D5102, 5102, 24102
D5102, 5102, 24102|
The fifteen year six month career of D5102/24102 was split between North Eastern Region and Scottish Region allocations.
Built BR Darlington Works (batch D5094 - D5113).
Shortened fuel tank & full size water tank.
Four upper and four lower air filters on non-BIS side, three upper and four lower on BIS side.
Circular gauge added to fuel tank.
Tyne Dock - Consett modifications (high level air pipe fitted, water tank removed).
Headcode discs centered on cab front (Glasgow modification).
Time between last Classified repair and withdrawal: ?? months.
Time between withdrawal & scrapping: 25 months.
The frames for D5102 were laid down at Darlington Works during April 1960, D5102 was new to Gateshead (52A) on July 16th 1960. Further transfers were:
May 1974 to Inverness.
October 1st 1975 - stored serviceable.
February 2nd 1976 withdrawn.
Renumbered November 23rd 1973.
After withdrawal 24102 was stored at Carlisle during October & November 1975, then stored at Inverness until March 4th 1976 when it returned to Carlisle. It remained here until February 14th 1978 when it was forwarded to Doncaster Works and broken up by the middle of March 1978.
Movement: 24019/66, 24102/121 07.00 Carlisle - Doncaster 9Z14 February 14 1978. (25191 to Skipton, then 31183 to Doncaster).
Works visits (records incomplete).
Noted Darlington Works October & November 1961 (collision).
Noted Darlington Works January & February 1963.
Noted Darlington Works January & May 1964.
Noted Derby Works July & August 1965.
Noted Crewe Works June & July 1966.
Noted Derby Works October 1967 (ex-works).
Noted Derby Works November 1968.
Noted Glasgow Works April - June, August & October 1971 (continuous?).
Noted Glasgow Works October 1972.
Condition January/February: green livery with small yellow warning panels, curved upper corners, bottom of panel partially covers frame level stripe, steam style shedplate on cab front, full sized water tank, shortened fuel tank, three-rung bogie mounted footsteps, ridge sided sandboxes, cantrail water filler cover recently replaced.
Part of Gateshead’s Sulzer Type 2 fleet (D5102 – 5111) found a new and challenging set of duties in the dieselisation of the Tyne Dock - Consett iron ore workings. They had replaced Tyne Dock’s fleet of Class 9Fs, the diesels required the addition of additional air pumps and piping to operate the wagon doors at the Consett unloading facility. For the steep gradients into Consett, 1 in 51/35, the newly transferred diesels did not require banking assistance as did the 9Fs.
Condition November: green livery with small yellow warning panels, curved upper corners, bottom of warning panels covers frame level stripe, high level air pipe fitted, no water tank, shortened fuel tank, no blanking plates, hand/footholds in place, three-rung bogie mounted footsteps, ridge sided sandboxes.
Condition March: blue/yellow livery, gangway doors present, two numbers on each bodyside, emblems on each cabside, engine exhaust in original location, no boiler water tank, fuel tank fitted with circular gauge, high-level air pipe fitted.
Another familiar landmark fell into disuse effective February 28th when Tyne Dock shed closed, with all crew and engines transferred to Tyne Yard or South Dock. This included the Tyne Dock - Consett iron ore trains regularly powered by Gateshead’s small fleet of Class 24s. On a related note 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.
With the end of the summer timetable came one of the most radical changes ever witnessed to the diesel fleet. Withdrawals in October totalled over 120, coming from two distinct areas, the Western Region hydraulic fleet and the Scottish Region’s NBL & Clayton fleets. These rationalizations saw the demise of the NBL built Warships, the Rolls Royce engined Claytons and the Beyer Peacock built Claytons. To cover the loss of this large number of machines an equally large number of transfers took place. The Eastern Region, that is Leeds & Gateshead lost most of their Class 24s to Polmadie (66A). Gateshead sent its entire fleet of three Class 25s to Leeds, whilst the majority of Thornaby’s Class 25/0s transferred to either Eastfield or Leeds. Joining the Types 2s at Eastfield were thirty Class 20s mostly from the Eastern Region, with these losses being covered by the reallocation of many Class 31s & 37s. Another eight London Midland Class 25s were transferred to Laira. Joining them at Laira were all of Landore’s remaining Westerns, made possible by an influx of twenty Class 47s, these moves now left all the Westerns allocated to Laira, with the majority of the remaining Warships at Newton Abbott. The only Class 24s not allocated to the LM or ScR were 5102 - 5111 still at Gateshead for the Consett - Tyne Dock service
Condition July: blue/yellow livery, gangway doors sheeted over, headcode discs centered on cabfront, no blanking plates, hand/footholds plated over, three-rung bogie mounted footsteps, high-level air pipe fitted (No.2 end), silver buffers (No.2 end).
5102 was noted at Stratford Works on October 7th, presumably to use the wheel lathe.
After thirteen years and ten months allocated to Gateshead, 24102 was transferred to Inverness.
24102 was noted at Inverness on August 1st.
24102 was withdrawn on February 2nd 1976.
Page added October 23rd 2016.
Last updated May 30th 2019.
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