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No 5 No 29 No 2253 No 30841 / 30825 No 30926 No 901 No 2238 No 3180 No 3672 No 3814 No 6619 |
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34101 No 44767 No 45212 No 45337 No 45428 No 60007 No 60532 No 62005 No 65894 No 69023 No 80135 |
This page gives some brief details of the steam locomotives that can be
found on the NYMR.
Click the thumbnail pictures to see the full version.
The North York Moors Railway publishes a comprehensive Stock Book,
compiled by Margaret Atkins, which gives full details of all the locomotives,
coaches and goods rolling stock on the line.
The Stock Book can be
obtained from the station shops.
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This locomotive was built in 1909 by Robert Stephenson & Hawthorn of Darlington, Works Number 3377, for Lambton Collieries, which in 1924 became Lambton, Hetton and Joicey Collieries. No. 5 was employed all its working life hauling coal transfer trains over the colliery ‘main lines’ around Wearside.
This included long forays over BR tracks between Penshaw and Sunderland (Lambton Staithes). From 1967, following the closure of the staithes, it was confined to NCB lines. In 1968 No. 5 was overhauled at Lambton Engine Works, Philadelphia, hut was made redundant in 1969 by the purchase of ex-BR diesel locomotives by the NCB.
No. 5 was stored until June 1970 when it was purchased by Mr. & Mrs. R.N. Jones for use on the NYMR. Following the fitting of vacuum brake equipment at Thornaby Motive Power Depot, No. 5 arrived on the NYMR on August Bank Holiday Saturday and was used on Gala Day trains from 1970 to 1972, after which it was withdrawn for overhaul and repainting. It returned to traffic in 1974, resplendent in NER freight black with red lining. No. 5 remained in regular service until 1981, it was stored until 1985 and then saw limited service on banking and standby duties. A boiler and mechanical overhaul commenced in 1986 and it returned to traffic in the autumn of the following year. Since then No. 5 has been used on smaller trains on the railway as it is limited to hauling six coaches; it is also used to assist larger locomotives when required.
At present No. 5 is stored inside Deviation shed awaiting heavy overhaul. However, the LH slide valve, which is excessively worn, has been removed for examination as a precursor to an assessment of the extent and likely cost of the major overhaul of the locomotive.
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Built in 1904 by Kitson of Leeds, Works Number 4263, for Lambton Collieries, 29 was the first 0-6-2T to be employed on that system and was later joined by No.5. 29 was also overhauled at Philadelphia in 1968, by which time the ‘main line’ running over BR tracks had ceased and it was made redundant with the other remaining steam locomotives on 15 February, 1969.
In June 1970, 29 was purchased by a syndicate of NYMR and NELPG
members, arriving on the NYMR on 25 June following a visit to Thornaby MPD to
allow vacuum brake equipment to be fitted. It was used on Gala trains during
1970 and taken out of traffic that autumn to be repainted in apple
green
livery.
The locomotive returned to traffic in 1972 and worked the Royal Reopening Train on I May, 1973 with the P3, 2392. From then it was in regular use until 1978 when it was placed in store pending overhaul.
Its long overhaul began in 1986 and included a new steel firebox. It eventually returned to traffic in June 1998, again in apple green livery as in the photograph. This was the livery it should have carried from 1924 but it was not until August 1936 that it did so, following overhaul at Lambton Engine Works.
Currently the locomotive is out of service with worn tyres and is undergoing a mechanical overhaul. No sooner had dismantling of the motion begun, the decision was made to have the work carried out by outside contractors. The locomotive was therefore towed to New Bridge and despatched by road to Ian Riley Engineering at Bury, a full set of new axle box brasses has been made, together with new motion pins. Two old cracks in the framing need to be re-welded. The tyres are yet to be removed and new ones fitted. The trailing driving axle is being closely examined in order to decide if it requires renewal.
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Hear 901 leaving Grosmont for
Goathland. 
The prototype of the ultimate development of the North Eastern Railway heavy freight locomotive designed by Vincent Ravcn, No. 901 was completed at North Road Works, Darlington, in September 1919, possessing three cylinders, as opposed to the T2’s two.
The locomotive was initially allocated to Blaydon but four years later it was at Hull Dairycoates for hauling heavy coal trains to the docks from the South Yorkshire pits. By 1929 it was back in the North East, seeing service at Haverton Hill, Stockton, West Hartlepool and Darlington. Under a wartime reshuffle of motive power all 15 of the class were at Tyne Dock, later to work the Consett iron ore trains, for which they were fitted with vacuum brake equipment and two Westinghouse pumps to operate the air-operated doors on the high-capacity wagons.
Displaced from these duties by new 9F 2-10-0s in 1957, 63460 (as it had become in 1948) remained at Tyne Dock until withdrawal on 3 December, 1962. Earmarked for preservation as part of the National Collection, it was kept at Darlington Works, being steamed in September 1963 and May 1964 to work railtours in the North East. It was then placed in store at Hellifeld before moving to Stratford (London) and Preston Park (Brighton) before moving to York in 1978, when agreement was reached between the North Eastern Locomotive Preservation Group and the National Railway Museum for the Group to borrow the locomotive and fund its restoration. The locomotive arrived at Grosmont on 7 April 1978 and became the first resident of Deviation Shed on 11 November, 1979. After a full overhaul, the locomotive entered traffic in September 1990. It was a regular performer every summer on the heavy peak season trains until it was withdrawn for a further overhaul in August 1998.
