Rites of Passage for a Model Railway - 31: Let Me Introduce You to Ainthorpe Junction
See below, "Controlling the Layout" for an update on the layout...
And it'll get better from here on in... For now take a leisurely 'stroll' through the picture gallery, loco profiles and unit write-ups...
There's 'juice' on the layout, albeit currently (no pun intended) from the coal depot road - when the point's set - to Unit 1 lower level fiddle yard, from there around to Unit 7 and from the back of the 'upper deck' (Track 2 on the controller) around to Bloomfield's mail order depot and cripple sidings.
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
'Ainthorpe Junction', where the Main Running Line meets the freight, goods and mineral line (where the fun started, putting it together...)
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).
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 in 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've thought of a brickworks to be added into the corner where the main running lines pass on a wide curve.
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 (part of a Metcalfe kit, the other half - as a narrow road bridge - is on the other side of the 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.
Controlling the layout: Gaugemaster controllers - room for additional input provided
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.
Power input - clips and connectors
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
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.
**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 ands laid out 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. Next year 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 renumber and 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 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...
Just as you think, "What's next after the J27 from Oxford Rail?" the heavens open and a deep voice tells you, "J26"
"Here's one I made earlier", a profile of Wilson Worsdell's NER Class P2, LNER and BR Class J26 0-6-0
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.
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 inaugurated 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) 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.
Newport (51B): 42, West Hartlepool (51C): 2; Middlesbrough (51D): 6 
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 - harking back to that title image... Second introduction to the locomotives you'll see on the layout
... 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 later this year (18/4/2019 at the time of writing). At the price it's advertised, £94 I should be able to afford one a month for at least a couple of months. I don't intend to model Percy Main or Blyth (North and South). It would be nice if Oxford Rail came up with a J26 as well. Several sheds around North Yorkshire and County Durham had them.
Here's a look at the Oxford Rail J27 beyond the computer design image - model now due July-September 2020
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
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
**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
Thomas W Worsdell's powerful little wonders... modified by younger brother Wilson Worsdell
Thomas William Worsdell sought to improve the quality of its goods engine fleet. He had designed the GER's 0-6-0 goods engines (later LNER/BR J15) and although more powerful the 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 had 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. 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 the 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 into the post of Locomotive Superintendent held a dislike for 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, but the requiired valve gear was already on order and 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 the 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. The committee decided in 1894 to look at 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 were rebuilt with 19" diameter cylinders, Stephenson valve gear and piston valves. Three of the original simples were also rebuilt this way.
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 initially for mineral traffic, only the final thirty being fitted with any train brake. Twenty of them were given Westinghouse brakes, ten dual-fitted. The class saw widespread passenger and mixed traffic work and many more were 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 that 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.
Having been originally designated for main line traffic, the class was displaced to secondary route working and often took 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 they were allocated to: 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. Although by then half a century old the J21s worked the line well for another ten years. At the time of the E4 experiment on Stainmore eight Class J21s were loaned to the GE section, allocated to Norwich. By 1937 they had been 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 shared a motive power depot (mpd) number, however were either side of the River Blyth on the coast, north of Newcastle-on-Tyne in Northumberland. A J21 was allocated to both,
Another North Eastern 'face' - third building phase of a Wilson Worsdell classic tank locomotive
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
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 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.
In model form: TMC (based near Goathland in Yorkshire) announced something about a plan to produce a OO Gauge ready-to-run version early in 2019; 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
Unit 2 track added and aligned with fiddleyard unit (1) and corner unit (3)
17/6/2019: My ideas were modified for Unit 2. Instead of two lots of facing points, left and right on the nearside, I'm only going to put down one and a short headshunt (or kick-back), two facing left-hand points close to the viaduct. On the far side, beyond the right-hand point I'll install a left-hand catch-point to avert runaways away from the running lines, although this will be purely for safety reasons as the single track to the small depot is level all the way along the back including the run-around and headshunt long enough for a medium tank locomotive such as a V1/V3 2-6-2 or J72 0-6-0. Doesn't need to be too big as there'll only be either three four-wheeled vans/wagons, two six-wheeled (milk tank) or one bogie van and four-wheeled van for milk churn delivery or collection if it's going to be a dairy depot - still debating in my mind, as milk tankers need overhead loading facility with pipes and tubes etc;
20-25/11/2019: Track fixed down at the rear of Unit 2, the junction with the depot line on the Up Passenger/Parcels level, main and catch point tested for movement. Front roads to follow - Down side siding and main, and Up main Mineral/Freight. Got to order track elements and attachments to progress to Unit 3.
