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68114 Dawsholm
38 of these Class G saddletanks were built by the NBR between 1882 and 1899. They were modelled on an industrial design introduced by Neilson of Glasgow in the 1870s and proved to be a useful and long lived class. Having a weight of only 28 tons and a 7 foot wheelbase enabled these engines to work in factory sidings and on docks with restricted curves. These small engines were sometimes hired out to local businesses and during World War II a pair (later 8103/9) ventured further afield, reaching Milford Haven in Wales. Two were even on loan to the LMS for four years from 1940-44.
35 engines were acquired by the LNER at Grouping and of these no less than 33 survived to become BR stock in 1948, 26 of which were attached to small wooden tenders. Despite the emergence of diesel shunters in ever-increasing numbers during the 1950s/60s, the last few Y9s clung on tenaciously with the last survivor 68095 not being withdrawn (and purchased privately) until 1962 at the ripe age of 75 years. Note the tall casing around the safety valves to take steam away from the cab front and the wooden shunters platform next to the cab steps, which was a typical feature of Scottish LNER shunting locomotives. The dumb buffers made for uncomfortable conditions for the crew during intensive shunting operations.
The engine shown in this photograph, No 68114 is seen at Dawsholm, Glasgow in May 1958, shortly after being transferred from Dundee and still carrying its Dundee 62B shedplate. Sixty years or so earlier (November 1897) she had been built at Cowlairs, and allocated to Dunfermline. In 1938 as No 9040 she was transferred to Dundee for work in the docks. All Dundee Y9s were fitted with birdcage-type spark arrestors because much of their work involved shunting vehicles containing jute destined for the local mills. When the jute industry rapidly declined during the late 1950s Dundee’s Y9s found little work and were all transferred away or withdrawn from service. In this picture, the remnants of the wire which previously secured the spark arrestor can be seen lying at the base of the chimney. No 68114 has lost the small wooden tender to which it was attached when working at Dundee but it does carry its original NB chimney rather than the unsightly stovepipes which were fitted to some unfortunate members of the class. Redundancy had caused the re-allocation to Dawsholm, where the situation was hardly different from Dundee and the engine was passed over to Kipps one year later in April 1959. Here she lingered almost 18 months before being condemned on 29th September 1960 and was finally reduced to scrap at her birthplace, Cowlairs on 17th December of the same year.
68114 Dawsholm
38 of these Class G saddletanks were built by the NBR between 1882 and 1899. They were modelled on an industrial design introduced by Neilson of Glasgow in the 1870s and proved to be a useful and long lived class. Having a weight of only 28 tons and a 7 foot wheelbase enabled these engines to work in factory sidings and on docks with restricted curves. These small engines were sometimes hired out to local businesses and during World War II a pair (later 8103/9) ventured further afield, reaching Milford Haven in Wales. Two were even on loan to the LMS for four years from 1940-44.
35 engines were acquired by the LNER at Grouping and of these no less than 33 survived to become BR stock in 1948, 26 of which were attached to small wooden tenders. Despite the emergence of diesel shunters in ever-increasing numbers during the 1950s/60s, the last few Y9s clung on tenaciously with the last survivor 68095 not being withdrawn (and purchased privately) until 1962 at the ripe age of 75 years. Note the tall casing around the safety valves to take steam away from the cab front and the wooden shunters platform next to the cab steps, which was a typical feature of Scottish LNER shunting locomotives. The dumb buffers made for uncomfortable conditions for the crew during intensive shunting operations.
The engine shown in this photograph, No 68114 is seen at Dawsholm, Glasgow in May 1958, shortly after being transferred from Dundee and still carrying its Dundee 62B shedplate. Sixty years or so earlier (November 1897) she had been built at Cowlairs, and allocated to Dunfermline. In 1938 as No 9040 she was transferred to Dundee for work in the docks. All Dundee Y9s were fitted with birdcage-type spark arrestors because much of their work involved shunting vehicles containing jute destined for the local mills. When the jute industry rapidly declined during the late 1950s Dundee’s Y9s found little work and were all transferred away or withdrawn from service. In this picture, the remnants of the wire which previously secured the spark arrestor can be seen lying at the base of the chimney. No 68114 has lost the small wooden tender to which it was attached when working at Dundee but it does carry its original NB chimney rather than the unsightly stovepipes which were fitted to some unfortunate members of the class. Redundancy had caused the re-allocation to Dawsholm, where the situation was hardly different from Dundee and the engine was passed over to Kipps one year later in April 1959. Here she lingered almost 18 months before being condemned on 29th September 1960 and was finally reduced to scrap at her birthplace, Cowlairs on 17th December of the same year.