, and a goods depot next to the exit from the displayed part of the layout to a fiddleyard and possibly another display section as before. Along the way there is be a double track viaduct. There is a steep gradient which will tax even the strongest locomotives.

There are endless possibilities that can be entered into the planning, and I dreamed up a mail order depot to be added into the corner where the main running lines pass on a wide curve. I've since put a name to it, 'Bloomfield's' after one of the suppliers of track and points (a member of the Double O Gauge Association, or DOGA, see below for a link to the association)

To make things interesting, there's the fearsome looking Ainthorpe Bank, a leftover of a bygone age. Luckily it's straight, from below the old truncated railway bridge on Unit 4 (part of a Metcalfe kit, the other half - as a narrow road bridge - is on the other side of the short wall where I took out a brick and shored it up with 4-ply board, a departed friend adding cement on the outer faces). With some assistance from fellow DOGA members - and Peco pamphlet No.17 "Introducing DCC (Digital Command Control) - I plan to introduce a banker, based on a siding next to the 'Down Main' running line to assist heavier uphill workings. this will call for some mental dexterity on my part in embarking on limited DCC involvement. The banker will ease off near the head of the bank at the junction and return to position - traffic allowing.

More soon...

'Ainthorpe Junction', where the Main Running Line meets the freight, goods and mineral line (where the fun started, putting it together...)

The junction's been re-configured, with a simple 'diamond' crossover to replace the double slip...

The junction's been re-configured, with a simple 'diamond' crossover to replace the double slip...

Lower down on the bank the track's been 'rationalised', with the facing right-hand points lifted and used on Units 5 and 6 (cf)

Lower down on the bank the track's been 'rationalised', with the facing right-hand points lifted and used on Units 5 and 6 (cf)

This is the junction between the top of Ainthorpe Bank, the main line and freight, goods and mineral line that terminate in Unit 1

It took some planning and organising, and departed only a little from the original plan. A new feature will be the bridge, for which I have four Peco trusses - two either side - and a couple of Hornby bridge supports that will need to be adapted to support the lengthy diagonally set bridge across the junction.

The Main through lines are routed straight from the bridge at the foot of Ainthorpe Bank, around the wider of the two sets of curves to the upper level of Unit 1. Off the main line is the short line to Bloomfield's Mail Order depot with its run-round loop and locomotive watering facility, and near the top of Unit 4 the 'cripple' siding, where rolling stock with hot boxes and axle problems can be stored for collection by the Carriage & Wagon (C&W) department.

On the nearside, just off the Up side of the secondary main line that leads into the lower level of Unit 1, is the coal depot with pointwork for locomotives to access the coal depot from the Down line across the Up line. Further over, on the Main Line is the facing pointwork that allows trains to bypass any necessary engineering work where the Engineering Department may take possession of either Up or Down Main.

It's been re-configured, by the way. The double slip has been removed, replaced by a simple 'diamond crossover. Elsewhere, on Units 5 and 6 the layout is considerably different. See below. Lower down the bank, on the Up and Down Main the facing right-hand points have been removed for use on Units 5 and 6.

----------------------------------------------------------------------------------

By the way, Ainthorpe isn't exactly a fanciful, made-up name.

There's a village by that name in Eskdale, North Yorkshire. It's across the River Esk from Danby, around twelve miles upriver of Whitby. It's also got a very welcoming pub, the Fox & Hounds, at the bottom of the hill on the road south to Rosedale Abbey village.

'Ain' is a derivation of 'Egen' (the 'g' is swallowed and comes out as 'eyes' and means 'Own', i.e. 'Our own') and the 'thorpe' is a derivation of the Danish 'torp', from the time Yorkshire was the Danish Kingdom of Jorvik, established by Halfdan or Halvdan Ragnarsson. There are hundreds of villages and towns in Yorkshire and the East Midlands that use 'thorpe' at the beginning of a name such as Thorpe Thewles, or after as most do such as Ainthorpe or Cleethorpes in Lincolnshire, as different as chalk and cheese.

York celebrates its Norse pedigree annually in February with stalls, demonstrations of craft and battle skills, with a major parade and mock battle near York Castle (not far from the Jorvik Museum at Coppergate).

Controlling the layout: Gaugemaster controllers - room for additional input provided

The newer dual controller on its shelf, awaiting connection to control the 'Down' end of the layout. Got to sort out my cables and buy a multi-plug that can hang on screws at the front of the layout as on Unit 4

The newer dual controller on its shelf, awaiting connection to control the 'Down' end of the layout. Got to sort out my cables and buy a multi-plug that can hang on screws at the front of the layout as on Unit 4

The 'simple' dual controller for use on the 'Down' end of the layout from fiddleyard Unit 1 ('Bloomfield' mail order depot, siding on Unit 2 and 'cripple' siding on Units 3-4

The 'simple' dual controller for use on the 'Down' end of the layout from fiddleyard Unit 1 ('Bloomfield' mail order depot, siding on Unit 2 and 'cripple' siding on Units 3-4

Both controllers near the middle of the layout. The single output controller is for the coal depot, the dual controller will be linked to the main running lines. The single failed and has been taken 'out of service'. Over twenty years old, poor thing

Both controllers near the middle of the layout. The single output controller is for the coal depot, the dual controller will be linked to the main running lines. The single failed and has been taken 'out of service'. Over twenty years old, poor thing

Gaugemaster DS dual controller with brake simulator - see text below

Gaugemaster DS dual controller with brake simulator - see text below

Another dual controller will be bought and located on this shelf in front of Bishopthorpe Yard (Unit 5) to assemble goods and livestock trains and Bishopthwaite Station (Unit 6) for goods rolling stock shunting operations

Another dual controller will be bought and located on this shelf in front of Bishopthorpe Yard (Unit 5) to assemble goods and livestock trains and Bishopthwaite Station (Unit 6) for goods rolling stock shunting operations

Controlling, and adding 'juice' to the 'Ainthorpe Junction' layout:

The top - dual - controller bought many years ago at The Engine Shed, Leytonstone High Road - now a ladies' salon - was for the largely single track 'Thoraldby' countryside layout (feeds were into the fiddleyard ends under bridges) and will come in use to operate the main through running lines via Unit 4, The lower one that was bought at the same shop controlled my son's smaller (now recycled) 'Kirk Rigg' layout.

They both have the same purpose, not just to regulate speed but to simulate the application and release of loco and guard's van (or compartment on passenger trains) brakes. The effect is that you don't see trains suddenly lurch to a stop or break into a 'gallop' from the start, which in many modellers' eyes was a huge step forward when first introduced (1980's I think).

The older dual controller with simulated brake I have now will operate the through running lines, whilst the single unit will operate the coal depot. The Dual Controller I bought recently (without brake simulator) will be on Unit 1 to operate the mail order depot and Up siding on Unit 2. Another I need to buy can control the large goods and livestock yard on Units 5-6. The third dual controller hasn't a simulated brake facility, will be allocated to the goods and livestock yard and small terminus. With three controllers visitors will be kept busy! Not being a techno-whizz, and it being cheaper than investing in a whole new control system, I'll still be able to see what's going on as far as I need to see from any of the three positions. Guests can help operate.

The shelves are based on struts attached to the support framework so cables can be detached and the layout units lifted off should/when the need arise(s).

*** Power has been fed into two tracks in the fiddleyard, that control the sidings at the back of the layout - 'Bloomfield's Mail Order, coal depot and cripple siding. It's also been fed into the coal depot to shunt the sidings at the back next to the Up Main and coal/lime deck whilst trains pass after coal workings have reversed in off the Up Mineral and Freight fiddleyard line. I've received new power clips and connectors to attach to the bank, Up and Down Main as well as the two areas on Units 5 and 6. My two class J94's have been run on both sidings and coal depot road with success. It's what they're there for, after all. Additionally I've successfully tested other locomotives. The rest will follow.

More soon...

Power input - clips and connectors

A pair of Peco power clips inserted to 'hold' the underside of the sleeper and rail. They're pulled around and over the edge of the sleeper to keep the power flow steady

A pair of Peco power clips inserted to 'hold' the underside of the sleeper and rail. They're pulled around and over the edge of the sleeper to keep the power flow steady

At the mouth of Bishopthorpe Yard, the clips shown above, and across the way at the station 'throat'. This way operations in either can be carried out independently of the main running lines

At the mouth of Bishopthorpe Yard, the clips shown above, and across the way at the station 'throat'. This way operations in either can be carried out independently of the main running lines

Instructions for attaching clips with a packet of connectors. Bared, twisted wires are laid onto the connector with an isolating sleeve to slide over it when the tabs have been overlapped, copper wires laid in, 'shoe-horned' onto the tab and secured

Instructions for attaching clips with a packet of connectors. Bared, twisted wires are laid onto the connector with an isolating sleeve to slide over it when the tabs have been overlapped, copper wires laid in, 'shoe-horned' onto the tab and secured

On Ainthorpe Bank, a couple of pairs of clips await the connectors and wires from the older, simulated brake dual controller close by.

On Ainthorpe Bank, a couple of pairs of clips await the connectors and wires from the older, simulated brake dual controller close by.

When I had 'Thoraldby' all I had to do was slip the bared copper wires over the lips on the connectors and power could be fed through to the rails. Seems I was a mite remiss. I should've had some connectors, intermediary elements, to do the job. This time I've been a good lad. Clips have been installed ready on Units 5 and 6 at Bishopthorpe Yard and Bishopthwaite Station's 'throats' to operate both/either independently of the main running lines. Some shunting can be done in one or the other whilst through traffic rattles along over the points once I've sourced another controller, possibly also with brake simulator for slow running. Power clips have also been added to the gradient. A road bridge will be added to hide the clips (in the shadows they won't be easily noticed). some form of 'disguise' will be found to hide the clips that provide power for the coal depot and short sidings.

'The launchpad', first to last basic units were built to tracklaying stage between the autumns of 2018 and 2019

The top end of the layout - isolating tracks on all four tracks were installed for locomotives to be relieved of their trains. Even if I invest in DCC not all are suitable, particularly earlier Hornby and Nucast kit-built motive power

The top end of the layout - isolating tracks on all four tracks were installed for locomotives to be relieved of their trains. Even if I invest in DCC not all are suitable, particularly earlier Hornby and Nucast kit-built motive power

Seen from Unit 2, the skewed brick road bridge (Metcalfe kit 'kit-bashed')

Seen from Unit 2, the skewed brick road bridge (Metcalfe kit 'kit-bashed')

Basic units were built in turn, beginning 2018; then foam was cut to size and shape and fixed down. Track followed as funds allowed

The idea for 'Ainthorpe Junction' was 'born' in hospital, in Plaistow men's ward to be exact before my first release early in 2018 (we won't go into that).

First came a few rough draughts before I was satisfied with the outcome, then I set down the final rough diagram and decided on a name. Location is somewhere near the East Coast Main Line, an industrial area that's seen some wartime damage, with a canal (you see the canal at two points on the layout). The junction is 'pre-rationalisation', with a coal depot at the front, a cripple siding (hot boxes, broken axles etc) at the back and double track, 'Up' and 'Down', splitting near the top end of Unit 4 for passenger & parcels traffic to the back (upper level) of the fiddleyard, freight, goods and mineral traffic to the front (lower) level via Units 3 and 2. At the rear of Unit 3, in the corner will be a small mail order depot (Bloomfield's). At this stage, mid-July 2020 a short curved point is awaited to complete the run-around for small locomotives (a J72 0-6-0 tank and Y7 0-4-0 Sentinel shunter).

The main lines descend a gradient to a break in the short wall (extracted single brick) that formed the basis of the tunnel on the previous 'Thoraldby' layout), under a brick bridge portal that carries an old truncated industrial railway. On the other side of the 'divide' is Unit 5 with a large goods and livestock depot with horse dock (Yorkshire has the biggest concentration of racecourses in Britain with nine sites - at Redcar, Catterick, Thirsk, Ripon, York, Beverley, Wetherby, Pontefract and Doncaster). At the far side is a long siding that leads off a short siding where a banker will await a signal to back up a train over the gradient to the junction and drop back. On Unit 6 is a right-hand point that allows access to Bishopthwaite, a goods only station from the Down Main.

Just as you think, "What's next after the J27 from Oxford Rail?" the heavens open and a deep voice tells you, "J26"

Class J26 0-6-0 5738 of North Eastern vintage in LNER days. They were spread across the former NER system as Class P2;, the LNER re-classified them as J26 and first withdrawals came in BR days in the late 50s-early 60s

Class J26 0-6-0 5738 of North Eastern vintage in LNER days. They were spread across the former NER system as Class P2;, the LNER re-classified them as J26 and first withdrawals came in BR days in the late 50s-early 60s

This is J26 65767 of Newport (51B) - in 1958 when Thornaby shed (51L) opened and several Teesside sheds closed (Newport, Middlesbrough, Saltburn) 65767 didn't make the transfer, nor did 65738 (see above) and was possibly scrapped that year.

This is J26 65767 of Newport (51B) - in 1958 when Thornaby shed (51L) opened and several Teesside sheds closed (Newport, Middlesbrough, Saltburn) 65767 didn't make the transfer, nor did 65738 (see above) and was possibly scrapped that year.

Although not as widespread as Class J27...

Members of Wilson Worsdell's earlier Class J26 served their purpose around Teesside (southern County Durham and the North Riding of Yorkshire - Newport (Middlesbrough) shed's allocation was 42). Duties varied, as you can imagine, in an area of industrial activity with several graving docks on both banks of the Tees, steel and chemical works, railway yards and branches that fed the works with ironstone until imported ore took precedence from the late 1950's. None of the class saw preservation. Their successors, Class J27 dealt with the bulk of work between Selby and north of the Tyne on coal traffic until the end of steam in the North East in September 1967.

See the appraisals of both classes below...

**In case you wondered..." (about progress, or lack of it...)

**As of mid-July, 2020 the through running lines reach from Unit 1 fiddleyard (complete) to Unit 7 fiddleyard (track still to be sourced and laid beyond initial pointwork . On Unit 3 the rear corner trackwork still has to be completed ('Bloomfield's Mail Order' depot - see below Unit 3 write-up). However the 'supply chain' came to a stuttering halt with only a few yards of track, points and rail joiners/fishplates yet to be installed on Unit 7. I'll go get a bottle of champers and do a 'launching ceremony'... Better still, I'll buy a bottle of 'Famous Grouse' and 'wet the baby's head'.

I've ordered a couple of Oxford Rail Class J27 0-6-0's, now due early 2021 as advised 11th September. Probably order another and renumber two as Teesside allocations. Also next year (first quarter of 2021 an e-mail from Rails of Sheffield told me) should see the J26 arrive from the same source, for which I'll probably put in my order for two, and hopefully not a lot later than originally advised by the retailer.

Whilst waiting for track and points I decided to detail various locomotives, both Hornby and Bachmann. Most recently weathering was added to the (Bachmann) BR Standard Class 4MT 2-6-4. Crew and etched brass shed code (Whitby, 50G) were also added. My namesake, Alan Buttler at ModelU informed me he intends to produce some seated gangers for addition to the (Bachmann) Wickham gangers' trolley. For anyone not in the know, 'gangers' were railway track workers, whose job it was to keep their miles of track safe and in good condition, see the rails were level, the ballast was even and the rails sat tight in the chairs with the aid of chocks of wood or 'keys' placed with a key hammer.

Gotta use the waiting time, haven't I. Still lots to do on the layout but it's getting there (see the sections). Shelves have been added to the supporting framework for controllers - see under that section above - and on Unit 1 cable needs to be cut to length to apply to the fiddleyard's outside tracks and the Gaugemaster 'D' controller to operate sidings on Units 2-4.

The coal depot track was completed after the addition of a right-hand curved point to take the main Up running line past the coal depot road. I've inserted the cell walls with thick plastic sheet prior to getting some Wills' coarse stone to face the cell walls, and cobbled floors. The canal feature needs to be addressed as well some time, along with other scenery along the periphery - but only after the track's been sorted - with canal walls, tow path (although by this time most narrow boats were motorised anyway) and tunnel mouth.

Things got moving again. *A fellow DOGA member sent more second-hand track and points that had been donated to his group in West Sussex (in return for items I sent him... good way to dispose of unwanted items, know someone who helps run a railway modelling club/group and do a swap). A boxful of goodies, no less, points and plain track Not far to go. Whatever I have to spare can be used on a fiddleyard for the 'Thorpe Carr' mobile layout, and some can be put on offer for fellow DOGA members (although many of them have gone over to OO finescale (Code 75) bullhead track, which is why I've got some cheap or free.

See detailed notes below for each unit...

Meanwhile...

"Here's one I made earlier", a profile of Wilson Worsdell's NER Class P2, LNER and BR Class J26 0-6-0

Class P2 1678 at the coaling stage days in NER days

Class P2 1678 at the coaling stage days in NER days

 Class J26 65774 passes through Thornaby station in BR days with a long Down freight. In 1950 she was a Newport (51B) engine, transferred 1958 to the newly opened Thornaby (51L) shed, withdrawn before or by June, 1962

Class J26 65774 passes through Thornaby station in BR days with a long Down freight. In 1950 she was a Newport (51B) engine, transferred 1958 to the newly opened Thornaby (51L) shed, withdrawn before or by June, 1962

J26 65756 was also a Newport asllocation that made the move to Thornaby in 1958 - she;s seen here on Flatts Lane near Normanby brick works,  the man on the road possibly giving the driver instructions

J26 65756 was also a Newport asllocation that made the move to Thornaby in 1958 - she;s seen here on Flatts Lane near Normanby brick works, the man on the road possibly giving the driver instructions

George Gibb, General Manager of the North Eastern Railway visited the USA on a fact-finding mission in 1901

One outcome of this trip was the decision to enlarge the NER's freight locomotive fleet.

Further, NER Class P2 0-6-0 was introduced, in many features the same as their Class P1 but fitted with a larger boiler, increased in its girth by 15". The firebox was also 12" longer. As the firebox was too wide between the rear wheels a sloping grate was fitted, the frames extended by 11".

Thirty Class P2 locomotives were built at Darlington 1904-5, twenty more at Gateshead in 1905. Initially the class was built with a high working pressure of 200 p.s.i, to be reduced to 180 p.s.i in May 1905. The last to be built had the lower pressure. The class was modified again in 1906 to produce Class P3. Changes included a small reduction in the number of boiler tubes, as well as a reduction in the angler of the grate.. The original P2 grate had a 12" slope to give wider clearance over the rear axle, avoiding needless bearing overheating. The decision was made to reduce the slope - class P3 was built with a shallower grate that permitted making the firebox 6" deeper. The differences between boiler types was small and a standarisation of both classes meant the P3 boiler was fitted to both classes.. The first batch of P2 received the new boiler in 1910, the last to be converted was in LNER days, in 1925. By this time the classes were P2 = J26 and P3 = J27 respectively. Class J26 needed minor stay alterations to enable fitting the new boilers. .

Another boiler change came in 1937 when the LNER changed Diagram 57 to produce Diagram 57A. The altered design included a sloping throat plate that resulted in a firebox that measured 6" longer overall. The boiler was 5" shorter to compensate. The boiler barrel - previously a three-plate construction - was now a single plate..Tubes were increased in number to 273 with a net heating surface of 1655.6 square feet. Most obvious was the relocation on Dgm 57A of the dome, now 12" further back. The last J26 received a 57A boiler in 1958. By this tíme withdrawals had begun and some rebuilt locomotives had already seen their 57A boilers exchanged back to 57. Diagram 57 and 57A boilers were both of the saturated and superheated type, only Class J26 receiving the saturated boilers.

