More Pre-Grouping Wagons in 4mm - the D299 appreciation thread.

[Grahams]

51 minutes ago, Compound2632 said:

Graham's LMS numberplate:

 

 

Midland numberplate:

 

 

[Embedded link to catalogue image of MRSC 11448.]

 

Obviously much more rounded top corners on the LMS plate - the tighter corners on the Midland plate give room for the word MIDLAND. 

I should have written 1.75 inch dia corners on the RCH drawing. The Midland drawing has 1 inch dia corners. That's why they look so different. 

The RCH drawing says "for Railway Companies Wagons" and is drawn with LNER letters. 

Indeed the slightly wider (0.25 inch) Midland plate with the smaller radius corners would have given more room for the word MIDLAND. I am not sure if that is the reason. 

Stephen the Midland plate you illustrate seems to have mounting slots rather than square holes which is interesting. 

I have many pictures of wagon plates and there are very many variations in the outer shapes, letter and number shapes and positions. The pattern shops made wagon plates with a degree of freedom! 

Does anyone know if the Midland was the first to use the D shape? 

[Compound2632]

15 minutes ago, Grahams said:

Does anyone know if the Midland was the first to use the D shape? 

 

I believe it was, and I don't think any other company was using it before 1923, which was the point of my comment that led us down this informative burrow. (But I will be interested if corrected!)

 

So for the moment I read this as the continuing influence of the Litchurch Lane drawing office on RCH drawings. Having discovered that Clayton was responsible for the drawings for the 1887 specification*, I'm curious to know where subsequent RCH drawings were made but haven't got that far in the RCH Locomotive, Carriage & Wagon Superintendents Committee minutes.

 

*Excepting those for iron underframes, farmed out to William Dean.

Edited February 4 by Compound2632

[billbedford]

4 hours ago, Grahams said:

The dimensions are on the drawings,  not from measurements. The plates are not machined at all, so what do you mean by finished? 

 

What is not often clear is what the DO practices were when these drawings were made. The shrinkage rate for White Cast Iron is around 2%. Therefore, the Midland drawing appears to be one for the patternmaker, including the shrinkage allowance. The RCH drawing, on the other hand, shows the nominal dimensions. This would have been distributed around the wagon works of various companies, who could then decide to either redraw it to include the shrinkage allowance or accept a slightly smaller than nominal plate. The fact that the drawing shows an elongation of the two fixing holes suggests that either was possible.

 

 These plates were sand-cast, and the sprue/runners would have to be removed from the backs. This was most likely done by grinding on a wheel, and the grinder would then be expected to make good any minor defects on the plate edge. 

[MrWolf]

I saw these two at Bolton toy and model fair this morning and noting the similarity in shape thought I'd share them. Almost as though the foundry had repurposed the LMS pattern block.

 

Note the reinforcement cast around the bolt holes on the Met-Cam version.

 

[Compound2632]

44 minutes ago, MrWolf said:

I saw these two at Bolton toy and model fair this morning and noting the similarity in shape thought I'd share them. Almost as though the foundry had repurposed the LMS pattern block.

 

Both using patterns made by reference to the RCH drawing, I suppose.

[MrWolf]

9 minutes ago, Compound2632 said:

 

Both using patterns made by reference to the RCH drawing, I suppose.

 

Thanks, a standard wagon plate across all makers and operators would make sense as everything headed towards nationalisation.

 

Spotting those was too much of a coincidence having read this thread about ten minutes before I went out this morning not to take a photograph.

[37Oban]

23 hours ago, Mol_PMB said:

Interesting rooves on these vans - are they insulated and with ice-boxes? Are those lumps of meat being slung by the crane?

 

Hi,

definitely animal carcases, although I can't be certain as to what they are:  pig, sheep or even calves.  Before WW2 farm stock was allowed to grow larger than to day, especially sheep and pigs, until being processed for our comsumption.  If they are being imported I wonder where they were from?

 

Roja

[Mol_PMB]

2 minutes ago, 37Oban said:

Hi,

definitely animal carcases, although I can't be certain as to what they are:  pig, sheep or even calves.  Before WW2 farm stock was allowed to grow larger than to day, especially sheep and pigs, until being processed for our comsumption.  If they are being imported I wonder where they were from?

 

Roja

At the time, Manchester was linked by ship to many parts of the world so it's hard to narrow it down. I know that Manchester Liners had at least one vessel built specially for the meat trade with South America, but all their ships had some temperature-controlled compartments for meat. Manchester Liners mainly served Canada and the USA but there were other shipping lines connecting Manchester to the Mediterranean, Africa, India, the middle and far East, and Australasia.

