RETURN TO INDEX

DONCASTER WORKS

 

PART 2 - IVATT BOILER ORDERS

 (1896-1900)

 

FINAL STIRLING DEVELOPMENT

 

With certain exceptions, Stirling's largest boilers were only 4ft.-2in. or 4ft.-2½in. diameter.  However, his 174 Class 0-6-0 of 1872 (Ivatt J4) had 4ft.-5in. diameter boilers, with 11ft.-4in. long barrels and 6ft.-2in. firebox casings (Boiler drawing N36).  (The sort of boiler in fact which Stirling could have fitted to his single-wheelers had the close proximity of their driving wheels to the boiler not limited their maximum possible diameter to 4ft.-2in.).  The number of their tubes was reduced in 1892 (N61).  In 1879-80 he reboilered all ten Sturrock 270 Class 0-4-2WT (Ivatt F5), with 4ft.-5in. boilers (N40).  In 1879 he considered fitting 4ft.-5in. boilers (N42) to new 2-4-0s (Ivatt E2), but this was vetoed on the grounds of cost.  Then in 1886 he introduced 4ft.-5in. boilers (N55), as replacements for his 120 Class 0-4-4BT (Ivatt G2).  Finally, in 1895 the 1879 proposal (N42) was resurrected for his new 1021 Class 0-6-0 (Ivatt J9), though Ivatt soon produced his domed version (N77). The development is set out below.

Two weeks after Stirling's death an order was placed with Neilson & Co. for fifteen 921 Series 0-6-0ST, Nos. 1046-60.

 

DRAWINGS FOR 4ft.-5in. DIAMETER BOILERS

 

Drawing
 No.

Date

Barrel + Firebox casing
boiler tubes
Drawing title
N36 1871 11'-4" + 6'-2"
232 x 1¾"
Goods boiler. Cyls. 19" x 28"
N40 1878 10'-0" + 4'-6"
162 x 15/8"
270 to 279
N42 8/1879 10'-2" + 5'-6"
201 x 15/8"
 6'-6" passenger engines
N55 1886 9'-10" + 4'-6"
201 x 15/8"
4'-5" boiler for Metro Bogie Tank Engines to
replace old boilers
N61 1892 11'-4" + 6'-2"
207 x 1¾"
Boiler for goods engines
N65 15/1/1895 10'-1" + 5'-6"
196 x 1¾"
Boiler for Goods Engines with 4'-6" wheels
1021 to 1026
N71 18/2/1896 10-1" + 5'-6"
215 x 1¾"
Boilers for 1081- 1090
N77 7/1896 10'-1" + 5'-6"
215 x 1¾"
Standard boiler for Goods & Passenger Engines

 

The position at the time of Stirling's death (11/1895) was as follows:

Class F5. Nos. 270-79 intact, but all were withdrawn 1898-1905.  In addition, it is possible that some (perhaps all) of the 241-50 series engines acquired 4ft.-5in. diameter boilers, but the official records showed conflicting evidence.  Nos. 241A-250A were withdrawn 1898-1906.

Class G2.  13 engines still unaltered.  Then No. 248 was dealt with (12/1895).  10 more were dealt with 1896-1901, leaving Nos. 652/55 unaltered.

Class J4 intact, but all six were withdrawn 1901-06.

Class J9. Nos. 1021-30 on order. These appeared 6-7/1896.

 

STIRLING - IVATT TRANSITION

 

At the time of Stirling's death, Doncaster Works had a number of second-hand boilers available for re-use, with further new boilers on order.

 

Stirling fitted his 120 Class 0-4-4BT with larger diameter boilers (4ft.-5in. barrel diam., 9ft.-10in. barrel length, 4ft.-6in. firebox casing length) from 1886 onwards, leaving thirteen engines still to be dealt with. No. 245 was reboilered 12/1895, and meanwhile a further ten boilers had been ordered, which were fitted as follows. 

 

 Engine No.

Fitted

 

Engine No.

Fitted

531

1/1896

 

625 2/1899

628

2/1896

 

247 5/1899

657

2/1896

 

622 6/1899

159

3/1896

 

249 6/1900

246

9/1897

 

250 6/1901

 

This left Nos. 652/55 unaltered, which eventually acquired Ivatt domed 4ft.-5in. boilers instead (see BO512).

 

A new boiler (4ft.-0½in. barrel diam, 10ft. barrel length, 4ft.-10in. firebox casing length) was fitted to non-standard 0-6-0ST No. 395 (fitted perhaps 2/1897 at Doncaster Carr).  This engine was the Carr Loco Pilot, by the time that the LDO was trying to sort out the boiler business in 1901.  Under the new numbering system its boiler eventually became No. 395.  After 9/1906 it served as a stationary boiler at the Carr Wagon shops (as SB223).

 

Stirling fitted Sturrock 251 Class 2-4-0 with larger boilers (4ft.-2½in. barrel diam., 10ft. barrel length, 5ft.-4in firebox casing length) in the late ’eighties and early ’nineties, the later ones no doubt being made from steel.  The last one to be fitted was No. 259 (2/1896).  Afterwards No. 258 acquired its second larger boiler (8/1899), which was second-hand previously fitted to No. 254.

 

Stirling also fitted Sturrock 270 Class 0-4-2WT with larger boilers (4ft.-5in. barrel diam., 10ft. barrel length, 4ft.-10in. firebox casing length) around the late ’seventies.  He then started replacing them with new steel boilers, No. 271 being the first (11/1894).  It is quite likely several replacement steel boilers were built, and some could have been fitted at unrecorded dates to the rather similar 241 Class.  Between these two classes the following acquired what were apparently new boilers: Nos. 278 (10/1897), 275 (3/1898), 247A (7/1900), 245A (2/1902).  No. 275’s boiler afterwards served (as SB252) at Muskham Pumping Station (1909-41), which is an interesting link to an engine built in 1867.

 

Of great significance about this time was the extended use of boilers removed from older engines, which had either been given replacement boilers or scrapped. This practice was introduced in 1896, when some Sturrock engines were withdrawn with serviceable boilers.  The following Sturrock 0-6-0's acquired second-hand boilers.

 

Engine

No.

Boiler

fitted

Boiler
from
Boiler
No. (a)

Engine

Withdrawn

362A 5/1900 444 1741 8/1908

407

8/1900 464 407 10/1902
359A 10/1900 425 1732 5/1903
332A 1/1901 318 1731 8/1905
329 10/1901 168 1725 1/1903

419

12/1901 453 453 8/1906

448

12/1901 458 458 10/1902
408 2/1902 447 447 7/1908
411 3/1902 411 448 6/1907
192A 10/1903 448 458 (boiler off 1/1907)
304A 11/1904 454 454 11/1909
425 12/1904 359A 1732 10/1906
192A 3/1907 427A 427 1/1909

 

(a) Numbers were allocated 2/1901, but boilers only physically numbered at their next Works visit.

 

 

IVATT'S INHERITANCE

 

In May 1895, the Works Manager at Doncaster, John Shotton, died followed by Patrick Stirling on 11th November 1895.  Douglas Earle Marsh (1862-1933), the new Works Manager & Assistant Locomotive Engineer, was appointed in December 1895, whilst the new Locomotive Engineer, Henry Alfred Ivatt (1851-1923), arrived at Doncaster 1st March 1896.  Meanwhile the Acting Locomotive Engineer was Matthew Stirling.  New drawings produced in the Locomotive Drawing Office (LDO) around this time included:

 

Dwg. No.

Drawing

Type

Issue date

Barrel

Dia

 

Marked up for

N65

Boiler

15/1/1895

4'-5"

Goods engines with 4'-6" coupled wheels; 196 small tubes;

firebox grate area 16.22 sq ft; boiler pressure 160 psi

P36

General

Arrangement

15/1/1895

4'-5"

Goods engines Nos. 1021-26.

Drawing reissued 9/1896

N66

Boiler

11/1895

4'-2½"

Goods engines with 5'-0" coupled wheels

P37

General

Arrangement

11/1895

4'-2½"

Goods engines to be numbered 1031-45

N71

Boiler

18/2/1896

4'-5"

Revised version of N65.  215 small tubes; firebox grate area 17.8 sq. ft.

