When an engine visited Doncaster Works for repairs the Works Manager issued an Engine Repair Order (ERO), dividing into the various functions which an engine would pass through, e.g. stripping down, repairing each component, assembly, painting, weighing, etc. Thus, the cost of each function was carefully monitored. The ERO numbers were sometimes recorded in the Locomotive Drawing Office (LDO) and were on occasion used to track down a particular boiler. For example it appears the boilers being repaired and on occasion new boilers were identified with the appropriate ERO. In February 1901 (at which time boilers did not have numbers) the LDO clerk tracked down the allocations of the 20 boilers constructed to Boiler Order 532, which were known in the Boiler Shop were 532/1, 532/2, 532/3 .... to 532/20. The clerk recorded their allocations as follows:

727  729  730  731  732  733

734  755  758  759  749

850  721  323  716  793

714  183  147  754   66

  64  107  862  102   90  752


Some of these numbers were engine numbers (e.g. 714, 721, etc) but some numbers were EROs (e.g. 727, 729, 752, etc). By checking the ERO sheets he amended his list to read:

661  797            753  313

850  721  323  716  793

714  183  147  754   66

 64  147  862  102   90  538 


It was unusual for a new engine to be given a second-hand boiler. One such occasion was Ivatt's first 0-6-2T, No. 190 (new 4/1907). This engine acquired the boiler taken out of 4-4-0 No. 1372 (10/1906). The repairs to the boiler were covered by Works Order 10770.


The next surviving references to EROs were in connection with Gresley's new Class J23 0-6-0Ts, designed to make use of redundant Class L1 0-8-2T boilers. The first batch of 10 engines (EO 276, numbered from No. 157 upwards) received boilers whose conversion costs were charged to ERO 634. The second batch (EO 280, numbered from No. 168 upwards) received boilers whose conversion costs were charged to ERO 750. The final batch (EO 289, numbered from 211 upwards) received boilers whose conversion costs were shared between "Eng 158" (sic) for No. 211, ERO 872 for Nos. 212-19 and ERO 910 for No. 220. (No. 158 had received its second boiler in 4/1918 and its first boiler was used for No. 211.) Thus the costs of the boiler conversions were directly charged to the new engines.


The next reference to an ERO was for the conversion of Large Atlantic No. 1421 in 1920, and it is believed the costs were covered by ERO 899. This is interesting as it means ERO 899 (which was issued before ERO 910 covering 0-6-0T No. 220 completed 8/1919) was issued in mid-1919 although the work of converting No. 1421 did not commence until 12/3/1920.  


The first batch of larger boilered Class J23 0-6-0Ts (Nos. 221-30) appeared in 1922. They received second-hand "standard" boilers, needing minor alterations, e.g. positioning of hot water injectors.  The boiler work was charged to EROs 2084-93, which specifically related to the boilers fitted to Nos. 226/21/28/24/29/30/22/23/25/27, in that order.


Only two ERO numbers were noted in the LNER period. ERO 2362 covered the conversion in 1937 of Class W1 No. 10000 and ERO 3020 covered the conversion of Class C1 No. 3279 in 1938.




No trace of BROs have been discovered and, if such documents did exist to cover repair work to second-hand boilers, the costs would have been transferred to the appropriate ERO when a repaired boiler was next used. This ensured that more accurate costs incurred during the lifetime of a particular engine could be built up.