On display inside Deviation shed. However, it is expected that the Q7,
which is part of the National Collection and on loan to the NELPG, will leave
the Railway during the summer in order to go on display at the new outstation
of the National Railway Museum at Shildon which is due to open in September.
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120 of these heavy mineral locomotives were built for the NER between
1913 and 1921. They were to be found principally in the coal-field areas of
Durham but under LNER and BR ownership travelled further afield. Apart from
accident victims the class survived intact until 1963, no doubt because of
their rugged simplicity.
No. 2238 was built at Darlington North Road
Works in 1918 and was allocated initially to Blaydon where it remained for 25
years. Its first reallocation, as part of a large wartime reshuffle of motive
power, was to Newport (Middlesbrough) after which it saw service at Darlington,
West Hartlepool and Hull Dairycoates, then at Selby, again at Darlington, then
at Consett, before its final move to Sunderland South Dock in May 1965.
As BR No. 63395 it was the last Q6 to remain in service, being withdrawn on 9 September 1967, the final day of steam traction in the area, and was sent to Tyne Dock for disposal, from where it was sold to a scrap dealer in Blyth.
After a hurried fund-raising operation during which the purchase price was raised in six months, the locomotive was bought by NELPG on 1 April 1968. In the process of overhaul it was fitted with vacuum brake gear to enable it to haul passenger trains, becoming the only member of the class to be so treated. Delivered in steam to the NYMR on 25 June 1970 in LNER unlined black, it became a regular performer on the heaviest trains. Following further overhaul in 1975 it was painted in NER lined black prior to exhibition at the Stockton & Darlington 150 celebrations at Shildon and appearance in the Cavalcade.
The locomotive was withdrawn from service at the close of the 1982 season pending boiler overhaul. The tender was taken to ICI Wilton, where a new tank was fitted and heavy frame and brake gear overhaul undertaken. The engine is now subject to a NELPG restoration appeal.
The frames were towed to New Bridge on 7th January (the last time
the Q6 reached Pickering was in 1982!) in readiness for onward movement by road
for overhaul at the NELPG’s new Teesside base inside the historic Hopetown
Carriage Works at Darlington.
Work proceeds apace at both Grosmont — on the boiler — and at Hopetown Works, Darlington on the chassis and wheel sets. Most of the new platework for the outer firebox is in place and thin areas of the inner, copper firebox have been built up with weld and the oversize stay holes also built up with copper weld. These will then be drilled to the minimum size once more, together with the new outer sheets.
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Hear the S160 leaving Newtondale for
Goathland.
In 1942 it was foreseen that when the Allies liberated Europe the railways would need a heavy freight locomotive with easy maintenance and maximum route availability. Two basic designs were produced: the Riddles Austerities and the American S160s.
The S160 was designed by a committee of engineers from the ‘big three’ American firms, to a specification set by the Ministry of Supply. The first engines arrived in the UK in 1942 and production continued until 1947. Of more than 2100 built, over 800 were landed in Britain, the rest being shipped directly to continental Europe.
2253 was built by the Baldwin Locomotive Company and completed in May 1943. Like all the S160s used here, it first went to one of the British works (maybe Darlington) to be checked and modified for British working, including the fitting of vacuum brakes. One of 168 of the class allocated to the LNER, 2253 was assigned to Neville Hill shed, Leeds, and it is thus possible that it worked over the Malton-Whitby line.
The locomotive was shipped to France in September 1944 for service on the liberated but war-devastated railways, being sold in 1941 under the Marshall plan to PKP (Polish State Railways), taking number Tr 203.208. It was worked until 1985 when it was withdrawn and stored at Olesnica, near Wroclaw.
There it rested until the NYMR learned of its existence. Following a visit by NYMR staff, Peter Best agreed to purchase the locomotive and to provide the funds for its restoration. After completion of its overhaul it was loaded on to a road trailer sent from England, brought across the North Sea from Gdynia to Teesport and thence by road to New Bridge, Pickering, where it arrived on 29 October, 1992, in time to be used on freight trains during the Wartime Weekend.
In store awaiting a decision on its future. A possible overhaul of the locomotive has been costed.
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Developed from a standard pre-war Hunslet shunting tank locomotive, the wartime Ministry of Supply ‘Austerity’ saddle tank eventually became the most numerous class of locomotive in private industry. Several firms were given contracts to build engines during the war and some continued long afterwards, Hunslet’s last examples appearing in 1964 four years after BR’s last steam locomotive entered service, Of the 485 locomotives built to this design, 377 were by Hunslet .
75 of the wartime locomotives were later acquired by the LNER which gave them the class designation ‘J94’ and numbers 68006 68080. No. 3180 (Hunslet’s Works No.) was completed in August 1944 and given War Department number WD 75130. Its name is derived from its allocation to Antwerp Dam which was painted on the front buffer beam.
In 1948 it was sold to the National Coal Board, becoming S115 and initially based at Waterloo Main Colliery, Leeds, where it was used for shunting and for hauling miners’ trains over NCB lines. Later transferred to Wheldale Colliery, it was used as a standby locomotive in the ‘seventies before being placed in store.
When the National Coal Board agreed to lend the locomotive to the NYMR it was delivered to Pickering by road on 27 May 1980, being restored to working order at Grosmont that summer and repainted. Its inaugural NYMR work was to haul the Gala freight train on 7 September 1980. It was regularly used on the lighter early and late season services until 1984, when it was taken out of service for a full overhaul. Sadly this has not yet started as there is little demand at present for a locomotive of this size.