(by reducing the width of the foundation ring from 3" to 1¾");

boiler pressure 170 psi.

N77

Boiler

7/1896

4'-5"

Domed version of N71.  2-ring barrel, instead of the 3 rings Stirling favoured

 

The larger boiler had been instigated by Stirling, and followed through by Ivatt.

 

Ivatt would have been appointed to succeed Stirling on the strength of his intended strategy in the Locomotive Department, and he would not have wanted to waste any time whilst "working his notice" with the Great Southern & Western Railway.  It seems likely that in January 1896 orders were placed for fifty new engines, 10 each Classes D2, E1, J5, J6, J14 (here using Ivatt's later Engine Classification), presumably as proposed by Ivatt.  This gave the Locomotive Drawing Office a chance to start on the drawings, ready for when Ivatt took charge on 1st March, when he could then make certain alterations.  New features he instigated were narrow "water legs" to increase the firebox grate area, provision of washing out plugs high up the firebox sides giving access to the roof of the inner firebox for removing scale, steam to be collected from the boiler at its highest point, i.e. in a dome, with the regulator valve in the dome.  Ivatt may also have provided drawings of current G.S.& W.R. 4-4-0s with 6ft.-7in. diameter coupled wheels, as the first G.N. 4-4-0 appeared within nine months of his arrival.  There was no reference to express passenger engines at this time.  Stirling had been having trouble with his latest 1003 Class 4-2-2, and Ivatt may have been content (for the moment) to improve their boilers, while he thought of a better solution which wouldn't have a constraint on boiler diameter.

 

When Ivatt took over at Doncaster, no historical records were being kept, other than were essential for the smooth running of the company.  From the scant information available, though there is no absolute proof, the system seems to have been as follows:

 

ENGINE STOCK BOOKS covered all engines in Capital Stock, with basic data, such as engine number, type, date built, brief details of repairs in Works and important repairs at sheds, and finally date withdrawn. Details of engines built, renewed or repaired were recorded in numerical order, thus for example details for No. 100 were entered on page 100. After an engine was withdrawn a line would have been drawn across the page and if the engine number was reused then details of the new engine would be added below the line, commencing with the word "Rebuilt". A separate book was required for Duplicate List engines which would be entered randomly,

 

WORKS REPAIRS BOOKS contained more detail, essential if at a later date there was a "post mortem" enquiry into a component failure. The repair details in the Stock Books were cross-referenced to entries in  these Repairs Books.  These Repairs Books covered the earlier years as follows:

 

Book

Coverage

 

Book

Coverage

 

Book

Coverage

1

not known

 

5

1/1868-12/1870

 

9

1882-mid-1889

2

not known

6

1/1871-12/1874

10

mid 1889-mid 1892

3

not known

 

7

1/1875-mid 1879

 

11

mid 1892-1896

4

?-12/1867

 

8

mid 1879-1881

 

12

1897-December 1898

 

The sole entry for a Stirling engine mentioned in Book 4 was No. 18, “Rebuilt” and ex-works 3/1/1868.  This engine was the first one built at Doncaster, and its works plate showed 1867 as its date.  (The next two engines built, Nos. 23 and 40, similarly showed 1867 on their works plates, but were in Book 5.)

 

Examples of boilers changed at Peterborough in 1889-90 are as follows.

No. 446 (13/5/1889),

No. 311 (15/7/1889),

No. 189 (22/7/1889),

No. 126 (6/8/1889),

No. 10 (10/2/1890).

 

From January 1899 onwards Reports of Doncaster repairs were recorded in a new system starting at 1/1, going to around 1/100, then starting at 2/1, and so on. For example the repairs to Ivatt 2-2-2 No. 92 in 1916 are cross-referenced to 200/6.  From January 1901 these Reports also included repairs undertaken at the sheds. The system continued until around Report 266/18 (June 1922) when either their recording in the Drawing Office Repairs Volumes simply ceased, or a new system had been introduced.  Further examples of new boilers fitted at sheds, were as follows:

No. 803 at Ardsley (21/5/1900),

No. 664 at Ardsley (12/6/1900),

No. 872 at King's Cross (22/5/1901).

 

In addition there were probably record cards for individual engines which would be kept in engine order number. Until 1896 repair details for boilers were probably entered on the Engine Cards.  Thus information was held in the Works in both engine number order and repair date order.  Boiler record cards were introduced later, presumably some time between 1896 and 1901.

 

Accumulated mileages were being recorded for the life of each boiler (which prior to Ivatt arriving always stayed with the same engine throughout), so there could have been another simpler system running in parallel with mileage details for each engine (and thus boiler).  As an aside, lifetime mileages are recorded for example for Class F2 0-4-2: Nos. 40 (1,066,694) and 81 (1,010,494), which amounts to roughly 30,000 miles per annum, or about 80 miles per day, seven days a week.

 

ORDER NUMBERS - JANUARY 1897

 

For accountancy purposes, a new system of recording Engine Orders (EO), Stores Orders (SO), Tender Orders (TO) and Engine Repair Orders (ERO) was introduced about January 1897.  Current engine orders on the books were then numbered EO201 to EO204, boiler orders SO201 to SO206, and tender orders TO1 to TO4.  Earlier Engine and Boiler Orders whose construction had been completed needed no recognition, though there were some new boilers in stock that had not yet been allocated.  These were four domed boilers for Stirling single-wheelers (fitted between August 1897 and June 1899), and nine Ivatt domeless "standard" boilers for Stirling 0-6-0s (fitted between June 1898 and December 1899).  New boilers were either marked off to a specific EO, or (if built as replacements) to a specific ERO.

 

New Engine Orders from May 1897 were numbered from EO206 upwards, but new Boiler Orders started a new series from SO500, it having been realised there was confusion with EOs and SOs having similar numbers.

 

When the Locomotive Drawing Office (LDO) started recording details of Engine Orders in 1901 (see below) they left EO202 blank.  Presumably the clerk could find no trace of the order at that time, possibly because they could find no new boilers marked off to this Order, which there wouldn't have been if the engines concerned had received spare boilers.  The most likely solution is that it was an Order to build two new 0-6-0 saddle tanks, Nos. 111 and 155, with spare Stirling boilers.  These engines appeared in August 1897, in the same month that the two Sturrock 0-6-0STs bearing these numbers were withdrawn.  Then SO524 (dated 6th May 1899) was specifically recorded as "B.O. 524".  There may have been some confusion in the LDO around this time, as it seems more likely that the Works would had introduced the BO system with BO500, or even with SO201 at the beginning of the system.  No corroboration has been seen, either way, and it is considered more convenient and less confusing from here on to use the term BO, apart from the SO exceptions mentioned next.

 

Stores Orders also covered miscellaneous material, not directly accountable to a specific engine, possibly including spare axles, axle boxes, wheel centres, piston rods, etc.  However, SO532 covered nine miscellaneous spare boilers.  SO1007 covered the construction of ten new 4-4-0s, Nos. 1386-95, making use of spare material (but not the frames).  SO2004 (12/1900) covered the completion of ten boilers from Kitson's of Leeds.

 

BOILER NUMBERS - FEBRUARY 1901

 

For the boiler exchange system to work properly, it was necessary to keep track of all the boilers, yet for the time being they continued to remain unnumbered. It was not until around October 1900 that it was realised they had a problem.  The solution involved numbering boilers and keeping a continuous record of the engines to which they were fitted.