As on other NER locomotives Ramsbottom safety valves were fitted at first, i.e. the four-column type mounted in squat brass 'trumpets' as introduced on Class V (LNER Class C6 Atlantic 4-4-2. Initially brass castings, these were later removed.

All Class J26 were built with NER 'porthole' pattern cab spectacles. After the introductioin of Class T2 (Q6) 0-8-0 in 1918 with the large shaped spectacles West Auckland shed peitioned for earlier T1 (Q5) to be changed to the T2 type. After this was carried out both Class J26 and J27 received the new spectacles, 28 of Class J26 missing out.

Traffic/allocation

At first Class P2 were employed mainly on long-distance goods and mineral duties, displaced by the newer Class T2 , Class S1 (B15) and S2 (B16) 4-6-0. At Grouping in 1923, when the smaller companies were incorporated into four larger companies (Greatt Western, London Midland & Scottish, London North Eastern and Southern Railway) the largest J26 allocation went to York (11), West Hartlepool (9), Haverton Hill (7) and Newport near Middlesbrough (6). Other sheds in the region were allocated only one or two each. In the 1930s Selby was allocated eight for work into the South Yorkshire (Barnsley area) coalfield.

A WWII wartime measure saw class J26 concentrated around Teesside, the larger allocation (39) to Newport. Minor changes were made in the early 1950s. In 1958 Middlesbrough (51D), Newport (51B), Stockton (51E), Haverton Hill (51G) and Saltburn (51K) sheds were closed, many of their allocations of Class J26 transferred to the newly opened Thornaby (51L) with some held back for scrapping.. Withdrawal began apace around this time, their last duties including mineral workings on the difficult curves of the Kilton and Lingdale ironstone mine line, as well as the heavily graded branch from West Auckland to Durham. Individual withdrawals were slowed owing to a lack of suitable replacements.

Widespread introduction of type 2 diesels saw the end of Class J26 however, the last sighting being 65735 of West Auckland (51F) on the Wearhead branch, County Durham, in May 1962 . The last withdrawal was in June, 1962.

Allocations 1950-58

Newport (51B): 42, West Hartlepool (51C): 2; Middlesbrough (51D): 6 [50]

In model form:

Union Mills produce a 2mm scale, N Gauge kit; Dave Alexander produce a 4 mm scale, OO Gauge kit; DJH have a 7mm scale, O Gauge kit.

Oxford Rail have announced their intention to produce a 4 mm OO Gauge ready-to-run model (their J27 expected early-mid 2020) for 2020/21. Variations will include LNER and BR livery (early and late emblems).

Wilson Worsdell's Worthy Workhorse - Class J27, harking back to that title image... Second introduction to the locomotives you'll see on the layout

J27 65819 at the coaling stage, South Blyth (52F) allocated here possibly before 1950, and remained until May, 1967 when South Shed closed, probably going for scrap. There is no mention of being transferred to Sunderland (54A) or Hartlepool (51C)

J27 65819 at the coaling stage, South Blyth (52F) allocated here possibly before 1950, and remained until May, 1967 when South Shed closed, probably going for scrap. There is no mention of being transferred to Sunderland (54A) or Hartlepool (51C)

65816 was a West Hartlepool (51C) allocation throughout her working life. Seen here at rest on shed

65816 was a West Hartlepool (51C) allocation throughout her working life. Seen here at rest on shed

The one that got away - 65894 owned by NELPG since 1st December, 1966, bought direct from British Railways' North Eastern Regions. Seen at Grosmont between duties. Fitted with vacuum pipes, steam heating and screw couplings for passenger working

The one that got away - 65894 owned by NELPG since 1st December, 1966, bought direct from British Railways' North Eastern Regions. Seen at Grosmont between duties. Fitted with vacuum pipes, steam heating and screw couplings for passenger working

... A modification of its forerunner, Class P2 (LNER/BR J26) and welcome when it arrives in model form ..

... The most important change from Worsdell's earlier Class P2 0-6-0 (LNER/BR J26) was the deeper firebox with a shallower, sloping fire grate, achieved by raising the boiler. Accompanying this modification was the reduction of the of the clearance between the firebox and rear axle. In the locomotive being earmarked for heavy freight work within the region they were never (in NER/LNER/BR days) fitted with vacuum brake and screw couplings for faster running on the main line. At first 80 were built between 1906-09 in five batches at North Road Works (Darlington), North British Locomotive Company (Glasgow), Beyer Peacock & Co., and Robert Stephenson & Co. on Tyneside. Twelve years on, when Vincent Raven was Locomotive Superintendent, a further batch of five was built at Darlington with Schmidt superheaters and piston valves. These were delivered 1921-2, followed by a last order of ten - also through Vincent Raven - from Darlington in 1923 (including the preserved J27). The superheated locomotives were identified by extended smokeboxes.

After WWII Class J27s were taken off goods working - although some were on branch pick-up goods, such as 65894 from York. Withdrawal started March, 1959. In June 1966 thirty-six still worked hard on coal traffic in County Durham and southern Northumberland. The last J27s were withdrawn from the Blyth area near the coast north of Newcastle-upon-Tyne, where they worked on short trips from nearby pits to coal staiths on the Tyne. The last J27 was withdrawn September, 1967.

Number 65894 was bought from BR by North Eastern Locomotive Group (NELPG) on 1st December, 1966 with restoration work following to full working order, being moved around from storage at Tyne Dock shed via National Coal Board shed at Philadelphia workshops (not far from Washington CD!) to Thornaby's newer roundhouse (opened 1958 to locomotives from decrepit sheds around Teesside bombed in WWII) and finally to ICI Billingham before transfer to the North Yorkshire Moors Railway in her NER lined black livery as P3 2392, October, 1971. She appeared in this livery in the S&DR 150 steam cavalcade at Shildon on September 25th, 1975. Withdrawn from active service for boiler repairs, she was exhibited at the National Railway Museum, 1977-82. Turns have seen her on various preserved railways from the North to the East, on the North Norfolk Railway. More recent performance saw her more recently, August 2018, on the Wensleydale Railway between Leeming Bar and Redmire.

Allocations, BR/NE 1950-58: York (50A): 8; Selby (50C): 9; West Hartlepool (51C): 8; Stockton-on-Tees (51E): 3; Haverton Hill (51G): 7; Saltburn (51K): 1; Heaton, Tyneside (52B): 12; Percy Main (52E): 24; North & South Blyth (52F): 24; Sunderland (54A): 19

All 115 accounted for 1950-58

Let's see how the Oxford Rail J27 turns out when it's released in the first quarter of 2021. At the price it's advertised, £94 I should be able to afford a couple in one go. I don't intend to model Percy Main or Blyth (North and South), where the allocations numbered 24 each (five only of the Blyth allocation going to South Blyth).

-----------------------------------------------------------------------------------------

Here's a look at the Oxford Rail J27 beyond the computer design image - model now due July-September 2020

Side elevation of the OO Gauge Oxford Rail CAD drawing of the J27, which will be available later this year (2019) in LNER, early and later BR steam era liveries

Side elevation of the OO Gauge Oxford Rail CAD drawing of the J27, which will be available later this year (2019) in LNER, early and later BR steam era liveries

sporting a 'cycling lion' totem, here's the model with number 65837, a Percy Main allocation (52E) - possibly scrapped by 1965 as she was not on the transfer list on closure in February 1965

sporting a 'cycling lion' totem, here's the model with number 65837, a Percy Main allocation (52E) - possibly scrapped by 1965 as she was not on the transfer list on closure in February 1965

North Eastern Locomotive Preservation Group (NELPG)

  • North Eastern Locomotive Preservation Group
    The North Eastern Locomotive Preservation Group (NELPG) exists to foster interest in, and to preserve examples of, steam locomotives, rolling stock and other items of railway interest connected with the North East of England.

NELPG - Preservation of North Eastern steam icons

...Owns one example each of four of the classes shown on this page, in earliest production date onward: Wilson Worsdell designed NER Class E1 (LNER/BR J72) 0-6-0 tank engine built originally 1898, last batch built 1951 of which 69023 is one; NER Class P3 (LNER/BR J27) 0-6-0 tender locomotive 65894 built September, 1923 - one of the last of a building programme started in 1901 with Class P1, P2 and P3 in 1906; NER Class T2 (LNER/BR Class Q6) 0-8-0, of which 63395 was also one of the later batches from 1918 that commenced construction under (Sir) Vincent Raven in 1913; LNER/BR Class K1 2-6-0 designed in 1945 and modified by Arthur Peppercorn before production from 1949 in BR days by North British Locomotive Works, of which 62005 was from one of the earlier batches and spent her working life in the North East of England.

See also the NELPG page for a range of images of their 'fleet' (the link for that is another of the page profile slide show).

-----------------------------------------------------------------------------------------------

An eight-coupled workhorse from Vincent Raven's drawing board

Now preserved, tried and tested, Q6 63395 rest between shifts at Sunderland shed (54A) in June, 1967 months before withdrawal and an uncertain future

Now preserved, tried and tested, Q6 63395 rest between shifts at Sunderland shed (54A) in June, 1967 months before withdrawal and an uncertain future

Not as lucky, 63407 of Haverton Hill in 1950-58 was moved first to the new shed at Thornaby (51L) when it opened in 1958, then to West Hartlepool (51C) when Thornaby closed to steam in 1964

Not as lucky, 63407 of Haverton Hill in 1950-58 was moved first to the new shed at Thornaby (51L) when it opened in 1958, then to West Hartlepool (51C) when Thornaby closed to steam in 1964

Q6 0-8-0s with crews - fireman on 63420 of Middlesbrough (51D)  grips the handrail whilst the driver wipes his hands, leaning out on the far side (ModelU figures). Her coal needs replenishment before she returns to her home shed through York

Q6 0-8-0s with crews - fireman on 63420 of Middlesbrough (51D) grips the handrail whilst the driver wipes his hands, leaning out on the far side (ModelU figures). Her coal needs replenishment before she returns to her home shed through York

Close-up of 63420 with the fireman holding on, watching out for a signal the driver can't see in good time from his side...

Close-up of 63420 with the fireman holding on, watching out for a signal the driver can't see in good time from his side...

Waverton Hill's 63443 awaits the 'off' - both (Hornby) engines have been weathered by me

Waverton Hill's 63443 awaits the 'off' - both (Hornby) engines have been weathered by me

Vincent Raven's NER Class T2 was re-classed by the LNER from 1923 as Q6...

A class of 0-8-0 steam locomotives meant for heavy freight haulage. A hundred and twenty were built between North Road Works, Darlington and Armstrong Whitworth on Tyneside from 1913 to 1921. They were based in design on Wilson Worsdell's Class T and T1, re-classified as Q5 by the LNER. The fifty Armstrong Whitworth locomotives built from 1919 at the Scotswood were their first locomotives after conversion of the works back from ordnance to civilian use. All were taken into service by British Railways' North Eastern region in 1948, numbered 63340-63459 (prefix '6' added to LNER's 1946 number sequence.

Number 63372 of Consett (54D) was withdrawn after an accident. Withdrawals generally took placed from 1963-67.

NER 2238 (LNER 1946 3395, BR 63395) was withdrawn from Consett in 1967 and it was touch-and-go whether the North Eastern preservation group NELPG had secured her purchase after BR insisted no locomotives should be sold into private hands once released to the scrap merchants. Agreement was reached through one of the founder members of NELPG to release the locomotive into the hands of the group as she had not yet strictly passed into the scrap dealer's yard.

Locomotive Class Q6 axle load RA*6; BR power classification 6F

Allocation area British Railways' North Eastern Region 1950-58: Leeds Neville Hill (50B) 2; Selby (50G) 15; Newport (Middlesbro') 14; West Hartlepool (51C) 15; Middlesbrough (51D) 15; Haverton Hill (51G) 11; Blaydon (52C) 13; Tyne Dock (54B) 4; Borough Gardens (54C) 12; Consett (54D) 11 Total 112

[8 went adrift between building and BR ownership, possibly lost in WWI/WWII]

Two Hornby Class Q6 models will appear on the layout: 63420 was a Middlesbro' allocation, 63443 Haverton Hill (between Billingham and the Tees, across the river). You'll notice the coal carrying capacity of 63420 is greater than that of later-built sister locomotive 63443, and having worked through from Middlesbrough to the exchange sidings at Gascoigne Wood (to pick up a coal load for an industrial destination away from the East Coast Main Line) has about enough coal to get her back to her home shed and not much further. If there any other calls on the crew during their shift her tender will need to be topped up.

When Haverton Hill shed closed in 1958 most of the allocation transferred to the new Thornaby (51L) shed. 63443 and two others went to West Auckland (51F); 63420 went to Thornaby - on closure the remaining steam allocation was transferred to Darlington, Hartlepool (51C) and Percy Main (52E). There are no records of 63420 making the move.

-------------------------------------------------------------------------------------

Here are a few images of locomotives and stock on the first and second units

A Southern Region GUV (utility van) in early BR livery, and an ex-LNER CCT  (covered carriage truck) on parcels duty by this time.(Parkside kits)

A Southern Region GUV (utility van) in early BR livery, and an ex-LNER CCT (covered carriage truck) on parcels duty by this time.(Parkside kits)

Class K3 2-6-0 61927 was a Hull Dairycoates allocation at this time. This is the Bachmann model I bought at Monkbar Models in York shortly after it first came out in the 1990's (and weathered effectively since)

Class K3 2-6-0 61927 was a Hull Dairycoates allocation at this time. This is the Bachmann model I bought at Monkbar Models in York shortly after it first came out in the 1990's (and weathered effectively since)

Leading wagons,, ex-LNER steel mineral hopper (modified Dapol), and a Parkside BR 'shocwagon' for fragile consignments - the Dapol hopper wagon is a subject of ROPFAMR - 32 "Convert a Proprietary Hopper... " Behind it is the Parkside Dgm 1/146 hoppe

Leading wagons,, ex-LNER steel mineral hopper (modified Dapol), and a Parkside BR 'shocwagon' for fragile consignments - the Dapol hopper wagon is a subject of ROPFAMR - 32 "Convert a Proprietary Hopper... " Behind it is the Parkside Dgm 1/146 hoppe

Riddles' WD 2-8-0 'Austerity' 90446 of Newport near Middlesbrough (the original S&DR Middlesbrough site - see loco appraisals and BR[NE] allocations below_

Riddles' WD 2-8-0 'Austerity' 90446 of Newport near Middlesbrough (the original S&DR Middlesbrough site - see loco appraisals and BR[NE] allocations below_

Close-up of one of the 'shoc-vans'. The real ones were built by British Railways from 1950 at various wagon works including Stooperdale near Darlington. This vehicle has a 1950 running number from the workshop there

Close-up of one of the 'shoc-vans'. The real ones were built by British Railways from 1950 at various wagon works including Stooperdale near Darlington. This vehicle has a 1950 running number from the workshop there

(Bachmann) Gresley Class J39 with Group Standard 4,200 Gallon tender - see J39 appraisal below. 64710 was a Darlington allocation in the 1950's

(Bachmann) Gresley Class J39 with Group Standard 4,200 Gallon tender - see J39 appraisal below. 64710 was a Darlington allocation in the 1950's

**With reference to picture 3 above, see also 'Rites of Passage - 32: Convert a Proprietary Hopper Wagon Model ....'

There will be other pages that feature items of rolling stock, permanent way, scenery and locomotives you'll see on this page described in detail;

(If you want to) join an association...

... Of likeminded railway modellers who might not necessarily share your particular interests but share your enthusiasm, try the Double O Gauge Association (DOGA). You may be a member of a local club, you may have exhibited, DOGA may have been there too. Wondered what they can do for you, or with you? The link is here to let you look into their activities, their aims, their intentions and their background. They come from all walks of life. Twice a year (normally) at general meetings they share their common goals and display their achievements in modelling competitions. Share those goals, click the link, see how you'd fit in...

Double O Gauge Association

  • The Double O Gauge Association
    The OO Gauge Association is more than an association of railway modellers. It's a fellowship. Join the Forum and see how, come to meetings - the AGT in spring/summer includes a competition in different classes; the winter meeting is a cosy gathering

A North Eastern stalwart from Thomas William Worsdell's days

With a fine rake of North Eastern vintage David Bain suburban clerestory stock, this is another LNER-numbered veteran, No. 997 at Beamish well before preservation days

With a fine rake of North Eastern vintage David Bain suburban clerestory stock, this is another LNER-numbered veteran, No. 997 at Beamish well before preservation days

Numbered 1811 in LNER days, here's a good example of the class with express code lamps on her buffer beam

Numbered 1811 in LNER days, here's a good example of the class with express code lamps on her buffer beam

In British Railways livery here as No. 65033, a survivor that lived to be exhibited at Doncaster's Great Northern 150th anniversary. Last seen (by me) at 'Locomotion awaiting restoration in 2018

In British Railways livery here as No. 65033, a survivor that lived to be exhibited at Doncaster's Great Northern 150th anniversary. Last seen (by me) at 'Locomotion awaiting restoration in 2018

The model: General three-quarter rear view of Nucast kit-built 65033 of Darlington shed (1950-59) shows British Railways' reduced size lion-on-wheel (or 'cycling lion' emblem as it was jokingly termed)

The model: General three-quarter rear view of Nucast kit-built 65033 of Darlington shed (1950-59) shows British Railways' reduced size lion-on-wheel (or 'cycling lion' emblem as it was jokingly termed)

...And in close-up of the cab. The driver (on this side,  lost in shadow) has a hand on the regulator as he looks through his 'porthole' for signals. The fireman to his left nonchalantly takes a breather from topping up the grate.

...And in close-up of the cab. The driver (on this side, lost in shadow) has a hand on the regulator as he looks through his 'porthole' for signals. The fireman to his left nonchalantly takes a breather from topping up the grate.

Thomas W Worsdell's powerful little wonders... modified by younger brother Wilson Worsdell

Thomas William Worsdell's aim was to improve the quality of its goods engine fleet. NER Class C shared several features with earlier Fletcher NER goods engines. T W Worsdell's showed a quantum leap forward with the larger (inside) cylinders and fireboxes.

Class C locomotives were built with simple and compound expansion, Class C1 with 18" X 24" simple expansion, Class C had Worsdell-Von Borries' compound expansion. The compound cylinders also had a 24" stroke, although fitted with 18" and 26" diameter cylinders. Both had Joy valve gear. T W Worsdell also introduced corresponding simple and compound Class B (LNER/BR N8) 0-6-2 tank locomotives.

Altogether 201 Class C/C1 were built 1886-1894, of which 171 were C compounds, 30 were simples, all built in batches of ten but for the prototype compound engine (NER No.16). Gateshead built most of the class, Darlington thirty (after 1890). T W Worsdell reported to the Institute of Mechanical Engineers (IME) that the compound locomotives operating at 160 p.s.i showed a 14.5% saving in coal consumption as opposed to the simples operating at 140 p.s.i. The findings were established based on workings between Newcastle-upon-Tyne, Leeds and York. A second type of compound locomotive was introduced in 1891 when No.107 was built with Smith's piston valves. The engine was tested against other compounds although the results were not published. He retired in 1890 due to health problems, staying on as consultant for two years. His younger brother, Wilson Worsdell, who followed him as Locomotive Superintendent disliked compounds.

