RETURN TO INDEX
PART 26 - GNR TENDER ORDERS
Largely based on the composite Doncaster Tender Order (TO) list deposited
at Hull University and now conveniently held at Hull History Centre.
In the Ivatt tender Classification, tenders were graded as follows:
It is thought that in Stirling's time new tenders were given the same numbers at the engines to which they were attached. The recording of Works tenders orders by the Drawing Office began about February 1901, with details of past and recent orders sought out and recorded. The original Drawing Office copy has not survived though it was still in existence in the mid 1960s. Two later copies have been seen, but crossings out and corrections in the original have not been faithfully copied, so the original wording has been lost. The details below are based on the version at Hull History Centre (there is another version at the NRM), corrected where possible in the light of further research. In particular two tenders at least did have their numbers switched, probably a misunderstanding of the rules. There could have been other anomalies impossible to detect at this late date.
Engine and Tender Orders were not always issued at the same time, though the quantities usually matched. However note that TO5 (10 tenders) plus TO6 (5 tenders) together covered EO209 (5 engines) plus EO211 (10 engines). Thus collectively the combined tender orders (issued 1897) covered tenders Nos. 1321-35 (built 1898), with a lengthy lead time between order and construction, which may have been essential when buying material in from outside contractors. In fact before No. 1321 was completed (June 1898), a further ten (Nos. 1341-50) had been ordered. The Tender Orders down to 1900 were as follows.
Note: Class G reused by Gresley for his 8-wheel tenders.
|1 (e)||-||A (d)||FB||3'-6"||2654||540, 435, 329, 290, 446, 466
tender order completed 12/1895
last tender attached 3/1898
engine completed 12/1896
tender order completed 12/1896
last engine also completed 12/1896
tender order completed 3/1897
last engine completed 5/1897
|2 (g)||-||A (d)||FB||3'-6"||
tender order completed 12/1897
last engine completed 8/1898
tender order completed 6/1897
last engine also completed 6/1897
tender order completed 6/1898
last engine also completed 6/1898
|5||1/7/1897||B||W||4'-0"||3675||990, 1321/22, 1323 (h), 1324-27, 266, 1328|
|13 (j)||26/10/1899||B||W||4'-0"||3670||1366-85 intended, attached to
1366-76/78-82/84, 3 spare
|15||26/10/1899||A||FB||4'-0"||3140 (m)||165/77/79/80/92, 302-04/06/08,
(a) Second-hand reconditioned tenders.
(b) In the event, the tenders intended for Nos. 400 and 1061 were crossed over. No. 400 received Class D tender T.400, and No. 1061 received Class A tender T.1061.
(c) TO6 was for five tenders, intended for Nos. 1331-35 but there were 2 tenders short, as two from TO5 had already been taken for Nos. 990 and 266 (both ordered without tenders). TO6 was accordingly increased to 7 tenders. The tender likewise taken for No. 267 was overlooked, so there were really three short (balanced by the number 1323 remaining blank).
(d) Tender type corrected to Type C 3/1922 for the survivors.
(e) These were rebuilds of older tenders. The order was apparently included in the tender order list as although the tenders had been completed, they had not all been allocated at the time the tender order numbering system was introduced (about May 1897). Presumably on this basis, they were treated as TO1. Based on notes by the late Malcolm Crawley, they were probably taken from Nos. 540 (6/1894), 435 (12/1894), 329 (2/1895), 290 (7/1895). 341A (c.7/1895), 466 (8/1895), in that order. They were then reconditioned and then probably attached to Nos. 540 (9/1894), 749 (8/1895), 290 (11/1895), 299 (2/1896), 21 (10/1897), 89 (3/1898), the last three not necessarily in that order.
(f) TO7 (four tenders) covered residue of EO208, first six of which received hybrid tenders to TO2.
(g) TO2 covered tenders first six engines of EO208. Later, TO7 (with larger diam. wheels) covered the remaining four tenders of EO208. It is probable that TO2 was originally for ten tenders, but reduced to six with the remainder transferred to TO7.
(h) Tender T.1323 attached to Class D1 4-4-0 No. 1323, in Works for a general Repair (17/3/1900 - 26/5/1900), was given to Class A5 4-2-2 No. 267 (new June 1900) and accordingly renumbered T.267. No. 1323's replacement tender, source not known, would have been second-hand. The number 1323 was never afterwards reused for a tender.
