D5098 at an unknown location on a freight train typical of the 1960's, displaying a wonderful assortment of wagons. The locomotive features its original livery with the addition of the small yellow warning panel, this one featuring curved upper corners.

1960
These four machines were part of a batch of eighteen (5096 - 5113) delivered from Darlington Works to Gateshead (52A) during 1960. Delivery dates from Darlington were:

D5098 - May 26th, D5099 - June 3rd, D5100 - June 25th & D5101 - July 9th.

On June 17th, not long after delivery D5099 (& D278) were present at the opening of the new Neville Hill dmu depot. Although primarily for the servicing and maintenance of the growing DMU fleet in the Leeds area, the depot also provided a small servicing area for visiting diesel locomotives. The Type 2's were handling a number of Newcastle - York - Leeds services, D5099 was noted working July 9th's 11.40am Leeds - Newcastle and 5.33pm return. By month end they were being used in pairs on the 12.05 York - Glasgow relief, one such working noted behind D5100 & D5096. D5099 later ventured onto the freight workings on the York - Scarborough line.

	Two wonderful views of D5098 at Carlisle Citadel on August 1st 1960. D5098 is about two months out of Darlington Works and still retains its ex-works finish. It has presumably brought in some sort of working from the Newcastle area. Photograph courtesy Dave Burdon
	Whilst D5098 rests at Carlise the sun catches its still fresh paintwork, the grey trim on the boiler room grill is still obvious. Photograph courtesy Dave Burdon.

1961
Three of the four machines visited Darlington Works during 1961, some just briefly, others for lengthy periods. Longest of all was D5098 being present from January to June, D5099 paid a visit in September whilst D5101 was noted there in January, February, May, August, September & November.

1963
D5099 & D5100 were transferred to York during March, and along with a number of others was partly responsible for the closure of Scarborough shed on May 18, 1963, the steam freight workings being replaced by D5096/8/9 & 5100/76 the following Monday. The first working was turned out by D5178 of Gateshead. On May 28 the first turn, the 04.30am York - Scarborough led by D5100 had a pilot of 77004, destined for the Malton - Whitby freight. However cinders from the ashpan set alight to the diesel necessitating the service of the Malton Fire Brigade. The service resumed behind 77004, the diagram later being taken over by D5099 which later failed on the last leg of the run, at Rillington on the 07:49pm Scarborough - York mail. Rescue came in the form 43014. All was well by the Whitsun weekend, June 2, when seventeen specials worked into Scarborough, the Sulzer 2's handling two, led by D5099 and D5176.

The group continued to make frequent visits to Darlington Works, D5099 in October, D5100 in October & November and D5101 from January to May!

1965
After the closure of Darlington Works the NER Type 2's visited a number of workshops for their heavy maintenance & repairs. D5101 was noted at Doncaster Works during October and D5100 was one of several Type 2's to visit the Brush Works at Loughborough, being noted there in November & December. With the winding down of the Brush Type 4 construction Brush signed a contract with British Railways for the repair of various Sulzer powered Type 2/4's, in particular the major refurbishment of the Class 46's.

1966
D5101 was at Derby Works during June & July whilst D5100 was present in November.

1967
D5100 was transferred to Leeds Holbeck in April, and was joined there by D5101 in October.

June 6th saw D5099 work a two coach inspection special of the West Riding, including a complete run over the internal loop line used to supply coal to Eggborough power station.

For the summer timetable Type 2’s again were diagrammed for the seasonal weekend extras. Double headed Gateshead Type 2’s worked the Saturday’s only Newcastle - Ayr - Stranraer passenger in both directions. So noted in June & July have been D5097/5112 (24th), 5149/5112 (1st), 7601/5149 (8th), 7611/5051 (15th) & D5101/5112 (22nd), ScR examples filled in, especially on the eastbound runs after failures had occurred.

An Open Day at Leeds Holbeck on September 30th, no doubt celebrating the twilight of steam in the area, especially the few remaining Jubilees, found the following Sulzer Type 2’s on ‘display’: D5096, 5100/73/79, 5254/90, 7526/48/68-70/95 & 7625.

Workshop visits, all to Derby included D5098 in February, D5101 in June and D5098 & 5099 in October.

1968
5099 visited Derby Works during November.

1969
Several of the group visited Glasgow Works during 1969, 5098 in May, 5099 in July & August and 5101 in October.

1970
On the last day of March 5100 worked a football special from Huddersfield to Middlesborough.

5099 was noted at Glasgow Works during August.

Photograph courtesy Tony Sayer.

