INDEX

0-6-0 SADDLE TANK ENGINES

Works
List
Class/
Series
Wheels
diam.
Boiler
diam.

Built
Ivatt
Class
C 392 etc 5'-1" 4'-0½" 1868 J11, J12
           
C 396 4'-1" " 1869 J19
J 471, 470 4'-0" " 1872 J19
J2 136-38, 399
605/04
" " 1874
1875
J19
J20
           
J3 684-87 " " 1882-84 J18
J4 134/40/44/49 " " 1890-92 J18
           
M 494 etc 4'-8" " 1874-80 J15
m 606-15 " " 1876-77 J17
M2 672 etc " " 1881-90 J15
M3 854-60 " " 1891-92 J15
Stephenson 901-10 " " 1891 J15
Neilson 911-20 " " 1891 J15
Reboilered
4'-0½" to 4'-5"
  " 4'-5" 1897-1933 J16
           
M4 921-30 " 4'-0½" 1892-93 J14
M5 961-80 " " 1893-95 J14
Neilson 1046-60
1211-15
" " 1896
1897
J14
M6 111, 155 " " 1897 J14
Reboilered
4'-0½" to 4'-5"
  " 4'-5" 1922-32 J13
           
M6 1201-10 " 4'-5" 1897 J13
Stephenson 1216-25 " " 1898-99 J13
Sharp Stewart 1226-50 " " 1899 J13
M7 1251-60 " " 1901-02 J13
M8 1271-80 " " 1905 J13
M9 1281-90 " " 1908 J13

Tank engines were ideal for shunting duties, as the absence of a tender gave an unrestricted view to front and rear.   But there was the problem of where to keep the water supply.  The options were between the frames (well tank), under the coal space at the rear of the cab (back tank), in tanks alongside the boiler (side tank), a tank on each side of the boiler (pannier tank) or in a tank perched on top of the boiler barrel (saddle tank). 

STURROCK

In April 1863 Sturrock rebuilt No. 111 (0-4-2 tender engine).

This was followed by eight similar conversions from 0-6-0 tender engines, Nos. 117/34/40/44/49/53/55.  All nine engines had 5ft diameter wheels and saddle tanks.  In addition he rebuilt 0-6-0PT No. 397 (a former LB&HJR engines) as 0-6-0ST, with 5ft-3in wheels. 

STIRLING

Seven of the engines converted by Sturrock (see above) were reboilered by Stirling as follows:

No. 134 CLASS
Rebuilds

5ft-1in wheels, cyls 17in x 24in

General Plan dwg P26 (4/1878) for 134, 139, 140, 144, 149, 155 rebuilt and 111 (11/1881)

Nos. 134/39/40/44/49/55, 397 were reboilered around 1878-81, with 17in x 24in cylinders.

                                                                                                        
  Fig. 52
No. 139A

Whilst chronologically out of sequence here, they were examples of double-framed engines from 1850-51 as modernised by Stirling.  The most noticeable feature, which distinguished them from Stirling-built saddle tank engines, was their bearing springs were in full view above running plate level.  The engines continued in service until the 1890s, the last to go being No. 144A (December 1898).

Stirling produced a number of saddle tank classes, described below in order of initial appearance.  Each batch is identified by its Doncaster Works List reference, Ivatt 1900 Engine Classification and LNER Engine Classification for those that survived at 1923.  The Doncaster Works List represented their classification when new, and takes no account of any future rebuilding.  Furthermore, as it only covered engines built at Doncaster, engines supplied by contractors are absent from this List, but are covered below.  The headings match their appearance in G. F. Bird’s Appendices.

No. 392 CLASS
WORKS LIST C

IVATT CLASS J12

5ft-1in wheels, cyls 17in x 24in

Nos. 392, 124/62 were nominally rebuilds in 1868 of earlier engines, but given Doncaster works numbers (7, 10/13).