 

REPAIRS TO ENGINES VOLUMES - AUGUST 1901

  

In August 1901 the REPAIRS TO ENGINES VOLUMES were started in the LDO.  Details of existing engines were entered in the books by a young clerk, Walter William Lake (1875-1958), with  details perhaps copied from the ENGINE STOCK BOOKS maintained in the Works (see earlier).  Lake's instructions were simple, just copy details below the last line drawn across a page.  The current stock as at August 1901 was entered into 3 new volumes. Volume 1 covered Nos. 1 to 499 (with several blank pages), Volume 2 covered 500 to 1000 and Volume 3 covered 1001 upwards. Afterwards new engines, were entered in Volumes 1 or 2 as appropriate, if the page was blank, otherwise entered in Book 3,

 

Each entry following the last line drawn across a page was faithfully copied by Lake, including the word Rebuilt. Unfortunately many Stirling engines, mainly the early 4-2-2s (e.g. Nos. 1, 7, 8, 22, 34), had been given new frames and they too were described as Rebuilt, which was perhaps too strong a word.  At a later date someone crossed out "Rebuilt" in these Repairs Volumes and entered in pencil "New engine complete" instead.  But no attempt was made to insert the missing shopping dates.  Page 60 was blank after the line had been drawn across the earlier history and Lake probably asked what to do.  The answer was leave the page blank for future construction.  At the same time it was realised Lake had been writing the word Rebuilt and he was told from Page 61 to write "New engine complete" instead.

 

Presumably the Works continued maintaining their STOCK LISTS for their information, whilst the LDO maintained their new Repairs Volumes so as to keep track of the boilers.

 

 

RECORDING OF ENGINE, BOILER AND TENDER ORDER NUMBERS - AUGUST 1901

 

The LDO also started keeping their own copies of the Works Engine, Tender and Boiler Orders (but they did not retain the actual orders themselves).  With the boilers, the LDO copies commenced at Boiler Order 534 (issued 21st August 1900, executed 1901-02, see PART 4), which covered the first boilers to carry numbers when new, with the associated Engine Order 227 (issued 1st August 1900, see Appendix - E).  These records were subsequently kept up-to-date, practically to the end of steam.  Boiler numbers were recorded, and subsequent exchanges noted so that a close check could be kept of their allocations.  These books should have been reliable, or as reliable as a copy of a copy can be.

 

The LDO also prepared a retrospective Composite Engine/Tender/Boiler Orders book for earlier orders back to 1896.  In some cases the available information was rather sketchy and sometimes absent, so the book is neither complete nor accurate.  The various crossings out in the Boiler Order section show the difficulties encountered when looking at the renewals.  One page was allocated for each Boiler Order.  In one column was entered the boiler progress number within the order, e.g. 501/1 for the first boiler of BO501.  In column 2 were entered the numbers of the engines to which fitted that boiler was fitted (kept up-to-date to withdrawal), and in column 3 was entered its proposed (later actual) boiler number.  With replacement boilers, there was a difficulty working out which boiler went where.  They had been marked off to Engine Repair Orders, and these orders would then have to be located to work out to which engine they referred.  There were notes at the bottom of each page showing the various crossings out before the right answer was (hopefully) found.  The boiler number would be applied at its next shopping, and in most cases this was the same as the engine number in which the boiler was fitted on arrival in works.  The Composite Order Book only covered engines/boilers/tenders built at Doncaster, so ignored the following contracted out engines: 1031-45 (1896), 1046-60 (1896), 1091-1135 (1897-99), 1136-1173 (1900-01), 1181-1200 (1899-1900), 1211-15 (1897).  It also ignored Nos. 111 and 155 built at Doncaster (1897).  Apart from the latter two engines, the new engines were numbered at the upper end of the stock list, so their boiler numbers would not be confusing.  Their subsequent boiler changes could be picked up anyway in the new REPAIRS TO ENGINES VOLUMES.  The only known oddity with the contract boilers concerns Neilson 0-6-0ST No. 1054 which was reboilered in October 1900, at the very start of the numbering scheme, and the clerk showed its new boiler as being allocated 1054.  However it seems to have gone out with an unnumbered boiler, which subsequently became number 67 when later fitted to No. 970.  The late Willie Yeadon wrote "special 67" against No. 1054 in his notes, so he clearly considered that the 1900-built boiler was the one was with this special number.

 

Details of the 1896 to mid-1901 orders that appeared in the retrospective Boiler Order book are as follows.

 

Unnumbered order. 3 domeless boilers for Stirling single-wheelers, which were fitted to Nos. 234 (1/1896), 773 (3/1896) and 874 (9/1896).  The original allocations for the first two of these boiler is interesting. No. 234 was the first 2-2-2 with a steel boiler (1886), whilst No. 773 was the first 4-2-2 with a steel boiler (1885).  However, the 2-2-2 and 4-2-2 boilers were strictly not interchangeable, as their firebox casing widths differed by 1in.  But a 4-2-2 boiler could be fitted to a 2-2-2 with special provision made for wider expansion brackets on the firebox sides.  It seems likely they were originally part of an order for ten boilers, which was curtailed after plates had been cut for the first three, and restarted again after fresh drawings had been made.  Specifically, these three boilers had 3-ring barrels, but the fresh drawings showed 2-ring barrels with a dome on the 2nd ring. See next order.

 

Unnumbered order. 7 domed boilers for Stirling 4-2-2 single-wheelers.  These were fitted to Nos. 93, 776, 544, 95, 34, 22 and 221 in 1896-99.  The date of the corresponding General Arrangement drawing (Q59) for domed 4-2-2 is not known.  However, the domed boiler drawings, N69 (firebox end) and N70 (smokebox end), were both dated "Feby /96".  Hardly time for Ivatt (who arrived on 1st March 1896) to play much part in its original design, suggesting they were was drawn up with the sanction of the Acting Locomotive Engineer, Matthew Stirling. The first engine altered was No. 93, in works 19th March to 18th June 1896.  It had a larger dome than the six later engines, and the working pressure was only 170 lb./sq. in.  The later boilers were set at 175 lb.  The fitting of this boiler required the frames to be lengthened, so it was not just a routine boiler change, and there were financial considerations to be sanctioned.  There could have been detail changes made after the drawings was first issued, right up to the point of the first boiler being used.  This could explain why the first boiler used was actually the second one of the batch.  The first boiler of the batch (in No. 776) probably had to have some alterations made after it had been completed.  As fitted to No. 93 the significant changes over the previous Stirling version were as follows.  Boiler barrel length 11ft.-3in. instead of 11ft.-5in., barrel made of two concentric rings instead of three, with a dome provided on the rear ring.  Firebox casing length 6ft.-8in. (though the revised general arrangement drawing Q59 shows 6ft.-9in.) instead of 6ft.-2in.  The throat plate sloped forward so that the overall horizontal length of the casing was 7ft., whilst its actual length measured on the slope was 7ft.-2in.  The length on the slope on the inner firebox was 6ft.-8¼in.  The width of the firebox foundation ring (the "water legs") was 1¾in. instead of 3in,, thus increasing the area of the grate.  Washout plugs were provided high up on the sides of the firebox.  The first three boilers had their safety valves encased in Stirling-style brass covers, whilst the later engines had cast-iron covers, afterwards associated with Ivatt.  The General Arrangement drawing Q59 was revised January 1899, specifically for the last engine altered No. 221 which was laid up in shops throughout the first half of 1899, ex-works on 30 June 1899. 

 

 

Unnumbered order. At the beginning of 1896 a batch of 30 4ft.-5in. diameter domeless 3-ring boilers was on order: 10 for Class J9 Nos. 1021-30, 10 for Class J5 Nos. 1081-90, and ten spares for renewals for Classes J5 and J8. The order was too far advanced to be amended, once the barrel plates had been cut.  There was considerable delay in the fitting of the ten spares, as preference was meantime given to further new “standard boilers” (to drawing N77, dated July 1896) which had 2-ring barrels and domes.  The last of the spare domeless boilers was finally fitted (to No. 476) in December 1899.

 

Order 400E. 11 domed “standard” boilers, all still with the traditional brass safety valve casings. The first one was fitted to Ivatt’s first 4-4-0, Class D2 No. 400, followed by 10 for new Class E1 Nos. 1061-70.  On the same page of this retrospective boiler order book the clerk tagged on ten similar boilers built by Dubs for new Class J5 Nos. 1091-1100.  Their appearance on the same page as the earlier boilers may be nothing more than his desire to find somewhere to write down their numbers.  The page was headed 400E, presumably the identification used in connection with material for the 4-4-0, which seems to have been regarded for accountancy purposes as a Renewal.  However, the number 400 seems an unusual choice for a passenger engine, being in the goods engine number range.