Trackwork is complete, awaiting a long, shoulder high brick wall to be added over the underground WWI( factory front wall and 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 some fellow DOGA members).
* For our friends across 'the Pond', in the UK we put the day of the month first, then the month. For example your 12/3/18 is 3rd December, 2018, ours is 3/12/18. Simple, really.
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...
'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
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 a pair of J39's, one I renumbered 64821, a Middlesbrough (51D) allocation that will be seen around 'Ainthorpe Junction' on mixed goods trip workings. and the other 64710 of Darlington, both with standard straight-sided tenders.
Unit 3:assembly laid with track laid and complete...
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, 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 Down 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...
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"*
*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
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, another twist to the tale - another falling gradient with most track down, a few gaps to fill with plain flexi-track
Unit 4: 'Easy street'...? Not by any stretch of the imagination - and mind the gap!
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?). I'd used what I had left on my son's mini-layout after work on 'Thoraldby' and a previous layout, 'Reeth'. 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/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. A diamond crossover replaced the double slip where the Up Main crosses over the Down Goods & Mineral.
Thompson's gazelles (4-6-0 class nicknamed 'Bongos', named after species of antelopes), built1941-48
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
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
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
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
Unit 5, 12/2 to mid-July 2019, and 29/5-12/7/20:
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).
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
- 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
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
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
Completed Hornby Class A1 Pacific conversion job and planned addition to the Ainthorpe Junction 'fleet'
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
Work on units 6 & 6A started 27th February 2019 with measuring-up and cutting the sidepieces... Unit 6A was started 12/3/2019.
25/2-13/7/19: Timber for Unit 6 was bought and arranged to start 'processing' when time allowed. Some measuring-up and side pieces clamped to the support framework, preparation for the turnoff to Unit 7; cutting out from the side pieces to accommodate the 45 degree angle that joins Unit 6 to Unit 6A and the end of the scenic element.
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! The double slip that led the banker's standage siding 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' 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
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' - the second fiddleyard completed, some track and points set down, only the 'throat' decided on...
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!)
A length of 6mm ply was sawn to shape at the mating end and screwed down onto the risers (see images above). Only the front, end and rear panels remain to be cut to length and shape, and applied using .75 inch X 6 cheesehead screws; the 4mm ply for the front and end panels were bought, A piece of 4mm ply sawn in two to fit the stair end, cut to shape and screwed on. Next the other half of the board was attached to the end adjacent to Unit 6A bridge baffle, Meanwhile work was undertaken on the scene divider on Unit 5, the bridge and approaches. The other side of the bridge will be used on Unit 4. Only the parapets need to be added;
Unit completed, front, back, sides and end - to match Unit 6A - holes marked, drilled and filled with a variety of screws, outwardly 3/4 inch cheesehead slots for conventional screws to use them all up, alternating with crossheads. A box formation has been added at the end where it meets Unit 6A, to darken the exit for a dramatic entry onto the first scenic unit over the low viaduct and along to Unit 6; 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 6, 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, but i'm nearly there. Some track and points needed to reconfigure track layout on Units 3-6
Some classes of British Railways' Standard locomotive classes were allocated to the North Eastern Region in later years, to supplement their ageing fleet
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
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
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'
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.
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
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
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. Then Fairburn's two cylinder 2-6-4 entered traffic in 1945 as Class 42050.
Fairburn's background - on joining the LMS from English Electric in 1934 as Chief Electrical Engineer - saw him actively encourage design developments that reduced shed services and increase mileage between workshop visits to handle wartime conditions of shortages in skilled manpower and materials. Fairburn would eventually take the LMS into the diesel age with 0-6-0 shunters.
Final development of the design would progress under Riddles, with his BR Standard 4MT 2-6-4 tank locomotive in 1951. Fairburn;s 2-6-4 was markedly different from his predecessor's by the shorter wheelbase amongst other modifications. Another distinguishing factor was the gap in the running plate in front of the cylinders. The class would be built until Riddles' design came onto the scene in 1951. The final engines in the numbering sequence of 42066-106 were built at Brighton works for BR Southern Region in 1950-51 and superseded earlier designs. Most of those would stay on BR over the remainder of their working existence. Mainly allocated to Stewarts Lane in south London, Dover and Ashford in Kent, to be run on South Eastern metals. Between 1945-51 217 of the class would be introduced on mainly passenger traffic diagrams All were withdrawn by 1967.