 

 

 

[Chas Levin]

On 03/02/2024 at 18:25, Mol_PMB said:

Probably not D299's, but here's a nice selection of pre-grouping wagon photos on Manchester Docks, thanks to Manchester Archives on Flickr...

 

What a fascinating series, thanks for posting!

 

I noticed that quite a few wagons in various shots appeared to have unsecured loads - the very first photo, for instance, where the nearest three wagons don't seem to have any ropes. The further pair in that first photo look like they're in the process of being sheeted over, so were the nearest three perhaps yet to be fully roped and/or sheeted?

 

I also thought perhaps the various other unsecured ones might be either awaiting securing or awaiting unloading, given that these photos are in goods yards: does that sound right?

[Axholme Wanderer]

Hi all, I’ve been pointed towards this thread as I’m trying to track down the diagram of a MR van going solely of the running number of 114195 and the date it was involved in an accident (9th October 1912), a photo exists of a D357 with the running number of 114193 but I’ve been told 114195 might not necessarily be a D357, any help would be very much appreciated

 

cheers

[Compound2632]

11 hours ago, Axholme Wanderer said:

Hi all, I’ve been pointed towards this thread as I’m trying to track down the diagram of a MR van going solely of the running number of 114195 and the date it was involved in an accident (9th October 1912), a photo exists of a D357 with the running number of 114193 but I’ve been told 114195 might not necessarily be a D357, any help would be very much appreciated

 

What accident was this? Are there any other wagon numbers listed? Railways Archive doesn't list an accident for this date, so presumably it wasn't the subject of a Board of Trade report:

https://www.railwaysarchive.co.uk/eventlisting.php?page=4&startYear=1912&acctype=all&submit=Go&showSearch=true

 

My short answer is that I am reasonably confident that this is a covered goods wagon of the same diagram and lot as No. 114193. My reasoning is as follows:

 

The number series 114xxx was mostly taken up by wagons built as additions to stock around 1892/3:

• Three additional boiler trucks were authorised in March 1892, these being built to Lot 296. In the diagram book, these are D310 and the numbers are recorded as 114118-114120 (the other numbers on the diagram being safely assigned to other lots).
• Thirty additional refrigerator meat vans were authorised in November 1892, built to Lot 305, which had in fact been entered in the Lot List on 30 September 1892. These became D370 in the diagram book. No. 114128 was the subject of an official photo, DY6523, [Midland Wagons plate 212] and No. 114148 was recorded as a refrigerator meat van in the Board of Trade report on an accident at Whitacre in 1903, so it seems reasonable to surmise that these thirty were numbered 114121-114150.
• 250 additional covered goods wagons were authorised in January 1893; these would, logically, have been numbered 114151-114400. The Lot List records Lot 309, entered on 1 December 1892, as consisting of fifty 6" higher than previous lots and 170 12" higher than previous lots, though still built to the same drawing, Drg. 401, and Lot 311, entered on 1 February 1893, for fifty to a new drawing, Drg. 981, these being the first of the 16' 6" vans. When the diagram book was compiled (c. 1907? - extant copies are from c. 1914) these became diagrams D356, D357, and D362 respectively. That's a total of 270 vehicles, of which 250 had been authorised as additions to stock so the balance of 20 would have been built as renewals of worn-out vehicles. The official photos of these wagons, DY6525, DY6540, and DY6539 respectively, show wagons Nos. 9012, 114193, and 114351 [Midland Wagons plates 178, 179, and 184]. Thus at least one of the D356 wagons was a renewal. Taking a punt on all twenty renewals being D356, noting that Lot 309 was raised before the additional wagons were authorised. This would give thirty D356 wagons numbered 114151-114180, 170 D357 wagons numbered 114181-114350, and fifty D362 wagons numbered 114351-114400, assuming that the three series were built and numbered in order without overlap! This at least fits with the known numbers and would make the official photo of No. 114351 a photo of the first of the new type. Other numbers within this range of which I have note are: 114215, a van recorded as received at Uttoxeter in July 1914 [MRSC 88-4/721/4235/02]; 114298, a D664 covered goods wagon in two photos I haven't seen [MRSC 88-G4/17-01 & -02], built 1912-13 as a renewal, roughly in line with renewal after 20-ish years; 114393, a 16' 6" covered goods wagon seen in a photo at Burton, after 1905 [MRSC 60286]; and 114393, recorded on a wagon label for a load of malt from Bedford to East Croydon on 21 October 1907 [MRSC 14189] - malt seems the sort of thing that would go in a covered wagon!
• 500 additional goods wagons were authorised in May 1893, these being end-door 8-ton wagons, D351, Lot 319, which, following on from the above, would have taken numbers 114401-114900. In this range I have: 114420, a goods wagon listed as damaged in the BoT report on an accident at Metropolitan Junction in 1900, where it was in a Midland train from Childs Hill to Hither Green; 114551 and 114640, at Uttoxeter in July 1914; 114609, wagon label for an unknown consignment from Chapeltown to Irlam on 21 August 1895 [MRSC 14067]; 114628, delivering coal from St Johns Colliery, Normanton, to Skipton Gas Co. on Christmas Eve 1897 [Skipton Mineral Inwards Ledger, MRSC 28948]; and 114859, from a missing open wagons circular of 24 April 1917 [Midland Record No. 35 p. 95].  
• Four match wagons for 15-ton steam cranes, Lot 321 of June 1893, for which I've not traced authorisation - perhaps bundled in with the cranes themselves. These are known to have been numbered 114903-114906 [Midland Record No. 2 p. 54].
• Fifty additional refrigerator vans authorised in March 1894, built to Lot 333 which was for 51 such and entered in the Lot List in late February 1894. These would logically be numbered 114907-114956; I have no record of numbers in this range but No. 114970 was a D395 refrigerator meat van of 1910-11, according to a Ken Werrett drawing (treat with caution) so might be a renewal of one of those, if the number block was slightly later. 