 

All subsequent orders mentioned in this retrospective boiler order book had successive Boiler Order Nos. 201-06, 500-33, and these will be dealt with later.  But there were clearly other boilers either built or first used around this time, in particular as follows.

 

The last two Doncaster-built Stirling engines, 0-6-0ST Nos. 111 and 155 (became Ivatt Class J14) appeared in 1897, with boilers having 4ft.-0½in. barrel diam., 10ft.-6in. barrel length, 5ft.-6in. firebox casing length.  They were ostensibly replacements of older Sturrock engines, which in turn had also been “renewed” as 0-6-0ST in the 1860’s, then reboilered in 1881-82.  The source of the boilers for Nos. 111 and 155 is not known, but they were most likely spare boilers that had been originally ordered for general renewal purposes. It is possible these two replacements were charged to EO202, but the evidence was either absent or overlooked in 1901 when details were being sought (see earlier).

 

BOILER ORDER BOOK ENTRIES

 

As the main purpose of the recording was concerned with keeping track of future builds, the clerk saw no point wasting time tracking down obsolescent types, and the following were ignored:  Recent orders for Stirling boilers having 4ft-2½in diameter barrels (all classes), 4ft.-2in. boilers for the early 2-2-2s (Ivatt Class B5) and 4ft.-0½in. boilers for Classes J11, J15.  No 4ft.-2½in. boilers were subsequently ordered.  The 4ft.-5in. boilers for Class G2 were also ignored, though similar size boilers, however with domes, were ordered later by Ivatt.  The 4ft.-0½in. boilers continued to be ordered down to August 1911, then no more under Gresley.  In total there would be about sixty-six boilers ignored, probably ordered before Ivatt took over, and some would have been given low priority.  In particular, Ivatt's policy was to replace the 4ft.-2½in. boilers with 4ft.-5in. boilers.  The various engines that received new boilers between 1896 and 1900, unaccounted for in the Drawing Office boiler order books, were as follows:

 

Engine
Class

Engine Nos.
A2 664** (8/1896)

B5

39 (5/1897), 55 (10/1898), 63 (4/1897), 215 (2/1896)

E2

206 (7/1897), 209 (6/1898), 216 (4/1897), 263* (4/1900), 700 (10/1898), 703 (1/1897),
704 (1/1897), 706 (9/1897), 757 (7/1896)

E3

281 (1/1896), 286 (3/1899), 297 (7/1897), 299 (2/1896), 754 (9/1896)

F2

13 (3/1897), 16 (4/1898), 19 (11/1899), 65 (10/1897), 76 (6/1899), 77 (6/1898), 106 (1/1898),
243 (11/1900), 539 (4/1899)
F5 275 (5/1898), 278 (10/1897)

G2

246 (9/1897), 247 (5/1899), 504 (12/1899), 505 (3/1901), 531 (1/1896), 622 (6/1899),
625 (2/1899), 628 (2/1896), 657 (2/1896)

J2

305 (3/1896), 401* (5/1898), 418* (8/1898)
J6 101 (10/1897), 307 (2/1898), 310 (2/1896), 327 (6/1899), 644 (4/1898), 647 (4/1898), 649 (3/1898),
651 (4/1898), 718 (2/1898), 728 (6/1897)
J7 152 (9/1898), 477 (5/1896), 481 (4/1898), 482 (7/1896), 483 (8/1898)
J10 185 (11/1896), 189 (10/1896)
J15 617 (11/1896), 618 (5/1896), 674 (11/1896), 680 (10/1896), 783 (10/1896), 787 (11/1896),
805 (12/1896), 808 (12/1896)

 

* Engines 263, 401, 418 afterwards transferred to Duplicate Stock
** No. 664's 1896 boiler may have been ignored as this had been changed at Ardsley shed (6/1900) for a new boiler.  The 1896 boiler, after repairs, was the one fitted to No. 1 (9/1900), recorded at the time as being ex-664.

 

Orders in the retrospective Boiler Order Book will now be listed in the Table below, and then dealt with individually in more detail later.  Dates of issue were recorded for BO’s 500, 502-33, but the absence of dates for the others may simply be because the clerk did not bother to write them down.  For ease of cross-reference, the Engine Classes in the following table are according to the later 1900 Ivatt Classifications.  A hyphenated Ivatt Class (e.g. J17 - J16) denotes the engine classification changed as the result of the boiler change.

 

BO

BO date

EO

Ivatt Class

Engine Nos.

Remarks

- - - A2, B3 various 234, 773, 874 (domeless)
- - - A3 various 776, 93, 544, 95, 34, 22, 221 (domes)
- - - J9
J5
J6 - J5
J8
1021-30
1081-90
various
various
-
-
743, 737, 796, 724, 748, 328, 321, 848
485, 476
 400E - - D2
E1
J5
400
1061-70
1091-1100
-
-
built by Dubs

201

-

201.

D2

1071-80

 

 

202

-

-
208.

J17 - J16

J5

606

(9) new

1 rebuild, followed by:
315/16/18/29/31/32/34/36/37

203

-

203.

J12

1201-10

 

204

-

-

B4

(5) various

876, 240, 873, 871, 233

205

-

-

J15

(5) various

601, 500, 688, 620, 858

206

-

204.

D2

1301-10

 

500

19/5/1897

205.

207.

-

-

-

-

-

C2

D2

B5 - B7

E2- E1

G3 -  G4

 J5

J17 -  J16

1009/10/13-20
1311-20

(3) various

(4) various

(1) various

338

(1) various

new

new

 21, 41, 61

 89, 212, 702, 867

 763

new

 610

501

-

-

F7, G5

(2) various

629, 632

502

13/4/1897

206.

C1

990

 

503

19/5/1897

213

E1

D2

224

1341-49

 

504

19/5/1897

-

-

-

A stationary boiler for Carr New Wagon Shop,
barrel 4'-7in x 11'-0"

505

15/7/1897

209.

D1

1321-25

 

506

15/7/1897

210

A4

266

 

507

10/11/1897

-

A2

(3) various

771, 69, 94

508

13/12/1897

211

D1

1326-35

 

509

16/12/1897

212

C2

1501-10

 

510

17/12/1897

-

J15

(10) various

790, 636, 859, 693, 782, 472, 635, 803, 860, 637

511

6/1/1898

213

-

D2

E1, E4

1350

(9) various

-

866, 760, 286, 540, 707, 715, 752, 819, 894

512

30/3/1898

-

F6, G2

(10) various

248, 652, 117A, 132, 655, 118, 242, 116, 624, 122

513

12/5/1898

-

J11

 J17 (a)

(4) various

124, 167

 611, 613 (a)

514

12/7/1898

-

A2

(6) various

548, 7, 670, 778, 664, 2


(a) J17 added later

 

 

BO

BO date

EO

Ivatt Class

Engine Nos.

Remarks

515

6/1/1899

215

A5

267

 

516

8/11/1898

214

C2

1511-20

 

517

4/11/1898

219

D2

1351-60

 

518

4/11/1898

217

J5

(10) new

343-45/48-53/59-64/67/68/71/75/81

519

5/1/1899

216

D1

1336-40, 1361-65

 

520

5/1/1899

218

C1

949/50/82-89

3" wide foundation ring instead of 1¾"

(521)

19/1/1899

-

C1

(10) cancelled

probably intended for more Class C1

522

27/4/1899

-

B4

(5) various

877, 872, 236, 880, 235

523

27/4/1899

228

J14

928/27/64/79, 1054

conversions to condensing with new boilers

524

6/5/1899

-

E1, F3, G4

(10) various

764, 756, 25, 719, 759, 357, 683, 263,
99, 542

525

8/1899

-

F7, G5

(2) various

630, 502

526

26/10/1899

221

D1

1366-85

No. 1381 had 170 x 2" diam, iron tubes
remainder had 238 x 1¾" diam, copper tubes

527

26/10/1899

220

J5

(20) new

165/77/79/80/92, 302-04/06/08,
384/86-88/90/92/94/96/98/99

528

6/4/1900

222

A5

92, 100, 261-65/68-70

 

529

6/4/1900

223

C2

1521-30

 

530

21/2/1901

224

C1

271

3" wide “water legs” instead of 1¾"

-

-

225

J14

1048/50/46/47/51

conversions to condensing with their old boilers

531

6/4/1900

226

K1

401

3" wide “water legs” instead of 1¾"

532

20/6/1900

-

E1, F3, G4, J5

(20) various

See later for numbers

533

24/7/1900

-

-

-

6 vertical stationary boilers, 6'-10½" x 3'-6", sent to
 Crimpsall Mess Room, Boston, Peterborough, Doncaster Bath
 & Office, Aslockton, Pinxton (last boiler said to have been
“built Partington”)

 

Thus the basis for checking the whereabouts of a particular boiler had a shaky start due to the lost years of recording during 1896-1901.  Further discrepancies subsequently came to light.  Furthermore, as already mentioned, no interest was as yet being taken of boilers fitted to engines on the Duplicate List.

