206 12/5/1897 U 990 1898 C1,C2
218 6/1/1899 U2 949/50/82-89 1900 C1,C2
230 17/12/1901 U3 252-60/50 1903 C1,C2
232 1/5/1902 LU 251 1902 C1
236 6/2/1903 LU 272-91 1904 C1
239 10//5/1904 ZZ 292 1905 C1
Vulcan 1904 - 1300 1905 C1
240 22/9/1904 LU 293-301, 1400 1905 C1
241 7/12/1904 LU 1401-10 1905 C1
245 9/8/1905 LU 1411-20 1906 C1
248 7/5/1906 ZZ2 1421 1907 C1
249 6/9/1906 LU 1422-31 1907 C1
253 6/3/1907 LU 1432-41 1907-08 C1
255 21/10/1907 LU 1442-51 1908 C1
263 20/2/1910 LUS 1452-61 1910 C1


No. 990 CLASS

6ft-8in wheels, cyls 19in x 24in, Gresley Dgm 2 boiler, LNER Dgm 4 boiler

Boiler dwg N80 (16/12/1896), there were two versions and copies of  then both were still in existence in the late 1950s.
Cylinders dwg (M71, 2/1897) 18¾" x 24" Cylinders (No. 31 Patt.),
Frames dwg O52 (3/1897),
EO 206 was issued (12/5/1897) for No. 990,
General Plan dwg Q58 (8/1897) for 6'-6" Four wheels Coupld Bogie Engs (10 wheels ) 

No. 990 (LNER 3990) appeared in May 1898.

Fig. 95
No.990 not yet named

Ivatt took charge at Doncaster in the early part of 1896 and it wasn't long before drawings appeared for his first 4-4-0, No. 400.  These drawings were for the redesigned bogie (O47, 6/1896) and new 17½in x 26in cylinders (M67, 7/1896).  The Engine Order date is not recorded, but No. 400 appeared in December 1896. 

Meanwhile in 1895 Baldwin Works built some 4-4-2s for the Philadelphia & Reading Railroad.  These engines ran daily between Camden and Atlantic City, and so was born their nickname "Atlantics".

But Ivatt was already working on a 4-4-2 design and its first drawing appeared also in December 1896. This was for the boiler (N

80, 16/12/1896). The subsequent drawing for the two-cylinder arrangement (M71, 2/1897) illustrated Ivatt's concerns about the effects of hammer blow. Their piston stroke was only 24in and diameter 18¾in (compared with 28in and 19½in in Stirling's latest 4-2-2s).  But the working pressure was higher at 175lb/sq in and together with the smaller driving wheels, the tractive effort was also higher.  The boiler was 4ft-8in maximum diameter and its design had been subject to change on the drawing board.  The principal dimensions were as follows:



sq ft
sq ft
h.s. sq ft
Proposal 4ft-8in 14ft-85/8in 170lb/sq in 8ft-0in 143.189 26.786 238 12ft-0in 2in 1308.2
As built 4ft-8in 14ft-85/8in 175lb/sq in 8ft-0in 140 (a) 26.5 (a) 191 13ft-0in 1¾in 1302

(a) With 1¾in width foundation ring.  Later fireboxes had 3in foundation rings, with 137 sq ft heating surface and 24.5 sq ft grate area.

Although the boiler barrel was 14ft-85/8in long, the front tubeplate was recessed into the front barrel ring, hence the shorter tube length.  This effectively made the smokebox much longer than outwardly apparent.  The originally intended smokebox length was reduced at the drawing stage by 1ft, perhaps anticipating the lengthy smokebox would create a problem, e.g. access to the tubeplate to deal with leaking tubes.

The original entry in the drawing register for dwg N80 (16/12/1896) is intriguing.  It originally read: 6’-6” four-coupled engines (leading radial truck).