At 31 December 1893, the total capital stock of wagons (excluding goods brake vans, numbered in a separate series) was 111,435. That additions to stock were being numbered in a range some 3,000 higher than that probably reflects a duplicate stock of around 3,000 wagons. These were wagons that had been officially renewed - replacement wagons built - but remaining in traffic and retaining their original numberplates, i.e. the renewed wagons had taken new numbers. This might affect the reasoning above, or at least account for some of the gaps. For instance, the match wagons 114903-6 might actually have been accounted for as renewals.

 

Nevertheless, I am reasonably confident that No. 114195 is a sibling of 114193, from that first batch of D357 covered goods wagons of Lot 309. This confidence arises from it being an addition to stock rather than a renewal. If your number had been, say, 9014, I would have said that the photo of D356 covered goods wagon 9012 was no evidence for what type 9014 was!

 

Sources:

Litchurch Lane Lot List, as reproduced as Appendix 2 in R.J. Essery, Midland Wagons (OPC, 1980).

MR Carriage & Wagon Committee Minute Books Nos. 6 & 7, TNA RAIL 491/255 & 256.

Midland Railway Study Centre (MRSC), various items listed by their catalogue number. 

D. Hunt, 'MR 15-ton Steam Cranes', Midland Record No. 2 pp. 51-55 (Wild Swan Publications, no date).

Returns of Working Stock, MR Half-Yearly Reports and Accounts, TNA RAIL 1110/330.

Edited February 5 by Compound2632
Date corrected

[MrWolf]

Truly impressive.

[41516]

29 minutes ago, Compound2632 said:

114215, a van recorded as received at Uttoxeter in July 2014

 

Tail traffic behind a Sprinter does sound like the kind of thing East Midlands Trains would do on the Derby-Crewe line....

[Compound2632]

14 minutes ago, 41516 said:

Tail traffic behind a Sprinter does sound like the kind of thing East Midlands Trains would do on the Derby-Crewe line....

 

Corrected in post. Uttoxeter received a van from Somers Town two or three times a week, so it was evidently a scheduled turn; 114215 turns up once. Unfortunately the transcript i have doesn't give exact dates.

 

Of the other two Uttoxeter wagons noted, 114551 came from Kettering loaded with 'pig' and  114640 came in company with 86614 carrying barrels from Bristol. As previously discussed, 'pig' is in this case probably not a live porker but pig iron, especially in view of the station in origin. So to my mind moth loads imply open wagons. 

Edited February 5 by Compound2632

[Compound2632]

24 minutes ago, MrWolf said:

Truly impressive.

 

Simply evidence of a disordered brain with a compulsion to numerology!

[MrWolf]

37 minutes ago, Compound2632 said:

 

Simply evidence of a disordered brain with a compulsion to numerology!

 

Don't knock it, my other half claims that a similar affliction gained her a doctorate! 

[billbedford]

57 minutes ago, Compound2632 said:

 

Simply evidence of a disordered brain with a compulsion to numerology!

 

Does that help with lottery numbers?

[Compound2632]

1 minute ago, billbedford said:

Does that help with lottery numbers?

 

I wouldn't bet on it.