 

Before covering in more detail these earlier Boiler Orders, which were entered up retrospectively around August 1901, the following orders for domeless boilers need to be mentioned, as they did not appear in any order book.

 

Builder

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

Dubs

1031

J6

6/1896

1031

"

1032

J6

6/1896

1032

"

1033

J6

6/1896

1033

"

1034

J6

6/1896

1034

"

1035

J6

6/1896

1035

"

1036

J6

6/1896

1036

"

1037

J6

6/1896

1037

"

1038

J6

6/1896

1038

"

1039

J6

7/1896

1039

"

1040

J6

7/1896

1040

"

1041

J6

7/1896

1041

"

1042

J6

7/1896

1042

"

1043

J6

7/1896

1043

"

1044

J6

7/1896

1044

"

1045

J6

7/1896

1045

Neilson

1046

J14

7/1897

1046

"

1047

J14

7/1896

1047

"

1048

J14

7/1896

1048

"

1049

J14

7/1896

1049

"

1050

J14

7/1896

1050

"

1051

J14

7/1896

1051

"

1052

J14

7/1896

1052

"

1053

J14

7/1896

1053

"

1054

J14

7/1896

67

"

1055

J14

7/1896

1055

"

1056

J14

7/1896

1056

"

1057

J14

7/1896

1057

"

1058

J14

7/1896

1058

"

1059

J14

7/1896

1059

"

1060

J14

7/1896

1060

"

1211

J14

6/1897

1211

"

1212

J14

6/1897

1212

"

1213

J14

6/1897

1213

"

1214

J14

6/1897

1214

"

1215

J14

6/1897

1215

Doncaster

111

J14

8/1897

111

"

155

J14

8/1897

155

 

In addition, further contractor–built engines, this time with domed boilers, appeared in 1898-1901.  Briefly these were:

 

Contractor

Engine
Nos.

Ivatt
Class

Date

Final
Boiler Nos.

Dubs

1101-02

J5

1898

Same as engine

"

1103-35

J5

1899

"

Kitson

1136-60

J5

1900

"

Dubs

1163-73

J5

1901

"

 

The orders that were mentioned in the retrospective order book (which it will now be appreciated is not comprehensive) were as follows.  The number in the first column is as shown in the boiler book, and is presumably intended to be its progress number within the order.

 

BO-. 3 domeless boilers for single-wheelers, 4ft.-2in. barrel diam., 11ft.-5in. barrel length, 3-ring barrels, 6ft.-2in. firebox casing length.

 

Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

234

B3

1/1896

234

2

773

A2

3/1896

773

3

874

B4

9/1896

874

 

BO-. 7 domed boilers for single-wheelers, 4ft.-2in. barrel diam., 11ft.-3in. barrel length, 2-ring barrels, 6ft.-8in. firebox casing length.

 

Boiler
No.

Engine
No.

Ivatt
Class

Date

Safety valves

Final
Boiler No.

1

776

A3

7/1896

Stirling

773

2

93

A3

6/1896

Stirling

93

3

544

A3

5/1897

Stirling

544

4

95

A3

8/1897

Ivatt

95

5

34

A3

12/1897

Ivatt

34

6

22

A3

1/1898

Ivatt

22

7

221

A3

6/1899

Ivatt

221

 

BO-. 30 domeless boilers ordered in 3 distinct batches.

 

Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

1021

J9

2/1896

1021

2

1022

J9

2/1896

1022

3

1023

J9

2/1896

1023

4

1024

J9

2/1896

1024

5

1025

J9

2/1896

1025

6

1026

J9

3/1896

1026

7

1027

J9

3/1896

1027

8

1028

J9

3/1896

1028

9

1029

J9

3/1896

1029

10

1030

J9

4/1896

1030

11

1081

J5

9/1896

1081

12

1082

J5

10/1896

1082

13

1083

J5

10/1896

1083

14

1084

J5

10/1896

1084

15

1085

J5

10/1896

1085

16

1086

J5

11/1896

1086

17

1087

J5

11/1896

1087

18

1088

J5

11/1896

1088

19

1089

J5

11/1896

1089

20

1090

J5

12/1896

1090

21

743

J6 - J5

5/1897

743

22

737

J6 - J5

6/1898

737

23

796

J6 - J5

6/1898

796

24

724

J6 - J5

7/1898

724

25

748

J6 - J5

10/1898

748

26

485

J7 - J8

2/1899

485

27

328

J6 - J5

3/1899

328

28

321

J6 - J5

10/1899

321

29

848

J6 - J5

10/1899

848

30

476

J7 - J8

12/1899

476

 

BO “400E”. 11 boilers from Doncaster in two batches, with 10 Dubs boilers added.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

400

D2

12/1896

400

2

1061

E1

2/1897

1061

3

1062

E1

3/1897

1062

4

1063

E1

3/1897

1063

5

1064

E1

3/1897

1064

6

1065

E1

3/1897

1065

7

1066

E1

4/1897

1066

8

1067

E1

4/1897

1067

9

1068

E1

4/1897

1068

10

1069

E1

4/1897

1069

11

1070

E1

4/1897

1070

-

1091

J5

12/1897

1091

-

1092

J5

12/1897

1092

-

1093

J5

12/1897

1093

-

1094

J5

1/1898

1094

-

1095

J5

2/1898

1095

-

1096

J5

2/1898

1096

-

1097

J5

2/1898

1097

-

1098

J5

2/1898

1098

-

1099

J5

2/1898

1099

-

1100

J5

3/1898

1100

 

BO201. 10 boilers for EO201 (issued 25/1/1896).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

1071

D2

5/1897

1071

2

1072

D2

5/1897

1072

3

1073

D2

6/1897

1073

4

1074

D2

6/1897

1074

5

1075

D2

6/1897

1075

6

1076

D2

6/1897

1076

7

1077

D2

6/1897

1077

8

1078

D2

6/1897

1078

9

1079

D2

6/1897

1079

10

1080

D2

6/1897

1080

 

The boilers were intended to have the traditional Stirling brass safety valve casing, whilst for the next boiler order Ivatt cast-iron casings were to be fitted. However the safety valve casings of boilers 201/10 and 202/2 were switched, so that No. No. 1080 was the first engine with the new style casing.

 

BO202. 10 boilers almost certainly intended for EO205 (issued 18/1/1897), new 4-4-2T Nos. 1009/10/13-20. In the event, these engines received the first 10 boilers of BO500. Instead, the first boiler was used to rebuild an 0-6-0ST. A year or so later the remaining nine boilers were taken for (part) EO208 (issued 13/5/1897). The last engine of EO208 took the 23rd boiler of BO500.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

Remarks

1

606

J17 – J16

7/1897

606

 

2

315

J5

8/1898

315

New engine

3

316

J5

8/1898

316

New engine

4

318

J5

8/1898

318

New engine

5

329

J5

8/1898

329

New engine

6

331

J5

9/1898

331

New engine

7

332

J5

8/1898

332

New engine

8

334

J5

8/1898

334

New engine

9

336

J5

9/1898

336

New engine

10

337

J5

9/1898

337

New engine

 

BO203. 10 boilers for EO203 (issued 18/8/1896).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

1201

J13

3/1897

1201

2

1202

J13

3/1897

1202

3

1203

J13

9/1897

1203

4

1204

J13

9/1897

1204

5

1205

J13

9/1897

1205

6

1206

J13

10/1897

1206

7

1207

J13

10/1897

1207

8

1208

J13

10/1897

1208

9

1209

J13

10/1897

1209

10

1210

J13

10/1897

1210

 

BO204. 5 boilers for renewals. There was a controversy over their initial allocation, and the numbers shown in the Boiler order book are given in Column 2.