It appears that afterwards the reference to the leading radial truck was deleted and the words "(bogie engine)" were written below, squeezed in above the next entry (for N81, 7/1897), which suggests the amendment was probably made after July 1897.  Later still "No. 990 &c" was added.  It is not known if there had originally been an intention to fit a radial truck at the front end, before it was decided to employ a conventional bogie (as fitted to No. 400).  No. 400 appeared in December 1896, at the time the entry was made in the register, so at that date Ivatt would not have known how successful would be No. 400's bogie.

Shortly afterwards the first drawings appeared for Ivatt's intended 4-2-2 single-wheeler, e.g. cylinders (M73) and boiler (N81) both dated July 1897, based on the successful Stirling large 2-2-2s.  It is understood that Ivatt found his Atlantics were sluggish which he could not understand.  Hence, perhaps, the new 4-2-2 design was rushed through, for No. 266 entered service in December 1897. 

No. 949 SERIES

6ft-8in wheels, cyls 19in x 24in, Gresley Dgm 2 boiler, LNER Dgm 4 boiler

EO 218 was issued (6/1/1899) for Nos. 949/50/82-89.

Nos. 949/50/82-89 (LNER 3949/50/82-89) appeared in 1900.

Fig. 104
No. 989

These engines were similar to 990.  Meanwhile in 1899 Ivatt decided to build a 4-cylinder Atlantic (No. 271), as its proposed four cylinders (15in diameter) together with a short piston stroke (20in) should dramatically reduce hammer blow, see later.

In February 1901 Ivatt brought out his first "Long Tom" 0-8-0 goods engine, No. 401, with 4ft-8in diameter wheels (see GNR K 0-8-0).  With a small modification the Klondyke boilers would fit these 0-8-0s, with just a smokebox extension back into the barrel.  The requisite modification was a 4in reduction of the firebox casing depth at the rear end to clear the rear coupled axle.  The depth of the casing measured below the centre line of the barrel was therefore 5ft-6in at the front (4-4-2 and 0-8-0), 5ft at the rear (4-4-2) and 4ft-8in at the rear (0-8-0).  The effect of this was that Long Tom boilers could be fitted to the Klondykes, but not vice versa.  The boilers for last batch of new Klondykes (Nos. 250/52-60) were the last with "deep fireboxes".  All subsequent boilers for Klondykes and Long Toms (and the later 0-8-2Ts, see GNR L 0-8-2T) had "shallow firebox" boilers.  Any Klondyke boiler which afterwards needed a new firebox casing would be given one that was shallow at the rear.  Seven such boilers are known to have been altered because they were recorded latterly fitted to 0-8-0s/0-8-2Ts.

A special bogie was fitted to No. 988 (9/1903 - 4/1909), which was afterwards fitted to No. 983 (LNER 3983) (8/1909 - 4/1936 withdrawn).  The frames were outside the wheels and wagon-type axleboxes were fitted.

No. 252 SERIES

6ft-8in wheels, cyls 19in x 24in, Gresley Dgm 2 boiler, LNER Dgm 4 boiler

EO 230 was issued (17/12/1901) for Nos. 251-60.

Nos. 252/53/56/55/54/57/59/50/60/58 appeared in 1903.

The last batch of Klondykes was for ten engines, and basically similar to the earlier engines except for their frames.

The Klondykes had an additional outside frame at the rear end, to support the trailing carrying wheels.  These were spaced 5ft-6½in apart on the early engines, then 5ft-7½in on both the Large Atlantics (which needed the extra clearance for the wide fireboxes) and this 252 Series (probably simply because they had originally been ordered with large boilers).  This last batch of Klondykes could therefore have been given wide firebox boilers at a later date if desired, but this fact seems to have been overlooked.  The outside frames on this 252 Series, and the later Large Atlantics, were 8ft-5¾in long, parallel alongside the wheels, then tapering inwards at the front.  From 1902 the outside frames were 8ft-91/8in long, with a vertical front edge, to make room for the longer springs.  (On the Vulcan Atlantic, No. 1300, the outside frames were only 6ft-0in long.)