                                                                                                     
  Fig. 41
No. 162

These were Stirling’s first 0-6-0 saddle tank engines, and differed from the 134 Class rebuilds just described by the absence from view of the bearing springs.  Stirling’s policy was to present a neat appearance, regardless of any inconvenience thereby caused to repair staff.  The bearing springs for the leading and driving coupled axle boxes were overslung, with their support brackets just about visible behind the wheel splashers.  There was no room for such springs above the trailing coupled axle boxes and in their case the springing arrangement consisted of a row of volute springs in a trough above the axle.  This remained Stirling’s standard practice for saddle tank engines except that much later the volute springs were superseded by coil springs, though it seems unlikely earlier engines were ever brought into line.

It seems likely their boilers were 4ft-0½in diameter, barrel 9ft-10in long and firebox casing 4ft-6in long.  Their boilers are not mentioned in the 1867 onwards boiler drawings register, which is a puzzle.  It is possible they retained hybrid boilers, i.e. Sturrock style raised firebox with Stirling type barrel, but there is no further reference to boilers for these engines until 1898.  This would be rather a long time for the 1868 boilers to have survived, but by leading a mundane life this is feasible.  Their next mention is an amendment to Boiler Order 513 of 1898 stating the last two boilers on this order would have 4in shorter fireboxes.  The Drawing Office records were vague on the whole matter and there was confusion identifying which engines were J11 and J12 in the annual returns for 1900-03, as mentioned by Groves.  It appears likely these last two boilers were fitted to this Series as follows:

No. 162 (-/1899 -2/1908).  The boiler was afterwards transferred to the 606 Series; see under Ivatt (Class J17).
No. 392 (11/1899 - 3/1903); No. 166 (fitted at Peterborough 3/1903 - 2/1910).  No. 392A was withdrawn in June 1903 which suggests it was laid up without a boiler for its final three months.  The boiler was afterwards transferred to the 606 Series; see under Ivatt (Class J17).

Two of the engines were transferred to the Duplicate List: Nos. 124A (12/1904), 392A (8/1900).

No. 395 CLASS
WORKS LIST C
IVATT CLASS J11

5ft-1in wheels, cyls 17in x 24in

General Plan dwg P19 (9/1870) was registered for Nos. 395, 398, but it also applied to 166, 167, 395

Nos. 395/98, 166/67 were simply replacements of earlier engines.

They had slightly longer fireboxes (4ft-10in).  Again, there is no trace of the original boiler drawing.  The boilers could be expected to last about twenty years and a fresh boiler drawing was duly prepared in December 1892 (N62). This was recorded in the drawing register as “Boiler for Saddle Tank Engs. Nos. 395, 398, 166, 167”, probably stressing these boilers were designed for these specific engines only, confirming they could not be used for the earlier 392 Series engines.  The boiler drawing itself showed the dimensions were 4ft-0½in diam., barrel length 9ft-10in, firebox casing length 4ft-10in. It had 163 tubes 1¾in diameter but the heating surface figures were not given.  There is no evidence of such boilers being ordered for the time being, though it is possible Nos. 395/98 were reboilered around 1893 with dates unrecorded.

Boiler Order 513 was  issued (12 May 1898) for four boilers, 4ft-0½in diameter, barrel length 9ft-10in, firebox casing length 4ft-10in.  But a cryptic note later stated the last two boilers had 4ft-6in firebox casings (see 392 Series earlier).  The first two boilers (with longer fireboxes) were fitted to this Series as follows:

No. 124 (2/1899) of 396 Class. Engine withdrawn November 1905 and boiler afterwards used as a stationary boiler at Colwick shed.
No. 167 (5/1899). Engine withdrawn June 1904 and boiler afterwards used as a stationary boiler at Colwick shed.
No. 395 was withdrawn from Running Stock in December 1899 and served as CARR LOCO PILOT at Doncaster Works until February 1906.
No. 398 was transferred to the Duplicate List (7/1900) and was subsequently withdrawn in February 1903.

No. 396 CLASS
WORKS LIST C
IVATT CLASS J19

4ft-1in wheels, cyls 16in x 22in               

This comprised one engine which appeared in December 1869.  It became 396A (6/1900) and was withdrawn in October 1908.

No. 471 CLASS
WORKS LIST J
IVATT CLASS J19

4ft-1in wheels, cyls 16in x 22in

This comprised two engines, ostensibly rebuilt in 1872 from two ex-WYR engines.

No. 471 was withdrawn in June 1910.