W Worsdell had free hand by 1893 and ordered the last two batches of Class C built as simples. Nor was he keen on Joy valve gear. As the requiired valve gear was already on order it was used on the last number of the class. Later goods engines would be to W Worsdell's design, beginning with Class P 0-6-0 (J24). Daily operation saw reported coal savings did not materialise. In 1893 the Locomotive Committee asked W Worsdell for a report on the NER's compounds, with coal consumption, starting and stopping failures, and decided in 1894 on converting all compounds to simples, priority given to passenger locomotives. From 1901 the first Class C compounds were rebuilt, the last completed 1913 under Vincent Raven. From June 1914 the class would all be plain 'C'. Most rebuilds used 18" X 24" cylinders and Joy valve gear to match existing simples, seventy-five with 19" diameter cylinders, Stephenson valve gear and piston valves. Three original simples were also rebuilt.

The first superheated boilers were fitted soon after, two with 18 element Schmidt superheaters in 1914. Fifty-five were superheated by 1923, with a strong bias toward locomotives with Stephenson valve gear. Only five superheated locomotives were not originally fitted with Stephenson valve gear, but in.rebuilding they had larger cylinders, Stephenson valve gear and piston valves. From 1923, now classed by the LNER as J21, six more would have existing superheated boilers. Later the LNER stopped fitting them, although boiler exchanges often saw J21s gain or lose superheaters. From 1923-29 another 23 saturated J21s were fitted with the larger cylinders, Stephenson valve gear and piston valves. These rebuilds were halted when the first J21 was withdrawn (No.1339 in 1929). Substitute superheated boilers at first kept the Schmidt superheaters, but boilers fitted with Robinson superheaters were used from 1932.

Chimneys were also modified in the late 1930s. Some J21s at this time were on loan to the Great Eastern section of the LNER, their loading gauge being lower than that of the North Eastern. Many J21 chimneys were shortened in case of further loans. Often this involved a simple change of chimney when transferred. As with many LNER locomotives built at the time, J21s were given Ramsbottom safety valves, later receiving Ross pop safety valves. These were standard before 1923 but some of the.class kept the Ramsbottom valves until after Nationalisation in 1948.

The class was built initially for mineral traffic, only the final thirty being fitted with any train brake. Twenty of them were given Westinghouse brakes, ten dual-fitted. All saw widespread passenger and mixed traffic work, many more given train braking. By Grouping only 65 still only had steam brakes, nineteen dual-fitted, 136 had vacuum brakes between 1928-31.

Allocations: Class J21 was one of the NER's successes, many saw work on the LNER and some on British Railways. They were seen everywhere and at Grouping numbered a tenth of the NER's fleet. The count stayed at its final total for 34 years. Even after withdrawal began they were in service for another 33 years through the Depression, two world wars and Nationalisation.

Originally designated for main line traffic, the class was displaced to secondary route working, often taking passenger workings on branches between East Yorkshire in the south, Northumberland in the north-east and Cumbria (then Westmorland and Cumberland) in the north-west.. In 1923 allocations were: Heaton on Tyneside (31), Dairycoates, Hull (25), Blaydon (17), West Hartlepool (14), Middlesbrough (13), Stockton-on-Tees (13), Darlington (10), Leeds Neville Hill (9) Carlisle, London Road (8), York (8), Sunderland (8), Shildon (8), Gateshead (8) - the other thirteen were allotted to thirteen other depots. These allocations would stay much the same until Withdrawals started in 1929. They operated intensively around Tyneside, as Newcastle to South Shields until electrification in 1938. . Sunderland had them on passenger diagrams later given to large three-cylinder tank locomotives such as Gresley's V1 and V3 2-6-2. They were remembered fondly for service on the Darlington-Kirkby Stephen services over the Stainmore line. When loads increased the LNER sought to replace them with Class D3 4-4-0 and E4 2-4-0. To combat the bitter weather conditions on the Stainmore route the LNER even had rebuilt cabs fitted to the D3 and E4 classes, none surviving over five years on the line and J21 was back by 1944. By then half a century old, J21's worked the line well for another decade. At the time of the E4 experiment on Stainmore eight Class J21s were loaned to the GE section, allocated to Norwich, by 1937 switched to New England (Peterborough area). and north to Retford, Boston (Lincolnshire) and Doncaster.

1950-58 BR North Eastern allocations: York (50A) 2; Leeds Neville Hill (50B): 6; Selby (50C): 3; Darlington (51A) 7; West Auckland (51F): 10; Kirkby Stephen (51H: 6; Northallerton (51J): 1; Blaydon (52C): 4; North & South Blyth (52F) 2*

Withdrawals, as mentioned above, had begun in 1929 with No. 1339 and a steady trickle saw more taken out of service throughout the LNER years. In 1948 at Nationalisation there were still 83 in service. Withdrawal of these was sped up in the late 1950s with the introduction of diesels. Only five were still in service in 1959, at South Blyth, Tyne Dock and Tweedmouth. The very last to be withdrawn was 65033 in Apríl 1962, marked for withdrawal in November 1939 (as LNER No. 876) but owing to wartime shortages was repaired and put back into service. She stayed at Darlington for some years, waiting to be towed away for scrap. Somehow the wait kept her whole. She was in service for some years in NER Darlington apple green after restoration to running order at Beamish Open Air Museum in County Durham before being reliveried to BR unlined black as 65033, her last number in service. When I saw her at 'Locomotion', Shildon in September 2018 she awaited restoration again.

The LNER sold four to Harton Coal Co. of South Shields 1929-35 for use on their colliery railway. The last, No. 869 received a new boiler in 1951, became a spare engine in 1953 and was scrapped some time later.

Modelling options: The 3 mm Society produce a kit of the J21,

Falcon Brassworks, Dave Alexander and London Road Models each have 4 mm scale, 'OO' Gauge kits;

Fourtrack sell a 7 mm scale, 'O' Gauge kit

I have a Nu-Cast kit-built J21 I re-numbered to 65033 as a Darlington allocation that still ran with its original motor when I had the 'Thoraldby' layout operational. Unfortunately it seems to be 'crocked' (old age gets to us all!). There may be an alternative kit. As I'm aware there are as yet no ready-to-run models on the market.

*North and South Blyth sheds, either side of the River Blyth on the North Sea coast north of the Tyne, shared a motive power depot (mpd) number. A J21 was allocated to both,

Another North Eastern 'face' - third building phase of a Wilson Worsdell classic tank locomotive

Original Wilson Worsdell design, NER Class E1 of 1898

Original Wilson Worsdell design, NER Class E1 of 1898

1951 batch member 69023 bought from BR by R Ainsworth, named 'Joem; after parents Joe and Emma - sold to NELPG, currently undergoing work at Hopetown, Darlington and hopefully will run in 2022 - ready for 2025 S&D Bicentenary

1951 batch member 69023 bought from BR by R Ainsworth, named 'Joem; after parents Joe and Emma - sold to NELPG, currently undergoing work at Hopetown, Darlington and hopefully will run in 2022 - ready for 2025 S&D Bicentenary

Middlesbrough allocated 68689 with brass valve cover - same batch - seen here with a trip working for 'Bishopthwaite sidings'

Middlesbrough allocated 68689 with brass valve cover - same batch - seen here with a trip working for 'Bishopthwaite sidings'

A useful survivor

Wilson Worsdell developed his older brother Thomas' NER Class E (J71), a proven 0-6-0 shunting and trip-working tank locomotive. However he preferred smaller diameter coupled wheels for his design - for increased tractive power - although he increased the cylinder size to 17", and stroke to 24" from 16" X 22". These alterations harked back to earlier NER practice under Edward Fletcher.

Altogether 113 of the newer Class E1 were built in nine lots from 1898. Further lots were built in LNER days as Class J72, and a last lot in 1951 by British Railways' authorisation. The J72s could be found around the whole LNER system outside their 'native' North East of England, the only class allocated.to all the company's constituent areas between the north of Scotland and north of the River Thames on the eastern side of the capital.

The first two lots, of ten locomotives each were built 1898-99. A further lot of twenty followed under Worsdell's erstwhile deputy Vincent Raven in 1914 with some design changes, heavier frames and longer bunkers with coal rails to increase fuel capacity. Ross safety valves were fitted instead of Ramsbottom type on the first two lots. Some of the new features such ass safety valves, fittings and coal rails were fitted retrospectively to the earlier lots. Another ten were built in 1920 to keep Darlington works employed during post-WWI materials shortages when larger locomotives could not be built. Twenty-five were ordered from Armstrong Whitworth around the same time, although they were not delivered until the summer of 1922. The LNER completed this building programme with ten more from Doncaster in 1925. Class J72 were also included in the 1930 and 1931 building phases, only to be cancelled in the Depression, and because of the success of the new Sentinel Y3 0-4-0 class under Edward Thompson his standardisation programme included an unspecified light shunter, and listed the J72 for long-term withdrawal.

By the time Arthur Peppercorn took over in 1946 he listed Class J72 as the new standard light shunter and more were added to the 1946 phase, delayed until after Nationalisation when fifteen were added from Darlington in 1949, followed by five in 1950 and eight in 1951. However, no more steam shunters were built after this date with the advent of diesel shunters.

Class J71 and J72 shared the same boiler design. Yet although interchangeable these exchanges did not occur until after Grouping. A cover that resembled that for the Ramsbottom safety valves became standard for the class. After delivery of the final lot in 1951 allocations in the North Eastern Region (BR/NER) stood as follows - 1950-58: York (50A) 3; Neville Hill (50B) 3; Scarborough (50E) 1; Darlington (51A) 6; West Hartlepool (51C) 10; Middlesbrough (51D) 10; West Auckland (51F) 3; Gateshead (52A) 10; Heaton (Tyneside - 52B) 5; Hull Dairycoates (53A) 3; Hull Springhead (Alexandra Dock - 53C) 15; Sunderland (54A) 5; Tyne Dock (54B) 4; Borough Gardens (54C) 7;

The class was intact in numbers until 1958, when the first withdrawals were authorised. These came fast, larger reductions in numbers made 1960-61. The last J72 was withdrawn from service in 1964, with two transferred to departmental duties (69005, 69023, renumbered 58 and 59). After a year at Blyth being used to unfreeze steel coal hoppers they were moved to Gateshead for use in cleaning diesel locomotive bogies. Number 59 (69023) was bought from British Railways by Ron Ainsworth who named her 'Joem' after his parents Joseph and Emmeline. 69023, as she was again was sold not long after to North Eastern Locomotive Preservation Group (NELPG) and is currently undergoing work at their Hopetown, Darllngton workshop (next door to where new P2 2-8-2 'Prince of Wales is under construction).


What are the modelling options? Well 3SMR produce a 3 mm scale kit; Bachmann have recently re-tooled their J72 ready-to-run model - you may have seen the news in the model press - and 4mm kits are available from Perseverance and DJH; Piercy produce an O Gauge (7 mm) scale kit.

I have an early release Bachmann model I've detailed with 3-link Smiths couplings, re-numbered to 68689, a Middlesbrough allocation (for the sake of this layout 'out-shedded' to a depot near Ainthorpe)..You'll have noticed it near the top of the page in BR unlined black, with a pair of four-wheeled vans in tow.


4D Model Shop, 120 The Arches, Leman Street, London E1

  • 4DModelShop
    Offering model making supplies and bespoke services including laser cutting, photo etching, 3D printing as well as Industry jobs, events, guides and more.

... Much much more. Visit the web site and see, visit the shop and take in the variety of tools, scenic modelling aids, materials and services 4D has to offer. Nearest Underground station is Aldgate East on the District and Hammersmith lines, Aldgate and Whitechapel only a little further away in either direction. Fenchurch Street is the nearest overground station from Barking and Southend Central.

--------------------------------------------------------------------------------------------

A little more 'local flavour' in the way of motive power before I progress to LNER designs...

Class G5, originally North Eastern Railway class O No. 2087 on shed awaits permission from the 'bobby' (signalman) to join her train

Class G5, originally North Eastern Railway class O No. 2087 on shed awaits permission from the 'bobby' (signalman) to join her train

Post-Grouping scene, as LNER Class G5 No. 2089

Post-Grouping scene, as LNER Class G5 No. 2089

G5 in BR days - 67282 of Hull Botanic Gardens shed (53B) rests possibly at Hornsea, before returning to Hull whilst driver inspects the loco - trouble?

G5 in BR days - 67282 of Hull Botanic Gardens shed (53B) rests possibly at Hornsea, before returning to Hull whilst driver inspects the loco - trouble?

BR G5 67342 - possibly outshedded* at Pickering pilots an out-of-area over the moorland route between Grosmont and Malton - seen here at Goathland Summit

BR G5 67342 - possibly outshedded* at Pickering pilots an out-of-area over the moorland route between Grosmont and Malton - seen here at Goathland Summit

The Model Centre (TMC) near Goathland to launch a commissioned OO Gauge G5 through Bachmann in 2022 - see below

Class G5 0-4-4 Tank Locomotive

History: Wilson Worsdell re-directed NER passenger tank locomotive policy on taking the reins from his older brother Thomas. Class A 2-4-2 (LNER F8) tank locomotives would make way for a design that harked back to Edward Fletcher's well-tank fitted Bogie Tank Passenger (BTP) 0-4-4. In comparison with Class A Worsdell's Class O (LNER/BR G5) 0-4-4 had smaller coupled wheels. For that coal and water capacity increased. Altogether 110 left Darlington North Road works between 1894 and 1901 in seven batches. Many BTPs were replaced by the later batches and were thus rebuilt to 0-6-0 tank locomotives as Class J77 or converted to push-pull (auto-coach) locomotive designation.

The Class O/G5 were well suited to their purpose with no substantial alterations made to Worsdell's design by the 1923 Grouping. An amended boiler design with single plate barrel was used by the LNER after 1930 when replacements were called for. The design was again amended from 1937, boiler turbes increased to 205. The design change accompanied a re-positioning of the dome 20 inches back from the initial design.

The class was seen as sturdy and saw long economical service with both the LNER and BR in the North East area on both branch and suburban passenger duties. Speed of up to 60 mph were regularly achieved on Middlesbrough-Newcastle services. The class was replaced on heavier suburban services by the rebuilt Class A8 4-6-2 and Class V1/V3 2-6-2 tank locomotives.

In the later 1920s and 1930s a large number of Class G5s was replaced by steam railcars. By turn the G5 saw out the last of the Class F8 and G6 locomotives. In a further bid for economy on branch line diagrams 21 of Class G5 were converted for vacuum braked autocar services from 1937 (push-pull, to avoid having to run round their trains). The class began to be withdrawn in 1950, having survived without loss until 1949. Most were withdrawn 1955-58, replaced largely by diesel railcars or multiple units. The last withdrawal was 1958.

Technical specifications: As described, onward from LNER ownership: cylinders: 2 X 18"X 24"; Stephenson motion; Boiler size: 4'-3" diameter, 10'-3" length; Boiler pressure: 160 per square inch (psi); Heating surface - Total 1093 sq ft; Firebox: 98 sq ft; Tubes: 995 sq ft (205 X wheels: 3'-1.25"; Tractive effort: (85%): 17.200; Length overall: 35'-9.75"; Wheelbase: 22'-6"; Coal capacity: 3 tons - 10 hundredweight (cwt); Water: 1360 Gallons (Imperial)

Allocations: The class was fairly well spread out over the system from 1948, as it had been in NER and LNER days after superseding Fletcher's Bogie Tank Passenger locomotives on branch passenger workings. Let's take a look at how well dispersed they were (1950-59):Leeds (Neville Hill 50B) 9; Selby (50C) 2; Starbeck (Harrogate 50D) 3; Malton (50F) 5; Whitby (50G) 2; Darlington (51A) 3; West Hartlepool (51C) 6; Middlesbrough (51D) 2; Stockton-on-Tees (51E) 5; West Auckland (51F) 3; Northallerton (51J) 3; Gateshead (52A) 4; Blaydon (52C) 12: Tweedmouth (52D) 3; North & South Blyth (52F) 9; Hull (Botanic Gardens 53B) 8; Sunderland (54A) 21; Tyne Dock (54B) 1 - Total 101

None was preserved. The Class G5 Locomotive Company Ltd was formed to build a new G5, to be run on preserved lines mostly in the North East and Yorkshire.

*Advisory note to the last image above: 'outshedded' was an expression to note a locomotive allocated on paper to a particular motive power depot or 'shed' that was physically elsewhere. Lots of engines were marked up as being at such-and-such a depot, and were in fact at a sub-shed some miles away. For example, 1950-59 Class Y3 Sentinel (see also bottom of page) was listed as being allocated to Northallerton shed (51J), whereas she was at Leyburn on the Wensleydale branch until closure of the line in 1954. As she was listed at 51J [from 1950-59 in Paul Bolger's book "B R Steam Motive Power Depots - North Eastern Region"], she may have been taken back there when Leyburn was closed to passengers, then to goods in that year.

In Model form: ***New Announcement*** (12/11/2020) The Model Centre (TMC based at Beck Hole near Goathland in North Yorkshire) announced they have commissioned Bachmann to produce a limited run OO Gauge version planned for release in the third quarter of 2022, orders are being taken through their web site. There will be four versions, NER class O (a successor to the Bogie Tank Passenger or BTP), LNER Class G5, and British Railways (BR) Class G5 lined livery with early lion on wheel emblem, and the fourth version later totem. You can have one with either the coal bunker 'cage' or hopper bunker. Optional extras are available to those with limited modelling skills, a re-numbering and weathering service is also on offer;

in kit form Finney & Smith produce a 3mm scale kit; Alan Gibson, London Road Models and Dave Alexander have kits in 4mm scale for P4, EM and OO Gauge modellers; Connoisseur and Gladiator have 7mm scale (O Gauge) kits

-------------------------------------------------------------------------------------

The short 3'-6" unit from building to track laying

Three-quarter view of Unit 2 shows the front panel cutouts, three exit levels and plastic profile panels in place at the front as part of integral scenery (as opposed to structures at track level)

Three-quarter view of Unit 2 shows the front panel cutouts, three exit levels and plastic profile panels in place at the front as part of integral scenery (as opposed to structures at track level)

Got to order rail joiners to carry on track laying (25/11/19), although what track is available is in position and ready. A couple of double track lengths should be enough for the siding, likewise for  the main (freight and mineral) running lines

Got to order rail joiners to carry on track laying (25/11/19), although what track is available is in position and ready. A couple of double track lengths should be enough for the siding, likewise for the main (freight and mineral) running lines

Trackwork on Unit 2 has been fixed down, ready for eventual ballasting with a mixture of light and medium colours (fitted freight/goods and upgraded passenger/parcels)

Trackwork on Unit 2 has been fixed down, ready for eventual ballasting with a mixture of light and medium colours (fitted freight/goods and upgraded passenger/parcels)

Under-line factory windows with plastic frames from a Wills' pack backed by Humbrol matt anthracite painted plastic sheet either side of the windows. Two frames backed with clear plastic 'glazing'. War damage shown by 'cracked' wall .

Under-line factory windows with plastic frames from a Wills' pack backed by Humbrol matt anthracite painted plastic sheet either side of the windows. Two frames backed with clear plastic 'glazing'. War damage shown by 'cracked' wall .

Unit 2 track added and aligned with fiddleyard unit (1) and corner unit (3)

My ideas were modified for Unit 2. Instead of two lots of facing points, left and right on the nearside, I've only laid one, and a short headshunt (or kick-back) close to the skewed viaduct that will carry a road.

Trackwork complete, a long, shoulder high brick wall was added over the front face of an underground WWII factory front wall. The rest of the work is ballast, signals and scenics. More soon (easy does it, don't want to bankrupt myself as this is a one-man operation, albeit with track donated by fellow DOGA members).


Some LNER 'faces' you'll remember from 'Thoraldby', the locomotive fleet you'll meet: First, Gresley's 4-4-0 owes more in design to Darlington than Doncaster...