Later, an order was issued for an Atlantic requiring a wide firebox and as an expediency material was transferred from the final Klondyke order currently under construction for this new order (see No. 251 later).  The frames for the remainder of the Klondyke order were also cut so that they could take wide fireboxes boilers at a later date if required.  The material originally ordered for the wide-firebox engine was then transferred to the Klondyke order.  So this last batch was numbered rather awkwardly 252-60/50 (LNER 3252-60/50).  As it was the practice to stamp engine numbers on components before being sent to the New Erecting Shop, last minute changes to the construction order had to be handled with care.

General Plan dwg Q81 (7/1910) superheated Klondykes
General Plan dwg Q82 (8/1910) superheated Klondykes, end elevation

All the Klondykes were superheated from 1909 onwards, with the last six dealt with after Grouping.  Several engines were also given piston valves.  Apart from No. 990 (LNER 3990), which was preserved (October 1937), all the engines were cut up between 1935 and 1945, the last to go being No. 3252 (July 1945).

No. 271 CLASS

4-cylinder Atlantic

6ft-8in wheels, (4) cyls 15in x 20in

Frame dwg O63 (7/1899) was for No. 271,
EO 224 was issued (24/11/1899) for No. 271,
Cylinders dwg M81 (9/1900) for 4-cyl engine,
General Plan dwg Q61(3/1903) for No. 271.

No. 271 appeared in 1902.

Fig. 107
4-cyl compound No. 271

It has been mentioned that No. 271 had been provided with four cylinders.  This was not the only difference.  A modified Klondyke boiler was provided.  One diagram shows it to have a 2-ring barrel, overall length about 14ft-4in, which would be ideal for tubeplates 14ft-0in apart. The barrel plates would be 5/8in. thickness, the front ring 7ft-107/8in long, overlapped by the rear ring 6ft-5in long.  After the tubeplate was fitted, a dummy extension ring (1ft-21/8in long) would have been attached at the front end, and it would have been attached to the cylinder castings.  However there appears to have been a change of mind, because the 5/8in barrel plates that were ordered were for a 3-ring barrel as follows:

Plate for front ring:    15ft-4½in by 2ft-4½in
Plate for middle ring: 15ft-8½in by 6ft-2¼in
Plate for rear ring;     15ft-4½in by 7ft-1in

The first dimension was for the circumference of the barrel, the second was the length of the ring. The total ordering length was 15ft-7¾in which, allowing for the (about) 4in overlapping of the rings during construction, meant the barrel would have been about 15ft-0in long.  (Geo. Fredk. Bird said the overall length was 15ft-4¼in and this discrepancy remains unresolved.  As the middle ring was larger in diameter than the other two there would have to be a blow-off cock at the bottom of it for washing-out purposes.  The front tubeplate would have been recessed into the front ring by about 1ft.  The boiler had 141 tubes 2¼in diameter, 14ft-0in long, providing 1,162.75 sq ft of heating surface.  Also, strictly speaking, the maximum diameter of the barrel was 4ft-9¼in and not 4ft-8in.

Unfortunately the ordering sizes of the boiler plates for No. 271 are in sharp disagreement with the boiler diagram.  It is not known if the order was afterwards amended to agree with the diagram, or if there was a later diagram somewhere.  No. 271’s “non-standard” boiler was at one time carried by No. 254 (5/1910 – 11/1914), then after a period of inactivity it went back into No. 271 (12/1918 until 11/1925) and was then scrapped.

Frame dwg O95 (-) was for the rebuilding of No. 271 with two cylinders to Engine Repair Order (ERO) 390,
Cylinders dwg M140 (9/1910) for No. 271,
General Plan dwg Q84 (19/7/1911) for No. 271,

No. 271 (LNER 3271) was rebuilt (7/1911) as a two-cylinder engine (inside cylinders) and at the same time superheated.  It was scrapped in June 1936.

No. 251 CLASS

Large Atlantics

6ft-8in wheels, cyls 19in x 24in, Gresley Dgm 3 boiler, LNER Dgm 1 boiler

Boiler dwg N108 (3/1902),
EO 232 was issued (1/5/1902) for No. 251,

General Plan dwg Q62 (21/5/1903) for No. 251.