Boiler for oil burning dwg N279 (-)

No. 470 was altered in March 1914 to burn oil instead of coal.  The trough for the volute springs was in the way of the oil burner and had to be removed.  There seems to have been no other means of springing the rear axle boxes and it seems they were left unsprung.  If this is so then the axle boxes would need to have been “locked” in one position, or the engine balance would been upset; for example the back end would have reared up with no front end weight to constrain it.  As a result, the trailing coupling rods had to be removed or they would certainly have bent under the strain.  The oil burning equipment was later removed, but the original springing arrangement was not restored, so the engine remained to the end an 0-4-2ST.  No. 470 became 470A (7/1919).  In December 1921 it was transferred to Service Stock for use at Hall Hills Creosote Works, Boston, where its short coupled wheelbase was probably an asset.  It became 3470A (1/1925) and after its eventual withdrawal (April 1927) it was replaced by a Sentinel 0-4-0T.

No. 136 CLASS
WORKS LIST J2
IVATT CLASS J19

4ft-1in wheels, cyls 16in x 22in

Nos. 136-38, 399 were built in 1874.

                                                                            
  Fig. 82
No. 136

Their frames were slightly longer than the earlier engines, hence their subdivision as J2.  It will be noted that Ivatt J19 therefore included one List C, two List J and four List J2 engines.

No. 399 was transferred to the Duplicate List: (8/1900) and withdrawn in February 1902.  Nos. 136-38 were fitted with the automatic vacuum brake system (1903).  No. 136 with withdrawn in April 1905.  Nos. 137/38 were both transferred to the Duplicate List (6/1906) and withdrawn in October 1908 and April 1912 respectively.

No. 494 CLASS
WORKS LIST M
IVATT CLASS J15
LNER CLASS J54

4ft-7in wheels, cyls 17½in x 26in, Gresley Dgm 4A boiler

General Plan dwg P23 (12/1873) 494 down to 633

Nos. 494-99 were built in 1874.

These were the first “standard" 0-6-0STs, of which there were several series, until by 1891 there were ninety-five in service.  Their wheel-spacing was 7ft-3in + 8ft-3in.  The boiler (4ft-0½in diameter, barrel 10ft-0in long, firebox casing 5ft-6in long) was standard with a great number of other classes.  No. 495 was the first to be withdrawn (April 1910) and only No. 494A survived at Grouping.  It was withdrawn (as 3494A) in June 1929.

No. 500 SERIES
WORKS LIST M
IVATT CLASS J15
LNER CLASS J54

4ft-7in wheels, cyls 17½in x 26in, Gresley Dgm 4A boiler

Nos. 500, 601/02/03/16-20/34 were built in 1875-79.

They had slightly longer frames at front and rear.  The bunker was longer and taller. The coal bunkers on the last six engines were a further 8in higher.  No. 602 was the first to be withdrawn (October 1910), but four survived into LNER ownership, becoming Nos. 3617/19/20/33.  The last to go was No. 3619 (April 1929).

No. 605 CLASS
WORKS LIST J2
IVATT CLASS J20

4ft-1in wheels, cyls 16in x 22in

Nos. 605/04 were built in 1875.

They had smaller wheels than the standard engines, otherwise similar in appearance to the 500 Series.  The firebox was 8in shorter in length.  No. 604 was withdrawn in July 1906.  No. 605 was fitted with the automatic vacuum brake system (2/1906) and ultimately withdrawn in October 1918.

No. 606 CLASS
WORKS LIST J17
LNER CLASS J56

4ft-7in wheels, cyls 17½in x 26in

Nos. 606-15 were built in 1876-77.

                                                                                   
  Fig. 65
No. 612

Their frames were slightly longer than the earlier engines, hence their subdivision as J2.  Their boiler barrels were the standard length of 10ft-1in but their firebox casings were 8in shorter (4ft-10in) They were designed for use in yards with sharp curves.  No. 614 was withdrawn in June 1902 and three others were scrapped before Grouping, leaving seven to enter LNER ownership, though in the meantime two of these (Nos. 606/10) had been rebuilt with larger domed boilers.  See under Ivatt (Classes J16 and J17).