Class D49/1 62710 'Lincolnshire' - the earlier ('Shires') engines were as designed. Some out-shopped later were converted to D49/2  'Lincolnshire' was shedded in early British Railways days at Hull Botanic Gardens (53B)

Class D49/1 62710 'Lincolnshire' - the earlier ('Shires') engines were as designed. Some out-shopped later were converted to D49/2 'Lincolnshire' was shedded in early British Railways days at Hull Botanic Gardens (53B)

62775 'The Tynedale' was the last D49/2 built. In 1950 she was allocated to Leeds Neville Hill mpd (50B) - from this side, aside from the nameboard with the fox picked out in brass finish, there is no difference in appearance to 'Lincolnshire'...

62775 'The Tynedale' was the last D49/2 built. In 1950 she was allocated to Leeds Neville Hill mpd (50B) - from this side, aside from the nameboard with the fox picked out in brass finish, there is no difference in appearance to 'Lincolnshire'...

It's only when you went round the engine to the right-hand side that you'd notice the difference: the Lentz rotary cam operated poppet valves being an improvement on the original design. Many were shedded in Yorkshire, Durham, Tyneside and Scotland

It's only when you went round the engine to the right-hand side that you'd notice the difference: the Lentz rotary cam operated poppet valves being an improvement on the original design. Many were shedded in Yorkshire, Durham, Tyneside and Scotland

"The family", 62700 'Yorkshire' (Hull Botanic Gardens, 53B), 62701 'Derbyshire' (Bridlington 53D,) and 'The Garth' (Scarborough 50E) at the rear with a pair of (1980's Hornby) Gresley carriages in 1948 carmine and cream (popularly 'blood & custard')

"The family", 62700 'Yorkshire' (Hull Botanic Gardens, 53B), 62701 'Derbyshire' (Bridlington 53D,) and 'The Garth' (Scarborough 50E) at the rear with a pair of (1980's Hornby) Gresley carriages in 1948 carmine and cream (popularly 'blood & custard')

Here's 'The Garth' again in charge of her two-coach stopping train (single lamp atop the smokebox

Here's 'The Garth' again in charge of her two-coach stopping train (single lamp atop the smokebox

The difference between 'Shire' and 'Hunt' classes, the Lentz rotary cam. A pair of 'Shires' was converted to 'Hunts' from May 1932 (see appraisal below),

The difference between 'Shire' and 'Hunt' classes, the Lentz rotary cam. A pair of 'Shires' was converted to 'Hunts' from May 1932 (see appraisal below),

'Shires' and 'Hunts', Gresley's 4-4-0 tender locomotives

After 'Grouping' in 1923 the newly appointed Chief Mechanical Engineer (CME), Nigel Gresley's priority was to build up the company's 'Pacific' (4-6-2) fleet, the then Class A1. By 1925, target achieved, Gresley switched his attention to replacing ageing intermediate power North Eastern and North British Atlantic (4-4-2) classes, although some were rebuilt, for routes closed to the much heavier Pacifics. The new class had to be strong for its size. Gresley opted for a three cylinder arrangement that used his patented conjugated valve gear. Owing to a need for economy a 4-4-0 ('American') wheel arrangement was adopted over the earlier Atlantic design. Economy also dictated the use of the same boiler design as used on the proven J39 0-6-0 goods locomotive. The completed design revealed February, 1926 was followed by an initially built 'Yorkshire', numbered 234 at Darlington Works in October, 1927. The D49 would be the last 4-4-0 type built, and altogether 76 of the class were built in three variants between 1927 and 1935. Class D49/1 was built with conventional piston valves, twenty-eight of these being built in three batches over three years. D49/2 was built with Lentz rotary cam operated poppet valves, forty-two of this variant turned out between 1929-35. The last variant, D49/3 carried the same poppet valves, six only being turned out in 1928. Ten years later they were rebuilt to D49/1. The Class D49/1 was named after LNER region shires (counties) in England and Scotland; D49/2 locomotives were named after the same region's rural fox hunts, with a brass running fox totem affixed to the nameplate carried over the splashers. Some exceptions were renamed to achieve uniformity within sub-classes.

All three variants were turned out with the same boiler design, all fitted with Ross pop safety valves. Boilers were made at the former NBR Cowlairs plant, Robert Stephenson & Co. on Tyneside and at North Road Works, Hopetown, Darlington. All the boilers were long-lived, the standard Darlington boilers averaging 20 years, the others just less than nineteen. Boiler exchanges with Class J39 were possible, obviously, although this rarely happened, the two exceptions lasted over thirteen years on Class J39. The only other exchanges happened later with Class D49 when boilers were transferred to Class J39 that were still in service (after diesel multiple units took over local passenger workings).

*[For further information see: lner,info/locos/D/d49.php]

Three Class D49s will be seen around 'Ainthorpe Junction', two are 'Shires', 62700 'Yorkshire' of Hull Botanic Gardens (53B) and 62701 'Derbyshire' (after I've fixed the new name and number plates to her splashers and smokebox door). I bought another 'Yorkshire' in BR black livery to convert the model by means of a kit (the company is no longer in business) to a 'Hunt' and with a new set of nameplates renamed her 'The Garth', 62764 of Scarborough shed (50E). The class was largely withdrawn by 1959, 'Derbyshire' being re-allocated around that time to Botanic Gardens from 53D Bridlington after that shed closed along with Whitby (50G), Malton (50F) and Scarborough.

Another Gresley workhorse with a Darlington makeover

J39 64862 of West Hartlepool (51C) shed basks in the sunshine at home - must be early in British Railways days, with 4,200 gallon tender still marked as 'LNER'

J39 64862 of West Hartlepool (51C) shed basks in the sunshine at home - must be early in British Railways days, with 4,200 gallon tender still marked as 'LNER'

Darlington (51A) J39 rests at the coaling stage, also with 4200 gallon GST

Darlington (51A) J39 rests at the coaling stage, also with 4200 gallon GST

Here's 64710 again in close-up with crew and an almost empty tender - shift-end? Looks like 64821 is outward bound to pick up her working

Here's 64710 again in close-up with crew and an almost empty tender - shift-end? Looks like 64821 is outward bound to pick up her working

Gresley's Class J39

In July, 1926 the London & North Eastern Railway introduced the medium powered 0-6-0 Class J39, a steam workhorse for mixed traffic duties across the LNER network. Based on his earlier Class J38 that had been brought out in January, 1926, although with larger diameter coupled wheels, they were as useful on slower diagrammed passenger work. Nevertheless their 'Achilles heel' was a lower tractive effort. British Railways subsequently classed them as 4P/5F as opposed to the 6F of their predecessors that were allocated largely around the Scottish branches. Larger diameter coupled wheels also meant lower splashers over the leading coupled wheels.

Two hundred and eighty-nine of class J39 were outshopped between July 1926 and 1941. Of the total number built, twenty-eight were turned out by Beyer Peacock & Co., the other 261 were built at North Road Works, Darlington. Many of the Darlington produced J39s were built with boilers from Armstrong Whitworth & Co and Robert Stephenson & Co. frames were 29'-3" in length, 6" shorter than class J38. There were sub-divisions in the locomotive-tender pairings, J39/1 had Group Standard 3500 gallon tenders, J39/2 standard 4200 gallon tenders, J39/3 were paired with divers ex-NER tenders. All were fitted with superheaters and Ross 'Pop' safety valves.

British Railways took over the whole class in 1948, numbered 64700-64988. Withdrawal began in 1959, all withdrawn and scrapped by 1962. Although none were preserved, plans are afoot (?) to replicate a J39 in BR livery as 64960, together with a J38 for preservation in the future.

Allocations in British Railways' North Eastern Region 1950-58 were: Leeds Neville Hill (50B) 9; Starbeck (Harrogate, 50D) 13; Scarborough (50E) 2; Darlington (51A) 2; West Hartlepool (51C) 3; Middlesbrough (51D) 2; West Auckland (51F) 3; Gateshead (52A) 6; Heaton (Tyneside) 8; Blaydon (52C) 12; Tweedmouth (52D) 14; Hull Dairycoates (53A) 11; Borough Gardens (54C) 3 Total 79 l

Bachmann have produced a J39 in OO Gauge according to different subdivisions (including with ex-GC stepped tenders). I have one J39 with Group Standard tender, renumbered 64710 of Darlington (51A), that will be seen around 'Ainthorpe Junction' on mixed goods trip workings.


Unit 3:assembly laid with track laid and complete...

Notice the curve measuring tool? Easy to assemble, only needs one willing body to mark where the vertical touches on the stretchers. Then mark where the risers should go. Repeat for inner curve and back road (to a lesser extent, away from the corner)

Notice the curve measuring tool? Easy to assemble, only needs one willing body to mark where the vertical touches on the stretchers. Then mark where the risers should go. Repeat for inner curve and back road (to a lesser extent, away from the corner)

Sidewalls are in place, some fixing has been done and cutouts made to accommodate lower detail that will be added at a later date. Things have started to look like the finished job....

Sidewalls are in place, some fixing has been done and cutouts made to accommodate lower detail that will be added at a later date. Things have started to look like the finished job....

Overview of the inner (Down) curve that leads to a left-hand curved point for the access to the coal/lime depot on Unit 4

Overview of the inner (Down) curve that leads to a left-hand curved point for the access to the coal/lime depot on Unit 4

The junction starts on Unit 3 towards Unit 4. Points have been installed on the parcels/passenger side as well as on the goods, freight and mineral side, Up and Down. This is the view Up, with a curved left-hand point leading to the coal depot

The junction starts on Unit 3 towards Unit 4. Points have been installed on the parcels/passenger side as well as on the goods, freight and mineral side, Up and Down. This is the view Up, with a curved left-hand point leading to the coal depot

'Bloomfield's Mail Order' has been provided with rail access via Unit 2  The curve will make things 'interesting' to add the platform. There are steps on the Gresley Covered Carriage Truck (CCT) so some thought needs to go into this

'Bloomfield's Mail Order' has been provided with rail access via Unit 2 The curve will make things 'interesting' to add the platform. There are steps on the Gresley Covered Carriage Truck (CCT) so some thought needs to go into this

From the buffer stop end, the curve is accentuated in this view.

From the buffer stop end, the curve is accentuated in this view.

Unit 3 progress from cutting timber and board, to assembly and track laid...

With Unit 2 set on the supporting framework (some minor adjustments to make), Unit 3 was to be tackled. I took my time, some materials bought, and curves marked for the trackbed from the front fiddleyard end.

3/12/18-1/7/19: Construction of the unit completed, foam trackbed and preparations were made for track laying. Got the back road fixed down as shown in the images above. Next job was the side walls, straightforward at the back, with two lengths of 1 ft deep 4 ply. At the front it was three shorter sections of 4 inch deep 4mm ply to accommodate the canal lock. I've considered inserting a perspex canal 'surface' over some painted board, thus creating a 'dirty water' appearance. Some studies of emerging canals with towpaths and locks should come in handy... Peco Streamline (and some Setrack) flat bottomed rail and points needed to be bought to complete the junction. Lots of scope for observation and research. Logic was needed to calculate for the shunt movements, the imagination for the scenery, observation and research come together for signalling and secondary junction and I shall need to study signalling arrangements].

That thinking cap still fitted since I completed 'Thoraldby'. The foam for the trackbed was almost complete but for the back road to the warehouse/dairy depot passing loop. The 'throat' was there. I finished that before I went on to Unit 4. Also, extra foam was added to the inner side of the curve for pointwork to take the track to the coal depot. The warehouse depot foam has been laid. Time to assess the curve and how long the loading platform needed to be, no more than three 10'-0" wheelbase four-wheeled vans or wagons. Plenty of time to consult an image archive of mid-1950s warehouse depot facilities; 'Cosmetic' factory walling cut, window apertures shaped, window frames and arches applied, some with brick backing to resemble windows blown out by bombing, and lintels fixed on several (need to finish them off now I've reached the canalside wall. Some of the windows have clear plastic inserted to resemble glass, the window frames to be painted as rusted (metal frames for pre-WWII industrial window replacements. I've got some etched brass ones as well, and may use them for a long building above the retaining wall at the rear of Unit 5. There's a four foot length to play with, after all! Lots of options to consider. More soon;

(Not as soon as hoped)

1/12/2019-31/8/20: Track having been fixed down on Unit 2, it was high time to venture 'eastward and northward over the border' onto Unit 3. Starting at the back first a short length of spare flexible track was laid to butt on the corresponding end on Unit 2. I thought I'd be able to clear the back road with what points I had but realised a medium right-hand was necessary, rather than the larger radius curved point I had, so that's been relocated as a trailing point near the short, low viaduct on Unit 6A. It'll come in use to allow engines to reverse-shunt into the larger goods depot,on Units 5-6 or leave the livestock market and/or goods depot via the Down Main line (to fiddleyard 2, Unit 7). Next to tackle was the nearside curve that leads to a large radius left-hand curve for the coal depot, complete with catchpoint to divert runaways away from the Up running line (to Unit 4). Track pins were used to fix down the flexi-track curve, and point rather than mere wood glue/pva. Even with heavy weights the formation could've 'crept' out of true and I'd have had a job trying to extricate both, with the possibility of the point having .collected gunge and rendered it useless. I'd already had to toss out a recycled point from a previous unwanted layout ('Kirk Rigg')., where one of the wires had been torn off its anchoring and who-knows-what-else.

The inner curve to the coal depot was laid to the end of Unit 3 all the way round from Unit 1 (freight and goods fiddleyard) over Unit 2 as well as much of the Down curve from the parcels/passenger fiddleyard side. And of course the small corner depot loop/head-shunt. Connecting track and left-hand curved point/turnout is laid and needs to be fixed down. The junction completed on both Unit 3 and 4, facing points link them in order to afford access both ways in the event of weekend engineering work, where the running department takes possession. You'd see staves either side of the affected line, track-wide red banners between them. Maybe I'll have workmen busy with lookouts either end...I've got a couple of ModelU 'gangers', and just need a few more. This is an era before high-viz orange workwear and yellow plastic helmets, so watch out for flat caps, donkey jackets and overalls. A lookout with horn was posted either end to watch out for approaching traffic. [As this will be a fairly busy route, you can be guaranteed there'll be a bit of standing around with tools at the ready. Maybe I'll 'take possession' of one line with red tape both ends mounted on chest-high steel posts. More on that at a later date. There are also Dapol workmen's packets, with tools, to paint]. A medium-small radius Hornby curved point was added at the back of Unit 3 to complete the run-around for the small 'Bloomfield's Mail Order' business in this crowded urban location. That saw Unit 3 altogether ready for ballasting. "Why Hornby", you ask, "when the rest of the layout has been laid out in Peco?" It was on offer and I'm not one to pass up a freebie. Besides, it was a perfect fit (see overhead view above). Track on Unit 4 around the junction was relaid, and the facing points on the bank removed, to be used elsewhere. A long diamond crossover was inserted in place of the double slip where the Up Main crossed over the Down Goods, Freight & Mineral.

See also Unit 4 write-up

A steed more recognisable as Gresley's...

Built within the NE Region as K3/5 by the Armstrong Whitworth works on Tyneside is No. 1108. On completion she was allocated outside the region

Built within the NE Region as K3/5 by the Armstrong Whitworth works on Tyneside is No. 1108. On completion she was allocated outside the region

Class K3/2 was allocated 1950-1958 to Heaton, Tyneside (52B)

Class K3/2 was allocated 1950-1958 to Heaton, Tyneside (52B)

Hull Dairycoates K3 61927 (Bachmann, bought at Monkbar Models in York) stands in the fiddleyard, ready to attach to a working

Hull Dairycoates K3 61927 (Bachmann, bought at Monkbar Models in York) stands in the fiddleyard, ready to attach to a working

In the cab, the fireman busies himself with feeding the grate whilst the driver keeps a firm grip on the regulator

In the cab, the fireman busies himself with feeding the grate whilst the driver keeps a firm grip on the regulator

LNER/BR K3 2-6-0 (GNR H4), a more powerful variant of the previous Great Northern Railway Class H3 (LNER K2), the 6'-0" diameter (1.8m) boilers were the biggest fitted at the time to a British steam engine. After Grouping the class was re-designated K3 with subsequent batches numbered (e.g. K3/2) in build sequence, and adopted as an LNER standard design. The nickname 'Jazzers' was given them due to the rhythm of their exhaust beat and their unbalanced gyratory movement.

The first ten were built at 'The Plant' (Doncaster Works) in 1920 to Gresley's design. Six batches were built subsequently at both Doncaster and Darlington works, some contracted out to Armstrong Whitworth. The last of 193 built were outshopped in 1937. The class was an exemplary mixed traffic design in accordance with Gresley's "Horses for courses" policy of locomotive distribution by needs. In 1945 Edward Thompson had K3 No. 206 rebuilt to a two-cylinder variant, classed as K5. No others were thus rebuilt, although several were later given K5 specification boilers.

The first ten, built as Class H4 in GNR days were numbered 1000-1009, became LNER K3 4000-4009 in 1923. Those built for the LNER were numbered haphazardly to fill gaps in the company's numbering scheme. In 1946 renumbering saw the class (K3 and K5) in the 1800-1992 sequence. They were to become 61800-61992 in British Railways' ownership.

All were withdrawn and scrapped from 1959-1962. The K5 went for scrap in 1960. None was preserved, although one Gresley designed 2-6-0, K4 'The Great Marquess', was bought by the late Viscount Garnock reliveried to LNER green and renumbered 3442 [she is now back in BR mixed traffic lined black as No. 61994 and can be seen at Grosmont awaiting work on her boiler].

BR/NE K3 Allocations in 1950-58 saw fifteen at Heaton, Tyneside (52B): 61818, 61875, 61884, 61901, 61904, 61906, 61917, 61930, 61952, 61962, 61969, 61984-7; twenty-one were allocated to Hull Dairycoates shed: 61813-4, 61819, 61871-2, 61874, 61883, 61892, 61899, 61902-3, 61920, 61922, 61934, 61935, 61941, 61945, 61965

Some time ago I bought a Bachmann K3 at Monkbar Models in York and renumbered the model to 61927, a visitor with a stepped-out tender from the Great Central (Eastern Region) with coal traffic in BR steel 16 ton and pre-Nationalisation ex-private owner wood-built wagons.

---------------------------------------------------------------------------------------

RMweb - a site for railway modellers by railway modellers

A source of inspiration for modellers and would-be modellers:

The RMweb site is owned by the publishers of British Railway Modelling. There is no limit on the site, though. British and Continental outline models and layouts can be seen, write-ups and comment on all types of railway modelling encouraged in all gauges and scales. In need of appraisal on your attempts, in need of research for your projects? You're in the right place.

---------------------------------------------------------------------------------------

"The engines that won the war"*

One of the unnamed, V2 60964 simmers at York (50A) beside the next generation of motive power. She was allocated here between 1950 and 1964. 50A closed to steam in June, 1967

One of the unnamed, V2 60964 simmers at York (50A) beside the next generation of motive power. She was allocated here between 1950 and 1964. 50A closed to steam in June, 1967

V2 60964 'The Durham Light Infantry' at York in 1958. She had received her name the month before

V2 60964 'The Durham Light Infantry' at York in 1958. She had received her name the month before

60864 on a mixed goods, on the lower level fiddleyard, Unit 1

60864 on a mixed goods, on the lower level fiddleyard, Unit 1

View over the front of the tender into the cab to show both ModelU crew seated (until the fire needs to be topped up)

View over the front of the tender into the cab to show both ModelU crew seated (until the fire needs to be topped up)

*Not my words, it's what's called 'received knowledge'.

