consett iron ore, 5102, 24102, gateshead

D5102 - 5111, 5102 - 5111, 24102 - 24111

Photograph courtesy Tony Sayer

Its June 9th 1976 and this is the last active summer for the Scottish Class 24's. Here 24107 runs north through Stirling with a parcels train. Distinguishing features include the extra air pipe still fitted from the Consett iron ore turns, the absence of a boiler water tank, and the two rows of four air filters on the side. The centering of the headcodes discs in the middle of the cab front is a sign that a classified repair was carried out at Glasgow.
1960
This batch of ten locomotives were delivered from Darlington Works between July & November 1960, all being delivered to Gateshead (52A), as part of the batch D5096 - D5113. At this time they were factory standard machines, equipped with steam heating boilers, these would later be removed to create room for the air pumps necessary for them to work the Consett iron ore services.
A refinement to the diesel diagram covering the evening parcels to Carlisle involved the locomotive returning on the eastbound Stranraer boat train, D5103 was noted August 10th on this duty.
1961
North of Newcastle two EE Type 4 turns were converted to pairs of Gateshead Type 2's, handling the 6.55am & 9.18am Newcastle - Edinburgh, returning with the 1.30pm 'Heart of Midlothian' & 2.25pm service. D5107/08 were on the 6.55am diagram on December 17th! The Gateshead Type 2's were also encroaching further into the local J39 freight workings, now including the Ponteland branch.
April 11th found D5106 visiting Scarborough whilst on a training trip from Leeds.
September 3rd found D5097/5108 & B1 61002 in charge of the Clifton (York) - Manchester Red Bank empty coaching stock.
D5102 was noted at Darlington Works during November & December with accident damage, whilst D5108 spent much time at Darlington between November 1961 & May 1962.
1962
Joining D5108 for an extended stay at Darlington was D5107 seen frequently between January and June. D5105 - D5108 all spent some time in Darlington between December 1962 & February 1963, perhaps due to frost/freeze damage inflicted by the severe winter.
Gateshead's Type 2's now held a virtual monopoly on the local trip freights, now frequently assigned to the Berwick, Carlisle, Thornaby & York workings. The Carlisle trips included two parcels workings, one of which returned on the 2.50am Carlisle - Newcastle passenger. They also frequently enjoyed outings on the 9.18am Newcastle (6.55am ex York) - Edinburgh, returning with the 2.25pm ex Edinburgh. From April 16 - 19 this turn was powered by D5147, 5097, 5104 & 5148.
1963
On July 27th D172 on a Peterborough - Edinburgh passenger failed at Aycliffe, assistance arrived in the shape of D5103 & 5150, complete with brake tender! D264 was waiting at Newcastle to replace all three machines.
1965
The Type 2's were now allocated to a working that would provide them with their 'bread & butter' for the next nine years. They were to be utilised on the Tyne Dock - Consett iron ore workings, replacing the impressive Standard 2-10-0 9F's. The air operated ore tipplers on this route required the Class 24's to be fitted with additional air compressors/reservoirs and associated pipework to operate the wagon doors at the Consett unloading facility. The ten dedicated 9F's had also required Westinghouse Air pumps prior to taking over this run from the NER Q7 0-8-0's. Trains were generally composed of nine ore wagons and a brake-van, totalling approx 500 tons.
The line commenced on the south side of the River Tyne at Tyne Dock (Jarrow) and generally headed in a south westerly direction to the works at Consett. The line was severely graded, 1 in 60 at Pelton, 1 in 53 at Beamish/Annfield with a short section of 1 in 35 east of Annfield. The Type 2's were used in pairs on the iron ore workings, which provided enough power to avoid the use of banking locomotives over the route.
With Darlington Works slated for closure the overhauls for this batch of Type 2's was gradually transferred to Glasgow. The heavy maintenance for the ScR Type 2's had originally been split between Inverurie and St Rollox, the recent modernisation of latter led to a greater influx of other BR Type 2's, not only the Inverness based ones, but also those from Gateshead and various LM depots, early June found D5012, 5107/5119 & 5129 under repair.

A fine study of D5106 at Newcastle Central on September 19th 1965.
Photograph courtesy Alec Swain/Transport Treasures.