Located in the Long Siding at Grosmont, this locomotive requires
extensive maintenance work including a new firebox and a complete overhaul.
This is an other waiting patient.
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Designed during World War II by R.A. Riddles, No. 3672 was built by the North British Locomotive Company, Glasgow, as Works No. 25458 in 1944 for use by the British Army. Within a few months of construction it was numbered 73672, shipped to Egypt with 15 others and placed in store. By October1945 the 16 locomotives were declared surplus to requirements and sold to the Hellenic State Railways of Greece, being shipped to Salonika in January 1946.
73672 was renumbered Lb960 and based in the Salonika division where it was used on main line passenger duties, including the Athens to Istanbul Express. Displaced by new diesels in 1967, it was relegated to secondary work until withdrawn from service in 1979. Together with 90775 and an American S160 it was purchased by a group of Mid-Hants members and returned to the UK. It was then sold to Mr. D. Milham for his Lavender Line at Isfield, in East Sussex, where it arrived in August 1984. After some repairs it was named ‘Dame Vera Lynn’, renumbered 3672 and commissioned on 6 August, 1985 by the Dame herself.
Early in 1986 Mr. Milham decided that ‘Dame Vera Lynn’ was too large for his short line and it was bought by Clifford Brown, a British-born businessman living in Virginia, U.S.A. After visiting several British preserved railways, Mr. Brown decided that he wished the locomotive to be based on the NYMR and it duly arrived at Pickering in December 1986.
After a thorough examination at Grosmont it was realized that a very full restoration would be required before the locomotive could safely run. The Railway was given the contract to restore the locomotive but boiler repairs proved much more extensive and difficult than at first anticipated. Its first trial run was on 11 April 1989 and by 1 August it was heading that year’s mileage table.
It consistently achieved high annual mileage figures and proved that it could handle anything that the Operating Department could demand of it, including a number of 10-coach trains. In November 1998, having amassed well over 100,000 miles on the NYMR, The Dame’ was taken out of traffic for a much-deserved rest and a much needed overhaul.
The locomotive was towed to Pickering on 5th January where it was given a quick repaint by C&W in readiness for its appearance at Railfest 200 in York. Following this event, the 2-10-0 will be moved to Ian Riley’s works at Bury for major overhaul.
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The 28XX class, the first in this country with a 2-8-0 wheel arrangement, was introduced in 1903 to the design of G.J. Churchward, and became the standard GWR heavy freight locomotive.
Whilst the earlier 2800 type were largely replaced by Standard Class 9F locomotives in the late 195 Beginning with No. 2884 a modified updated version was introduced in 1938 by C.B. Collett, incorporating such features as outside steam pipes, short safety valve bonnets and side window cabs. This became known as the 2884 class. The 83 locomotives of this version effectively doubled the general class. Like their earlier sisters the 2884s were intended for long distance and heavy freight, notably between South Wales, London and the Midlands.
Numbers of the 28XXs survived intact until the onslaught of
dieselization.
Their withdrawal commenced with one in 1962, 18 in
1963, 33 in 1964 and the remainder in 1965 which saw the effective end of steam
on the Western Region.
No. 3814 was completed at Swindon in March 1940, the first of the wartime batch of 53 locomotives. It began work at Cardiff Canton, transferring first to Didcot then Southall before going to Oxford in 1958.
In April 1964 it was moved to Neath, but by the end of the year was back at Didcot. Withdrawal came in December of the same year, the tow to Barry scrapyard being made early in 1965. Here 3814 joined many others of the class and remained until purchased by Peter Robinson in January 1986, delivered to New Bridge yard being made on 22 July.
The locomotive and tender are currently undergoing long-term restoration at Deviation Shed. Peter has subsequently bought a second GWR tender and, although these engines did not normally run with tenders of this high-sided design, it is in much better condition than the one with which the locomotive arrived.
The motion is complete except for the piston valve rod. the injector and vacuum pipework is now fitted, and the tender tank is being plated and the cylinder cladding made.
Work continues on the tender which is inside Deviation shed. The boiler resides outside the running shed, still awaiting a decision on whether the NYMR will undertake the remaining boiler work under contract. However, the front tubeplate has been removed and a start made on removing the foundation ring.
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The Swindon version of a design which onginated with the pre-grouping railways in South Wales, the GWR 56xx class totalled 200 and were nicknamed ‘Jumbos’ because of their protruding smokeboxes. They were powerful locomotives employed on coal traffic down the valleys to the docks and local passenger services around Cardiff. Most were built at Swindon but the last batch ((650-6699) were constructed by Armstrong Whitworth on Tyneside. 6619 was completed at Swindon in 1928 and allocated to Barry depot. In 1956 it was transferred to Treherbert where its duties were generally similar. In February 1963, while shunting scrap locomotives at Barry, it became derailed, sustaining some damage. This no doubt led to its withdrawal the following month.
After eleven years in that famous scrapyard the locomotive was purchased for use on the NYMR and arrived at Pickering on 16 October 1974, continuing its journey to Grosmont on 3 February 1975. The locomotive was restored by Peter Proud and Kevin Gould, returning to steam in October 1984 in early BR plain black livery. It then ran for ten seasons of reliable and economical service, including a brief return to GWR territory at Didcot, before being withdrawn for overhaul and the mandatory ten-year boiler examination. This is being undertaken at Carnforth.
In order to speed progress the frames, wheelsets tank and bunker
were expected to be returned to Grosmont at the end of February 2002. At
Carnforth the firebox has had 160 new roof stays and 500 side stays
replaced.