 

Boiler
No.

Engine No. in
Boiler Order Book

Actual
Engine No.

Ivatt
Class

Date

Final
Boiler No.

1

876

876

B3 – B4

3/1899

876

2

240

240

B3 – B4

7/1898

240

3

873

873

B3 – B4

4/1898

873

4

**237

871

B3 – B4

8/1899

871

5

233

233

B3 – B4

9/1899

233

 

** at some date, 237 was crossed out and replaced by 871. No. 237 was not altered to B4 until 1910 (see BO522 later).

 

BO205. 5 domeless boilers for renewals.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

601

J15

5/1897

601

2

500

J15

8/1897

500

3

688

J15

7/1897

688

4

620

J15

10/1897

620

5

858

J15

12/1897

858

 

BO206. 10 boilers for EO204 (issued 1896).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

1301

D2

10/1897

1301

2

1302

D2

10/1897

1302

3

1303

D2

11/1897

1303

4

1304

D2

11/1897

1304

5

1305

D2

11/1897

1305

6

1306

D2

11/1897

1306

7

1307

D2

11/1897

1307

8

1308

D2

12/1897

1308

9

1309

D2

12/1897

1309

10

1310

D2

12/1897

1310

 

BO500.  (19/5/1897) 30 boilers were ordered.  They were shown as “available for 6'-6" H or S”. This is a rare example of the use of these codes in the LDO, which codes were published by Geo. Fredk. Bird in his “The Locomotives of the Great Northern Railway” (1902).  The boilers appeared in three distinct batches, which virtually meant they were not interchangeable.  The expansion brackets at the sides of the fireboxes were positioned 2ft.-1½in., 2ft.-7¼in. and 2ft.-11½in. below the barrel centre line, respectively for new Class C2 4-4-2T (EO205, issued 18/1/1897), new Class D2 4-4-0 (EO207, issued May 1897 [either 12th or 13th, the top corner of the page had been torn off]), and finally almost certainly new Class J5 0-6-0 (EO208, issued 13/5/1897).  To speed up delivery of the last EO, 9 boilers were taken from BO202. (with expansion brackets already marked off for this class), so that boilers 500/21, 500/22, and 500/24 to 500/30 were used instead for renewals, though it should be noted that many of the renewals still appeared before the new engines.  The best laid plans often go astray.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

Remarks

1

1009

C2

2/1898

1009

 

2

1010

C2

2/1898

1010

 

3

1013

C2

5/1898

1013

 

4

1014

C2

3/1898

1014

 

5

1015

C2

10/1898

1015

 

6

1016

C2

10/1898

1016

 

7

1017

C2

10/1898

1017

 

8

1018

C2

12/1898

1018

 

9

1019

C2

12/1898

1019

 

10

1020

C2

2/1899

1020

 

11

1311

D2

3/1898

1311

 

12

1312

D2

3/1898

1312

 

13

1313

D2

4/1898

1313

 

14

1314

D2

5/1898

1314

 

15

1315

D2

4/1898

1315

 

16

1316

D2

4/1898

1316

 

17

1317

D2

5/1898

1317

 

18

1318

D2

5/1898

1318

 

19

1319

D2

6/1898

1319

 

20

1320

D2

6/1898

1320

 

21

21

B5 - B7

10/1897

21

 

22

610

J17 - J16

9/1897

610

 

23

338

J5

10/1898

338

New engine

24

212

E2 - E1

2/1899

212

 

25

867

E2 - E1

5/1898

867

 

26

41

B5 - B7

3/1898

41

 

27

61

B5 - B7

4/1898

61

 

28

89

E2 - E1

3/1898

89

 

29

763

G3 - G4

7/1898

763

 

30

702

E2 - E1

3/1898

702

 

 

BO501.  2 domeless boilers for renewals for 0-4-4T and 0-4-2T.  There was a confliction over the barrel length of the first boiler (501/1}, with the order book showing 9ft.-3in., but the allocation book showing 9ft.  I made a note (28/2/1968) that I had spotted a classification chart with the length 9ft.amended in red ink to 9ft.-3in.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

629

G5

6/1898

629

2

632

F7

5/1897

632

 

BO502 (13/4/1897).  1 boiler for new Class C1 (EO206, issued 12/5/1897).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

990

C1

5/1898

990

 

BO503 (19/5/1897).  10 boilers, original intention unknown.  They were ultimately allotted to new Class D2 (EO213 issued 6/1/1898), though subsequently the first boiler (503/1) was used as a renewal, and in due course the last engine of the order (1350) took a renewal boiler (511/1) out of BO511.

 

 Boiler
No.

Engine
No.

Ivatt

Class

Date

Final
Boiler No.

Remarks

1

224

E2 – E1

10/1898

224

 

2

1341

D2

12/1898

1341

New engine

3

1342

D2

11/1898

1342

New engine

4

1343

D2

12/1898

1343

New engine

5

1344

D2

12/1898

1344

New engine

6

1345

D2

12/1898

1345

New engine

7

1346

D2

12/1898

1346

New engine

8

1347

D2

12/1898

1347

New engine

9

1348

D2

12/1898

1348

New engine

10

1349

D2

12/1898

1349

New engine

 

BO504 (19/5/1897).  1 stationary boiler for Carr New Wagon Shop (shown as 4ft.-7in. x 11ft., working at 90 lb. psi).  It is not clear whether the barrel diameter or firebox length was 4ft.-7in.

 

BO505 (15/7/1897).  5 boilers for new Class D1 4-4-0 (EO209, issued same day).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

1321

D1

6/1898

1321

2

1322

D1

6/1898

1322

3

1323

D1

6/1898

1323

4

1324

D1

6/1898

1324

5

1325

D1

7/1898

1325

 

BO506 (15/7/1897).  1 boiler for new Class A4 4-2-2 (EO210, issued 21/2/1897).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

266

A4

10/1898

266

 

BO507 (10/11/1907).  3 domeless boilers for renewals.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

771 **

A2

7/1898

771

2

69

A2

6/1898

69

3

94

A2

5/1898

94

 

** This boiler was later fitted to 2-2-2 No. 234 (8/1904), the only example of a 4-2-2 boiler being afterwards carried by a 2-2-2.

 

BO508 (13/12/1897).  10 boilers for new Class D1 4-4-0 (EO211, issued 1/1898).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

1326

D1

10/1898

1326

2

1327

D1

10/1898

1327

3

1328

D1

10/1898

1328

4

1329

D1

11/1898

1329

5

1330

D1

11/1898

1330

6

1331

D1

11/1898

1331

7

1332

D1

11/1898

1332

8

1333

D1

11/1898

1333

9

1334

D1

11/1898

1334

10

1335

D1

11/1898

1335

 

BO509 (16/12/1897) 10 boilers for new Class C2 4-4-2T (EO212, issued 6/1/1898).

 

 Boiler
No.

Engine
No.

Ivatt

Class

Date

Final
Boiler No.

1

1501

C2

2/1899

1501

2

1502

C2

3/1899

1502

3

1503

C2

3/1899

1503

4

1504

C2

3/1899

1504

5

1505

C2

4/1899

1505

6

1506

C2

4/1899

1506

7

1507

C2

4/1899

1507

8

1508

C2

4/1899

1508

9

1509

C2

5/1899

1509

10

1510

C2

5/1899

1510

 

BO510 (17/12/1897).  10 domeless boilers for renewals.  There is a discrepancy in the allocation shown in the boiler order book (see column 2 below).