Nos. 251 appeared in 1902 and 272-91 appeared in 1904.

Fig. 108
No. 251 with broad grate firebox

A major improvement was the broad grate firebox which Ivatt decided to fit to the later Atlantics.  The prototype, No. 251 (LNER 3251, 2800), was ordered in May 1902 and as an expediency material was taken from EO 230 (intended for ten Klondykes) which enabled No. 251 to appear in December later that year.  The boiler was 5ft-6in diameter with an unprecedented 6ft-9in wide firebox.  The Klondyke frames were altered at the rear end to support this firebox.  The barrel consisted of two rings, 5/8in steel plate, front ring 5ft-4¾in diameter, rear ring 5ft-6in diameter. The barrel was 16ft-37/8in long, with the front tubeplate recessed into it, so that the tube length was 16ft.  There were 248 smoke tubes, 2¼in diameter. The firebox casing was 5ft-11in long by 6ft-9in wide at the foundation ring.  The inside dimensions of the copper firebox were 5ft-57/16in long at the top, 5ft-115/8in wide at the bottom, 5ft-0½in deep at the front, 4ft-6½in deep at the back. The grate area was 30.9 sq ft.

Altogether ninety standard large Atlantics appeared over eight years, construction only ceasing after Ivatt's retirement.

After the order for the final batch of engines (Nos. 1452-61) had been completed the next batch of 10 spare boilers comprised 6 saturated boilers, two for deep firebox engines and 4 for shallow firebox engines; and 4 superheated boilers, three for deep firebox engines and one for shallow firebox engines.

A variety of superheaters were fitted and all "standard" Atlantics were eventually fitted with one or other type.  The last to be superheated was No. 4433 (former 1433) in January 1927.  Varieties were as follows:  18-element Schmidt, Robinson, 24-element Schmidt, Robinson, 21-element Twin-tube, 21-element Triple-tube, 32-element Robinson.  Another variety was fitted to No. 1300 (see later).

No. 1442 was the Royal engine and its first Royal duty was on 7 July 1908 when it worked the Royal train from King's Cross to Leeds.

Seventeen survived at Nationalisation (1 January 1948). Only two acquired BR numbers, 62822/85. The last to be withdrawn was No. 2822 (former 294) in November 1950.  Several survived as Departmental stationary engines at Doncaster Works, the final pair 2829/49 being scrapped in July 1953.  The frames of further Atlantics were used as boiler carriers.  The present writer noted frames and small wheels of two carriers in the Works (28 September 1952)  with the numbers 4461 and 2854 still visible on their buffer beams.  No. 4461 (former 1461) had been the last Atlantic built and was withdrawn in August 1945.

No. 292 CLASS

4-cylinder Compound Atlantic

6ft-8in wheels, cyls HP 13in x 20in, LP 16in x 26in

Cylinders dwg M99 (3/1904) 16 x 26 & 13 x 20 for a 4-cylinder compound,
EO 239 was issued (10/5/1904) for No. 292,

Frames dwg O70 (-) for EO 239,
General Plan dwg Q68 (14/2/1907) for No. 292.

No. 292 appeared in March 1905.

Fig. 111
4-cylinder compound No. 292

No. 292 (LNER 3292) was never superheated and was scrapped by the LNER (1/1927).  Its boiler was given a Robinson 24-element superheater and afterwards carried by No. 3279 (former 279) from 11/1927 to 5/1930. The boiler was then scrapped in June 1930.

No. 1300 CLASS


6ft-8in wheels, (4) cyls 20in x 26in

Boiler dwg N301 (-) for No. 1300,
General Plan dwg Q78 (23/11/1908) for No. 1300.

No. 1300 was delivered from Vulcan Foundry In June 1905.