The planned steaming and running in, eventually commenced on 1st April. Since then it has covered 300 miles light engine, including a trip to Pickering. It is expected to enter traffic towards the end of April.
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Richard Maunsell’s Southern Railway S15 locomotives were a development of the Urie design for the London and South Western Railway, introduced three years before the 1923 Grouping. They spent most of their lives on parcels and freight trains on the main lines from London to Southampton and the West Country.
841 was built at Eastleigh in 1936 and based at Exmouth Junction MPD until when it was moved to Feltham. Withdrawn from there on 5 January 1964 it was taken to Barry scrapyard on 1 June that year. In 1972 the Essex Locomotive Society purchased the locomotive and restored it to full working order over the next two years at Chappel and Wakes Colne on the Stour Valley Railway. It appeared in Southern green livery as 'Greene King’ to acknowledge sponsorship from the brewery. It participated in the Stockton & Darlington 150 celebrations at Shildon in 1975, operated main line tours in the following two years and ran on the Nene Valley Railway in 1978. The owners then moved it north and it arrived at Grosmont under its own steam on 9 December, 1978.
841 was a regular performer on the NYMR until 1981 when it was withdrawn for an extensive overhaul by NYMR staff at Grosmont. It returned to service in SR black livery in 1986. In winter 190/91 the locomotive was given a light intermediate overhaul and it reappeared in BR passenger green as 30841. At the end of the 1994 season it was withdrawn for a full ten-year overhaul.
Knowing that the frames of 841 were slightly out of true, the Society bought the frames and many spare parts of sister locomotive 825, whose boiler had been purchased for 506 on the Mid-Hants Railway. 825 was one of the first SR batch of ten S15s, built at Eastleigh in 1927. It too had worked from Exmouth Junction and it had likewise been withdrawn in January 1964, but from Salisbury.
During the current overhaul of the locomotive the frames of 825 have been used instead of those of 841; in consequence the locomotive is now known by its earlier number.
Following light engine running in between Grosmont and Goathiand in late November and early December, the S15 entered traffic on 6th December working Santa specials from Grosmont. Running as far as MP 18 in Northdale and with a diesel on the back (as is usual practice for Grosmont Santas), this was a fairly gentle introduction. No major problems were experienced though the cylinder lubricator requires attention; it is not an original S15 lubricator but is off an industrial locomotive. The lubricator is therefore likely to be modified by the fitting of new oil restrictors. If the lubricator continues to cause problems consideration may be given to replacing it with a mechanical lubricator.
Painting and lining out are now complete and the locomotive has been in regular use with no major problems after its long overhaul. Available for traffic.
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The forty ‘Schools’ class locomotives, introduced in 1930 and named after English public schools, were the most powerful 4-4-0 locomotives in Great Britain. Maunsell’s design was based upon his ‘Lord Nelson’ 4-6-0s, using many standard parts but scaled down for intermediate passenger service. The 3 cylinder design had raked cab sides to allow the locomotives to operate within the restricted loading gauge of the Hastings line.
926 ‘Repton’ was completed at Eastleigh in May 1934. After a spell at Bournemouth it operated from Fratton (Portsmouth) depot until the Waterloo-Portsmouth route was electrified in July 1937. It was then one of ten ‘Schools’ locomotives transferred to Bournemouth as replacements for ‘King Arthurs’ on the London expresses. It remained at Bournemouth for most of the war, being used on the lighter expresses and, after the war, on inter-regional trains. Further electrification caused more moves of these locomotives and ‘Repton’ was withdrawn from Basingstoke depot, with the remaining members of the class, on 20 December, 1963.
As it had been the last of the class to receive a general repair (in October 1960) ‘Repton’ was a prime candidate for preservation. It was purchased for use at Steamtown, Bellows Falls, Vermont and after a thorough restoration at Eastleigh it was shipped across the Atlantic in 1966. While there it was loaned to the Cape Breton Steam Railway, Nova Scotia, Canada, which ran a passenger service between Glace Bay and Port Morien.
After 23 years in exile it was bought by Clifford Brown and repatriated, arriving at Felixstowe on 11 April 1989, the day which saw the first run of Clifford’s other engine, ‘Dame Vera Lynn’, on the NYMR. Clifford decided that the Railway would be a suitable home for his second purchase and an initial inspection at Grosmont showed that the boiler was in an unusually good condition. Work undertaken included the restoration of vacuum brake equipment instead of the American air brake and the fitting of slightly higher side sheets to the tender. Fully restored as BR 30926, ‘Repton’ was steamed again on 24 August 1990 and entered traffic in time for the Autumn Gala.
The second highest mileage engine in 2003, the Schools is expected to see much less use this year because it is in need of new driving wheel tyres. Hopefully it will last through until the end of the high season but its condition will be monitored and it may have to he withdrawn earlier if it worsens. When the new tyres are fitted the engine will receive a piston and valve examination and receive attention to the axleboxes. In the meantime, the three pipe runs from the sight feed lubricator to the valves and pistons are to be renewed in order to ensure the oil feed; the existing pipes, and the restrictors, are thought to be partially blocked by a build up of carbon. Also the ashpan hopper is to receive attention as the door jams in the opening or closing position.
Having been turned to face north for Heartbeat filming, the locomotive
was turned to face south again on 16th April.
Hear the Schools class
'Repton' leaving Grosmont for Goathland.
