[2] The locomotive was used to bank heavy trains up the Worsborough Bank, making up to 18 return trips each day;[1] a typical train consisted of an LNER Class O4 locomotive with 60+ loaded coal wagons then an assisting engine at the rear, usually another O4 or an Ex-GCR Class 1B, and finally the U1. In 1951 I was a fireman at Wath outstation having moved from Barnsley. a total of three bankers! Being the last of three steam locos to enter the tunnel the atmosphere on the footplate with heat, steam and smoke was "close to hell". Manchester main line at Penistone, whilst the other banker would usually remain until Dunford Bridge. [1] This idea had been discarded due to the restricted loading gauge, and thought had turned to an articulated Garratt locomotive based on 2 GCR 8K 2-8-0s (LNER Class O4) with a specially designed large boiler, but no move had been made to build such a locomotive when, in 1923 grouping, the GCR was absorbed into the LNER, and responsibility for locomotive design passed to the Chief Mechanical Engineer of the newly formed railway, Nigel Gresley. contact, the front engine would pop his whistle and off we would go. The locomotive ran for some time as an oil burner, and was tried out on the Lickey Incline in 1949–1950 and again, after the electrification of its home line, in 1955. I later worked at Peterborough, New England and I also remember working 8:20 Kings Cross - Peterborough Green Arrow I think which was After the celebrations it was painted in black, and entered service in August 1925. further firebox corrosion was found. 2395 British Pathe have a film of the roll out of No. It was built in 1925 with the motion at each end being based on an existing 2-8-0 design. She stayed at Gorton for three years while several different attempts were made to convert her to oil burning[1] and an improved electric headlight was also fitted. However, the forthcoming about 1 hour to 1 1/2 hours. It was renumbered 9999 in the LNER renumbering scheme of 1946, and became 69999 on the creation of British Railways in 1948. Initially she worked chimney-first, but after difficulty in buffering up to passenger trains, she was turned to run cab-first up the bank and an electric headlight was fitted. When cleaning out firebox etc. The sole example of the U1 class was scrapped in 1955. Learn more before you buy, or discover other cool products in Trains. - Duration: 2:20. 2395's arrival, two O4s were used as extra bankers, to give This was probably based on a pre-existing 0-8-0 design (LNER class Q4), but over time the design evolved to use a 2-8-0 base (LNER class O4 ROD) instead.This was approved by the LNER in 1924. [2] After this the loco itself settled down to working its regular beat up and down Worsborough Bank, despite continued steaming problems and a definite susceptibility to poor quality coal. Join LNER Perks today • Get £5 free credit • Get 2% back on every LNER journey • Enjoy exclusive perks and benefits. Sections of this incline also suffered from colliery subsidence, making it infamously difficult to restart a stalled train on these severe sections. This was This incline was about 3.5 miles long at about 1 in 40. Despite these number changes, she kept the small 2395 cabside numberplates until withdrawal. Between the initial order in 1924 and construction in 1925, the designed was the back engine, having made contact the driver would open her up and start popping on the whistle so both other engines would know we had made The Garratt being at the back would The loco, works number 6209, took just three weeks from laying the frames to completion and was hurriedly sent, still in workshop grey, to appear in the centenary celebration of the Stockton & Darlington Railway where it was exhibit number 42. 2395's tubes. [3], The railway preserved the archaic spelling of 'Worsborough', although the town of, "The Monster - Filmed At Gorton, Manchester (1925)", London and North Eastern Railway locomotives, https://en.wikipedia.org/w/index.php?title=LNER_Class_U1&oldid=985543611, Standard gauge steam locomotives of Great Britain, Creative Commons Attribution-ShareAlike License, This page was last edited on 26 October 2020, at 15:42. In 1949, it was realised that a new boiler would be required soon. Ordered by the LNER under Gresley in 1924 at a cost of £14,395.00, the U1 Garratt was the most powerful steam locomotive in the UK. train go and we would go back down the bank. None of the firemen [1] Indeed, the design did have some expensive flaws; soft water resulted in the boiler being retubed in 1926,[4] firebox damage was diagnosed in 1927 and 1928, and the loco was out of service for nine months during 1930[3] during which time some modifications were carried out[1] and a new firebox fitted. This lone engine (No. had worked it so we did not know what the fuss was. LNER U1 OO (GV9ZKGL64) by Snowwolflair on Shapeways. 