Class V2 - no bomb*, just a horizontal flier, and powerful with it! Designed in the mid-1930s by Nigel Gresley for mixed traffic working, built both at Darlington North Road and Doncaster 'Plant' from 1936-1944, the best-known of the class is the preserved No. 4771 'Green Arrow' (1946 No. 800/BR 60800) and usually on show at the National Railway Museum, York (what had been York North Shed).

They were the sole major 'Mikado' class used in Britain. Where 2-6-2 tank locomotives were fairly common, the only other tender types were Paget's unsuccessful Midland Railway version, and the two later, smaller Gresley Class V4's. the 'Mikado' 2-6-2 wheel arrangement permitted a large firebox unimpeded by the rear coupled wheels, and the leading pony truck afforded greater stability at speed.

The V2 was a derivation of the Class A1 (A3) Pacific, with smaller wheels that increased adhesion on heavy trains. A shorter boiler also marked out the class, keeping Gresley's favoured 3-cylinder arrangement in an unusual monobloc casting. One hundred and eighty-four of the class were built in fourteen batches between 1936-44, almost through the duration of WWII, proving their worth in both freight and passenger traffic. The final batch of four were reconfigured by Edward Thompson as Class A2/1 Pacifics.

The relatively weighty 22 ton axle loading meant route availability was limited to main line working (forty percent of the LNER network, not including former Great Eastern routes). Gresley acknowledged a lighter mixed traffic 'Mikado' was necessary and the 'Bantam Cock' was designed for this purpose, allocated largely to Scottish routes. It was however Thompson's Class B1 4-6-0 that took up the baton from the V2 on lighter mixed traffic, rather than the V4 across the network. The last of Class V2 to be built as V2, numbered 3695, was turned out from Darlington in June, 1944. The class had the free-steaming qualities that the LNER's operating department needed. They were not only capable of working vacuum-braked freight at up to 60 mph (97 km/h) but they could be substituted for Pacifics on heavy wartime passenger (troop train) duties. A V2 in peak condition could almost match a Pacific for sustained high speed running, one being logged at 93 mph (150 km/h) on the 'Yorkshire Pullman', while another under test conditions notched up 101 mph (163 km/h). Their reputation was enhanced during WWII on epic performances, such as in one instance a V2 hauled 26 carriages over around 100 miles from Peterborough to King's Cross (London) with only ten minutes added on the scheduled timetable owing to a slippery start. For more details see: en.wikipedia.org/wiki/LNER_Class_V2

Allocations in the BR/NE area 1950-58: York (50A) 30; Gateshead (52A) 9; Heaton, Tyneside (52B) 27; Tweedmouth (52D) 2 Total 68, just over a third of the total built.

Bachmann brought out Class V2 in model form in LNER and BR liveries with early 'cycling lion' and later lozenge emblems.

My own V2, unnamed 60864 was a York allocation and will be seen frequently running through with either semi-fast passenger or goods workings

* Coincidentally, in WWII - for those of you 'not in the know' or across 'the Pond' - the Germans had flying bombs, V1 and V2, that they used to large effect on London and several mainland N W European cities; the LNER's Class V1 and V2 had a much more useful purpose

----------------------------------------------------------------------------------

Rites Of Passage...

Make your way through the series and see how you measure up. Some of you may already be 'further along the road' than I am, some enthusiastic beginners. Whatever stage you're at, you'll find something in this series to interest you, maybe re-enthuse you if you haven't been involved for a while to try your hand again. You might enjoy assembling units and laying track, pointwork and building bridges for others to 'pretty up' with scenery. You might enjoy scratchbuilding structures, as I do, or you might enjoy 'kit-bashing' to adapt kits to suit your own purposes. Like making wagons and other rolling stock or locomotives either to drawings or with kits? There'll be something for you. There are some links on the right of this page that you'll find handy, and enable you somehow to navigate your way through the series at your own pace.

Just remember you're in this to enjoy yourself... Or go out and get yourself another job.

-----------------------------------------------------------------------------------------

Gresley 2-6-2 tank locomotives

Class V3 67689 pauses at Durham in 1953, before the advent of diesel multiple units in the region saw them 'pensioned off' (scrapped), or allocated on parcels or empty stock movements and then scrapped when diesel shunters took over their duties

Class V3 67689 pauses at Durham in 1953, before the advent of diesel multiple units in the region saw them 'pensioned off' (scrapped), or allocated on parcels or empty stock movements and then scrapped when diesel shunters took over their duties

Class V1 67639 awaits her next duty at home shed 51D Middlesbrough

Class V1 67639 awaits her next duty at home shed 51D Middlesbrough

Class V3 2-6-2 tank loco 67685 stands on the Up passenger/parcels road ready to take. This is the driver's side...

Class V3 2-6-2 tank loco 67685 stands on the Up passenger/parcels road ready to take. This is the driver's side...

Sister V3 and shed-mate 67686 with hopper bunker is seen here, noses out for a local passenger working

Sister V3 and shed-mate 67686 with hopper bunker is seen here, noses out for a local passenger working

Gresley's Class V1 2-6-2 tank locomotive was first introduced 1930; the further development (rebuilding to V3) came later in the same decade, a last batch built 1939-40 as Class V3. Altogether 82 of Class V1 were built, 71 rebuilt to class V3 specifications, and the last batch rolled out of the works 1939-40. All were built at Doncaster Plant works between 1930-40.

Thirty were recorded as allocated to the North Eastern region 1950-58 at Middlesbrough (51D) 8. Stockton-on-Tees (51E) 1, Gateshead (52A) 6, Heaton - Tyneside (52B) 10; and Blaydon-on-Tyne (52C) 5. Two Class V3 locomotives - 67685 and 67686 - will be seen on the 'Ainthorpe' layout, both were Middlesbrough allocations in 1950, neither is recorded as having been relocated in 1958 to Thornaby (down the road) when the dilapidated Middlesbrough shed was closed down.

The roofing in the three roundhouses was never repaired or replaced in the decade-and-a-half between bombing and closure, probably earmarked for closure that was never acted upon before Thornaby opened. Several other Teesside sheds were closed at the same time as Middlesbrough, much of their steam allocation going for scrap.

None of the class was preserved.

Unit 4, Track in place and functioning, re-organised with diamond crossing instead of double slip...

The back board is in place - at this stage screwed on - and the front one awaits 'profile' drawing' before it's cut. The cutouts have since been reduced to two, the nearest for lime cells (two hoppers) , the furthest for four hoppers (eight cells)

The back board is in place - at this stage screwed on - and the front one awaits 'profile' drawing' before it's cut. The cutouts have since been reduced to two, the nearest for lime cells (two hoppers) , the furthest for four hoppers (eight cells)

.... And what you've looked forward to: the link between Unit 4 and Unit 5 (see also below, for the other side)...

.... And what you've looked forward to: the link between Unit 4 and Unit 5 (see also below, for the other side)...

... And the view down the incline shows the main running lines towards the bridge that carries the terminated single track branch

... And the view down the incline shows the main running lines towards the bridge that carries the terminated single track branch

The shunt roads from the right-hand point a short train's length back from the departure point off the Up running line from the freight/goods/mineral fiddle yard - 'kink' sorted.

The shunt roads from the right-hand point a short train's length back from the departure point off the Up running line from the freight/goods/mineral fiddle yard - 'kink' sorted.

Seen from the 'Up' end, the full height cells would be where high-sided lorries reverse in to take a load for a factory straight from the wagon (that's real coal in the wagons, ground down to size).

Seen from the 'Up' end, the full height cells would be where high-sided lorries reverse in to take a load for a factory straight from the wagon (that's real coal in the wagons, ground down to size).

Overhead view of the coal cells with a pair of ex-LNER 21 ton steel hoppers (Diagram 100). Sleepers removed over cells, with sleepers kept on cell walls to retain track gauge. ..

Overhead view of the coal cells with a pair of ex-LNER 21 ton steel hoppers (Diagram 100). Sleepers removed over cells, with sleepers kept on cell walls to retain track gauge. ..

The depot has been surfaced with Wills' York Stone, partly covered with plastic filler then scraped to give a 'used' impression

The depot has been surfaced with Wills' York Stone, partly covered with plastic filler then scraped to give a 'used' impression

Weigh office with thin Smiths/W&T etched metal Pooley weigh bridge mounted on thin plastic strip to even up the level to the surrounding surface.

Weigh office with thin Smiths/W&T etched metal Pooley weigh bridge mounted on thin plastic strip to even up the level to the surrounding surface.

... And to show the width of the depot yard after adding pine strips to the front of the layout, here's oner of the 'Classix' range of commercial vehicles, a flatbed delivery lorry backed up to a cell for loading

... And to show the width of the depot yard after adding pine strips to the front of the layout, here's oner of the 'Classix' range of commercial vehicles, a flatbed delivery lorry backed up to a cell for loading

Unit 4: Progress on the lineside since the trackbed has been completed, the coal and lime depot being the focus of attention...

Fun and games in the offing for Unit 4, although not in the basic construction. A trio of features is planned, 1) railway junction and sidings/headshunts, 2) nearside coal depot, 3) low relief (Metcalfe) terraced house backs at rear.

Question is, will I get it all in? Let's get the basics done first.

13/1-11/7/2019: Unit 4's basic construction was completed, with a 'baffle' added on Friday 8th, set into place with some adjustments made. The coal depot area was modified, two bays turned into one for five hopper wagons (ten cells). An underpass was sited beyond the weigh office for road delivery vehicle access, the basic structure completed and awaiting later detail. Wills' Coarse Stone packs will be sourced for the cell walls, York Stone road surface will be added to the cell floors and the roadway in front of the cells, 'bled over' the unit side (see images 2-5 below). The scenic break was added, featuring a short length of terminated railway. Part of the Metcalfe double track bridge kit was modified as this scenic break which will incorporate some extra scenic features such as weed growth and maybe some 4 mm scale barbed wire if I can get hold of some (was it Scale Link?). Where the end of the bridge should be will be made to look like a part-demolished structure with signs of dereliction, a rusting buffer stop, rusted rail and rotting wooden sleepers. Got to figure out a way of doing that effectively - probably with the use of acrylics (bought some at the Hobbycraft shop in Romford, so I can experiment with them). Foam laid along the outer - level - siding 'arms' and down the gradient to the overbridge scenic divider. Points to buy for the track off the main running line and in the depot area itself: two medium radius right-hand, one for a short headshunt for cripples and another to make a facing connection for the run-around. At the other end is a curved medium radius point for a short tender locomotive such as a J27 0-6-0 (Oxford Rail, planned release later early 2021). The same locomotive will take empties out and back to a wholesaler or originating source such as a colliery either southward from nearby County Durham or northward from the Selby coalfield - a Q6 0-8-0 from Selby would have brought a long rake of hoppers to a distribution centre (probably York for delivery to local areas and York depot itself on the Leeman Road side of the main station - now a car park next to the Peter Allen building, part of the railway museum, once the main city goods depot). Three Peco medium radius right-hand points delivered, two for facing points at the far end of the coal depot. A third, already in stock was inserted to lead to the short cripples siding (long enough for two or three wagons, two hoppers and a steel BR 16 ton mineral wagon without fouling the point. Not forgetting an NER or rail-built LNER or buffer stop). Six Peco power clips were also delivered, two for the fiddleyards, four elsewhere as deemed suitable;

New Year, new ideas:

24/4-6/5/2020: Configuration laid from coal depot sidings via throat parallel to junction, fitted to length and connected for through working from Unit 1. Track layout also -very - basically established for junction with upper level fiddleyard, complete with run-round pointwork. Another two medium radius right-hand points delivered, both installed the same day and junction layout established. The right-hand point that takes the locomotives and hoppers round to the sidings.was moved forward the length of the point itself to accommodate the right-hand point and track that bypasses the depot from the the fiddleyard. It also gives extra length to the approach to leave brake vans and other stock during shunting.in the coal depot (drawing out empties, propelling laden wagons).. Flexi-track has to be added to link up the pointwork with Unit 3 and between nearside points at the top of the bank. rail joiners awaited with another two right-hand points that will be allocated to Fiddleyard Unit 7 for 'fanning out' the marshalling yard at the back. Trains can be assembled according to which side of Unit 1 they're bound for (passenger/parcels/horse boxes, or goods/freight/cattle wagons). In those days at times the horses were 'hunters', being ferried to some lordship's stables for a weekend, at other times hunt packs went in a full brake with his lordship's luggage.

7/6/20: We're through to Unit 5!

The double track section between Unit 4 and Unit 5 was completed on 7th June, not quite as momentous as the events seventy-six years earlier but a milestone all the same, celebrated with a shot of 'Famous Grouse' Scots' whisky (what else?!) See also Unit 5 write-up below.

30/9/20: Track was modified on Unit 4 with the removal of two left-hand facing points on the incline, replaced by plain track (better for engines that have to climb the incline without a signal check. A diamond crossover replaced the double slip where the Up Main crosses over the Down Goods & Mineral.

8/11/20: An Arch Laser Co. balsa weigh office was added to the end of the depot closest to the road underpass (tunnel). Detailing such as etched nickel silver Pooley weigh bridge and white metal 'bump barrier' will be added shortly once i've got one or two things sorted. I may change the roof for a piece of Wills' plastic slate sheet and add a plastic chimney pot, drilled with the inside painted soot black (matt). To complete this section I'll lay sections of Wills' York Stone on the board 'deck'. My method of attaching parts of different material to each other is a mixture of wood glue and superglue. Try separating that! Wills' Coarse Stone will be used around the back of the weigh office.

17/11/20: Much progress on the coal and lime depot, with cells completed, York stone (Wills') on the depot ground and the beginnings of the vehicle underpass. Just the rest of the ground level York Stone to complete, the underpass, weigh office detailing and lime cell walls at track level.

19-20/11/20: Coal depot surfaced with weigh bridge laid, window sill and barge boards added to weigh office (plastic strip trimmed to shape). The yard depth has been 'tested' with one of the range of 'Classix' commercial vehicles, a reasonably priced flatbed delivery lorry. still the deck to complete (upper level walkway) and lime cell walls with low hipped roof in North Eastern Railway style.

----------------------------------------------------------------------------------

Thompson's gazelles (4-6-0 class nicknamed 'Bongos', named after species of antelopes), built1941-48

Class B1 4-6-0 61031 'Reedbuck' brings a Railway Correspondence & Travel Society (RCTS) special around York station in the 1960s - one of the platforms added to cope with wartime traffic. A goods working awaits the 'right away' from the goods yards

Class B1 4-6-0 61031 'Reedbuck' brings a Railway Correspondence & Travel Society (RCTS) special around York station in the 1960s - one of the platforms added to cope with wartime traffic. A goods working awaits the 'right away' from the goods yards

Preserved B1 61264 visits the Great Central - away from 'home' on the NYMR

Preserved B1 61264 visits the Great Central - away from 'home' on the NYMR

One of the few named engines in the 'stable', Thompson Class B1 4-6-0 61010 'Inyala' of York shed through most of the 1950s - the driver setting the regulator whilst the fireman takes a breather from topping up the grate  ] ]

One of the few named engines in the 'stable', Thompson Class B1 4-6-0 61010 'Inyala' of York shed through most of the 1950s - the driver setting the regulator whilst the fireman takes a breather from topping up the grate ] ]

The LNER Class B1 4-6-0 locomotives, 'Bongos', were introduced in 1942 by Edward Thompson, 'successor' to Nigel Gresley. Built to Lot 2011 at Darlington North Road Works in 1948, Number 1031 'Reedbuck' would see service as 61031 and allocated to a Leeds area depot 37B Copley Hill. She would be transferred to 37A Ardsley before withdrawal in November, 1964 and scrapped by Drapers of Hull at the end of January, 1965.

A small number of the class would be spared the cutter's torch, of which 61264 was never given a name. She can be seen on the North Yorkshire Moors Railway and is stabled with others of the NYMR fleet at Grosmont, A year ago (Winter 2017-18) her boiler was in its fifth year and tubes were being removed, a thorough inspection being made to ascertain her working life could go a further season in revenue earning service. A new coat of paint was also due]

Allocations in the region, 1950-58:- York (50A) 11; Leeds Neville Hill (50B):14; Darlington (51A): 16; Stockton-on-Tees (51E): 11; Gateshead (52E): 6; Tweedmouth (52D) 6; Hull Dairycoates (53A) 4; Hull Botanic Gardens (53B) 5; Borough Gardens - North Durham, Tyneside (54C) 3: Total 76

Two of the class will make an appearance on the 'Ainthorpe' layout when completed, both Bachmann models, 61016 'Inyala', a York (50A) allocation and 61339, one of the unnamed B1 class, of Neville Hill shed (50B) near Leeds. I may get another B1, probably Bachmann (as being part of the metal framework of the model, Hornby buffer beams are next to impossible to drill through)

Metcalfe railway structural building kits

A red brick bridge kit has been modified as scene dividers on Units 4 & 5, the underside of the arches will be painted in Acrylic. On Unit 4 there's a narrow trúnkated railway, on 5 an old road

A red brick bridge kit has been modified as scene dividers on Units 4 & 5, the underside of the arches will be painted in Acrylic. On Unit 4 there's a narrow trúnkated railway, on 5 an old road

I took delivery of a couple of viaduct kits, one to add to Unit 6A, the other added to Unit 1, the fiddleyard scenic break. On Unit 6A it spans a canal and towpath as well as a narrow roadway across the unit width (10.5 inches.

I took delivery of a couple of viaduct kits, one to add to Unit 6A, the other added to Unit 1, the fiddleyard scenic break. On Unit 6A it spans a canal and towpath as well as a narrow roadway across the unit width (10.5 inches.

The four units I bought, two each of the viaduct and bridge, were 'manipulated' to fit areas not originally planned for by Metcalfe. What do I mean? Well, one bridge front has been used at the exit from the short viaduct unit (6A) to the fiddleyard Unit 7, with part of the side and parapet. One viaduct has been built on the sunken Unit 6A and the ground level raised to around 25% of the viaduct piers' height, with a canal bed laid in (water level height, a piece of plastic to be cut and placed in position later) and tow path to be modelled. Another bridge front and about 50% of its width was added to Unit 5 where it butts onto the wall between it and Unit 4; likewise the other 50% is on Unit 4 (see 'Thoraldby' layout write-up where it shows either side of the tunnel). The second viaduct became a skew bridge scenic break in front of the first fiddleyard unit, much to be worked on yet.

--------------------------------------------------------------------------------------

Thompson's 2-6-4 tank locomotive, Class L1

Class L1 67764 of Middlesbrough mpd (51D) returns north-westward along the coast from Whitby/Scarborough with a short off-season passenger working. The route was closed in 1954 between Whitby West Cliff and Loftus

Class L1 67764 of Middlesbrough mpd (51D) returns north-westward along the coast from Whitby/Scarborough with a short off-season passenger working. The route was closed in 1954 between Whitby West Cliff and Loftus

Another Middlesbrough allocation, 67763 passes with a mixed rake of non-corridor passenger stock through Eskdale in the holiday season on the way to Whitby via Battersby after closure of the coast line

Another Middlesbrough allocation, 67763 passes with a mixed rake of non-corridor passenger stock through Eskdale in the holiday season on the way to Whitby via Battersby after closure of the coast line

Here's my version, renumbered 67742 of Darlington shed (51A), complete with appropriate shed code on the smokebox door

Here's my version, renumbered 67742 of Darlington shed (51A), complete with appropriate shed code on the smokebox door

67742 rear three quarter view. (The crew's gone to the canteen for a cuppa).

67742 rear three quarter view. (The crew's gone to the canteen for a cuppa).