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Bulleid’s ‘West Country’ Pacifics were introduced in 1945, being a lightweight version of the ‘Merchant Navy’ engines. Both classes were originally built with airsmoothed casing, all-welded boilers with steel fireboxes and thermic syphons, patent Buileid/Firth Brown wheels, chain-driven valve gear encased in an oil bath, electric lighting, continental numbering and other novel features. All ‘Merchant Navy’ and many of the lighter Pacifics were rebuilt in BR days to conventional form, with Walschaerts valve gear and new cylinders and without the streamline casing but retaining the original boilers and wheels.
‘Hartland’ was completed at Eastleigh by BR in 1950 and is one of a batch of forty locomotives (34071-34110) which have 9’ wide cabs instead of 8’ 6”. The tender is the only survivor of a limited number of experimental self-weighing ones, which were later converted to conventional design. It has a greater water capacity, 5,500 gallons, than others fitted to the class.
The locomotive was based at Stewards Lane Depot for most of its BR life, with spells at Bricklayers Arms and Brighton before moving to Nine Elms. It was rebuilt at Eastleigh between 25 July and 10 September 1960. Withdrawn in July 1966 it was taken to Barry scrap yard from where Richard Shaw purchased it in June 1976. He moved it to his engineering works at Derby for restoration, being helped by members of the Hartland Preservation Society.
Following further work at the Great Central Railway it was steam-tested
at Loughborough on 15 October 1993 and worked a test train five days later. It
was commissioned at Loughborough on 30 April 1994 and remained on the GCR for
running-in. It made a brief visit to Peak Rail before coming to the NYMR in
June 1995, initially just for that summer season. However, Richard Shaw later
accepted an offer to base the locomotive here on a service agreement and it has
since become a regular performer.
Withdrawn as a result of a cracks in the firebox.
Currently in store awaiting heavy overhaul. .
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This locomotive was the last to haul scheduled passenge services on BR.
A very full history can be found at
http://www.spslimited.co.uk/locomotives/45212.htm
Currently undergoing motion repairs, Maurice Johnson has rebored most of the side rod bush holes in order to make them round again; 2 of the old bushes are to he reused but 4 new ones have had to be made. The regulator valve has been refaced. The locomotive is expected to enter traffic by the beginning of May.
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45337 was built in April 1937 and withdrawn in February 1965. It was the sent to Woodhams scrap yard. It was rebuilt and has spent time on the ELR.
The driving and bogie wheels have been reprofiled at Carnforth and were returned to Bryn Engineering at Wigan during the week beginning 22nd March. The engine is expected to be sent to Bury where it will be reunited with its tender prior to running-in on the East Lancs Railway in May before returning to the NYMR.
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LMS 5428 was built in 1937 by Armstrong Whitworth at Newcastle, one of an order for 227 such locomotives, the largest order ever placed by a British railway company with a private firm. A further 100 ‘Black Fives’ were also built by the firm.
Leeds Holbeck was one of the nearest depots to the North Fast to which they were allocated, and 45428 was one of that depot’s allocation. As well as working main line trains, Holbeck provided Class 5s for summer specials from the West Riding to Whitby, via York, Malton, Pickering and what is now the NYMR; thus ‘Black Fives’ became a familiar sight through Newtondale and it is possible that 45428 was one of them. The locomotive hauled the last steam worked London bound express from Bradford to Leeds on I October 1967 and was withdrawn a week later when steam traction was abandoned in the Leeds area — and indeed throughout the North East region.
Purchased by Brian Hollingsworth in 1967, it steamed to Tyseley and remained there until 5 November 1973 when, accompanied by GNR J13 1247 and the GW Saloon, it was brought to Grosmont for service on the newly-opened NYMR The locomotive had been named 'Eric Treacy,' at Tyseley in 1969, as a tribute to the former Bishop of Wakefield, an eminent railway photographer. 5428, as it was then styled, ran until the end of 1975 when it was withdrawn for overhaul.
When it was eventually returned to service in March 1984, it carried early BR lined black livery and the BR number 45428. It then ran without major attention until taken out of traffic in 1990 for boiler and other repairs which included a new front tube plate manufactured by Roger Pridham. While out of service one mechanical modification was to fit a rocking front section to the grate, so lessening the work of the fireman. All outstanding work was completed for a steam test on 29 June 1994 and the locomotive returned to service once again as LMS 5428. Further work on valves, motion and the lubrication system was, however, necessary the following winter. In 1995 it appeared briefly with ‘BRITISH RAILWAYS’ on the tender for a ‘Heartbeat’ episode although viewers saw only the coaches of the train taking children to ‘Eltering’. During the October 1995 Gala it was turned to face north in order to even out tyre wear. For the 1996 season it appeared in later BR black as 45428 again and has since reverted to facing south, except for a brief spell for ‘Heartbeat’ filming in April 1997. It was taken out of service in September 1999 for another major overhaul.
'Eric Treacy,' has now been purchased by the railway but is currently in store awaiting it's turn in the queue for a major overhaul.
The overhaul is expected to start in earnest once 6619 is completed and run in, and when the pit road in the works is cleared and cleaned.
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The legendary ‘Black Fives’, designed by Sir William Stanier, were to be found in practically all regions of the British Isles at one time or another, though in the greatest numbers on or near their native LMS system. As one writer described them ‘Their excellent and economical performance, plus reliability and easy handling were a combination of features that was practically unknown in most places where they went.
A total of 842 were built between 1934 and 1951. As universal maids of all work, members of the class survived in the North West of England until the very last day of main line steam in 1968.
