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 Nos. 270-79 intact, but all were withdrawn 1898-1905.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  Nos. 241A-250A were withdrawn 1898-1906.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Class J4 intact, but all six were withdrawn 1901-06.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) various338(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.

BoilerNo.	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).

BoilerNo.	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.

<tbody/thead

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.	EngineNo.	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	Actual 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)

 

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 No.	Ivatt Class	Date	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	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