Thankfully the roof is removable, which makes it easier to add crew. Here the fireman leans out of the cab as the engine passes - coasting downhill

Thankfully the roof is removable, which makes it easier to add crew. Here the fireman leans out of the cab as the engine passes - coasting downhill

One of LNER CME Edward Thompson's later introductions was Class L1 2-6-4 tank locomotive, the prototype No. 9000 built May 1945 at Doncaster Plant. The rest of the 100 strong class was built by British Railways at North Road works, Darlington between 1948-50.

Only eleven were allocated to the North Eastern Region in 1950, five to Darlington (51A), the rest to Middlesbrough (51D). Most were dispersed around the Home Counties, in the Great Central, Great Eastern and Great Northern sections of the Eastern Region. Most of the North Eastern allocations had been withdrawn by the late 1950s due to the allocation to the region of Birmingham-built Metro Cammell diesel multiple units (dmu's) during those years. Those remaining were put on empty stock or local parcels workings.

One of the (Hornby) class, 67742 of Darlington will appear on the layout with local passenger/parcels workings.

Railway building and materials - real life

Leyburn West,(Wensleydale Railway)  bridge and retaining walls - steps are being taken to instal pointwork for the western end of the passing loop at Leyburn Station - nice lineside and bridge work scenery detailing

Leyburn West,(Wensleydale Railway) bridge and retaining walls - steps are being taken to instal pointwork for the western end of the passing loop at Leyburn Station - nice lineside and bridge work scenery detailing

At the time the bridge was built west of the station at Leyburn they would have been glad of a dumper truck like this! The rail bed  has been laid to instal the pointwork for the western end of the passing loop

At the time the bridge was built west of the station at Leyburn they would have been glad of a dumper truck like this! The rail bed has been laid to instal the pointwork for the western end of the passing loop

Scenery, as you've guessed from a previous page in this series, is important enough to write books about.

The books are listed in other pages, so I won't go into detail. It's enough just to give one a mention:

One of a series in the Silver Link Library of Railway Modelling that gives a grounding in model railway construction - CREATING THE SCENIC LANDSCAPE by Trevor Booth, (ISBN 978-1-85794-023-7), 95 pp, colour and b/w images and diagrams in sections on 1. the scenic base & ballasting, ground cover; 2. developing the landscape; 3. the urban scene; 4. signalling; 5. 'populating' the layout

*details of further books in the series can be found on Amazon UK

Unit 5 begun 12th February, 2019, trackside detailing added late April-July, some track and points put down May-June 2020

Baffle added to the 'up' end of Unit 5 to face the 'tunnel'. The scenery will be built up against this baffle to hide the construction

Baffle added to the 'up' end of Unit 5 to face the 'tunnel'. The scenery will be built up against this baffle to hide the construction

Retaining wall in place to await the next stage. See how Metcalfe low-profile terraced house-backs fir in place. Some modifications may be called for. First a backscene will have to be attached to the rear unit wall to achieve depth.

Retaining wall in place to await the next stage. See how Metcalfe low-profile terraced house-backs fir in place. Some modifications may be called for. First a backscene will have to be attached to the rear unit wall to achieve depth.

Unit 5 trackwork has been rationalised, the (defective) three way and single slip have been lifted to make way for medium radius left and right-hand points respectively, access to the Down Main still possible for the banker

Unit 5 trackwork has been rationalised, the (defective) three way and single slip have been lifted to make way for medium radius left and right-hand points respectively, access to the Down Main still possible for the banker

Further along, the double slip has made way for a pair of left-hand points, a 'loop' created for locos to pass in the yard if necessary. Spare sleepers to fill gaps.

Further along, the double slip has made way for a pair of left-hand points, a 'loop' created for locos to pass in the yard if necessary. Spare sleepers to fill gaps.

The access point to the pilot and wagon standage from the Down Main is actually on Unit 6. Access to the yard from the Down Main via facing right-hand points, access direct from Up Masin

The access point to the pilot and wagon standage from the Down Main is actually on Unit 6. Access to the yard from the Down Main via facing right-hand points, access direct from Up Masin

Unit 5, 12/2 to mid-July 2019, 29/5-30/9/20:

The unit was assembled on the framework, side pieces clamped in place an inch and a half from the brickwork. Measurements were taken to establish the length of spacers and end pieces, timber sawn to specification and laid in place. End pieces had cut-outs measured to fit over the framework. Spacers were screwed in place on the nearside, end pieces ditto and the unit so far assembled was unclamped, laid on a 'workmate' and clamped from the under-inside on to allow work to be completed including 6mm trackbed board as well as 4mm front and back 'scenic panels';

Risers were cut from a new length of 2 X 1 - eighteen altogether, and screwed on using a short length of 2 X 1 clamped to end pieces and spacers as I went along, as a gauge to set them vertical. It's not crucial here to have them exactly aligned as the board will overlap on the sides to where the back and front scenic panels form the break. The 6mm ply will butt onto them, leaving no space. There should be less than an inch at the front from trackbed level to panel height. The 12 inch deep back panel, as on the others, will be where backscene is fixed where applicable;

Ply board, 6 mm thickness was cut to shape where it meets the short inter-unit section, and partly screwed down. This will be completed when the 4 mm back and front panels.have been cut to shape and attached. With a bit of luck I'll be able do the whole lot in one day, maybe Wednesday 20th - turned out it was Thursday 21st, and as you can see from the pictures above we're nearly there. A good run with drill and screwdriver(s), 1.5 inch X 6 crossheads inserted downward, .75 inch X 6 'cheesehead' screws horizontally at front and 1 inch X 6 'cheeseheads' with washers at the back avoids fouling the runners to sit and slide along on the framework to butt up against the wall end where I took out a brick way back when and inserted thick board for track to be laid through. The same thing will apply this time around.

26-28/4/2019: A Metcalfe bridge over the planned double track course was added in modified form as a scenic break, backscene to be added later, with some of the same maker's low relief terraced house backs behind a long Ratio retaining wall, probably topped by spearpoint railings. Foam trackbed, 3.1 mm was added for the through running lines as well as for the livestock dock and goods depot nearer the front of the unit, with Wills' cobblestone laid between tracks and platforms. Wood glue was used to secure the foam to the bare board.

[Bit of an 'activity gap' between here and May, 2020]:

29/5-12/7/2020: Track and points laid in position (three-way and double slips), interlocking on the junction with the through lines. It's pretty obvious where the right-hand point on the back siding will be located. More will be added off-camera on the 'Up' side. This layout is on its way! "With a little help from my friends..." fellow DOGA member and 'stores' man for his local model railway group in West Sussex has sent a boxful of track and points including a double switch or slip. Some points have been used to connect the track on Unit 5, and beyond the divide on Unit 6 is the double slip that links the 'Down' through running line with Bishopthwaite's goods only station, the banker's access stand and point leading to the 'Down' running line. The idea behind this is that a driver of a heavy goods, mineral or passenger train can toot his whistle twice for assistance as he passes on the way to Ainthorpe Bank and the banker waits for the single slip point to change before easing up to the back of the train. He'll drop back again on the 'Up' road and resume his position for the next assist without obstructing any intermediate 'Down' working. (See the images above to work out how this would be achieved).

30/9/20: The track configuration was amended as the three-way point proved faulty, and the double slips lifted with it, replaced by medium radius left- and right-hand points (see images above).

{You will have read in the section on controllers that I've attached shelves to the supporting framework for the controllers and fed power into the layout under the front of the house. Holes have been drilled into the sides of Unit 5 and 6 to feed the power cables through and under the frames. A Gaugemaster controller will be sourced to control both Bishopthorpe Yard and Bishopthwaite Station for goods receipt and wagon storage. Additional power cable has also to be sourced for this area}.

---------------------------------------------------------------------------------

Crews, lineside, signal and station personnel from ModelU

The fireman aboard an ex-WD Class 0-6-0 saddle tank (ST) J94 looks ahead for a signal at 'off' - hand-painted ModelU figure (I paint my own although the service is offered).

The fireman aboard an ex-WD Class 0-6-0 saddle tank (ST) J94 looks ahead for a signal at 'off' - hand-painted ModelU figure (I paint my own although the service is offered).

ModelU

  • Modelu – Finescale Figures
    Fine scale figures in ranges from 'Ragged Victorians', pre-Grouping (1923) pre- 1948-1990) and post-Nationalisation (1990-present day) footplate, lineside and station figures in scales from 2mm to Gauge 1

ModelU

A more personal approach to populating your layout, manning your motive power, lineside manpower and overseeing the personnel... Yes, you can buy a bowler-hatted footplate inspector, or have your stationmaster conferencing with his staff.

By the way, for ModelU customers there's the ModelU page on Facebook, where you can demonstrate your mastery of the incidental. All you have to do, once you've become a customer is accept the invitation to show your figure painting skills. Easy enough.

------------------------------------------------------------------------------------

Edward Thompson's 2-6-0, modified by Arthur Peppercorn, built by North British Locomotive Co. and introduced from 1948

K1 62001 of 51E Stockton-on-Tees (1950-58) runs with mixed freight - location unknown

K1 62001 of 51E Stockton-on-Tees (1950-58) runs with mixed freight - location unknown

BR Lined mixed traffic livery K1 62005 in NELPG ownership at Grosmont heads a train of Gresley stock for Pickering - early BR 'cycling lion' totem

BR Lined mixed traffic livery K1 62005 in NELPG ownership at Grosmont heads a train of Gresley stock for Pickering - early BR 'cycling lion' totem

Driver on 62064 leans out as 62059 nears (ModelU figure)

Driver on 62064 leans out as 62059 nears (ModelU figure)

Both locomotives seen from above. Hornby did a good job on these and the Q6

Both locomotives seen from above. Hornby did a good job on these and the Q6

Thompson's 'Mogul' reconfigured by Peppercorn, introduced in BR days, 1949-50

Edward Thompson, CME of the LNER 1941-46, opted for two-cylinder designs for this mixed traffic 2-6-0 locomotive, rather than the more complicated three cylinder designs of his predecessor Gresley. The 70 produced were to be split between the Eastern and North Eastern regions of British Railways. Thompson's prototype for the K1 was the rebuild of K4 3445 'MacCailin Mor', classified K1/1 entrusted to his principal assistant Arthur Peppercorn and became British Railways number 61997.

When Peppercorn succeeded Thompson as the LNER's Chief Mechanical Engineer in 1947 his first task was the 2 cylinder rebuild of K4 'Mogul' (2-6-0) 3445 'MacCailin Mor'. Running plates were reconfigured to improve access from side and fore to the cylinders for the fitters, and changes were made to the two-wheel 'Pony truck' to the front of the coupled wheels. Cylinder linings and boiler were also changed. These new engines (Class K1) were also longer, receiving larger capacity tenders to hold 4,200 gallons of water instead of the standard K4 3,500 gallon tenders. Seventy Class K1 mixed traffic locomotives were built by North British Limited (NBL) of Glasgow, the last LNER type of its size and the last 2-6-0 to be built for use on main line routes. They entered service under the au spices of British Railways between May, 1949 and March, 1950. Class K1 was useful and versatile, working widely on ex-LNER metals, although largely in the BR/NE area. Like the K4 they were also used on the West Highland route between Mallaig, Fort William and Glasgow on fish and passenger workings. They were all withdrawn after all-too-brief working lives between 1962-67. The last to be taken out of service only just escaped scrapping. 62005 was originally bought from BR by Viscount Garnock as a source of spares for his K4 3442 'The Great Marquess'. However, realising he didn't need her he donated 62005 to the North Eastern Locomotive Preservation Group (NELPG - see the page link on my Profile page). By 1975 she was restored to main line running order and appeared in Darlington apple green livery as the fictitious LNER 2005 at the Stockton & Darlington 150 Cavalcade in September, 1975. She runs mainly on he main line simply as BR 62005, yet appears on the West Highland line for much of the tourist season with the 'Lord of the Isles' nameplate, re-liveried in the more accurate BR lined mixed traffic black.

Allocations in the BR/NE Area 1950-58:- Darlington (51A)- 17; Stockton-on-Tees (51E) 8; Heaton - Tyneside (52B) 5; Blaydon (52C) 10

Two Hornby-made class K1 locomotives will be seen on the layout, 62059 was a Darlington allocation, 62064 at Stockton-onTees


Ratio cattle dock and provender store kits - to be bought for Unit 5

This is the Ratio Cattle Dock that comes in kit form. I had one on 'Thoraldby'. For the 'Deanthorpe' goods depot and cattle market I'll marry two together for a train of up to five/six wagons, with a yard alongside for more pens..

This is the Ratio Cattle Dock that comes in kit form. I had one on 'Thoraldby'. For the 'Deanthorpe' goods depot and cattle market I'll marry two together for a train of up to five/six wagons, with a yard alongside for more pens..

Ratio Provender Store, Ratio kit 513, now a Peco product. I bought one assembled at a model railway show. I saw two together at Masham near Ripon in Yorkshire. I'll buy another two and assemble as one, using the third as a separate unit,

Ratio Provender Store, Ratio kit 513, now a Peco product. I bought one assembled at a model railway show. I saw two together at Masham near Ripon in Yorkshire. I'll buy another two and assemble as one, using the third as a separate unit,

Completed Hornby Class A1 Pacific conversion job and planned addition to the Ainthorpe Junction 'fleet'

Class A1 Pacific 60147 'NORTH EASTERN", shedded Gateshead (52A) 1960-1965, latterly only 'on paper' when Gateshead closed to steam. I have a Hornby locomotive, name plates, smokebox number plate and other details from Fox Transfers - keep you posted

Class A1 Pacific 60147 'NORTH EASTERN", shedded Gateshead (52A) 1960-1965, latterly only 'on paper' when Gateshead closed to steam. I have a Hornby locomotive, name plates, smokebox number plate and other details from Fox Transfers - keep you posted

A1 60126 'Sir Vincent Raven' of Heaton Shed (52B) - was this picture taken 'at home'? A projected addition, probably a Bachmann Branchline model next time. If I can't get 'Vincent Raven' it'll be a stablemate, possibly with Fox detailing again

A1 60126 'Sir Vincent Raven' of Heaton Shed (52B) - was this picture taken 'at home'? A projected addition, probably a Bachmann Branchline model next time. If I can't get 'Vincent Raven' it'll be a stablemate, possibly with Fox detailing again

Here's an average fully grown man working on the engine to give you an idea of the size of these locomotives. At full speed it takes a couple of miles after applying the brakes to stop.

Here's an average fully grown man working on the engine to give you an idea of the size of these locomotives. At full speed it takes a couple of miles after applying the brakes to stop.

... Here's my version, a Hornby Class A1 renamed and renumbered from 60163 'Tornado' to 60147 'North Eastern' of Gateshead shed (52A)

... Here's my version, a Hornby Class A1 renamed and renumbered from 60163 'Tornado' to 60147 'North Eastern' of Gateshead shed (52A)

Crew positioned, driver to the left. Pre-LNER eastern English railway companies' locomotives were right-hand drive. North British engines were left-hand drive so LNER locomotives that ran in Scotland were refitted for left side drive.

Crew positioned, driver to the left. Pre-LNER eastern English railway companies' locomotives were right-hand drive. North British engines were left-hand drive so LNER locomotives that ran in Scotland were refitted for left side drive.

Rear view of the tender in the first stage of weathering. Where you start is your choice. The aim of the game is a passable reproduction of an engine that's been in service for a while and due for overhaul at North Road Works (Darlington, Co. Durham)

Rear view of the tender in the first stage of weathering. Where you start is your choice. The aim of the game is a passable reproduction of an engine that's been in service for a while and due for overhaul at North Road Works (Darlington, Co. Durham)

British Railways' North Eastern Region may not have been as big as its neighbours, the Midland and Eastern regions, yet it carried much of the nation's industrial traffic until the late 1960s when the system changed (for the worse)

British Railways' North Eastern Region may not have been as big as its neighbours, the Midland and Eastern regions, yet it carried much of the nation's industrial traffic until the late 1960s when the system changed (for the worse)

Arthur H Peppercorn took the reins of the LNER CME's office after Edward Thompson's retirement

He had only a year to go before the LNER would give way to a natíonalised railway that included all the Big Four companies, with the Western, Southern and Midland Railway regions.

Edward Thompson, in his eyes, had left several 'rough edges' to his final designs for Pacifics, namely the A1/1 and A2/1 classes, rebuilds from Gresley designs seen by him as past their prime or just unsuitable for purpose. With just that year to go, Peppercorn had the drawing office at 'the Plant' - Doncaster works - galvanised and raring to go. It would be his and their swan song after all. I'll just deal with Class A1 here.

Thompson had the first LNER A1 Pacific 'Great Northern' rebuilt to A1/1 in 1945. This would have ushered in a new class A1, had the new-builds been carried out. The programme was not repeated on others of the Gresley A1 class. Instead, started by Thompson and carried forward - with adjustments - by his successor Arthur H Peppercorn a brand new Class A1 (and A2) was designed, albeit based on Thompson's blueprint with modifications.

The new Class A1 was designated for the heaviest passenger diagrams in the post-WWII era of the LNER's East Coast Main Line, i.e., trains of up to fifteen coaches, a maximum of 550 tons at speeds of 60-70 mph (95-110 km/h). As with earlier LNER Pacifics, the new A1 had a three cylinder arrangement with double Kylchap chimney. The new Class A1 was ordered by the LNER under Peppercorn's authority but the first locomotives were not built before the 1948 emergence of British Railways.

Forty-nine were built between 1948 and 1949 at Darlington North Road and the Doncaster 'Plant'. Numbers 60114-22 were built 1948-49, 60123-29 at Doncaster in 1949. Darlington built 60130-43 in 1948, 60144-52 in 1949. The remainder, 60153-62 were Doncaster-built with Timken roller bearings on all axles in 1949.

Naming was somewhat varied, with some named after racehorses - as Gresley's were - senior railwaymen of the North Eastern, Great Northern and North British pre-Grouping railways; some were named after birds, pre-Grouping railway companies and after characters or places in novels of Sir Walter Scott - and one after his place of residence, Abbotsford near the border.

Withdrawal began 1962 and ended 1966 with some engines going for scrap after only thirteen/fourteen years in service. Of the two remaining, 60124 'Kenilworth' and 60145 'Saint Mungo' the latter was earmarked for preservation by Geoff Drury, although for various reasons this did not save the engine from the cutter's torch.

In 2008 a new Class A1 was completed, with the modifications considered a natural progression had all fifty been built in succession. She was tested in works grey livery on the Great Central route between Loughborough and Leicester North (I was on the inaugural train in the late summer of 2008.

Units 6 and 6a, 12-31/3, 1-9/4/2019 and 4-5/10/2020

As shown on the Unit 5 picture gallery, the banker's standage runs off the Down Main via a right-hand point as opposed to the earlier double slip. This simplifies running, although Bishopthwaite station has to be reconfigured as a result...

As shown on the Unit 5 picture gallery, the banker's standage runs off the Down Main via a right-hand point as opposed to the earlier double slip. This simplifies running, although Bishopthwaite station has to be reconfigured as a result...

To show continuity between units, this is the 'loop' on Unit 5 that terminates in a point on Unit 6

To show continuity between units, this is the 'loop' on Unit 5 that terminates in a point on Unit 6

I debated with myself about the benefits of a facing crossover on the viaduct from the 'Down Main' to the main yard across the 'Up Main'. Don't know why I didn't think of it earlier (maybe it was because I needed to order two more right-hand points!)

I debated with myself about the benefits of a facing crossover on the viaduct from the 'Down Main' to the main yard across the 'Up Main'. Don't know why I didn't think of it earlier (maybe it was because I needed to order two more right-hand points!)