 

Boiler
No.

Engine No. in
Boiler Order Book

Actual
Engine No.

Ivatt
Class

Date

Final
Boiler No.

1

700

790

J15

4/1899

790

2

636

636

J15

8/1898

636

3

859

859

J15

6/1898

859

4

693

693

J15

6/1898

693

5

782

782

J15

4/1899

782

6

472

472

J15

5/1899

472

7

635

635

J15

6/1899

635

8

803

803

J15

4/1900

803

9

**473

860

J15

8/1900

860

10

***616

***637

J15

3/1901

637

 

** No. 473 was shopped in 1899 (no boiler change) and not shopped again until 1903.

*** 616 was crossed out and altered to read 637.

 

BO511 (6/1/1898). 10 boilers for renewals, but the first boiler (511/1} was taken for the last engine of EO213 (see BO503 earlier).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

Remarks

1

1350

D2

12/1898

1350

New engine

2

866

E2 - E1

2/1899

866

 

3

760

E2 - E1

8/1899

760

 

4

286

E3 - E4

2/1899

286

Avonside
1868 engine

5

540

E2 - E1

5/1899

540

 

6

707

E2 - E1

7/1899

707

 

7

715

E2 - E1

8/1899

715

 

8

752

E2 - E1

4/1899

752

 

9

819

E2 - E1

10/1899

819

 

10

894

E2 - E1

10/1899

894

 

 

BO512 (30/3/1898) 10 boilers for renewals.  At the time this retrospective order book was being compiled, only 512/6 and 512/10 and been fitted.  Two, 512/4 and 512/8, were spare, with the remainder (apparently) not yet assembled.  When 512/2 was completed and fitted to No.  654 it was given the “special number 254”, which was a boiler number not otherwise allocated.  The remaining boilers when finally used were given the next available numbers in the main list.  A note was made (dated April 1908) that 512/1, 512/7 and 512/9 were in stock, so evidently they were not always assembled to order, but could hang around unused for several years, and certainly for at least 5 years as in the case of 512/7.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

248

G2

12/1912

7192

2

652

G2

9/1905

254

3

117A

F4 – F6

2/1907

6822

4

132

F4 – F6

12/1904

1757

5

655

G2

2/1907

6823

6

118

F4 – F6

10/1899

118

7

242

G2

3/1913

7193

8

116

F4 – F6

6/1902

1714

9

624

G2

12/1909

7005

10

122

F4 – F6

10/1900

122

 

BO513 (12/5/1898).  4 domeless boilers for renewals, with 4ft.-10in. firebox casing length for Class J11. Only two built initially, the last two much later with 4ft.-6in. firebox casing length for Class J17.  

 

 Boiler
No.

Engine No. in
Boiler Order Book

Actual
Engine Nos.

Ivatt
Class

Dates

Final
Boiler No.

1

124

124

J11

2/1899-11/1905

124

2

167

167

J11

5/1899-6/1904

167

3

611

611

J17

2/1908-1/1928

6876

4

613

613

J17

9/1910-11/1925

7031

 

 

BO514 (12/7/1898).  6 domeless boilers for renewals.  There were slight discrepancies in the boiler allocations shown in the order book (see column 2 below).

 

 Boiler
No.

Engine No. in
Boiler Order Book

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

548

548

A2

3/1899

548

2

7

7

A2

6/1899

7

3

670

670

A2

7/1899

670

4

**98

778

A2

8/1900

778 ****

5

***549

664

A2

9/1900

664

6

-

2

A2

12/1900

2

 

** 98 crossed out (engine withdrawn 5/1900) and replaced by 778.

*** 549 crossed out and replaced by 164, crossed out replaced by 664.

**** Boiler 778 was fitted to Stirling No. 1 (5/1925)

 

 
  Stirling No. 1 in the old York Railway Museum
(May 1967)
photo by Kenneth H. Leech
(his wife Gladys is on the left)

 

 

 
Stirling No. 1 at Doncaster Works Centenary Celebration
(20 September 1953)
photo by the author
  Stirling No. 1 at Doncaster Works Sesqui-Centenary Celebration
(27 July 2003)
photo by the author

 

 

BO515 (6/1/1899).  1 boiler for new Class A5 4-2-2 (EO215, issued previous day 5/1/1899).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

267

A5

5/1900

267

 

BO516 (8/11/1898).  10 boilers for new Class C2 4-4-2T (EO214, issued 13/8/1898).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

1511

C2

8/1899

1511

2

1512

C2

8/1899

1512

3

1513

C2

8/1899

1513

4

1514

C2

9/1899

1514

5

1515

C2

10/1899

1515

6

1516

C2

10/1899

1516

7

1517

C2

10/1899

1517

8

1518

C2

10/1899

1518

9

1519

C2

11/1899

1519

10

1520

C2

11/1899

1520

 

BO517 (4/11/1898).  10 boilers for new Class D2 4-4-0 (EO219, issued 22/2/1899).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

1351

D2

11/1899

1351

2

1352

D2

11/1899

1352

3

1353

D2

11/1899

1353

4

1354

D2

12/1899

1354

5

1355

D2

12/1899

1355

6

1356

D2

12/1899

1356

7

1357

D2

12/1999

1357

8

1358

D2

12/1899

1358

9

1359

D2

12/1899

1359

10

1360

D2

12/1899

1360

 

BO518 (4/11/1898).  20 boilers for new Class J5 0-6-0 (EO217, issued 5/1/1899).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

343

J5

7/1899

343

2

344

J5

7/1899

344

3

345

J5

7/1899

345

4

348

J5

7/1899

348

5

349

J5

7/1899

349

6

350

J5

7/1899

350

7

351

J5

7/1899

351

8

352

J5

7/1899

352

9

353

J5

7/1899

353

10

359

J5

7/1899

359

11

360

J5

7/1899

360

12

361

J5

6/1899

361

13

362

J5

6/1899

362

14

363

J5

8/1899

363

15

364

J5

8/1899

364

16

367

J5

8/1899

367

17

368

J5

9/1899

368

18

371

J5

8/1899

371

19

375

J5

9/1899

375

20

381

J5

9/1899

381

 

BO519 (5/1/1899).  10 boilers for new Class D1 4-4-0 (EO216, issued same day 5/1/1899).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

1336

D1

9/1899

1336

2

1337

D1

10/1899

1337

3

1338

D1

10/1899

1338

4

1339

D1

10/1899

1339

5

1340

D1

10/1899

1340

6

1361

D1

11/1899

1361

7

1362

D1

10/1899

1362

8

1363

D1

10/1899

1363

9

1364

D1

11/1899

1364

10

1365

D1

11/1899

1365

 

BO520 (5/1/1899).  10 boilers for new Class C1 4-4-2 (EO218, issued next day 6/1/1899).  Three of these boilers (989/86/83) were latterly fitted to LNER Classes Q1 and Q2 Nos. 3417 (3/1924), 3418 (8/1924), 3435 (5/1925), for which they would need to have had new shallow firebox casings fitted.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

949

C1

3/1900

949

2

950

C1

4/1900

950

3

982

C1

4/1900

982

4

983

C1

5/1900

983

5

984

C1

6/1900

984

6

985

C1

6/1900

985

7

986

C1

5/1900

986

8

987

C1

5/1900

987

9

988

C1

6/1900

988

10

989

C1

6/1900

989

 

BO521 (19/1/1899).  10 boilers (for new Class C1 4-4-2, possibly in anticipation of a forthcoming order).  The BO was then cancelled, and in due course replaced by BO544.

 

BO522 (27/4/1899).  5 boilers for renewals.  At the time this retrospective order book was being compiled (August 1901), only 522/2 had been fitted.  Presumably the other numbers were gradually entered as the information was received, and these entries shown in the boiler order book were as shown in column 2.  The likely (complete) actual allocations are shown in column 3.

 

 Boiler
No.

Engine No. in
Boiler Order Book

Engine
Nos.

Ivatt
Class

Dates

Final
Boiler No.