Page created February 20th 2002
Last updated October 3rd 2006
1966
Darlington Works closed on April 2nd, so closing out part of the history of the Type 2's.
During June & July D5101 - D5106 all received Works attention, D5102 & D5103 at Crewe, the remainder at Derby.
The Consett ore trains became totally dieselised from November 20th, the previous day had seen 9F 92063 haul 'The Tyne Docker', the last steam hauled ore train from Tyne Dock to Consett.

This view of a brand new bogie ore wagon shows the high level air pipe which required the Consett Class 24's to be modified with their own high level air pipe. The four doors on each wagon could be controlled from the locomotive cab, or individually by means of levers on each wagon. The wagons were built at Shildon, with a tare weight of 28tons 13cwt and can carry up to 56 tons of ore.

A pair of Class 24's, led by D5110 power through Boldon station on an unknown winter's day.
Photograph courtesy Bryan Battewell.

Another pair of Class 24's work through Pelaw station, date unknown.
Photograph courtesy Bryan Battewell.

1967
Outshopped from Derby were D5104 between February & March and D5106 between May & July.
1969
From the beginning of 1969 Glasgow Works was the primary workshop for handling various repairs.
1970
Another familiar landmark fell into disuse effective February 28th when Tyne Dock shed closed, with all workings now handled from Tyne Yard or South Dock. This included the Tyne Dock - Consett iron ore workings, though the Class 24's were always allocated to Gateshead. Trouble befell the 04.15 Tyne Dock - Consett working of April 7th led by 5102 & 5109, whilst standing at Tyne Yard it was run into by 6777. A quantity of iron ore spilled from the wagons, blocking the down slow line. 6777 received considerable nose end damage, necessitating major surgery at Doncaster Works.
5103 & 5104 received classified repairs at Glasgow between April & June.
On November 23rd authorities did not have a dmu available for the 17.40 Newcastle - Carlisle (and 19.55 return), a scratch set of four coaches and no heat 5105 was used. The mild weather and pre-heated stock presumably kept the passengers reasonably comfortable. Loco haulage over this line was then currently limited to one train a day, the 23.15 SO Newcastle - Carlisle (and 02.50 SU return). A boiler equipped Class 25 was regular power, 7586/93/96 being frequently used.
1971
5106 received classified repairs at Glasgow between February & April, whilst 5102 & 5110 were present between April & June.
By this time the only Class 24's not allocated to the LM or ScR were the Gateshead allocated 5102-11 for the Consett - Tyne Dock service.
On December 7th 5110 was noted en route heading for Stratford, for maintenance?
1972
An interesting visitor to March on January 23rd was 5110 whilst Stratford Works received 5106 towards the end of February. After release from the Works it was noted at Colchester on February 25th.
1973
At the beginning of 1973 Derby took over some of the repair work from Glasgow, 5103 was noted at Derby in January and 5107 in March.
The Consett iron ore service suffered two derailments during April, both at Ouston Junction. The resulting shortage of serviceable wagons led to 5109 working just four wagons on April 22nd.
Ilford car sheds, normally the preserve of ER multiple units recieved diesels for maintenance during August when 5111 was noted there on August 14th and 6736 the next day. These machines were present for use of the wheel lathe, the volume of work at Stratford necessitating this. 5111 was later noted on September 24 heading north with a freight through Cambridge.
1974
A long time working ended on March 26th when the Tyne Dock - Consett iron ore trains ceased running. With this action 24107/108/109/111 were transferred to Haymarket, their first move since arriving at Gateshead during October/November 1960, whilst the ore wagons went to store at Heaton. Consett was now served from the Redcar ore terminal using pairs of Class 37's and new 100ton wagons. After a month at Haymarket the four moved to Eastfield.
In May all the remaining locomotives moved to Scotland, 24102/03/04 to Inverness, 24105/06 to Eastfield and 24110 to Haymarket. During December 24111 moved to Inverness from Haymarket. As none of these locomotives had train heating boilers they tended to be confined to freight and parcels workings, though they could frequently be found on passenger workings in the summer months.
1975
During March 24111 moved from Inverness to Eastfield whilst 24110 moved from Haymarket to Inverness in May.
The infamous summer of 1975 brought mass withdrawals of the Type 2's both on the LMR and the SCR. For 24102 - 24111 the results were splintered. 24104 & 24105 were stored in August whilst 24106 - 24109 & 24111 moved from Eastfield to Haymarket. September saw 24105 as the first of the batch to be withdrawn. More went into storage in October, selected were 24102, 24103, 24106, 24108 - 24110, though this latter machine moved from Inverness to Haymarket in October! During November 24106 was reinstated to Haymarket.
On July 22nd the 20.55 Euston - Stranraer became a failure at Ayr behind 47040, rescue arrived in the shape of 24109, leading to a sixty minute late arrival.
The infamous 1E83 17.10 Edinburgh - Newcastle continued to run behind a variety of motive power during September with 55004 (8th), 24110 (15th) & 24147 (19th).
1976
In February 24103 & 24104 were re-instated to Haymarket whilst 24102, 24109 & 24111 were finally withdrawn.
April 6th found the double headed 16.35 Inverness - Glasgow Queen Street in trouble at Kingussie when leading locomotive 26034 failed, being removed and replaced by 25029 off a northbound freight. However 25029 was later detached at Stirling after parts from it hit a freight train near Dunblane, leaving 24121 to carry on alone reaching Glasgow two hours late. The next day these same two trains were involved in further locomotive exchanges when 47424 working the northbound 'Clansman' caught fire at Dalnaspidal. 26027 was removed from the Glasgow working to assist the 'Clansman' northwards, whilst 24107 off the freight was added to the Glasgow train for the run south.
On April 19th the 21.00 Edinburgh - Glasgow Queen Street arrived twenty minutes late behind 25237, its return working the 22.00 to Edinburgh was only thirteen minutes late leaving, in charge of 24106.
24108 was withdrawn in July, with 24103 re-entering storage during August.
24106 powered August 19th's 17.15 Edinburgh - Glasgow Queen Street (via Grahamston), normally a dmu turn.
September would seen much activity for the few remaining Class 24's, their demise was imminent with the expected arrival of more Class 25's from the WR. Amongst many freight and parcels workings 24113 & 26027 worked the 13.10 Edinburgh - Inverness passenger (11th), 1E83 Edinburgh - Newcastle (?) had 24115 (15th), 24106 (17th), this day also found 24115 & 24120 on 07.40 Aberdeen - Edinburgh, whilst the last day of the month saw 24120 & 24104 on 12.30 Aberdeen - Edinburgh.
In October 24110 re-entered storage, though this was somewhat academic as the instruction had been received to turn off all the remaining Scottish Class 24's effective October 22nd. On that last day 24104 was in charge of the 19:35 Sighthill freight (from Millerhill??). Official withdrawal for 24103, 24104, 24106, 24107 & 24110 did not come until December.