Access to Bishopthwaite from Down Main. Packets contain Wills' platform and ramp sections (now Peco)

Access to Bishopthwaite from Down Main. Packets contain Wills' platform and ramp sections (now Peco)

The buildings for Bishopthwaite's small station, the station house and offices...

The buildings for Bishopthwaite's small station, the station house and offices...

... The goods shed and despatch office...

... The goods shed and despatch office...

... The abandoned smithy, all 'recycled' from the 'Kirk Rigg' layout  - shame to waste them.

... The abandoned smithy, all 'recycled' from the 'Kirk Rigg' layout - shame to waste them.

Work on units 6 & 6A started 27th February 2019 with measuring-up and cutting the sidepieces... Unit 6A was started 12/3/2019.

Flash forward to 1/6/2020: Trackwork began on Unit 6, and thoughts turned to the shape of what's to put on there. I've decided to use the recycled buildings from the 'Kirk Rigg' layout. As they were scratch-built it'd be a shame to just dump them, so they'll be used as a small terminus station, much as 'Kirk Rigg' was, except without passengers. It'll be a goods only site - long before Dr Beeching's blueprint for British Railways was completed - with the threat of closure hanging over it. access will be from the Down line, with facing points off the Up for pick-up goods workings to rejoin their routine. We have to imagine that after closure to passengers access to 'Bishopthwaite' station was reconfigured - 'rationalised' in British Railways' parlance. With the proximity to the main goods depot it's only a matter of time...

10/6/20: Buildings and the goods crane recycled from 'Kirk Rigg' have been positioned to ascertain the space needed for erstwhile passenger platform (retained for loco crew and guards awaiting permission to enter Bishopthorpe Yard) and goods platform. Nice amount of space available!

11-12/7/20: (See also Unit 5) With the box of track and points down in the depths of the house, I was able to configure the through running lines (the 'Down' side to complete next session), with access off the 'Down' line to Bishopthwaite goods only station, the banker's standage and on up Ainthorpe Bank, over the junction to either the passenger/parcels fiddleyard or to the freight, goods and mineral fiddleyard (both Unit 1, with access from the passenger/parcels side to the small mail order depot, 'Bloomfield's Mail Order', still to complete with the addition of a small radius curve point for the engine runaround (J72 or Sentinel). It'll get busy when the 'juice' is on throughout!

23/8/20: Facing crossover was inserted on the viaduct to ease transition of goods/livestock traffic across the 'Up Main' into the 'Bishopthorpe' yard. Exit is via a double slip and three-way point from the yard back across the 'Up Main' onto the 'Down Main', or from the 'Up Main' through the yard and back onto the 'Up Main'. It should work well both ways.

4-5/10/20: All change! A double slip that led the banker's standee siding and Bishopthwaite station has been replaced by a right-hand point, which continues the Down Main curve past Bishopthwaite station. Another right-hand point has been inserted to access the reconfigured Bishopthwaite station layout. A feature which might have been changed by British Railways in the late 1940s to simplify running. More when track stocks have been replenished (short sections).

Riddles' 2-8-0 wartime 'austerity' stand-in for the London Midland & Scottish eight-coupled

Robert Riddles' WD 2-8-0 in BR days, 90074 at West Hartlepool mpd in steam's Indian Summer,  1967 (90074 was by this time a visitor in the area, and the last three sheds closed to steam in the autumn of that year)

Robert Riddles' WD 2-8-0 in BR days, 90074 at West Hartlepool mpd in steam's Indian Summer, 1967 (90074 was by this time a visitor in the area, and the last three sheds closed to steam in the autumn of that year)

Repatriated from Sweden and overhauled, given a BR number in sequence, 90733 at Haworth shed on the Keighley & Worth Valley Railway (K&WVR) in 2007

Repatriated from Sweden and overhauled, given a BR number in sequence, 90733 at Haworth shed on the Keighley & Worth Valley Railway (K&WVR) in 2007

Three-quarter view of WD 2-8-0 90446 of Newport (near Middlesbrough) shed, 51B heads a mixed fitted and unfitted working from the lower deck fiddleyard

Three-quarter view of WD 2-8-0 90446 of Newport (near Middlesbrough) shed, 51B heads a mixed fitted and unfitted working from the lower deck fiddleyard

You can just about make out the crew, driver in nearside window, fireman offside. The class was widely distributed around Eastern and North Eastern Region depots (114 from Tweedmouth south to Hull area)

You can just about make out the crew, driver in nearside window, fireman offside. The class was widely distributed around Eastern and North Eastern Region depots (114 from Tweedmouth south to Hull area)

Robert Riddles' 2-8-0 heavy freight steam locomotive introduced in 1943 for war duties...

Altogether 935 were built; the class was based on the LMS 8F design, until then the Government's standard type. Several modifications were made by Riddles to the 8F design to produce a low-cost rather than aesthetically designed machine. The boiler was of simpler construction, parallel (LNER type) as opposed to the traditional tapered. A round-topped firebox was preferred to the conventional LMS 8F Belpaire type, and of steel rather than the rarer, more expensive copper.

Construction was divided between the North British Locomotive (NBL) of Glasgow who divided 545 between their Hyde Park and Queen's Park works, and Vulcan Foundry (VF) at Newton-le-Willows in Lancashire who made up the number. WD 800-879 were ordered originally as LMS Class 8F, the last named 'Vulcan' from new. All were renumbered with a '7' prefix before shipping to mainland Europe after D-Day, 6th June, 1944. The '7' prefix was applied when newly outshopped to those built on or after 5th September, 1944 and all but three saw service with the British Army. After WWII the War Department sold 930 locomotives, two were kept, three scrapped. The LNER bought 200, classified them O7, numbered 3000-3199 in 1948. Another 533 were bought by the British Transport Commission (BTC). All 733 locomotives on British Railways in 1948 were renumbered 90000-90732, the one only named 'Vulcan' kept her name.

In 1946 twelve were exported to Hong Kong to work the Kowloon-Canton route. Six were scrapped in 1956, the last two surviving until September, 1962. The other 184 locomotives stayed in mainland Europe, mainly employed by the Netherlands railway. One went to the USATC in exchange for a USATC S160 class locomotive (Baldwin 2-8-0) in a postwar agreement between the WD and USATC. One, Vulcan Foundry works number 5200 was brought back from Sweden (after being sold to them by the Netherlands railway) and overhauled to ex-works condition by the Keighley & Worth Valley Railway Railway (K&WVR) in 2007. A new cab and tender were necessitated as the SJ had modified both. The engine was given its BR number 90733 and took its initial passenger working on Monday 23rd July, 2007

British Railways' North Eastern Region was allocated 123 of the LNER lot, divided between the East and North Ridings of Yorkshire, Durham and Tyneside, the largest of which was 36 at Newport (Middlesbrough). Steam finished officially in the North East in the autumn of 1967

Allocations in the region: York (50A) 7; Darlington (51A) 11; Newport -Tees (51B) 36; Stockton-on-Tees (51E) 15; Tweedmouth (52D) 8; Hull Dairycoates (53A) 13; Hull Springhead - ex-Hull & Barnsley Rly (53C) 25 Total 114

Models: One WD 2-8-0 - a Bachmann model - is already in the motive power department and will be seen on the layout. Number 90446 was a Newport (51B) allocation between 1950-58, the timespan of the layout. Another is on the cards, possibly also a 'Teessider'.

Another locomotive class seen in number in the North, Robert Riddles' War Department class 0-6-0 saddle tank design

Lined up at Darlington shed (51A) - what's the collective term for a number of J94s, a welter? - a weekend shot shows the class off-duty. Darlington had 11 of the 45 allocated to York and the North East overall

Lined up at Darlington shed (51A) - what's the collective term for a number of J94s, a welter? - a weekend shot shows the class off-duty. Darlington had 11 of the 45 allocated to York and the North East overall

In late LNER days, J94 8056 at West Hartlepool shed (51C in BRNE days) near the loco coaling stage - left rear (no handrail - imagine climbing up those steps on a windy day with a shovel over your shoulders!)

In late LNER days, J94 8056 at West Hartlepool shed (51C in BRNE days) near the loco coaling stage - left rear (no handrail - imagine climbing up those steps on a windy day with a shovel over your shoulders!)

Nearest the camera 68010 sports a hopper bunker, 68052 has the normal type. Both were Darlington allocations

Nearest the camera 68010 sports a hopper bunker, 68052 has the normal type. Both were Darlington allocations

68010 close-up with fireman resting after topping up the grate, driver - far side - makes adjustments

68010 close-up with fireman resting after topping up the grate, driver - far side - makes adjustments

The LNER tried one of Robert Riddles' ex-War Department (WD) 0-6-0 saddle tank locomotives under industrial working conditions in November, 1945. Seventy-five were bought in, renumbered in the 8006-80 sequence.

All were taken on by British Railways - 45 by British Railways' North Eastern Region with its heavy industrial involvement - , the regional prefix '6' added to their numbering, and classified 4F (freight allocation) in their power output. employed largely in shunting duties, in dockyards and similar environments on short trip-working between industrial and railway premises, where their short wheelbase allowed them to negotiate tighter curves than standard 0-6-0 wheelbases.

With their power output, one location they were used in was on the Cromford & High Peak Railway (C&HPR) in rural Derbyshire. Here they replaced older ex-North London Railway 0-6-0 tank engines of 2F power classification. Classed as J94, they began to be withdrawn from BR service from 1960 with the advent of diesel shunters, until around 1967. Some were sold into private industrial use, many to the young National Coal Board (NCB) to augment their ageing steam fleets around mainland Britain (North, North East and Midlands in England, Central Scotland and South Wales) .

The Ministry of Supply, attached to the War Office awarded the contract to build just under four hundred War Department 0-6-0 saddle tank engines to Hunslet of Leeds who built 120 themselves. Hunslet sub-contracted to Andrew Barclay for fifteen, Robert Stephenson's Darlington plant built 90, Vulcan Foundry and Hudswell Clarke 50 each, and W G Bagnall were asked to build the last 52.

The Ministry of Defence (MoD) kept 90 for the Longmoor Military Railway; 75 were sold to the LNER who classed them as J94; 27 were sold to the Dutch railway network, 11 loaned to Dutch state-owned mining interests; others were sold for industrial use to France and Tunisia in 1946. Between 1948-64 77 new Austerity saddle tank locomotives were built for the newly established National Coal Board and 14 more were were ordered by the MoD for the Longmoor Military Railway and operated by Royal Engineers crews. Altogether 485 were built to order between 1943-64.

Allocations in the region:- York (50A) 7; Darlington (51A) 11; Newport - Tees (51B) 7; West Hartlepool (51C) 6; Heaton - Tyneside (52B) 1; Blaydon (52C) 4; Sunderland (54A) 1 Total: 37

Two (Darlington, 51A allocation numbers) will be seen around 'Ainthorpe', 68010 and 68052. With the numbers of goods and freight wagons I've got, they're guaranteed to be kept busy, loaned out for external duties.


'Final mile' - second fiddleyard structurally complete, some track and points set down, only the 'throat' decided on...

Front panel attached to Unit 7, 5.5 inches deep 4mm ply with nine .75 inch cheese-head slotted screws (2 each end),

Front panel attached to Unit 7, 5.5 inches deep 4mm ply with nine .75 inch cheese-head slotted screws (2 each end),

The baffle, in blackboard paint, seen from Unit 7

The baffle, in blackboard paint, seen from Unit 7

Unit 7 fiddleyard 'throat' with the first points in place to show where tracks will fan out from the 6 ply board built baffle (how's that for alliteration) towards the cellar stair end.

Unit 7 fiddleyard 'throat' with the first points in place to show where tracks will fan out from the 6 ply board built baffle (how's that for alliteration) towards the cellar stair end.

Fiddleyard, Unit 7 was begun, 9/4/2019; track 'reached' through the baffle to start proceedings in the summer of 2020

9/4- 22/7/2019: The framework was assembled, the shape obvious now in the images above. (I interspersed work on this with work on the overbridge/viaduct site on Unit 1). The fancy woodwork stage has been passed reasonably successfully and all that remains to be done is the endpiece towards 6A to be ;screwed in place and the risers can be attached for a gradual descent onto the main fiddleyard level at about 2.25 inches above frame level all the way to the stair end. Then it's the 6mm ply again and 4mm ply back, end and front panels. Then on to trackbed laying (at last!)

Unit base completed, a baffle at the end of Unit 7 to 6A was added, assembled in situ by cutting two pieces of 6mm ply, glueing them to the end wall and then adding a 'roof'. Next two more pieces were measured, glued against the first formation with the 'roof' marked and measured against the sides and glued down. A 'face' piece was added to match the profile of the bridge arch and glued on after priming and painting the inside walls, priming and painting the back of the 'face' piece before attaching it. That'll change the perspective of Unit 7 and make the passage off the scenic part under the bridge look less 'flat'. the baffle interior, exterior and front have been treated with blackboard paint (... Reminds me of a 'Stones' number, "Paint It Black" that was played as soundtrack to a US Vietnam War series we had on commercial TV here in the 1980s. Shame it was taken off and never repeated); tracklaying began from Unit 1 once the basic unit was completed

12/7 - 30/8/2020: Double track was laid from Unit 6A, Metcalfe viaduct, and passed through the baffle onto the the unit 'throat'. Two points fanned the track out to make four tracks. At some stage facing points will be laid to link the rails and to cross from 'Up' to 'Down' side for locomotives to run down a loco release road to change duties in 'scissor' fashion. More track and points delivered, awaiting one point and short track sections for completion. Peco seem to struggle to keep up with demand - not just from me - but I'm nearly there.

Some classes of British Railways' Standard locomotive classes were allocated to the North Eastern Region in later years, to supplement their ageing fleet

Guisborough station on the eastern side of Cleveland, North Yorkshire - B R Class 4MT 2-6-4 80118 is ready to depart for Whitby via the coast line

Guisborough station on the eastern side of Cleveland, North Yorkshire - B R Class 4MT 2-6-4 80118 is ready to depart for Whitby via the coast line

Preserved BR Standard 4 MT 60135 at Grosmont on the NYMR  late June, 2004. She was transferred to Whitby (50G) after service at Crewe late in B R steam days, avoiding the cutter's torch

Preserved BR Standard 4 MT 60135 at Grosmont on the NYMR late June, 2004. She was transferred to Whitby (50G) after service at Crewe late in B R steam days, avoiding the cutter's torch

BR Standard 2-6-4 tank locomotive 80117 of Whitby shed seen from the fireman's side - that's him leaning out to spot a signal on a reverse curve

BR Standard 2-6-4 tank locomotive 80117 of Whitby shed seen from the fireman's side - that's him leaning out to spot a signal on a reverse curve

Close-up of the fireman. Five BR 4MT 2-6-4's were transferred direct from Brighton Works in 1955. Being so close to the North Sea didn't do much for the engines' paintwork! .

Close-up of the fireman. Five BR 4MT 2-6-4's were transferred direct from Brighton Works in 1955. Being so close to the North Sea didn't do much for the engines' paintwork! .

Widely known amongst these was the Standard Class 4 MT 2-6-4 tank engine:

A series of British Railways' Standard class 4MT 2-6-4 tank engines designed by ex-LMS engineer Robert Riddles was based on the LMS Fairburn blueprint, with several modifications. Design work was carried out at Brighton Works, overseen by Riddles.

Mainly the adaptations were in the reduction of their width to be accepted on certain routes to the South Coast and elsewhere. Tanks and cab were therefore more streamlined than on the LMS prototypes. The main mechanical amendment came in cylinder dimensions being reduced on the cross-section and relative increases in boiler pressure to compensate. Other notable alterations included the restoration of plating in front of the cylinders.

Brighton built 130 of the total 135, a further 15 at Derby Works and 10 at Doncaster Plant between 1951-56. First to be outshopped from Brighton was 80010 in 1951. Fifteen planned 1957 builds were cancelled with the onset of diesel multiple units being distributed in the region, [Metro-Cammell sets chiefly along the coast between Newcastle and Scarborough, Derby lightweight units west of Scarborough to York and Leeds, Cravens in the East Riding]. Had the last five not been at an advanced stage of construction they would also have been cancelled - although it seems false economy in hindsight, as many went to scrap by 1966-7. No obvious changes were made to Riddles' design. Minor modifications amounted only to the tank vent being moved forward to aid the drivers' field of vision; also, first built with fluted coupling rods, these raised problems on other classes and from 80019 plain section rods were used instead.

The British Railways' Standard 4 MT 2-6-0 and 4-6-0 were basically tender versions of the tank engine.

Allocations: Standard 4 MT tank engines were at first allocated to all but Western Region sheds, becoming especially linked to the London, Tilbury & Southend (LT&SE) route commuter services out of Fenchurch Street in the City of London (near the Great Fire of London Monument), and were displaced to other routes when the LT&SE was electrified in 1962. They were also widely dispersed around Kent and West Sussex, working out of Brighton, Tunbridge Wells and Three Bridges (Crawley) on former London, Brighton & South Coast Railway (LB&SCR) routes that had not already been electrified - third rail - by the late 1950s/early 1960s. A batch displaced by LT&SE electrificaton was moved to Swansea East Dock on the Western, and the Shrewsbury area on the Western Region. Five were sent new from Brighton Works in BR black lined livery to the North Eastern Region in 1955, allocated to Whitby shed (50G) for work along the coast between Middlesbrough and Scarborough. When diesel multiple units (dmu's) all five were withdrawn well before steam ended on the North Eastern Region in 1967. They were transferred further north to Scotland.

Preservation: Two, a Brighton engine 80135 and former Yorkshire transfer 80136 are preserved on the North Yorkshire Moors Railway (NYMR), 80135 currently undergoing restoration to renew the boiler ticket after running successfully throughout the 1980s-1990s. A video recording (now dvd) produced by the NYMR features 80135 running from Pickering north to Grosmont with John Midcalf as driver and Ian Pearson firing. Altogether 15 4 MT 2-6-4 tank engines survived into preservation on various restored lines. 80136 completed service at Grosmont in B R days after time allocated to Crewe.

Models: You'll see my own, Whitby allocated 80117 in BR black, on passenger duties through the junction. She might be joined by a sister engine in the course of time, and she may also serve as a banker, based at Bishopthorpe sidings.


Model Scenery Supplies

  • Model Scenery Supplies
    Realistic terrains, backscenes and landscapes for model railway and war game enthusiasts

A convincing backdrop, unless you're a budding Leonardo or Van Dyck, is no easy matter. If you've slaved hours on your tracklaying, ballasting or stock and so forth, you don't want to be let down by a flat looking backscene.

There's a company called Model Scenery Supplies in Norfolk, England, who stock backscenes by 1D, who produce backscenes for different scales, different environs and different purposes, whether it's industry, townscapes, ports or countryside, they have something to suit. You can choose from self-adhesive backing or one you attach with PVA.