A modified version of the classic ‘Black Fives’, 4767 (built in 1947 at Crewe) was one of a batch of 30 locomotives experimentally fitted with modern features such as Timken roller bearings, a self-cleaning smokebox, rocking grate, hopper ash pan and electric lighting. Whilst other locomotives of the batch received Caprotti valve gear, 4767 was unique by being fitted with outside Stephenson’s valve gear.
First allocated to Bank Hall, Liverpool, it was transferred to Southport in 1960. Its final move was to Carlisle Kingmoor, where it worked over both the Settle & Carlisle and the West Coast Main Line until final withdrawal on 30 December, 1967.
Purchased privately, 44767 was stored at Carnforth until 14 August 1974 when it was taken to Thornaby for restoration by NELPG. During that time the locomotive was purchased by Ian Storey. The work was completed in time for the Stockton & Darlington 150 celebrations in 1975, when it was named ‘George Stephenson’ by William Whitelaw M.P. at Shildon on 25 August.
After the Exhibition and Cavalcade, it arrived at Grosmont on 1 September and worked its first NYMR train two weeks later. Since then, in addition to its service on the Railway, it has visited other private lines and worked many trains on the national network, notably the West Highland summer excursions from Fort William. It received a major overhaul at Carnforth in 1982/83 and a further one at Ian Storey Engineering at Hepscott from 1988 to 1991, in the latter case the painting being completed by C & W staff at Pickering. Following a season on the NYMR it resumed its main-line travels until the expiry of its seven-year certificate, returning to Grosmont on 5 March 1998. In addition to further work on the NYMR, it visited the North Norfolk Railway from 2 September 1998 to 4 June 1999.
At Ian Storey’s workshops at Hepscott in Northumberland for major overhaul.
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One of the famous A4s from the old LNER route. Sir Nigel Gresley holds the post war steam speed record of 112 MPH.
Sir Nigel Gresley Locomotive Preservation Trust web site can be found
at:
http://www.gresley.org.uk/snghome.htm
The current status of the overhaul.
The copper welding on the firebox is almost complete, with only work on the copper back plate to be finished. Some complex patches have been made, in particular the double curved patches on the front corners of the outer throat plate. New patches have been inserted in the firebox sides where the washout doors are located; the water side of the plates was badly pitted (as found on the Ki), so rather than carry out the labourious process of grinding the surface smooth from the outside in a very restricted space, the whole area was cut out and replaced with new plate and a new washout door hole. The outer back plate and wrapper is still to be welded, but once this is done it will be sent away for stress relieving, then refitted to the firebox. There has been a delay in the fitting of the firebox roof stays; the stays are made but the original contractor was unable to machine them. They have been delivered to Grosmont and await machining. All the new pins and bushes have been made for the longitudinal stays. Mechanically, all the piston and valve work is complete, the slide bars are being optically aligned, the crossheads have been remetalled and the side rods refitted. All steel pipework, such as that for the steam heating, has been renewed. All structural work on the tender is complete. Orders have been placed for the fitting of air braking equipment and TPWS.
Work on the chassis is now well advanced; the crossheads have been aligned and fitted and all the motion, except the connecting rods, refitted. The next couple of months will see the valves and pistons re-assembled. All the lubrication pipe work has either been renewed or refurbished and refitted. Also in the next month or so the brake gear, which has been rebushed and received new pins, will also be fitted.
The boiler work proceeds with all the copper welding on the firebox and other minor areas now complete. However, work continues on the complex throat plate patches. The new front tube plate is to be fitted shortly, followed by the new crown stays, once the boiler has been turned back to the upright position. The A4 Locomotive Society has constructed a new ashpan, which has been successfully trial fitted to the firebox. Work continues on the ashpan door, spark arrester and the firebar supports.
The tender, taken out of the running shed to make space for service locomotives over the winter period, still requires the fitting of its overhauled brake gear.
A date for completion of the overhaul has not been set.
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Designed by A.H. Peppercorn, the last CME of the LNER, ‘Blue Peter’ was completed at Doncaster on 25 March, 1948 with a single chimney, in LNER apple green livery but numbered 60532 and lettered ‘BRITISH RAILWAYS’ on the tender. It was initially allocated to York for working express trains on the East Coast Main Line. At its first general overhaul it was fitted with a double blastpipe and chimney, together with a multiple valve regulator in the smokebox. It was then allocated to Ferryhill (Aberdeen) to work the heaviest trains between there and Edinburgh. During trials in 1951 between single- and double-chimney A2s, 60532 achieved 100 mph on the ‘Aberdonian’ between Stonehaven and Montrose.
Towards the end of BR steam it was transferred to Dundee and became the last Peppercorn Pacific to pass through Darlington Works. In 1966 the locomotive was often requested for railtours which saw it as far afield as Holyhead and Exeter, but its final railtour in 1966 was over the Waverley route and Beattock. After withdrawal from Ferryhill in December 1966 it was placed in store and later purchased by Mr Geoffrey Drury. Initial restoration was undertaken at York, Leeds and Doncaster Works, where it was repainted in apple green as 532 in November 1970. 60,000 visitors witnessed its renaming by BBC Blue Peter program presenters at Doncaster Works Open Day in 1971.