(j) TO13 was for 20 tenders for Nos. 1366-85. In due course these tenders appeared, having been delayed most likely by the ongoing industrial dispute in the engineering industry. The tenders were correctly numbered T.1366-85, but their allocation is not known. Quite likely in the meantime several of the new engines had been sent out with second-hand tenders, though steps may have been taken to rectify the situation as soon as possible. Casual visits to Works to exchange tenders need not be recorded, as the switch would take place at the Weigh House. All that is known for certain is that by the time of the c.1901 census, Nos. 1361-76/78-82/84 had acquired Class B tenders, but Nos. 1377/83/85 had Class A, which meant that at that date there were still three Class B tenders awaiting allocation (to be shared between Nos.1377/83/85, which may or may not have occurred).
(k) This was almost certainly TO14 (issued 26/10/1899), but subsequently cancelled following production delays to TO13 resulting in the decision to attach second-hand tenders to Nos. 1386-95. (Replacement TO14 was issued five months later, see table below, hence the odd dating.) It is believed that 10 Stirling Class A2 4-2-2s in sound condition were withdrawn late-1902 to mid-1903 to balance the ten "renewal" Class D1 4-4-0s which been under construction throughout 1902. The displaced tenders would have been in good condition and suitable for transfer to the new 4-4-0s. It is also believed that these tenders were then renumbered T.1386-95 (see Part 27).
(m) Water capacity reduced due to provision of a water-scoop.
Allocating numbers to tenders that agreed with the engines to which they were attached was likely to cause problems. By 1900 there had been cases of tenders not fitted to intended engines for one reason or another, and a solution was sought. It was probably a coincidence that Matthewman had died at the beginning of 1900, but at least he would not be around to argue. It was decided to seek out blocks of consecutive numbers that were allocated to tank engines, and use these for tender numbers. The next six such blocks currently available were 241-50, 270-79, 494-503, 601-10, 611-20, 621-30, and these were used for the next four Tender Orders, though the thinking behind using 270-79 before 241-50 is not understood. It was later realised that some of these "unique" numbers were being used as running numbers for new tender engines. So from 1906 future tenders numbers started at 5001.
|14||6/4/1900||B||W||6'-6" + 6'-6"||4'-0"||3670||5||270-79 (n)||R31|
|17||12/12/1901||A||FB||do||4'-0"||3000||6½ (s)||601-20 (p)||R37|
|18||19/10/1904||A||FB||6'-10½" + 6'-1½"||4'-0"||3000||6½||621-30 (p)||R43|
|21||6/9/1906||B||W||7'-0" + 6'-0"||4'-0"||3500||6½||5021-30 (q)||R54|
|49||17/2/1921||G||W||5'-3" + 5'-6"
+ 5'-3" (r)
|40||6/4/1922||B||W||7'-0" + 6'-0"||4'-0"||3500||6½||5213-22||R59|
|41||9/8/1922||G||W||5'-3" + 5'-6"
+ 5'-3" (r)
|42||9/4/1923||B||W||7'-0" + 6'-0"||4'-0"||3500||6½||5233-42||R59|
|44||29/10/1923||G||W||5'-3" + 5'-6"
+ 5'-3" (r)
(n) LDO records showed tenders T.270-79 attached to Class A5 4-2-2 Nos. 92, 100, 261-65/68-70 (in correct sequence).
(p) Willie Yeadon recorded tenders T.241-50 attached to Class C1 4-4-2 Nos. 250/52-60; and tenders T.494-503, 601-30 attached to Class K1 0-8-0 Nos. 401-40. Tenders not necessarily attached in correct sequence within a batch.
(q) LDO records showed tenders T.5021-30 attached to Class C1 4-4-2 Nos. 1422-31 (not necessarily in that order).
(r) Type G had 8 wheels. Fitted in correct sequence to Class A1 4-6-2 Nos. 1470-81, 2543-82.
(s) From TO17 onwards, self-trimming coal space.
(t) Separate drawings for tank (R66) and frame (R67)
See Part 19 for Ivatt EOs and Part 20 for Gresley EOs
RETURN TO INDEX