Another BR Standard class, 4MT 2-6-0 was introduced to the region in the mid 1950s

76050 runs light engine back to Hawick on the Waverley route in 1965, having been withdrawn from the North Eastern region in 1963

76050 runs light engine back to Hawick on the Waverley route in 1965, having been withdrawn from the North Eastern region in 1963

On the North Yorkshire Moors Railway at Grosmolnt with a train for Pickering, preserved 76079 simmers by the level crossing

On the North Yorkshire Moors Railway at Grosmolnt with a train for Pickering, preserved 76079 simmers by the level crossing

Here's another preserved engine,  76084 at the same location has just returned from Whitby

Here's another preserved engine, 76084 at the same location has just returned from Whitby

West Auckland (51F) had six BR Standard 2-6-0 Class 4MT locomotives, this is 76050 (see David Burdon's 'The Last Days of Steam Around Darlington, p27 - lower picture taken near Darlington)

West Auckland (51F) had six BR Standard 2-6-0 Class 4MT locomotives, this is 76050 (see David Burdon's 'The Last Days of Steam Around Darlington, p27 - lower picture taken near Darlington)

76050 again, seen from above front - the model's been weathered lightly to resemble a locomotive that's seen some use on freight as well as passenger traffic

76050 again, seen from above front - the model's been weathered lightly to resemble a locomotive that's seen some use on freight as well as passenger traffic

One hundred and fifteen were built between Doncaster Plant and Horwich Works (erstwhile Lancashire & Yorkshire Railway - L&YR - before 1923). The class was designed at 'the Plant', Doncaster Works. Doncaster builds, five of which - 76020-76024 were allocated to BR North Eastern sheds in 1952, eight: 76045-76019.in 1955

Last in the series 76114 was also the last steam locomotive to be built at the works. The Standard Class 4 Mogul was based on the LMS Ivatt Class intended for freight traffic. Although a BR Standard design the 2-6-0 didn't share the same wheel design as the Swindon-built 82XXX or 77XXX Class 3 locomotives that also had 5'-3" (1.6 m) coupled wheels. Nevertheless all three classes shared the same castings. Cylinder covers of locomotives built early in the programme of construction were fitted with 'screw-in' pressure relief valves. After September, 1955 revised cylinder covers were introduced for renewals that incorporated 'bolt-on' pressure relief valves.

This sixth share of the BR Standard designs leaned toward freight traffic. With an axle loading of only 16 tons 15 cwt [hundred-weight]- 37,500 lb or 17 tonnes - their route availability was practically unrestricted across the system except the Western Region.

Initially the North Eastern Region spread its allocation of thirteen thinly, namely Darlington, Gateshead, Hull, Sunderland and York. Eventually all the North Eastern's locomotives were concentrated at Kirkby Stephen and West Auckland to work the Stainmore route with its axle weight restricted structural iron viaducts - Belah and Deepdale in the early days of the South Durham & Lancashire Union Railway. Like the smaller Ivatt LMS and BR design 2MT nicknamed 'Mickey Mouse' 2-6=0 the 4MT was ideal for this route on light coal or passenger workings. They were a regular choice for Tees or Tyneside to Blackpool workings and rail tours or excursions.

Withdrawal began in 1964, giving some less than ten years in service, and 76068 was the last to be withdrawn in 1968. The six engines allocated to West Auckland were transferred to the Borders region of Scotland near Hawick in 1963.. Kirkby Stephen depot was transferred out of the North Eastern to the Midland region in February, 1958 along with several others in the region,( various Midland region depots having been transferred into the BR/NE late in 1957). .

Preservation: Four survivors were bought from Barry scrap yard and have steamed in preservation. Number 76079 can be seen on the North Yorkshire Moors Railway, where 76084 has also visited.

Models (ready-to-run): Bachmann produce a very workmanlike ready-to-run version. Mine will be appropriately renumbered to somewhere in the neighbourhood of 76045-76052.

North Eastern signalling and signal cabin prototypes still in use from pre- and post-Grouping days

Cantilevered bracket signal structure drawing and photograph inset

Cantilevered bracket signal structure drawing and photograph inset

Knaresborough Goods Junction (between York and Harrogate) ca 1896. Useful diagram for signal placing - every movement was controlled on the NER

Knaresborough Goods Junction (between York and Harrogate) ca 1896. Useful diagram for signal placing - every movement was controlled on the NER

In the 1970s at Seamer near Scarborough the original  NER signal cabin still stood near the entrance to the goods depot close to the more recent structure

In the 1970s at Seamer near Scarborough the original NER signal cabin still stood near the entrance to the goods depot close to the more recent structure

LNER steel-built 'double doll' bracket post stands near the site of Grosmont shed (North Yorkshire Moors Railway)

LNER steel-built 'double doll' bracket post stands near the site of Grosmont shed (North Yorkshire Moors Railway)

This post sports a home, a taller home and distant and lower 'doll' with missing 'arm (right)  The tallest doll was always for the primary route

This post sports a home, a taller home and distant and lower 'doll' with missing 'arm (right) The tallest doll was always for the primary route

The beginnings of an NER lower quadrant 'double doll' post with attached brass wire (leads to signal control via post brackets and ground posts with cranks

The beginnings of an NER lower quadrant 'double doll' post with attached brass wire (leads to signal control via post brackets and ground posts with cranks

Grosmont up platform wide bracket post, later LNER vintage

Grosmont up platform wide bracket post, later LNER vintage

Upper and lower quadrant signals, starters, home, distant

Upper and lower quadrant signals, starters, home, distant

Falsgrave (Scarborough, Yorkshire) signal bridge - known elsewhere as a gantry

Falsgrave (Scarborough, Yorkshire) signal bridge - known elsewhere as a gantry

Bracket signals on a virtual reality display, 'Stainmore Route Project', recreating the route from Barnard Castle over the Pennines to Tebay. Stainmore Common was the highest point on Britain's railways

Bracket signals on a virtual reality display, 'Stainmore Route Project', recreating the route from Barnard Castle over the Pennines to Tebay. Stainmore Common was the highest point on Britain's railways

No North Eastern Region-based model railway layout is complete without a plethora of signalling and a forest of signal posts

Whether on posts or as ground signalling discs, every movement was controlled by the 'bobby' (signalman - in early days he would be a policeman, a force introduced by Sir Robert Peel and originally known as 'Peelers, modern policemen are still 'bobbies').

On branch lines a platform was often provided outside of or attached to a signal cabin by a walkway for him to collect the pouches surrendered by locomotive crew after passing through a single track section. The pouches might contain a metal disc or a signatory 'staff' issued by the signalman at the start of the single track section. That applied theoretically on 'Thoraldby', it will not apply here.

Ground signals were situated in goods yards or stations to control the passage of shunters where speed restrictions apply. Sometimes short-posted, short-armed 'calling-on' signals were sited where a ground signal might not be easily seen. In all events a 'home' or 'starter' signal was red on the front face, with a white vertical stripe around a third of its length in from the outer, straight edge. On the reverse the red are was plain white, the stripe black.. The outer edge of a distant signal arm took the shape of a chevron, the main body on the face being bright yellow (for caution), a black chevron about a quarter of the length in. On the reverse the arm was white with a black chevron in the same position as the front. A black baffle behind the lamp ensured a crew coming the other way on a bend couldn't mistake the signal for theirs.

Close to every point where two lines diverged or came together was a signal post, sometimes guarded only by a home. Where more tracks diverged (double scissors) there would be a signal for each road. Traffic followed the semaphore code. A telephone box would be provided for crew to register their presence when joining a main line. Sometimes they needed to remind the signalman of their presence at busy junctions. This they did from telephone boxes at the railside. At no point were they to take it on themselves to ignore rules, and every movement was followed by a rule in the book that had to be learned inside-out to pass a stage on their rise 'through the ranks' (possibly to traffic inspector). You as the railway operator will need to have some sort of guide to run your railway in a more realistic manner. There's nobody there to give you the sack (fire you), so you need to keep your eyes open.

I shall be in touch again with Wizard Models of Barton-upon-Humber, North Lincolnshire in the near future for signal kits. Some I already have from them, of North Eastern Railway provenance (uprooted from 'Thoraldby', as the man who bought it from me intended to give it a new regional identity). The ones I shall need are of the later LNER era as shown in the pictures above.

LMS designed classes were also built at Darlington North Road and Doncaster 'Plant'

Initially Ivatt 4 2-6-0 locomotives were provided with double chimneys

Initially Ivatt 4 2-6-0 locomotives were provided with double chimneys

Early Ivatt 4 2-6-0 seen here with original double chimney - all were later replaced due to poor steaming capabílity

Early Ivatt 4 2-6-0 seen here with original double chimney - all were later replaced due to poor steaming capabílity

Although designed for light freight work, at weekends or public holidays some were assigned to passenger working

Although designed for light freight work, at weekends or public holidays some were assigned to passenger working

', The one 'that got away, 43106 preserved on the Severn Valley Railway

', The one 'that got away, 43106 preserved on the Severn Valley Railway

Ivan 4MT 43054 was a Darlington allocation throughout the 1950's, seen here with a mixed freight on the front fiddleyard, Unit 1

Ivan 4MT 43054 was a Darlington allocation throughout the 1950's, seen here with a mixed freight on the front fiddleyard, Unit 1

One for the rivet-counters: close-up of 43054's cab shows the fireman's busy building up her reserves before setting out. Driver's on the left, more or less invisible in this view

One for the rivet-counters: close-up of 43054's cab shows the fireman's busy building up her reserves before setting out. Driver's on the left, more or less invisible in this view

LMS Ivatt Class 4 2-6-0 'Flying Pig'

Designed by H G Ivatt for the London Midland & Scottish Railway (LMSR) for medium freight traffic, also used on secondary passenger working, between 1947-1952 162 of the class were built, 75 at Horwich Works (ex-Lancashire & Yorkshire Railway), 50 at Doncaster 'Plant' and 37 at Darlington North Road Works.

The class saw extensive use around the network in England, many on the former Midland & Great Northern (LMS-LNER) line where they were.the main motive power. Some were allocated to the former Somerset & Dorset line, although soon re-allocated away, deemed unsuitable for the long, hard inclines where they proved poor steamers. Later class members were modified with single chimneys, thus improving their steaming capability. All the earlier class members were subsequently fitted with single chimneys.

The first three of the class were numbered 3000-3002, renumbered by British Railways (BR) in line with other LMS designs as 43000-43002, the other 159 following in sequence, 43003-43161, and were built in batches by BR Eastern, Midland and North Eastern region works. Nicknames for the class varied from 'Doodlebugs', 'Mucky Ducks' and 'Flying Pigs', the latter used predominantly in the North Eastern area.

The design was similar in outline to the American Baldwin 2-8-0 tender locomotives that came in the early 1940s. Boiler and cab layout, high running plates positioned with a gap above the outside cylinders and gap ahead of the cylinders, no continued, curved running plate down to buffer beam level as had been the tradition in British locomotive design of the 20th Century. For this reason locomotive enthusiasts saw the class as the ugliest British locomotives introduced by LMS designers and BR in turn, particularly those outshopped with double chimneys - the first 50 produced. These performed poorly and were soon refitted with single chimneys. These locomotives also carried new mechanical features to reduce maintenance and were therefore cheaper to run. Their utilitarian appearance was a deliberate design decision, earlier sketches showing the engines.fitted with normal curved running plates ahead of the cylinders.

Withdrawals: .began 1963, initially with six going to scrap. More followed between 1964-68, the last batch being also six. One only escaped the cutter's torch, 43106, the last of the class in service had been stored at Lostock Hall near Preston on the Midland region of BR - its last turn in revenue-earning traffic was shortly before Easter, 1968, the duty curtailed by derailment at Colne Goods in Lancashire. Number 43106 was picked as the best of what was left to preserve for posterity and a search was made on the Tuesday after Easter to check on the state of the engine..As the damage was thought minimal the prospective owners would see to what was needed to be rectified. On return to Lostock Hall fitters from further north at Carnforth were called. Repairs undertaken can still be seen. Steaming by BR took place for the last time on 4th August that year, the end of steam on the BR main line - officially/ .The engine is now 'at home' on the Severn Valley Railway. A major overhaul of 43106 was finished in 2009, boiler repairs completed 2013.

[source: Wikipedia].

Allocations: North Eastern Region 1950-58: Scarborough (50E) 1; Darlington (51A) 6; Heaton, Tyneside (52B); Hull Dairycoates (53A) 1

Models (ready-to-run): Bachmann produce a single chimney version of the class. My own is based on a much weathered 43054 of Darlington mpd.

Over the years - since I started again on railway modelling - I've gathered a fairly extensive range of ex-LNER and ex-LMS motive power...

I started with the Hornby D49 4-4-0 'Yorkshire' 62700 in 1985, stepping into the Beattie's shop on Holborn (there was a signal mounted on the wall outside - anyone who was around at the time would remember) and walking out with a big smile on my face. I'd bought a handsome pair of maroon (post 1956 livery) Hornby Gresley carriages that 'cried out' for surgery. The battery boxes and other details were wrong. Various other Hornby and Bachmann products later (including GMR, Mainline and Lima) I think I've got a representative 'allocation' of Class Peppercorn A1 D49/1 and D49/2 (conversion kit from Crownline), V1, V3, V2, B1, Q6, K1, J94, WD 2-8-0 etc to run on the projected double track junction layout. I'll post a few pictures of the models as and when.The ex-LMS motive power so far is a 4MT Fairburn 2-6-4 tank engine, and two Ivatt classes, a 2MT Ivatt 2-6-0 (nicknamed 'Mickey Mouse' for its size, and 4 MT Ivatt 2-6-0, nicknamed 'Flying Pigs' by crews on Teesside where several were allocated. There were numerous large Ivatt locomotives - as well as Stanier Class 8F built at Darlington and Doncaster in the latter part of WWII. The Class 8F locos, originally given LNER identities were allocated west of Leeds and stayed on the LMS/London Midland region of BR and handled freight on the Settle-Carlisle route and around Leeds-Bradford or beyond, etc. Class 2MT, both tank and tender locomotives found work in the York district after the regional boundary changes in 1956. My 2MT was one of the 50A allocations, the 'Flying Pig' is a Darlington (51A) engine and suitably weathered, see 'Thoraldby'..Along with a smattering of Stanier and Fowler 2-6-4 tank engines, the Fairburns were brought east to augment the tired pre-Grouping tank engine classes, although they were scrapped around the same time in the mid-1960s at different sites around the region by very efficient yards (unlike the one at Barry in South Wales, that concentrated on scrapping wagons first and made a 'killing' from the restoration societies keen to give GWR, LMS and BR Standard classes a new lease of life). Very few (2) North Eastern veterans escaped the cutter's torch, and one BR built Class J72 built in 1951 to a Wilson Worsdell design of the late 1880s (see also the 'NELPG' page on this site).

LMS H G Ivatt Class 2 2-6-0

A small chimney alteration and increase in cylinder size was made to the original Ivatt design

A small chimney alteration and increase in cylinder size was made to the original Ivatt design

One-time York allocation, 46480 takes a passenger working over the Stainmore line in the late 1950s

One-time York allocation, 46480 takes a passenger working over the Stainmore line in the late 1950s

Preserved 46443 on the Severn Valley Railway

Preserved 46443 on the Severn Valley Railway

Here's my (renumbered) version of 2MT 46480, a York allocation from the mid-1950's after several m.p.d's in the Leeds/Bradford area were transferred to BR/NE

Here's my (renumbered) version of 2MT 46480, a York allocation from the mid-1950's after several m.p.d's in the Leeds/Bradford area were transferred to BR/NE

Cab view of 46480 (a Bachmann Branchlike model) shows driver on the left at the controls, fireman on the right looks out for signals the driver can't see on a right-hand curve

Cab view of 46480 (a Bachmann Branchlike model) shows driver on the left at the controls, fireman on the right looks out for signals the driver can't see on a right-hand curve

Nicknamed 'Mickey Mouse' by crews, their performance was nevertheless remarkable for their size. Ageing Midland 0-6-0 tender locomotive classes were the early mainstay of the LMS' lower-powered motive power. Larger locomotives had been William Stanier's priority on taking charge of locomotive design and construction with the formation of the London Midland & Scottish Railway company in 1923.

H George Ivatt sought to redress the imbalance at the late start of his tenure as Chief Mechanical Engineer of the LMS in post-WWII 'austerity' Britain. In introducing his 2-6-0 tender and 2-6-2 tank engines he increased the capabilities of branchline traffic motive power. These engines were affectionately dubbed 'Mickey Mouse' by crews used to larger engines, although the nickname in no way hinted at inferiority in performance.

One significant advantage the 2-6-0 tender class had over its tank counterpart was in its range through greater water capacity (3,600 Imperial gallons/3,600 US gallons/14,000 litres) and coal carrying capacity (4 long tons/4.5 US/4.1 metric tonnes).over the tank engine's capacity of 1,350 Imp. gallons (1.6 US/6,100 litres) and 3 long tons coal capacity (3.36 US/3.05 tonnes) respectively.

After solving draughting problems at Derby and Swindon, the class became a 'runaway' success. Further locomotives of the class were built by BR to a standard design, with modified cab and tender profiles and fittings.

Altogether 128 were built to Ivatt's design between 1946-1953. Most were assembled at Crewe, 20 by the LMS and the rest by BR - from 46465 also at Darlington in 1951. An increase in cylinder dimensions of 1/2 inches (13 mm) wrought a tractive output of 18,510 lbs (8,400 kgs), 1,100 more than originally designed.

They were classified a freight engine, 2F by the LMS, 2 MT by BR, meaning they were deemed suitable for both light freight and passenger traffic. The Darlington-built locomotives (46465-46502) were allocated around the Eastern and North Eastern regions. The last 25 (46503-27) emerged from Swindon (Western Region) works, allocated to BR Western Region depots, outshopped in lined black - some in lined BR Brunswick Green.

LMS numbering from first introductions was 6400-6419 at Crewe; from 1948 46420-64, between 1948-50; Darlington produced 46465-46502 from 1951-52; Swindon's output (including those liveried in lined green) was 46503-27.

Withdrawals began 1961, ending 1967 with the remaining forty-two still in service that year. Several were bought intact from Barry scrapyard in South Wales. Three are operational at the time of writing this (early December, 2019), two are under restoratión and two are static displays.

Allocations: to BR North Eastern Region allocations in 1956/59: York (50A) 2; Darlington (51A) 7; Stockton-on-Tees (51E) 1; West Auckland (51F) 1; Northallerton (51J) 1; Tweedmouth (52D) 1

Models (ready-to-run): Bachmann introduced their model in the early 2000s, my own was renumbered to 46480 (se'e image top), a York allocation listed from 1959 in Paul Bolger's book 'BR Steam Motive Power Depots - North Eastern Region' (re-published 2009 paperback by Book Law Publications, Nottingham, ISBN 9-781907-094118) .


LMS Fairburn Class 2-6-4 tank locomotive - the blueprint for Riddles' Standard 4 MT

42055 stands in the rain at Low Moor shed near Bradford. An atmospheric shot of a redoubtable locomotive

42055 stands in the rain at Low Moor shed near Bradford. An atmospheric shot of a redoubtable locomotive

42140 near Derby with a semi-fast passenger working

42140 near Derby with a semi-fast passenger working

Preserved Fairburn 42085 attends a celebration of LMS motive power at the National Railway Museujm, York

Preserved Fairburn 42085 attends a celebration of LMS motive power at the National Railway Museujm, York

4MT 42083 - in unkempt state here, needs 're-work' on weathering - was allocated to Whitby shed (50G) in the mid-1950's to replace Class A6 4-6-2T locomotives that had been transferred out to Hull area as pilot engines

4MT 42083 - in unkempt state here, needs 're-work' on weathering - was allocated to Whitby shed (50G) in the mid-1950's to replace Class A6 4-6-2T locomotives that had been transferred out to Hull area as pilot engines

Here's a three-quarter rear view of the engine awaiting her crew

Here's a three-quarter rear view of the engine awaiting her crew

An LMS 2-6-4 tank locomotive that would develop into BR'S Standard Class 4MT first emerged under Fowler's auspices in 1927 for allocatíon to passenger traffic diagrams, further developed by Stanier with a three-cylinder tapered boiler in 1934, later Class 425500. A year on Class 42425 emerged with two cylinders.