24103 & 24121 stand withdrawn at Polmadie on October 9th 1976, they were still in the same position on March 5th 1977 when I photographed them!! 24103 still retains its extra vacuum hose from its days at Consett, and the positioning of the center discs on the cabfront reveal that its last major repair was done by Glasgow Works.
Photograph courtesy Peter Wilmott.

In the atmospheric confines of Edinburgh Waverley 24107 drifts by on June 6th 1976.
Photograph courtesy Tony Sayer.

A fine portrait of 24110 & 25023 at Eastfield on June 5th 1976. The Glasgow practice of centering the inner headcode discs has been carried out on 24110. When Derby sheeted over the gangway doors the central discs kept their original position over the left hand door.
Photograph courtesy Tony Sayer.

1977
With the exception of 24107 the Class 24's featured on this page were all broken up at Doncaster, 24107 remarkably went to Swindon with three others. Afer being taken out of service they congregated at Polmadie, Millerhill and Carlisle.
Where known their final movements are detailed below:
24103/16/23 & 08426 9F45 Polmadie - Doncaster March 17th 1977
24065, 24107/15/24 02.20 Millerhill-Derby-Gloucester-Swindon May 4th 1977
24103/12/13/50 Millerhill - Doncaster w/e June 18 1977
24007/14/90, 24108 14.00 Carlisle - Doncaster 9Z14 December 8th 1977
24013, 24105/109/111 07.00 Carlisle - Doncaster 9Z14 December 29th 1977
24019/66, 24102/121 07.00 Carlisle - Doncaster 9Z14 February 14 1978. (25191 to Skipton, then 31183 to Doncaster)
The first of the batch to be broken up was 24110 at Doncaster during April 1977, the last survivor was 24102, broken up at Doncaster in April 1978.