No. 634 SERIES
WORKS LIST M
IVATT CLASS J15
LNER CLASS J54

4ft-7in wheels, cyls 17½in x 26in, Gresley Dgm 4A boiler

General Plan dwg P28 (3/1880) 634-39 etc

Nos. 634-38, 153, 472, 639, 473 appeared in 1880.

Their bunkers were longer than in the 500 Series.  No. 472 was withdrawn first (October 1918) but the remaining engines all passed into LNER ownership, the last to be withdrawn being No. 153 (January 1932).

No. 672 SERIES
WORKS LIST M2
IVATT CLASS J15
LNER CLASS J54

4ft-7in wheels, cyls 17½in x 26in, Gresley Dgm 4A boiler

General Plan dwg P33 (1/1883) 688-93

Nos. 672-81, 688-93, 781-90, 779/80, 801-06, 397, 139, 807-10, 851-53 were built in 1881-91.

                                                                                        
  Fig. 71
No. 779

Their distinction from the 634 Series is not known (though it may have been the change from volute to coil springs).

According to the records kept in the Locomotive Drawing Office, No. 808 was the first engine built new with the automatic vacuum brake system.  Older engines were brought into line starting with No. 781 (12/1901).  No. 807 is not recorded as being subsequently fitted, which suggests it really was the first with the new system, but this detail had been missed off its Works record card at the time, and any subsequent correction was not picked up by the Drawing Office staff.

All these engines survived to enter into LNER ownership, with withdrawals taking place between June 1925 and July 1934.

No. 684 CLASS
WORKS LIST J3
IVATT CLASS J18
LNER CLASS J57

4ft-1in wheels, cyls 17½in x 24in, Gresley Dgm 4A boiler

General Plan dwg P30 (6/1882) 684-87, 134/40/44/49.

Nos. 684-87 appeared in 1882-84 “for the Blackwall traffic.”
Nos. 134/40 (1890) and 144/49 (1892) were added later.

                                                                                     
  Fig. 82
No. 149 with low headroom

They were designed to pass under the low bridge at Stratford Low Level, where the headroom was 11ft-6in.  By the time the last two appeared, enclosed cabs had been introduced for the “standard” engines (see 854 Series below), and Nos. 144/49 therefore appeared with enclosed cabs too.

Nos. 144/49 had the automatic brake system fitted when new, and this was subsequently fitted to Nos. 684 (9/1904) and 686 (10/1904).  Dates of fitting to the other engines were not recorded, but photographic evidence confirms that No. 685, at least, was certainly fitted.

All survived at Grouping and they were withdrawn between August 1929 and June 1938.

No. 854 SERIES
WORKS LIST M3
IVATT CLASS J15
LNER CLASS J54

4ft-7½in wheels, cyls 17½in x 26in, Gresley Dgm 4A boiler

Nos. 854-60 were built in 1891-92.

These were the first “standard” saddle tank engines with enclosed cabs, which were also 9in. wider.  They all survived into LNER ownership and were withdrawn from June 1928 onwards.  Nos. 3859, 3908 survived long enough to be renumbered in 1946, 8317/18 respectively.  No. 8318 was withdrawn first (May 1947) leaving No. 8317 withdrawn in BR days (December 1948).  But the last of the class was No. 920, LNER 3920, which served as a Departmental engine at Doncaster Works from December 1928.  It was later renumbered 3 (12/1928), 4800 (4/1930), 4990 (8/1930), 8319 (3/1946) and finally 68319 (7/1948).  It was withdrawn in July 1950.  Thus the last three survivors each represented a different batch, 854, 901 and 911 Series, and all three engines latterly worked at Doncaster.

901 SERIES
ROBT STEPHENSON

IVATT CLASS J15
LNER CLASS J54

4ft-7½in wheels, cyls 17½in x 26in, Gresley Dgm 4A boiler

Nos. 901-10 were supplied by Robt. Stephenson (1891) and were similar to the 854 Series.

911 SERIES
NEILSON

IVATT CLASS J15
LNER CLASS J54

4ft-7½in wheels, cyls 17½in x 26in, Gresley Dgm 4A boiler

Nos. 911-20 were supplied by Neilson (1891) and were also similar to the 854 Series.