2395 electrification scheme of the Manchester, Sheffield, and Wath lines meant that this would only We would go behind what we called a double train, i.e. Orders are welcome for the other classes of locomotives which are progressing and further updates will be posted here as they are available. heating surface to 3377.47 sq.ft. in Britain, and it was the most powerful British locomotive of any type. Initially there were plans for two such engines, although an O4 or an L1 as a banker. DJH has over 40 years experience of manufacturing kits in scales O, OO, and HO and specialise in offering Factory Built Models in O scale. 888, Swanage, Dorset, BH19 9AE, United Kingdom. Current availability is unknown. This was approved by the LNER in 1924. 69999 was scrapped at Doncaster. Buy LNER U1 and W1 Class Locomotives in ‘O’ gauge from Golden Age Models Ltd, an ideal addition to your model trains collection The London and North Eastern Railway Class U1 was a solitary 2-8-0+0-8-2 Beyer-Garratt locomotive designed for banking coal trains over the Worsborough Bank,[i] a steeply graded line in South Yorkshire and part of the Woodhead Route. In June 1955 she resumed work on the Lickey Incline, but was stored at Bromsgrove on 13 September[2] and returned to Gorton the following month. Official accounts No. It was both the longest and the most powerful steam locomotive ever to run in Britain. Despite this the crew had great problems with visibility from the cab, particularly after dark, and the U1 returned to Mexborough in November 1950 and was officially placed in storage there. Thank you to Arthur Bruce for his recollections of firing No. Welcome to DJH Model Loco. helped the corrosion problems. The Silkstone tunnels were notoriously bad for air quality. It was built in 1925 with the motion at each end being based on an existing 2-8-0 design. Typically amended by Gresley to use 3 cylinders at each end, and to use [3], The U1, numbered 2395, was initially allocated to Barnsley shed but due to the restricted layout there was transferred to Mexborough on 17 October 1925. If you are using Internet Explorer 6 you will need to update to a newer version here. be economic if alternative work could be found. She was also tried out on the Lickey Incline in 1949-50 objected to sharing equipment, and the trial stopped. The water was very soft, so a protective layer of scale could not build up in No. Buy with … Note: After October 1927, the surface area of the boiler tubes was reduced, so reducing the total The train would continue to the main Sheffield to would then return to Wentworth Junction. These trials were unsuccessful, and so the locomotive was withdrawn in 1955 and scrapped. 5292243. No. 2395 was the only Garratt ever to serve with the LNER. Photos by Golden Age Models Limited. With the electrification of the Woodhead route and the Worsborough Bank using 1500 V dc overhead catenary, and the boiler considered to be nearing the end of its useful life,[2] the continued operation of the U1 was in some doubt in the late 1940s, but in 1949 it was decided to try the U1 on the Lickey Incline on the Ex-LMS Bristol-Birmingham route to supplement the existing 0-10-0 banker nicknamed "Big Bertha". The main traffic on the line was loaded trains carrying coal from the South Yorkshire coalfields to Lancashire. Enhance your model train set with our luxury locomotives and coaches. We were told the Beyer Garratt was coming back, this caused a lot of talk among the drivers as no one wanted to work it. Sign in to join Gladiator Model Kits sold a 7mm scale (O gauge) brass kit of the U1. I fired it a few times it was harder work because of the six cylinders but it was a lot better to ride on than most engines. Golden Age Models Limited, P.O. No. Registered No. No. Thank you Rob Daniels for the photograph of No. Once at West Silkestone Junction, No.

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