The end for 24105 & 24109 as their stripped out shells await final movement to the cutting area at Doncaster Works. They were broken up in March 1978 so presumably this photo is during the winter of 1977/78. Photograph courtesy Ian Mawson.

Its Millerhill sometime in the latter half of 1977 and only 24106 is present. In the middle of May there had been thirteen present, four moved to Swindon, followed by two more batches of four going to Doncaster. 24106 eventually ended its days at Doncaster in October 1977.
Photograph courtesy Ian Mawson

Another depressingly dull Sunday afternoon visit to Doncaster Works on December 18th 1977 reveals 24108 & 24014 at the back of the Works awaiting scrapping. 24014 is from the original production batch of D5000 - D5019 so sports an extra air filter on the top row, as compared to that of 24108.

1983
Six years after 24102 - 24111 had been laid to rest, so the giant complex at Consett fell silent for ever during 1983. As the 24's had been cut up into small pieces, so now Consett's infrastructure fell to the scrapman, with much of it being taken away by rail to the smelters in Sheffield. The last loaded scrap run took place on September 14th 1983, whilst the final clearance of five empty wagons took place on September 30 1983 behind 37023.

If anyone can spare any views of the Class 24's on the Tyne Dock - Consett workings I would be most grateful as I only have a few illustrating them on this service.Undated Views

From the postings of Ron Healey to 'alt binaries pictures rail' comes this fine view of D5107 leading a line up of several others at Blaydon in August 1962. Still visible is the Darlington trademark of the detailing of the grilles in light grey. Also intact is the curved roof hatch for the roof mounted water filler. These hatches very quickly became a nuisance and were discarded.

A view of the other side of D5107 not long after delivery seen here at Gateshead depot. The breakdown crane to the left awaits its next duty, the large brick building was once part of the lodging turn house. About the only features now left in this view are the blocks of flats in the background & these have been refurbished.
Photograph from the Rex Conway collection

D5110 poses for its portrait at an unknown location somewhere in the North East. It had soon become obvious that the new smaller diesels lacked sufficient brake force on the typical loose coupled freights they so often found themselves working. Brake tenders were constructed to assist with the brake forces needed to control these freights, one is seen here attached to D5110.
Photograph from the Rex Conway collection.

Its the end of the line for 24111 & 24109 at Kingmoor, two of a great number of Class 24's stored there. These two would eventually be towed off to Doncaster for breaking.
Photograph courtesy Ian Mawson.

The Class 24's replaced the impressive 9F's on the iron ore trains. In this c1956 view of 92061 one can clearly see the Westinghouse air pumps specially fitted to this small fleet of locomotives.
Photographer unknown.