No. 921 CLASS
WORKS LIST M4
IVATT CLASS J14
LNER CLASS J53

4ft-7½in wheels, cyls 17½in x 26in, Gresley Dgm 10A boiler

General Plan dwg P36 (1/1892) 921 etc down to 1060, 1211-15

Nos. 921-60 were built at Doncaster (1892-95).

                                                                                                 
  Fig. 84
No. 922

These were a new design of saddle tank engine, aimed at transferring the centre of gravity further forward, and equalising as far as possible the weights on each axle.  The weights in working order on the three axles were as follows: 15T 17C + 17T 5C + 17T 8C.  The leading overhang was lengthened; the rear overhang and bunker were shorter.  The boiler was a new type, the difference being the barrel was 10ft-6in long instead of the standard 10ft-1in, which made it non-standard and could not be used for any other class.

The first six engines, Nos. 921-26, were fitted when new with condensing gear, and the apparatus was  later fitted to Nos. 927/28 (1900).

All survived to be taken into LNER ownership and the first one withdrawn (11/1935) was No. 928 (LNER 3928) when it was transferred to Service Stock for a short time, then scrapped in June 1936.  Seven passed into BR ownership in January 1948, and the last one in service No. 927 (LNER 3927 finally BR 68761) was withdrawn in May 1957.

No. 961 SERIES
WORKS LIST M5
IVATT CLASS J14
LNER J53

4ft-7½in wheels, cyls 18in x 26in, Gresley Dgm 10A boiler

Nos. 961-80 were built at Doncaster (1893-95),
Nos. 1046-60, 1211-15 were supplied by Neilson (1896-97).

The chief difference between these engines and the 921 series was the increase in cylinder diameter from 17½in to 18in, but with the possibility that the first six engines were given 17½in cylinders instead to use up existing stock.  Nos. 971-76 were fitted with condensing gear when new, and the equipment was subsequently fitted to Nos. 964/79.

Nos. 1056-60 (from Neilson) had condensing gear when delivered and this was subsequently fitted in 1900 to Nos. 1046-48/50/51/54.

No. 980 (LNER 3980) was withdrawn (11/1936) but remained in Service Stock (later as 8782, then 68782) until June 1950.

IVATT

Order
No.

Ordered
Works
List
Engine
numbers

Classes
203 18/8/1896 - 1201-10 J13, J52
- - M6 111, 155 J14, J53
(a) 9/1896 - 1211-15 J14, J53
(b) 12/1897 - 1216-25 J13, J52
(c) 12/1897 - 1226-50 J13, J52
227 6/4/1900 M7 1251-70 J13, J52
242 19/12/1904 M8 1271-80 J13, J52
257 1/7/1908 M9 1281-90 J13, J52

(a) Built by Neilson
(b) Built by R. Stephenson
(c) Built by Sharp, Stewart

No. 111 CLASS
WORKS LIST M6
IVATT CLASS J14
LNER CLASS J53

4ft-7½in. wheels, cyls 18in x 26in, Gresley Dgm 10A boiler

Nos. 111/55 were built Doncaster (1897) and Nos. 1211-15 were supplied by Neilson (1897).

                                                             
  Fig. 90
No. 1213 with small straightback boiler

These displayed new Ivatt features.  In particular, underslung springs were provided for all coupled wheels and 1¼in thick steel front “buffer-beam", technically now a buffer-plate.

No. 1201 CLASS
WORKS LIST M6
(IVATT CLASS J13)
LNER CLASS J52

4ft-7½in wheels, cyls 18in x 26in, 4ft-5in diam boiler, Gresley Dgm 10 boiler, LNER Dgm 9 boiler.

General Plan dwg P40 (8/1987) 1201-10, 1251-70
General Plan dwg P42 (6/1898) 1201-10

Nos. 1201-10 (built Doncaster 1897), 1216-25 (built R Stephenson 1898-99) and 1226-50 (built Sharp, Stewart 1899) appear in List M6 with the preceding Nos. 111/55, but they had larger boilers.

                                                                        
  Fig. 91
No. 1218 with domed boiler

It is possible all twelve engines were intended to have larger boilers, but Nos. 111/55 instead used up two spare smaller diameter boilers.