In 1986, after the locomotive had lain out of use at Dinting for several years, Mr. Drury approached NELPG, offering to loan both ‘Blue Peter’ and the A4 ‘Bittern’. NELPG accepted the offer and faced the challenge of raising £65,000 to restore ‘Blue Peter’ to main line condition. With much assistance from ICI Wilton (where it arrived on 16 December, 1986) and with thousands of NELPG volunteer man-hours, it was restored as 60532 and again renamed by the BBC program in December 1991. After some running-in on the NYMR that Christmas, it achieved its main-line certificate in 1992 and it has since worked many railtours, including one to Aberdeen. From 1996 it has returned to the NYMR for service in between main-line excursions and it has also visited the East Lancashire and Great Central Railways. On 25 January 1997 NELPG volunteers deservedly received the Heritage Railways Annual Award for an outstanding contribution to railway preservation by maintaining ‘Blue Peter’ in working order. Further running on the main line has included an Edinburgh to Kings Cross special in May 1998. Very sadly, Geoff Drury died on 18 October 1999 but the locomotive remains the property of his family.
The locomotive is currently at the NPEG site at Darlington.
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The 70
mixed-traffic locomotives of this class were designed by A.H. Peppercorn for
the LNER, although not completed until after nationalization. They were used
widely by the Eastern, North-Eastern and Scottish Regions of British
Railways.
Following its completion on 10 June, 1949 No. 62005 saw service at Heaton, Doncaster, Ardsley and York before being transferred to North Blyth to assist the J27s there. Its claims to fame included partnering K4 3442 ‘The Great Marquess’ on the Whitby Moors Railtour in March 1965, the last BR steam train to run between Grosmont and Pickering, hauling the Royal Train on two occasions and working the Three Dales Railtour 1967. After further service at Tyne Dock until the end of steam there in 1967, 62005 was towed to Neville Hill Depot, Leeds, where the Rt. Hon. Lord Garnock had an option to purchase the locomotive with a view to using the boiler in an overhaul of 3442 .
When this did not materialize a consortium purchased the locomotive, later donating it to the NELPG. It was moved to Thornaby MPD on 14 June, 1972 for restoration by NELPG volunteers, being completed in apple green livery as LNER 2005, the livery in which it would have appeared at birth had it not been for nationalization. On 28 May, 1974 it steamed to Grosmont and entered traffic on the Railway on 8 June that year. Since then, in addition to its use on the NYMR, it was exhibited at the Stockton & Darlington 150 celebrations at Shildon in 1975 and it has worked many main line railtours, notably over the Settle and Carlisle line.
For the 1984 season it was painted black as 62005 and for its last week of service it became 62052. It was then taken to ICI Wilton for a major overhaul using ICI’s engineering facilities and with labour provided by training schemes in addition to NELPG volunteers. On completion of this overhaul the locomotive returned to Grosmont in steam on 19 March, 1986. It was a regular performer on NYMR, West Highland and other main line steam trains until a further overhaul became necessary in 1994. After its second overhaul at Wilton, it returned to the NYMR as 62005 in August 1998, entering traffic at the Autumn Steam Gala. In 1999 it visited the East Lancashire Railway, took part in ‘Steam on the Met’ and worked a ‘Captain Cook Pullman’ from Middlesbrough to Whitby on 10 October.
Following an intermediate overhaul at Carnforth the K1 successfully worked an 11 coach special twice round the Carnforth — Preston — Blackburn — Hellifield — Carnforth circle on 27th March, covering 250 miles in the process. It then ran from Carnforth to Thornaby on 29th March, where all the tyres were turned and reprofiled, before running to Grosmont on 6th April. The locomotive was then used for 8 consecutive days over the Easter period and is expected to cover around 3,000 miles on the NYMR before departing on 26th May for the Railfest 200 event at the NRM in York, as a prelude to returning to Fort William for its ninth season in Scotland.
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Designed as heavy freight locomotives, the NER P3s (LNER J27s) were built between 1906 and 1923, the last one, 2392, being completed at North Road Works, Darlington, on 19 September 1923. For running-in it was sent to Bank Top, Darlington, and then allocated to Fenyhill. In 1930 it was transferred to York, particularly for working local goods trains on the Scarborough line. Renumbered 65894 after Nationalization, it spent most of its subsequent career at York. In 1963, during an overhaul at Darlington, it was fitted with a non-superheated boiler but it retained its piston valves.
Transferred to South Dock shed, Sunderland, on 2 October, 1966, it joined the other surviving J27s on East Durham coal trains and on 9 September 1967 it worked the last diagrammed steam turn from Sunderland. On withdrawal it was sent to Tyne Dock for disposal. Purchased by NELPG on 13 November of that year it was overhauled at various sites in the North East before being delivered, as NER 2392, to the NYMR on 23 October, 1971. It worked its first passenger train two days later and then provided the mainstay of services in the period leading up to the public reopening, when it piloted Lambton Tank 29 on the Royal special of 1st May, 1973.
Following its appearance at the Stockton & Darlington 150 Celebrations it was withdrawn from service for boiler repairs and from 1977 to 1982 it was on display at the National Railway Museum, York. After a full overhaul, it returned to traffic on the NYMR on 28 May, 1985. Subsequently the locomotive was used at times of lighter traffic and it was loaned to the KWVR, Bo’ness & Kinneil and Liangollen Railways to raise funds for its third overhaul in NELPG ownership. It was withdrawn from service in 1992 for a £90,000 general overhaul which included several improvements such as the fitting of a hopper ashpan and rocking grate. Repainted as BR 65894 it returned to the NYMR, and reentered traffic on 14 September 1996. Since then it has performed regularly on the NYMR including a starring role in a ‘Heartbeat’ episode filmed in June 1997 and it has found summer employment on the North Norfolk, Nene Valley, Yorkshire Dales and Keighley and Worth Valley Railways. In November 1998 it hauled the first ‘Captain Cook Pullman’ from Pickering to Whitby and return. Following a livery ballot by NELPG members, it is due to reappear as 2392 in 2001.