Consett memories
John Bainbridge writes: I live in Consett and remember the class 24's on the ore trains. In the days when the ore came from Tyne Dock you could set your watch by them as they ran to a timetable better than some trains today. They always ran in pairs with eight wagon sets but I do remember one locomotive could haul four wagons & did see one such combination once. When I was on my way to school after dinner at 13.00 one working always came through Consett station & everyday we would see it. The last one of Gateshead I ever saw was 24109 leaving Consett low yard with four Class 08's in tow. This one must have been the only one which was not a regular performer on the ore trains. After the ore started to come in from Tees Port the ore trains could be anything from hour & half early to hour & half late & were all powered by Class 37s.
Andy Thompson writes: I grew up on the street which ended up next to Boldon Colliery station, on the Newcastle to Hartlepool line. Traffic over this route included the Tyne Dock - Consett iron ore trains. After the closure of the original route via Stanhope and Tyne line the ore trains ran via Gateshead & Tyne Yard. My happiest memories include watching two Class 24's held on the branch line from Tyne Dock wating for a clear path towards Newcastle. If you stood on the platform footbridge you could down into the cab of the leading locomotive. A friend lived at a house near the top of the street, with the railway on the other side of the fence. Any excuse I could get would be used to take a look at what was passing by. The iron ore trains would come slowly round the curve from Tyne Dock, often being held for a Sunderland - Newcastle DMU to pass by. If forced to stop the wagons would all clank together and iron ore pellets would fall onto the track. These little rusty balls could be found on the ground all around the end of the Sunderland side platform. On return visits to the line during the 1980's these dropped iron ore pellets could still be found. And the memory of these trains restarting and getting underway was unforgettable. Alas I was too young to photograph these workings and we soon moved away to another part of town. By the time my interest in railways had blossomed the Class 24's were long gone from this route.
Page created February 20th 2002
Last updated December 30th 2007
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	This view of a brand new bogie ore wagon shows the high level air pipe which required the Consett Class 24's to be modified with their own high level air pipe. The four doors on each wagon could be controlled from the locomotive cab, or individually by means of levers on each wagon. The wagons were built at Shildon, with a tare weight of 28tons 13cwt and can carry up to 56 tons of ore.
	A pair of Class 24's, led by D5110 power through Boldon station on an unknown winter's day. Photograph courtesy Bryan Battewell.
	Another pair of Class 24's work through Pelaw station, date unknown. Photograph courtesy Bryan Battewell.

	24103 & 24121 stand withdrawn at Polmadie on October 9th 1976, they were still in the same position on March 5th 1977 when I photographed them!! 24103 still retains its extra vacuum hose from its days at Consett, and the positioning of the center discs on the cabfront reveal that its last major repair was done by Glasgow Works. Photograph courtesy Peter Wilmott.
	In the atmospheric confines of Edinburgh Waverley 24107 drifts by on June 6th 1976. Photograph courtesy Tony Sayer.
	A fine portrait of 24110 & 25023 at Eastfield on June 5th 1976. The Glasgow practice of centering the inner headcode discs has been carried out on 24110. When Derby sheeted over the gangway doors the central discs kept their original position over the left hand door. Photograph courtesy Tony Sayer.

	The end for 24105 & 24109 as their stripped out shells await final movement to the cutting area at Doncaster Works. They were broken up in March 1978 so presumably this photo is during the winter of 1977/78. Photograph courtesy Ian Mawson.
	Its Millerhill sometime in the latter half of 1977 and only 24106 is present. In the middle of May there had been thirteen present, four moved to Swindon, followed by two more batches of four going to Doncaster. 24106 eventually ended its days at Doncaster in October 1977. Photograph courtesy Ian Mawson
	Another depressingly dull Sunday afternoon visit to Doncaster Works on December 18th 1977 reveals 24108 & 24014 at the back of the Works awaiting scrapping. 24014 is from the original production batch of D5000 - D5019 so sports an extra air filter on the top row, as compared to that of 24108.

	From the postings of Ron Healey to 'alt binaries pictures rail' comes this fine view of D5107 leading a line up of several others at Blaydon in August 1962. Still visible is the Darlington trademark of the detailing of the grilles in light grey. Also intact is the curved roof hatch for the roof mounted water filler. These hatches very quickly became a nuisance and were discarded.
	A view of the other side of D5107 not long after delivery seen here at Gateshead depot. The breakdown crane to the left awaits its next duty, the large brick building was once part of the lodging turn house. About the only features now left in this view are the blocks of flats in the background & these have been refurbished. Photograph from the Rex Conway collection
	D5110 poses for its portrait at an unknown location somewhere in the North East. It had soon become obvious that the new smaller diesels lacked sufficient brake force on the typical loose coupled freights they so often found themselves working. Brake tenders were constructed to assist with the brake forces needed to control these freights, one is seen here attached to D5110. Photograph from the Rex Conway collection.
	Its the end of the line for 24111 & 24109 at Kingmoor, two of a great number of Class 24's stored there. These two would eventually be towed off to Doncaster for breaking. Photograph courtesy Ian Mawson.
	The Class 24's replaced the impressive 9F's on the iron ore trains. In this c1956 view of 92061 one can clearly see the Westinghouse air pumps specially fitted to this small fleet of locomotives. Photographer unknown.