The boiler barrel in Nos. 1201-50 was 4ft-5in diameter, length 10ft-6in as before and firebox casing still 5ft-6in long.

No. 1251 CLASS
WORKS LIST M7
IVATT CLASS J13
LNER CLASS J52

4ft-7½in wheels, cyls 18in x 26in, Gresley 10 boiler, LNER Dgm 9 boiler

Nos. 1251-70 were built at Doncaster (1901-02).

There were minor differences over the List M6 engines, e.g. raised deck above the cab roof, but none apparently sufficiently distinctive as to warrant a new List designation.  The Ivatt frame drawing O51 (dated 12/1896) was much later replaced by O81 (4/7/1908) which applied to the List M9 engines Nos. 1281-90.

No. 1271 CLASS
WORKS LIST M8
IVATT CLASS J13
LNER CLASS J52

4ft-7½in wheels, cyls 18in x 26in, Gresley Dgm 10 boiler, LNER Dgm 9 boiler

Nos. 1271-80 were built at Doncaster (1904-05).

There were only minor differences over the List M7 engines, such as the bunker tops flared outwards.

No. 1281 CLASS
WORKS LIST M9
IVATT CLASS J13
LNER CLASS J52

4ft-7½in wheels, cyls 18in x 26in, Gresley Dgm 10 boiler, LNER Dgm 9 boiler

Frame dwg O81 (7/1908) was introduced.

Nos. 1281-90 were built at Doncaster (1908-09).

These engines had fluted coupling rods though some afterwards migrated to other engines of the class.  The tops of their bunkers flared outwards.

LATER CHANGES

No further saddle tank engines were built after 1909 and improvements to existing engines were minor features such as coal rails added to the bunker tops.  Ivatt also continued to build new straightback boilers for the saddle-tanks, and the only exceptions were as follows:

606 Series (afterwards Ivatt J17)

General Plan dwg  P39 ( 3/1897) 606, 610 rebuilt with dome

Nos. 606/10 were rebuilt in 1897 with Ivatt's “standard” domed boiler (4ft-5in diameter, barrel length 10ft-1in, firebox casing length 5ft-6in)As the original fireboxes were 8in shorter, the frames were lengthened and the engines became prototypes for Class J16.  At the time of rebuilding they were also fitted with automatic vacuum brake equipment.

Ivatt J17

Two engines received smaller straightback boilers taken from withdrawn J12s.  These were Nos. 611 (2/1908) and 613 (9/1910), taking boilers retrieved from withdrawn Nos. 162 and 166 respectively.  The boilers had barrels 9ft-10in long, so that their smokeboxes had to be extended back by 3in.  The firebox casings were 4ft-6in long and so stopped short at the front of the cab instead of being recessed into it.  The purpose of this rebuilding is not understood.  It would have made more sense had Ivatt rebuilt Nos. 611/13 in the same manner as Nos. 606/10 in 1897.

Ivatt J15

No. 913 was rebuilt with his “standard” domed boiler to Class J16 (3/1906), followed by Nos. 918 (6/1907) and 638 (2/1908), but no more were rebuilt by Ivatt.  See under Gresley.

Ivatt’s policy was understandable.  The workshops would be better employed refurbishing main line tender engines.  Increasing the weight of shunting engine increased the risk of damaging the track in little used sidings.  But it was still necessary to reboiler the saddle tank engines and so several batches of 4ft-0½in diameter straightback boilers continued to be built, as follows:

Ivatt J15: 1897 (5), 1899-1901 (10), 1901-04 (10), 1904-05 (5), 1908-10 (10), 1911 (5), 1912-15 (10). This last batch had been ordered 3/8/1911 but took some time to complete
Ivatt
J14: 1900 (5), 1905-09 (5), 1909-16 (5) . This last batch was ordered 7/1/1904 but took a very long time to complete.

During the Great War when there was a shortage of copper, two Boiler Orders placed in 1917 are of interest:

BO 624 (24/11/1917) was for 5 boilers with steel fireboxes, fitted to Nos. 783, 806, 140A, 473 and 790 (1917-18),
BO 625 (24/11/1917) was for 5 boilers with "Armco" iron fireboxes, fitted to Nos. 685, 636, 803, 677 and 779 (1917-18),
Both orders were to these boiler dwgs:
N322 (4/1917) Firebox standard boiler,
N323 (5/1917) Standard boiler arrangement.