The P3 was steamed on 35 occasions on the East Lancs Railway and covered 2,138 trouble free miles, with nothing more than routine maintenance being required. The locomotive returned from Bury, by road, on 30th March and was steamed through from New Bridge to Grosmont on 2nd April. It is to be used for the footplate awareness courses in April, May and June.
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This outstanding long-lasting design was introduced by Wilson Wordsell for the NER in December 1898 as class E1, a development of the earlier E class (LNER J71). The first E1 was completed at Darlington and 20 were in service by the turn of the century. Sir Vincent Raven had 20 built in 1914, with a further 10 in 1920 and ordered 25 from Armstrong Whitworth at Newcastle. The LNER built 10 at Doncaster and BR built 20 more at Darlington in 1949, followed by the final eight (including 69023) in 1951. The last batch were given a vacuum brake, steam heating and steam sanding gear to enable them to be used on empty passenger stock workings.
The last J72 was built 54 years after the first, a unique record of locomotive building under three owners
A tribute to good design. They were used for shunting in railway yards, docks and coal staiths and on station pilot duties all over the North-East. A few were privileged to travel further afield, reaching Wrexham, Aberdeen and Keith.
With the introduction of diesel shunters all but two were scrapped by 1964. 69023 (then Departmental 59) was bought by Mr. R. Ainsworth and worked on the Keighley and Worth Valley and Derwent Valley Railways. It was bought by NELPG in November 1982 and moved to the NYMR on 4 January 1983. It entered traffic on 24 April 1983 and remained in use until December 1985 when it was taken to ICI Wilton for overhaul and a repaint in LNER lined green.
Returned to the NYMR on 19 June 1987, 69023 regularly hauled lightweight trains on the line. Being easily transportable by road it has also visited many other railways in recent years, including the North Norfolk, Yorkshire Dales, South Devon, East Somerset, Swanage and Bo’ness & Kinneil, as well as attending open days at Didcot and Hartlepool Power Station. It was invited to the Black Country Museum at Dudley where NELPG was presented with the Steam Heritage Award on 2 May 1991. In 1995 and 1996 it partnered NER saloon 305 on the NYMR and they looked a perfect combination. Withdrawn from traffic in May 1997, the locomotive now awaits another overhaul.
It is proposed to move the locomotive to Hopetown Works at Darlington once the Q6 frames are rewheeled, hopefully in May.
In store inside Deviation shed; the overhaul of the locomotive is now the subject of another NELPG bid for HLF funding.
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155 locomotives of this class, the largest tank engine in the BR standard range, were built between 1951 and 1956. In common with the other standard designs they were to be found all over the country, with large concentrations in the Eastern Region (London, Tilbury and Southend section) and the Scottish Region (Glasgow suburban). Several were sent to Whitby shed and were frequent performers on the Malton trains, over what is now the NYMR, until evicted by the onslaught of the DMUs.
No. 80135 was completed at Brighton Locomotive Works in April 1956 and was initially allocated to Plaistow for working over the London, Tilbury and Southend line, later transferring to Tilbury depot, where it continued on the same duties until the route was electrified in 1962. 21 of the class were then transferred to the Western Region and 80135 was one of 4 allocated to Shrewsbury for passenger duties. At the start of 1963 it moved to Oswestry for service on the Cambrian section, and then returned to Shrewsbury in September 1964. Withdrawn from this location on 17 August, 1965 it was towed to Barry scrapyard at the end of that year.
By virtue of its simple design and ease of access for maintenance, the Standard tank engine became an obvious choice for purchase by the NYMR. No. 80135 was in the best all-round condition of the surviving 2-6-4Ts at Barry and was delivered to Pickering in March 1973. Subsequently bought by Jos de Crau, who financed its restoration in the NYMR workshops, the locomotive was put to work in Brunswick green livery in April 1980.
In 1992 it received a repaint in a slightly different shade of green, and it normally achieved high annual mileages without serious problems. In July 1992, however, a succession of tube failures led to the engine’s slightly premature withdrawal for a full overhaul, but after an insurance inspection, permission was given to extend the boiler life by a year on condition that all the small tubes were replaced. It was thus in use for the 1993 season in which it achieved a mileage of nearly 9,000. Its overhaul started in 1994 and included a new firebox built at Pridham’s. It returned to traffic in February 1999, making its ‘Main Line’ debut on 23 May, on a ‘Captain Cook Pullman’ to Whitby.
Hear the Standard Tank'
hauling the full 8 coach diner train (380 tons) up the bank
to Goathland.
80135 covered 14,482 miles in 2003, the second highest annual mileage ever recorded on the NYMR. The locomotive was undergoing a long overdue piston and valve examination during January. There is suspected hydraulicing (the carrying over of water from the boiler into the cylinders) following the discovery that the valve and piston rod cotters were not tight and that there were very slight bends in the combination lever and radius rod. New LH valve heads will be required to replace those that had to be broken when being extracted. No major firebox work is required but during 2004 the condition of the steel firebox will be monitored. It is likely, however, that at the locomotive’s next overhaul it will be replaced with a new, copper firebox.
The valve liners have been bored and four new valve heads made, and new rings fitted. New piston rings have also been fitted. The pony axleboxes have been repaired and the side play corrected. Once the valves have been set and the locomotive run-in, it is expected to re-enter traffic by the beginning of May.
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