Fig. 112
Vulcan Foundry No. 1300

In 1904 the GNR ordered a 4-cylinder compound Atlantic from Vulcan Foundry.  A conventional boiler was fitted, with a barrel 11ft-11in long and firebox casing 10ft long.  The boiler pressure was 200lb/sq in, the two high pressure cylinders were 14in diameter by 26in stroke and the two low pressure cylinders were 23in by 26in.   Unlike No. 292 it could only be worked as a "compound".  It was given a Robinson 22-element superheater (11/1914).  It was rebuilt as a 2-cylinder "simple" engine (11/1917), with 20in. by 26in cylinders and piston valves, similar to those currently fitted to the Gresley 2-6-0s and subsequently fitted to No. 3279 in 1938 (see later).  It was withdrawn in October 1924 (without receiving its allocated LNER number 4300).

Nos. 1411 SERIES

6ft-8in wheels, cyls 19in x 24in, Gresley Dgm 3 boiler, LNER Dgm 1 boiler

EO 245 was issued (9/8/1905) for 20 new engines, Nos. 1411-20,
BO 567 also issued (9/8/1905) for the shallow-firebox boilers for these engines.

Nos. 1411-20 were built (March and April 1906).

This was the last batch with shallow-type fireboxes.  BO 571 was issued (26/10/1905) for ten boilers for this class, the first spare boilers ordered since the Class was introduced in December 1902.  These had shallow-type fireboxes.  These boilers, numbered 6798-6807, were probably completed early in 1906, though surprisingly no Large Atlantic needed a boiler change for a further two years, see under 1432 Series later.

No. 1421 CLASS

4-cylinder Compound - No. 1421

6ft-8in wheels, cyls HP 13in x 20in, LP 18in x 26in

Cylinders dwg M114 (3/1906) 18 x 26 & 13 x 20,
EO 248  was issued (7/5/1906) for 4-cylinder compound Atlantic for trials with the Vulcan engine
BO 573 boiler ordered (7/5/1906) for this order,
Boiler dwg N148 issued (6/1906) for this order, with pressure raised to 200lb/sq in,
Boiler fitted to engine (4/1907).
General Plan dwg Q77 (11/6/1908) for 1421

No. 1421 was built August 1927.

Fig. 114
4-cylinder compound No. 1421

This engine was a 4-cylinder compound, with a 22-element superheater.  The firebox depth at the front was increased in 1906.  This tended to make firing easier by shaking the coal forward to the front of the firebox.  The frames had to be cut lower at the rear to take the deeper firebox.  There were now two varieties of frames, known as the shallow type (to take the early shallow firebox), and the deep type (to take the new-style deeper firebox, but it could still take the early shallow type by first fitting a bridging bar across the frames at this point).

The engine was rebuilt as a standard 2-cylinder Atlantic, with piston valves (July 1920).  The superheater was replaced shortly after Grouping by the 24-element variety (4/1923).  The engine was renumbered 4421 (April 1925).  A larger 32-element superheater was fitted in August 1926.  The engine was renumbered 2851 (September 1946) and was withdrawn in August 1947.

No. 1422 SERIES

6ft-8in wheels, cyls 19in x 24in, Gresley Dgm 3 boiler, LNER Dgm 1 boiler

EO 249 was issued (6/9/1906) for ten new Atlantics, Nos. 1422-31, with the new deep fireboxes,
BO 574 was also issued (6/9/1906) for ten deep-firebox boilers for Nos. 1422-31.

Nos. 1422-31 were built in 1907.

From Nos. 1422 onwards all new Atlantic frames were cut to take the deeper firebox (as in No. 1421).  These engines were built between February and April 1907, and correctly received their nominated boilers.

No. 1432 SERIES

6ft-8in wheels, cyls 19in x 24in, Gresley Dgm 3 boiler, LNER Dgm 1 boiler

EO 253 was issued (6/3/1907) for ten new Atlantics, Nos. 1432-41, with the new deep fireboxes,
BO 577 was issued (22/4/1907) for ten deep-firebox boilers for Nos. 1432-41.

Nos. 1432-41 were built in 1907-08.