1

231

877

233

B3 - B4

B4

11/1901-7/1906

5/1910-4/1913

1422

2

**235

872

117

3175

B3 - B4

L1

J23

5/1901-6/1907

11/1911-1921

12/1924-9/1932

872

3

236

236

872

237

B3 - B4

B4

B3 – B4

3/1903-4/1907

6/1907-5/1910

9/1910-12/1913

1753

4

***229

880

B3 - B4

5/1903-8/1911

1754

5

877

235

B3 - B4

8/1902-12/1913

1745

 

** 235 crossed out and replaced by “872”.  [No. 235 received boiler 522/5]

***229 crossed out.  [This engine remained Class B3]

 

The boilers were made to drawing N88, with 2-ring barrels, and the dome located on the first ring.  At the time of the survey of spare boilers in stock, construction had not yet started of the 3rd and 4th boilers (the 5th having just been completed, out of sequence), hence they were allocated numbers 1753/54 towards the end of the 17XX series.  Meanwhile a new drawing (N119 dated 20/10/1902) was issued for yet another batch of boilers for single-wheelers, with however 3-ring barrels to make use of {short length) steel plate remaining in stock suitable for 8ft.  singles (see BO537).  It is unlikely this new drawing had any bearing on the construction of the final boilers to be built of BO522, as there wouldn’t have been sufficient material left to complete BO537.

 

BO523 (27/4/1899).  5 domeless boilers for conversions to condensing (presumably to EO225, eventually issued 12/1899).  However the five engines which were converted shortly afterwards (Nos. 1048/50/46/47/51) retained their original boilers as the new ones were not ready. Later (probably September 1900) when the new boilers were ready, a further Engine Order was issued (EO228) for 5 more conversions, but using these new boilers.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

928

J14

9/1900

928

2

927

J14

10/1900

927

3

964

J14

10/1900

964

4

979

J14

11/1900

979

5

1054

J14

10/1900

1054

 

BO524 (6/5/1899).  10 boilers for renewals.  By the time their boiler numbers were allocated, No. 263 had become 263A hence its 17XX number.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

764

G3 - G4

1/1900

764

2

756

E2 - E1

1/1900

756

3

25

F2 - F3

2/1900

25

4

719

E2 - E1

3/1900

719

5

759

E2 - E1

9/1900

759

6

357

F2 - F3

10/1900

357

7

683

G3 - G4

9/1900

683

8

263

E2 - E1

4/1900

1710

9

99

E2 - E1

9/1900

99

10

542

E2 - E1

10/1900

542

 

BO525 (8/1899). 2 domeless boilers for renewals.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

630

G5

1/1900

630

2

502

F7

12/1903

1756

 

BO526 (26/10/1899).  20 boilers for new Class D1 4-4-0 (EO221, issued same day).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

1366

D1

10/1900

1366

2

1367

D1

10/1900

1367

3

1368

D1

10/1900

1368

4

1369

D1

10/1900

1369

5

1370

D1

11/1900

1370

6

1371

D1

11/1900

1371

7

1372

D1

11/1900

1372

8

1373

D1

11/1900

1373

9

1374

D1

12/1900

1374

10

1375

D1

12/1900

1375

11

1376

D1

12/1900

1376

12

1377

D1

1/1901

1377

13

1378

D1

1/1901

1378

14

1379

D1

1/1901

1379

15

1380

D1

11/1900

1380

16

1381

D1

1/1901

1381

17

1382

D1

11/1900

1382

18

1383

D1

12/1900

1383

19

1384

D1

12/1900

1384

20

1385

D1

12/1900

1385

 

BO527 (26/10/1899).  20 boilers for new Class J5 0-6-0 (EO220, issued same day).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

165

J5

4/1900

165

2

177

J5

5/1900

177

3

179

J5

6/1900

179

4

180

J5

5/1900

180

5

192

J5

5/1900

192

6

302

J5

5/1900

302

7

303

J5

5/1900

303

8

304

J5

6/1900

304

9

306

J5

6/1900

306

10

308

J5

7/1900

308

11

384

J5

8/1900

384

12

386

J5

7/1900

386

13

387

J5

7/1900

387

14

388

J5

8/1900

388

15

390

J5

7/1900

390

16

392

J5

8/1900

392

17

394

J5

7/1900

394

18

396

J5

6/1900

396

19

398

J5

7/1900

398

20

399

J5

8/1900

399

 

BO528 (6/4/1900).  10 boilers for new Class A5 4-2-2 (EO222, issued 1/8/1900).  The boiler in No. 92 was afterwards allocated the number 1709 as the boiler in Class B1 2-2-2 No. 92A had already been allocated the number 92.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

92

A5

6/1901

1709

2

100

A5

6/1901

100

3

261

A5

6/1901

261

4

262

A5

6/1901

262

5

263

A5

6/1901

263

6

264

A5

6/1901

264

7

265

A5

9/1901

265

8

268

A5

10/1901

268

9

269

A5

10/1901

269

10

270

A5

10/1901

270

 

BO529 (6/4/1900).  10 boilers for new Class C2 4-4-2T (EO223, issued same day).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

1521

C2

6/1901

1521

2

1522

C2

6/1901

1522

3

1523

C2

6/1901

1523

4

1524

C2

10/1901

1524

5

1525

C2

8/1901

1525

6

1526

C2

9/1901

1526

7

1527

C2

6/1901

1527

8

1528

C2

11/1901

1528

9

1529

C2

10/1901

1529

10

1530

C2

11/1901

1530

 

BO530 (21/2/1901).  1 boiler for new Class C1 4-4-2 (EO224, issued 15 months earlier, 24/11/1899).  The late ordering date is unexplained.  It could be that Order numbers (BO, EO and TO) could be allocated in advance, with the actual order issue being delayed by last minute changes to the design holding up completion of the necessary drawings.

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

271

C1

7/1902

1743

 

BO531 (6/4/1900).  1 boiler for new Class K1 0-8-0 (EO226, issued same day).

 

 Boiler
No.

Engine
No.

Ivatt
Class

Date

Final
Boiler No.

1

401

K1

2/1901

401

 

BO532 (20/6/1900).  20 boilers for renewals.  At the time this retrospective order book was being compiled, this order was not quite completed.  The allocations were mixed with many crossings out.  Some of the numbers originally entered were Engine Repair Order numbers (ERO), which were then amended after tracking down which engine related to which ERO.  Two other ERO’s entered were 730 and 731, against which the relevant engine numbers were not cross-referenced.  However, the relationship to the progress Nos. in Column 1 may not be correct.

 

 Boiler
No.

ERO No. in

Boiler Book

Actual
Engine No.

Ivatt
Class

Date

Final
Boiler No.

1

729

797

J6 - J5

1/1901

797

2

 

714

E2 - E1

3/1901

714

3

 

183

J6 - J5

2/1901

183

4

 

147

J6 - J5

3/1901

147

5

 

754

E2 - E1

3/1901

754

6

727

661

G3 - G4

3/1901

661

7

 

66

F2 - F3

4/1901

1752

8

 

64

F2 - F3

4/1901

64

9

 

107

F2 - F3

4/1901

107

10

 

862

E2 - E1

5/1901

862

11

 

102

J6 - J5

6/1901

102

12

 

90

E2 - E1

6/1901

90

13

749

793

J6 - J5

7/1901

793

14

734

850

J6 - J5

8/1901

1701

15

758

323

J6 – J5

10/1901

1423

16

733

313

J6 - J5

11/1901

1424

17

755

721

J6 - J5

10/1901

1425

18

759

716

J6 – J5

11/1901

1426

19

732

753

E2 - E1

11/1901

1427

20

752

538

F2 - F3

2/1902

1702

 

BO533 (24/7/1900).  6 vertical stationary boilers.

 

 Boiler
No.

Location

Date

SB
No.

1

Crimpsall Mess Room

/1902

SB63

2

Boston

/1902

SB64

3

Peterborough

/1902

SB65

4

Doncaster Bath & Office

/1903

SB66

5

Aslockton

4/1903

?SB67

6

Pinxton

4/1903

SB68

 

See Part 4 for later Boiler Orders

 

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