5098 and its train of parcels stock is about to disappear under the large bridge at the south end of York station on July 29th 1971. Within a couple of months the Scottish Region would be its new home.

1971
5099 was noted under repair at Glasgow in April.

A re-shuffling of the fleet took place to bring to an end the few remaining NBL & Claytons locomotives on the Scottish Region. Part of this plan involved Type 2's from Gateshead & Holbeck, 5099, 5100/101 moved to Polmadie (66A) in July, whilst 5096/97/98 moved there in October.

On October 6th 5100 & 8568 were in charge of the 8Z26 00.30 Dalzell New Yard, Motherwell to Carlisle freight, it was made up of thirty four wagons and a brakevan. The train was 1,279 feet long and weighed 814 tons including the locomotives. Half of the train was made up of loaded steel wagons, the remainder were container flat wagons, some loaded, some empty. Whilst descending Beattock bank at about 35mph the train was hit in the rear by the following 6V51 01.40 Dalzell New Yard, Motherwell to Margam steel train hauled by Class 47 1836, this train having become a runaway due to the incorrect coupling of the air brake pipes on this train.

The collision occurred between Beattock South Signal Box and Murthat, with the out of control Margam bound train running away in excess of 80mph. All of the t wenty four wagons behind 1836 were damaged, fourteen beyond repair. Nineteen wagons in the leading train were extensively damaged, eleven were eventually written off. The Class 47 sustained major collision and fire damage, the crew escaped serious injury, but tragically the guard on the leading train was killed when his brake van was demolished.

The permanent way and related structures were damaged for about half a mile, the line not being reopened until October 11th.

1972
When Polmadie shed closed in March 5098 - 5101 moved across town to Eastfield (65A). During August 5098 made a brief visit to Glasgow Works.

1973
All four machines visited Glasgow during 1973, 5099 was present in July, 5101 in August, 5098 & 5100 were present in October, the former for repairs to accident damage.

During January 5101 was briefly transferred to Inverness (60A), it returned to Eastfield (65A) by the end of the month.

1974
Three of the four machines paid visits to the workshops during 1974, 24099 to Glasgow in March, whilst 24100 visited Crewe from June to September (the last Class 24 ever to be overhauled here?) & 24098 was at Glasgow during September.

1975
All four machines fell victim to the major fleet rationalisation that took place during the summer of 1975, all four were placed into store during August, with 24098 also withdrawn in August, the remaining three not being withdrawn until February 1976.

Photograph courtesy Tony Sayer.

Its the end of the line for 24098 at Glasgow Works on October 21st 1975, however it will require a tow down to Doncaster before it is finally cut up.

24098 had been noted at Glasgow Works during May, by August it was in store with other class 24's at Cadder Yard, whether it saw service between May & August is uncertain. 24099/100/101 were placed in store at various locations on the Scottish Region - all were noted at Carstairs by October 1975 - prior to them being moved to Carlisle Kingmoor along with many other Scottish examples.

Although several Class 24's ended their days at Glasgow, 24098 was not to be one of them, it was eventually towed down to Doncaster, being broken up there in May 1976.

From Carlisle 24099/100/101 were eventually moved south to Doncaster Works for breaking up. 24101 was disposed of by March 1976, 24100 the following month, 24099 lingered until August 1977.

	A relatively clean D5100 stands in the sun at Leeds City, date unknown. It appears still to have the engine exhaust outlet in the original position prior to the removal of the silencer. Photograph courtesy EA Woods
	A work stained D5100 works a freight at Church Fenton, taking the line towards Leeds. The work stained Type 2 reveals that it has a new shiny panel to cover the roof mounted water filler - these were prone to flying off - eventually they would not be replaced.
	From the departed Steam & Sail collection comes this classic view of the Heysham - Leeds oil tanks, round about 1967 when it was frequently doubleheaded with a Carnforth 9F and a Type 2, in this case 5098.
	A sunny June 13th 1976 finds withdrawn 24099 on Doncaster depot. Photograph courtesy Tony Sayer.
	Another view of 24099 at the back of Doncaster depot, although the locomotive is pretty much intact the windscreen wipers are missing, perhaps an item of scarcity back in Scotland. Photograph courtesy Ian Mawson

Photographer not known at this time.

The 100th BR/Sulzer Type 2 D5099 stands at Leeds, in much the same condition it was delivered in, having gained the small yellow warning panel and a coat of grime. The engine exhaust port is still in the original position.

Page added April 22nd 2004.
Page last updated November 19th 2005

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