At an unrecorded date it was decided to fit boilers from stock to five of these engines (Nos. 1437-41) and take five spare boilers from stock for Nos. 1432-36.  The boilers were taken from the batch (Nos. 6798-6907, with shallow fireboxes) mentioned earlier under 1411 Series.  These spare boilers were therefore fitted as follows:





6798 278 5/1908 6802 1433 9/1907 6806 286 1/1908
6799 284 5/1908 6803 1434 9/1907 6807 251 3/1908
6800 279 5/1908 6804 1435 9/1907      
6801 1432 11/1907 6805 1436 10/1907      

The last five engines of this order (Nos. 1437-41) took the first five boilers (deep-firebox type) from BO 577.  This left the last five boilers spare, for the moment.  They were used for the first five engines of the next Atlantic EO, see next.

No. 1442 SERIES

6ft-8in wheels, cyls 19in x 24in, Gresley Dgm 3 boiler, LNER Dgm 1 boiler

EO 255 was issued (21/10/1907) for ten new Atlantics, Nos. 1442-51, with the deep fireboxes,
Five spare deep-firebox boilers from BO 577 to be taken for Nos. 1442-46,
BO 581 was also issued (22/4/1907) for ten deep-firebox boilers, five for Nos. 1447-51, leaving five to be used as spares.

Nos. 1442-51 were built in 1908.

Nos. 1443/45/44/46/42 received the last five boilers from BO 577 (March-April 1908) and Nos. 1447-51 received the first five boilers from BO 581.

The last five spare boilers were fitted to Nos. 1415, 283,1433/24/25 (spread over almost two years, August 1909-March 1911).   Two of these engines, Nos. 283 and 1415, required to have their frames altered to take the deeper fireboxes.

No. 1452 SERIES

6ft-8in wheels, cyls 19in x 24in, Gresley Dgm 3 boiler, LNER Dgm 1 boiler, superheated

BO 596 was issued (13/1/1910) for Nos. 1452-61, with deep fireboxes,
EO 263 was issued (20/2/1910) for Nos. 1452-61, all with with deep firebox frames,
Boiler dwg N201 issued (5/1910) for superheated engines with deep fireboxes, for BO 596 and EO 263,
General Plan dwg Q85 (25/7/1913) for superheated Large Atlantics,
General Plan dwg Q87 (1913) for Atlantics with 24-element superheaters, piston valves

Nos. 1452-61 were built (June-October 1910) with 18-element superheaters, and piston valve cylinders.  The remaining engines of the class were gradually superheated over the years, except for No. 292 (LNER 3292).  Piston valve cylinders were fitted to about half of the earlier Large Atlantics.

BOs 598 and 598A were issued (4/5/1910) for ten boilers; 6 saturated (Nos. 7042-47) and 4 with 24-element superheaters (Nos. 7048-51),
Boiler allocation sources confirm 7042-47 were fitted to Nos. 1450/22/12/13, 282, 1443; and 7048-51 were fitted to Nos. 1454/53/55/58.

Boiler dwg N202 (6/1910) for 5 engines with shallow fireboxes for BO 598, (apparently) shown as for Nos. 1412/13, 282, 1455/58,
Boiler allocation sources suggest No. 1443 rather than No. 1458 had shallow frames.

To recap, deep firebox boilers could only be fitted to frames adapted to take them, but shallow firebox boilers could be fitted to all frames,
The problem concerning 1443 and 1458 is difficult to resolve at this late date, but suggests a clerical error somewhere.



Gresley built no further Atlantics, and no further spare Atlantic boilers either until after Grouping.  Gresley introduced the 32-element Robinson superheater for this class on No. 1403 (September 1918).  After Grouping, batches of spare boilers were built as required, and gradually 32-element superheaters were extended to all members of the class with the exception of Nos. 292 and 1300.

No. 279 - with 4-Cylinders

6ft-8in wheels, cyls (4) 15in x 26in, Gresley Dgm 3 boiler, LNER Dgm 1 boiler

Cylinders dwg M-issued (12/1913) (4) 15 x 26
Order issued to rebuild an Atlantic as a 4-cylinder simple expansion Pacific (May 1914),
Bogie dwg O113 (9/1914) for 4-cyl passenger engine,
General Plan dwg Q88 (19/12/1915) for No.279.