In December, 1951 47 were allocated to the Eastern Region, some of which progressed to the North Eastern Region, mostly by virtue of former Midland areas being relocated to the North Eastern Region (Skipton area eastward including Bradford)
. Those allocated to the Eastern Region in 1951 included Yorkshire sheds, then within Midland Region (Leeds, Bradford, Halifax) before being transferred to the London area. Briefly some found their way north as far as Newcastle-on-Tyne, others on the coast at Whitby and Scarborough sheds, some to York.
Withdrawals started 1961, the last going for scrap in 1966-67. At the end of 1966 42 were still at work however, around 40% of the tank engine classes still in service. 42073 and 42085 only are preserved.
In model proprietary model form Bachmann introduced the class, of which I have No. 42096, to renumber to either 42083 or 42085, allocated to York from the mid-late 1950s. These were the only Fairburns allocated to the North Eastern Region at the time.
Sentinel Shunter, Y1, Y3, Y10 and Variants
A veritable workhorse, the Sentinel hunter in all its variants...
Simply speaking, the difference between these small but useful four-wheeled shunters was that Class Y1 only had one working speed, whereas Class Y3 had two. Thus classes Y1 and Y3 with their variants are taken together. Each of the Big Four post-Grouping companies undertook tests of the Sentinel Centre Engine (CE), although the LNER used them across their whole network between the former Great Eastern and Great North of Scotland systems.
These shunters' mechanisms were chain-driven, like those of the Sentinel company's steam road vehicles.,Tests demonstrated the Sentinel CE could achieve a constant drawbar load over distances due to their chain drive. Another plus point they found was the chain drive did not produce the hammer-blow that conventional steam locomotives did. Therefore these small locomotives were seen as ideal for small branchline work, where track standards may not have been as high as those on the main running lines. The LNER initially ordered fifteen CE machines, classifying them as Y1 0-4-0 tank locomotives. Thirty-two Sentinel CEDG (double-geared) types were added to their fleet and classified Y3. Low coal consumption of about 15 lb (Imperial) per mile prompted the LNER to buy another twenty in 1930 instead of the intended Class J72 0-6-0 due to this performance asset.
In 1929 the LNER bought two double-engined, double-geared (DEDG) Sentinel machines, given the Classification Y10. In 1935 the Sentinel company provided the LNER with more advanced prototypes but these were considered less efficient and not bought. Because of their low speed Classes Y1 and Y3 shunters were hardly given trains to haul, were instead worthy yard shunters, especially useful in small, possibly cramped yards where there was hardly room for conventional locomotives. Another plus-point was that they were suitable for single manning. Most were withdrawn in the late 1940s-1950s, seven surviving in departmental service into the early 1950s.
Design Particulars: In relaton to other LNER steam classes, Sentinel Y1 and Y3 shunters' boilers were vertically positioned in the body of the vehicle, with a vertical cylinder either side of the boiler. Connection to the wheelbase was through a common crankshaft with camshafts that set the cut-off. Roller chains transmitted power from sprockets on the crankshaft to sprockets on the axles. Recommended crankshaft speed was 500 rpm. Sentinel quoted a maximum 600 rpm, corresponding to locomotive speed of 21 mph. Normally the LNER's Sentinel engines were run at half this rate.
Class Y3 had multiple sprockets of two sizes on the crankshaft. A spur wheel let the working sprocket be changed, thus changing gear - only performed when stationary. . Low gear was shunt speed, high for light engine movements or working short goods between yards. With a 19:19 sprocket ratio the rated maximum 600 rpm gave a potential high gear working speed of 36.5 mph, 13.5 in low gear..
The vertical boiler was cylindrical, with an internal firebox, coal fed at the top. The bottom-located grate was slightly conical, so the coal dropped towards the wider end. Boiler tubes were set in spiral mode at three different angles, Construction was therefore fairly complex and Sentinel sub-contracted firebox construction to Galloways if Manchester. A superheater fitted into the top of the firebox could be easily removed for maintenance or inspection.
