Tag Archives: NER

Steam Locomotives of a More Leisurely Era – 1922 –‘Pacifics’ North Eastern Railway

Steam Locomotives of a More Leisurely Era

1922 –‘Pacifics’

North Eastern RailwayNo. 2400, as first built, running trials from King' Crosss

No. 2400, as first built, running trials from King’ Cross

This was Sir Vincent Raven’s last design for the NER, and the first engine, No. 2400, came out only just before the grouping.

No. 2401 followed early in 1923, and three more, Nos. 2402-4, were built in 1924.  These differed from the first two in having outside bearings to the trailing wheels.  All were subsequently named after cities, No. 2400 ‘City of Newcastle’, etc.  Like the Atlantics which preceded them, the three cylinders were all in line and drove the front coupled axle.  The very long boilers resulted in the engines being nicknamed ‘Skittle Alleys’.

The engines were never very brilliant in performance, more might have been made of them, but they were eclipsed from the start by the superiority of Gresley’s contemporary Great Northern engines, so that they never really had very much chance.  Owing to the grouping there was no real need for two different varieties of ‘Pacific’ for the LNER main lines, and Gresley’s own design was the obvious choice from the start.

No. 2404 was fitted with a Gresley boiler in 1929, and in 1934 the engines were provided with 8-wheeled tenders.  All were taken out of service in 1936 and 1937.

Driving wheels – 6’ 8”,  Cylinders (3) – 19”x  26”,  Pressure – 200 lb.,  Weight 97 tons

Steam Locomotives of a More Leisurely Era 1899 – Worsdell 4-6-0 – North Eastern Railway

Steam Locomotives of a More Leisurely Era

1899 – Worsdell 4-6-0 – North Eastern Railway

2113 - B14No. 2113 of the 6’ 8¼” class running in early days.  Both classes were very little altered during their existence.

These engines were notable as being the first passenger engines of the 4-6-0 wheel arrangement in this country, a type which was to become almost universal in later years on most larger Companies for main line passenger service.  The first ten engines, Nos. 2001-10, turned out in 1899 and 1900, had coupled wheels of 6’ 1¼” diameter, and although considered on the small side in those days for express working, they showed themselves capable of a fair turn of speed.  Nevertheless five similar engines, but with 6’ 8¼” wheels came out in 1901, numbered 2111-15.  A further thirty of the 6’ 1¼” variety came out in 1906-9, all except one carrying numbers between 726 and 775, the odd one being No. 1077.  These later engines differed slightly from the earlier ones in having much thicker framing over the driving wheels, and smaller splashers.

Although designed as express passenger engines, the 6’ 1¼” class did not do a great deal of this class of work, and they very soon took second place to the R Class 4-4-0s and later the Atlantics.  Latterly they were used principally on express freight traffic.  They were taken out of service between 1928 and 1938, but No.761 was retained for use as a dummy counter-pressure engine in conducting tests at Darlington (and later at Rugby) works, and was not scrapped until 1951.  Since 1946 it had been No.1699.  The 6’ 8¼” engines disappeared between 1929 and 1931; they were extremely handsome machines, but for some reason never seemed to appear much in the limelight.

B13 – Driving wheels – 6’ 1¼”,  Cylinders – 20”x 26”,  Pressure – 200 lb.,  Weight – 66 tons,  NER classification – S,  LNER classification – B13

B14 – Driving wheels – 6’ 8¼”,  Cylinders – 20”x 26”,  Pressure – 200 lb.,  Weight – 67 tons 2 cwt,  NER classification – S1,  LNER classification – B14


Steam Locomotives of a More Leisurely Era 1899 – Worsdell 4-4-0 – North Eastern Railway

Steam Locomotives of a More Leisurely Era

1899 – Worsdell 4-4-0 – North Eastern Railway

476No. 476 as running in 1936

These engines were an enlargement of W. Worsdell’s Classes M and Q and were undoubtedly the finest of all the NER 4-4-0s.  In all sixty of them were built. Nos.2011-30 and 2101-10 in 1899-1901, followed by thirty others in 1906-7, with scattered numbers, mostly in the 700s and 1200s.  They took their turn on main line expresses for many years, and were all eventually superheated.

62349      Formerly 2020                                                                                                                            In 1936 No. 2020 was rebuilt with long-travel piston valves and other modernised details.  At the same time it had its running plate raised clear of the coupled wheels, completely spoiling the handsome appearance of these engines.  Fortunately, although one or two others were also modernised, they retained the decorative splashers which are so much responsible for their good looks.

A few of the class had gone by 1943, and those that remained were then renumbered 2340-97.  Most of these lasted to have 60000 added to their numbers under BR auspices and several of the class lasted until 1957.

A larger edition of the design appeared in 1908, Class R1, and consisted of ten engines, Nos. 1237-46.  As sometimes happens in these cases, the enlarged machines never attained the brilliance of the originals, and all disappeared between 1942 and 1946.