GRESLEY

Gresley suspended the construction of straightback boilers.  He started fitting 4ft-5in diameter domed boilers to the older 0-6-0 tender engines, releasing 4ft-0½in straightback boilers that could find their way to the saddle tank engines.  His first orders for 4ft-5in boilers specifically for Class J15 were in 1917 when two batches of five each were constructed.  One batch had steel fireboxes and the other "Armco" iron, for the inner fireboxes at a time when copper was needed for the war-industry.  No more 4ft-5in "standard" boilers were built before Grouping, and the next new one appeared in 1927.

Five spare boilers (with 10ft-6in long barrels) were constructed in 1906-08 for Ivatt Class J13.  By 1921 there was a glut of redundant Ivatt "standard" boilers.  Boiler dwg N395 (2/1921) was prepared for the conversion of these boilers by replacing the 10ft-1in barrel by a new one 10ft-6in, i.e. making them suitable for the J13s.  Twenty-nine (at least) of these redundant boilers were altered between 1921 and 1927.  One of these boilers was less than ten years old.  New boilers also began to appear from 1923 onwards, which facilitated the gradual conversion from LNER J53 (Ivatt J14) to LNER J52 (Ivatt J13). 

Gresley also found another use for redundant Ivatt "standard" boilers, see GNR CLASS J23 0-6-0T.

In 1913 Ivatt J15 Nos. 804/58 were fitted with 4ft-2½in diameter boilers from withdrawn 0-4-4Ts.  In the 1920s three LNER J56 (Ivatt J17) engines Nos. 3608A/12/15 (GNR 608/12/15) and three LNER J54 (Ivatt J15) engines Nos. 3679, 3902/06 (GNR 679, 902/06) were similarly fitted.  All these boilers had domes, except for the one put in No. 804 which was straightback.

In the 1920s LNER J53 (Ivatt J14) Nos. 3927/28/66, 4046, 4211 (GNR 927/28/66, 1046, 1211) were fitted with 4ft-2½in diameter domed boilers from withdrawn 0-4-4Ts, after their barrels had been lengthened by 5in.

Four LNER J53 (Ivatt J16) engines Nos. 633N, 494A, 673 and 912 were rebuilt to LNER J52 (10/1923, 10/1923, 11/1923 and 1/1924 respectively), with second-hand straightback 4ft-5in diameter boilers.  The engines could be distinguished from the unrebuilt engines by their front cab spectacles (oval-shaped instead of round) and Ivatt-type smokebox doors.

LNER J53 (Ivatt J14) No. 3928 (GNR 928) was never rebuilt with a 4ft-5in boiler (withdrawn November 1935).  The last LNER J53 (Ivatt J14) was No. 3979 (GNR 979) rebuilt to J52 (11/1932).  Several J52s were transferred to Service Stock for use at Doncaster Works, the last of these being Departmental Nos. 2, 9 (GNR 1259/41)  (both withdrawn February 1961).  The last J52s in service were Nos. 68869/75 (GNR 1270/76) (both withdrawn March 1961). 

After its withdrawal (in May 1959) BR J52 (Ivatt J13) No. 68846 was restored as GNR 1247.  This engine had been built by Sharp, Stewart (5/1899).

Gresley decided instead to concentrate new construction on side tank engines.  See GNR CLASS J23 0-6-0T.

LNER AND AFTERWARDS

LNER Class J52 at Grouping : 88 in service, gradually added to by rebuilds from J53
LNER Class J53 at Grouping : 49 in service, gradually rebuilt to J52 (except for Nos. 3928/70/77, 4060)
LNER Class J54 at Grouping : 56 in service, gradually rebuilt to J55, some withdrawn still J54 
LNER Class J55 at Grouping : 28 in service, gradually added to by rebuilds from J54
LNER Class J56 at Grouping : 5 engines in service, gradually withdrawn
LNER Class J57 at Grouping : 8 engines in service, gradually withdrawn

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