There were four variants on the Y1 design, one of Y3. The first six of Y1 were designated Y1/1, with small boilers. Yet they were the heaviest at 20 tons 17 cwt, their coal capacity limited to 12.5 cwt. These were bought between 1925-27. Numbering was 4801-3, 8400-2. Y1/2 were bought 1927-33. In all sixteen and closest to a 'standard Y1 they weighed in at 19 tons 16 cwt and were numbered 45, 59, 79, 100, 106, 108, 119, 124, 142, 150, 170, 174, 175, 193, 187 and 9529. Only one was designated Y1/3, built 1926 and bought by the LNER in 1929 for Victoria Dock, Kingston-upon-Hull (Hull). To comply with weight restrictions the ballast weight was removed. At only 14 tons lack of weight upset the balance. Only for shunting, No. 19 was passed acceptable. Y1/4 was also only one machine. Similar to Y1/1 the weight was reduced by 1.5 tons, coal capacity increased to be comparable with Class Y1/2. No. 44 was bought 1927. Altogether 32 of class Y3 were bought by the LNER from 1927-31, all with the larger capacity boiler. Numbering was 18. 21, 23, 35, 42, 49, 55, 60, 65, 78, , 81, 86, 87, 90, 94, 96, 98, 117, 148, 154, 155, 172, 189, 192, 193 and 196-8.
Allocation in BR/NE Area, 1950-59: York (50A) Y1 68152; Selby (50C) Y1 68143, Y3 68156, 68158, 68161; Malton (50F) Y1 68147, 68150, Y3 68157; Darlington (51A) Y1 68136S, 68153S; Stockton-on-Tees (51E) Y1 68144; West Auckland (51F) Y1 68142, 68145, 68149, Y3 68182; Northallerton (51J) Y3 68159 (shedded at Leyburn on the Wensleydale branch); Gateshead (52A) Y1 68141, 68146, Y3 68154, 68160, 68180; Hull Dairycoates (53A) Y1 68137, 68139, 69140; Hull Botanic Gardens (53B) Y1 68151; Bridlington (53D) Y1 68148, Y3 68155; Tyne Dock (54B) Y3 68181, 68183
Total Y1 15, Y1S 2, Y3 12 (29 all three sub-classes)
Preservation: More than forty Sentinel locomotives and railcars survived globally. Two of the basic Class Y1 and Y3 survived in the British Isles, Y1/2 No. 59, BR No. 68153 is the only surviving ex-LNER shunter at the Middleton Railway on the south side of Leeds in the West Riding.
Modelling the Sentinel shunter: P D Marsh sell a white metal kit, designed to fit a Graham Farish HST chassis, although the fit entailed would leave the model as a non-runner, or you finding another chassis; Finney & Smith produce a 3 mm scale kit of the 0-4-0 VBT; Warren Shephard sell a 7 mm scale kit which uses a Lima Bo-Bo powered bogie. A 7 mm etched brass kit has also been released by Walsworth Models; GRS of Princes Risborough sell a Gauge 3 (G64) model of the Y1, available with either electric or live steam power; a Nucast 4 mm OO Gauge Y1 kit is also available. Fellow DOGA member Stephen Siddle assembled a Nucast kit for me, using a black Beetle motor unit (with a spare). The running number is 68159, a Northallerton (51J) allocation, although the kit is for the Y1 and the Northallerton machine is a Y3. My mistake, but who's going to notice,as outwardly they're pretty much of a muchness?
In ready-to-run form there's the O Gauge/7 mm scale Dapol Y3 in early BR livery as well as a GWR light green livery version.
... And last but by no means least: the Wickham 'Gangers' Trolley
Introduced 1948 on British Railways, it was a compact personnel vehicle used to transport railway maintenance crews or 'Gangers' (work gangs) around an allotted area for inspection and where necessary remedial work.
Some versions dispensed with passenger-carrying facilities for tool carrying, even as a diesel generator or compressor to power machine tools. Trailer wagons were also used for materials for 'packing' under sleepers (measured shovel packing) where ballast may have been displaced by heavy freight usage. The company functioned in the United Kingdom as D Wickham & Co. Ltd of Suckley and Bishop's Frome in Worcestershire, and overseas as Wickham Rail Cars of Goodyear, Arizona, USA.
The company was founded by Dennis Wickham in 1886 as automotive and general engineers. He was the scion of a brewing family, early production being machinery for breweries.
I have one of the Bachmann Branchline models based on a later machine, supplied from factory with safety rails for crew (I 're-designed' the model. Having already changed the regional designation from 'W' to 'NE', I also removed the safety rails for easier insertion of the lineside work crew)
*I hope reading this series of pages is as interesting to you as it was for me in their creation
© 2018 Alan R Lancaster