Class R – Driving wheels – 6’ 10”,  Cylinders – 19”x 26”,  Pressure – 175 lb.,  Tractive effort – 17026 lb.,     Weight – 54 tons 2 cwt.,  NER classification – R,  LNER classification – D20

Class R1 – Driving wheels – 6’ 10”,  Cylinders – 19”x 26”,  Pressure – 175 lb.,  Tractive effort – 17026 lb.,     Weight – 59 tons,  NER classification – R1,  LNER classification – D21



Some Early Lines Alston Branch & the South Tynedale Railway

Some Early Lines

Alston Branch & the South Tynedale Railway

Alston Branch

This is the setting for LNER J39 0-6-0 No.64858, a Hull Dairycoates engine, whose driver picks his way across the track after bringing in a train from Haltwhistle in March 1954.  In Alston the old ways are gone, but a 2ft gauge venture, the South Tynedale Railway, is extending a passenger lie along the trackbed. – Photo: O.H.Prosser

Alston, 1000 feet up in the Cumbrian Pennines, is England’s highest market town.  It can also be a hostile place when in the grip of winter.  The railway came to Alston as a steeply graded single line branch from Haltwhistle on the NER Newcastle-Carlisle line and it followed the narrowing valley of the South Tyne river.  The LNER considered closure to passengers in 1929 but the roads to Haltwhistle were too poor for replacement buses.  Alston, which is just in Cumbria, had cause to be thankful for the railway when winter snow cut the town off from the outside world.  NE J21s and G5s did good work on the branch.  Modern locos too, like BR Class 3MT 2-6-0 No.77011 which worked passenger turns after transfer to Alston in 1955.  Alston had that appealing branch line feature, the one road engine shed, and its all-over station roof gave some protection against the elements.

Lambley, a picturesque wayside station on the Alston branch, sited where a stone viaduct took the railway over the South Tyne – Photo: Lens of Sutton

The South Tynedale Railway

Kirkhaugh Station

Preparing the Polish-built engine for the return to Alston. © Copyright Andy Stephenson and licensed for reuse under this Creative Commons Licence.

 The South Tynedale Railway is a heritage railway in England and is England’s highest narrow gauge railway. The route runs from Alston in Cumbria to Lintley in Northumberland via the South Tyne Viaduct, the Gilderdale Viaduct and the Whitley Viaduct. The railway is operated by a charity, The South Tynedale Railway Preservation Society, which was registered in 1983.

Passenger trains operate on the railway between April (or from Easter weekend if in March) through to October each year and currently (2011) attract 40,000 people to the district every year.  Special trains operate including Santa Special trains on certain days in December each year. Although no Santa trains ran in 2011 as volunteer efforts were put into completing the extension to Lintley in time for the 2012 season, they may run again in 2012. At Alston station there is a cafe and gift shop both operated by the railway company. Free car and coach parking is available adjacent to the station which is located about a quarter mile north of the town on the Hexham road.

The present line is more than three and a quarter miles in length and there are plans to extend the line by a further mile and a quarter miles to Slaggyford. The line is a 2 ft (610 mm) narrow gauge and is built on the southern end of the track bed of the disused standard gauge Haltwhistle to Alston Line. This connected with the Newcastle and Carlisle Railway at Haltwhistle. The standard gauge line was closed on 1 May 1976 and the track bed is mostly intact.

South Tynedale Railway nr Alston

Looking NE from the Pennine Way near Harbut Lodge. One of the filter beds of the Alston sewage works is just visible above the tree in the foreground.  © Copyright Dave Dunford and licensed for reuse under this Creative Commons Licence.


Confirmation was received in November 2009 that a grant of £100,000 had been awarded by the Groundwork UK Community Spaces programme which will be used to fund the restoration of three historic railway bridges on the former Haltwhistle to Alston line. Northumberland County Council’s west area committee also granted consent for a completely new station at Lintley and the new extension to Lintley opened to traffic on April 1, 2012.  Rails extend across Lintley viaduct for a distance of about 200 metres from the new station to form a headhunt for works trains. A further one and a quarter mile extension to Slaggyford has all consents necessary and funding is being sought with hopes of opening in 2014 or 2015. The extended line from Kirkhaugh to Lintley Halt was officially opened in Saturday 12th May 2012 by Lord Inglewood, a long-time friend of the railway society. On the same day Cumbria County Council handed over documents confirming a Community Asset Transfer of the Society’s leased land in Cumbria. Work to gain a similar status in Northumberland is ongoing with Northumberland County Council.


Narrow gauge locomotive at the level crossing at Alston Station on the South Tynedale railway.  © Copyright Peter McDermott and licensed for reuse under this Creative Commons Licence.

 2012 Season The timetable shows four return trips from Alston to Lintley – outward at 10.45, 12.15, 14.15 and 15.45. Return trains leave Lintley 45 minutes later.

Passenger rolling stock Trains are made up daily depending on predicted passenger numbers. There are four all-steel open end gallery coaches built by a contractor in Alston, two wooden bodied coaches and two brake vans constructed in the railway workshops. Recent additions (2011) are an all-steel buffet coach originally built by Gloucester Carriage and Wagon for Sierra Leone Railways and re-gauged from 750mm to 610mm for use at Alston and a re-gauged former Romanian steel coach now converted to be fully accessible for disabled passengers.

South Tynedale Railway

The South Tynedale Railway near Wanwoodhill.  © Copyright Peter McDermott and licensed for reuse under this Creative Commons Licence.