Gresley rebuilt (May 1915) No. 279 (LNER 3279) with four cylinders, 16½in (but lined up to 15in) diameter by 26in stroke with external steam chests and the 8in piston valves operated by Walschaerts valve gear.  Its frames only needed a new front section, so that at the rear it could still only take a shallow firebox boiler, though this was rectified in 1932.  A new bogie was provided  having deeper frames and smaller wheels which were 3ft-2in diameter instead of 3ft-8in. The engine entered traffic in May 1915.  The working pressure of its standard Atlantic boiler (with a 24-element Robinson superheater) was the usual 170lb/sq in, and the tractive effort was 21,128 lb, compared with 17,340 lb of the standard Large Atlantics. The design was probably just for trials before completing details for his proposed 4-6-2 design.  Nothing materialised, but there was a War on.  After Grouping, its frames were eventually altered to enable it to accept a deep firebox (October 1932), whilst at the same time receiving a Robinson 32-element superheater.


LNER Class C1 was intact at Grouping: 94 in service.  Experiments continued with Nos. 3279 and 4419.
LNER Class C2 was intact at Grouping: 22 in service


No. 1419 - with Booster

Booster cyls 10in x 12in, Gresley Dgm 3 boiler, LNER Dgm 1 boiler

Booster arrangement dwg O140 (21/6/1922),
Booster equipment ordered (10/1922),
Frame alterations dwg O142 (24/1/1923),
General Plan dwg Q92 (9/7/1923) for 4419 booster.

No. 1419 (LNER 4419, 2849) was fitted (7/1923) with a booster under the cab to assist when starting a heavy train.  So although fitted after Grouping the idea was initiated by the GNR.  After a succession of trials and modifications the equipment was eventually removed in November 1935.  The engine retained its rearward extension and side window cab to its withdrawal (7/1948, before it could receive its allocated BR number).

No. 1447 - with altered cab

Shortly after Grouping the cab of No. 1447 (LNER 1447, 2877) was altered so that the roof conformed to the NBR load gauge.  It retained this feature to the end, surviving until November 1949, though it did not acquire its allocated BR number.

No. 3279

No. 3279 (later 2808) was finally rebuilt (to Engine Repair Order 3020) as a 2-cylinder engine with K2 (former H3)-type cylinders, 20in diameter by 26in stroke and 10in diameter piston valves, providing a tractive effort of 18,785 lb.  The engine returned to traffic in April 1938 after its nineteen-month overhaul.  The engine was eventually scrapped in February 1948.  It should be noted that the Thompson Class B1 4-6-0s had similar cylinders, giving a direct link back from this class to the GNR 2-6-0s.


The remaining C1s with saturated boilers were gradually superheated except for No. 292 (withdrawn 1/1927).  The remainder (Nos. 3283/86/97, 4411/13/19/24/26/33/37/38) were dealt with by 1927.

No. 251 preserved

After No. 2800 was withdrawn in July 1947 it was restored as far as possible to its original condition and given back its old number, 251.  There were then three examples of GNR express passenger engines, Nos. 1, 251 and 990, which were later joined by No. 4472 which, whilst never a GNR engine, stood in for No. 1470, which in happier times could possibly have been preserved.


The engines were withdrawn between November 1935  (3982) and June 1944 (3250).  No. 3990 HENRY OAKLEY was withdrawn (October 1937) and preserved.

Preamble,  Plant Works,  A 4-2-2A 4-6-2B 2-2-2,  C 4-4-2TD 4-4-0E 2-4-0F 0-4-2F 0-4-2T,
G 0-4-4T
, H 2-6-0,  J 0-6-0,  J 0-6-0ST,  J 0-6-0T K 0-8-0 L 0-8-2TMC Motor coach,  N 0-6-2T
O 2-8-0