[Axholme Wanderer]

2 hours ago, Compound2632 said:

 

What accident was this? Are there any other wagon numbers listed? Railways Archive doesn't list an accident for this date, so presumably it wasn't the subject of a Board of Trade report:

https://www.railwaysarchive.co.uk/eventlisting.php?page=4&startYear=1912&acctype=all&submit=Go&showSearch=true

 

My short answer is that I am reasonably confident that this is a covered goods wagon of the same diagram and lot as No. 114193. My reasoning is as follows:

 

The number series 114xxx was mostly taken up by wagons built as additions to stock around 1892/3:

• Three additional boiler trucks were authorised in March 1892, these being built to Lot 296. In the diagram book, these are D310 and the numbers are recorded as 114118-114120 (the other numbers on the diagram being safely assigned to other lots).
• Thirty additional refrigerator meat vans were authorised in November 1892, built to Lot 305, which had in fact been entered in the Lot List on 30 September 1892. These became D370 in the diagram book. No. 114128 was the subject of an official photo, DY6523, [Midland Wagons plate 212] and No. 114148 was recorded as a refrigerator meat van in the Board of Trade report on an accident at Whitacre in 1903, so it seems reasonable to surmise that these thirty were numbered 114121-114150.
• 250 additional covered goods wagons were authorised in January 1893; these would, logically, have been numbered 114151-114400. The Lot List records Lot 309, entered on 1 December 1892, as consisting of fifty 6" higher than previous lots and 170 12" higher than previous lots, though still built to the same drawing, Drg. 401, and Lot 311, entered on 1 February 1893, for fifty to a new drawing, Drg. 981, these being the first of the 16' 6" vans. When the diagram book was compiled (c. 1907? - extant copies are from c. 1914) these became diagrams D356, D357, and D362 respectively. That's a total of 270 vehicles, of which 250 had been authorised as additions to stock so the balance of 20 would have been built as renewals of worn-out vehicles. The official photos of these wagons, DY6525, DY6540, and DY6539 respectively, show wagons Nos. 9012, 114193, and 114351 [Midland Wagons plates 178, 179, and 184]. Thus at least one of the D356 wagons was a renewal. Taking a punt on all twenty renewals being D356, noting that Lot 309 was raised before the additional wagons were authorised. This would give thirty D356 wagons numbered 114151-114180, 170 D357 wagons numbered 114181-114350, and fifty D362 wagons numbered 114351-114400, assuming that the three series were built and numbered in order without overlap! This at least fits with the known numbers and would make the official photo of No. 114351 a photo of the first of the new type. Other numbers within this range of which I have note are: 114215, a van recorded as received at Uttoxeter in July 1914 [MRSC 88-4/721/4235/02]; 114298, a D664 covered goods wagon in two photos I haven't seen [MRSC 88-G4/17-01 & -02], built 1912-13 as a renewal, roughly in line with renewal after 20-ish years; 114393, a 16' 6" covered goods wagon seen in a photo at Burton, after 1905 [MRSC 60286]; and 114393, recorded on a wagon label for a load of malt from Bedford to East Croydon on 21 October 1907 [MRSC 14189] - malt seems the sort of thing that would go in a covered wagon!
• 500 additional goods wagons were authorised in May 1893, these being end-door 8-ton wagons, D351, Lot 319, which, following on from the above, would have taken numbers 114401-114900. In this range I have: 114420, a goods wagon listed as damaged in the BoT report on an accident at Metropolitan Junction in 1900, where it was in a Midland train from Childs Hill to Hither Green; 114551 and 114640, at Uttoxeter in July 1914; 114609, wagon label for an unknown consignment from Chapeltown to Irlam on 21 August 1895 [MRSC 14067]; 114628, delivering coal from St Johns Colliery, Normanton, to Skipton Gas Co. on Christmas Eve 1897 [Skipton Mineral Inwards Ledger, MRSC 28948]; and 114859, from a missing open wagons circular of 24 April 1917 [Midland Record No. 35 p. 95].  
• Four match wagons for 15-ton steam cranes, Lot 321 of June 1893, for which I've not traced authorisation - perhaps bundled in with the cranes themselves. These are known to have been numbered 114903-114906 [Midland Record No. 2 p. 54].
• Fifty additional refrigerator vans authorised in March 1894, built to Lot 333 which was for 51 such and entered in the Lot List in late February 1894. These would logically be numbered 114907-114956; I have no record of numbers in this range but No. 114970 was a D395 refrigerator meat van of 1910-11, according to a Ken Werrett drawing (treat with caution) so might be a renewal of one of those, if the number block was slightly later. 

At 31 December 1893, the total capital stock of wagons (excluding goods brake vans, numbered in a separate series) was 111,435. That additions to stock were being numbered in a range some 3,000 higher than that probably reflects a duplicate stock of around 3,000 wagons. These were wagons that had been officially renewed - replacement wagons built - but remaining in traffic and retaining their original numberplates, i.e. the renewed wagons had taken new numbers. This might affect the reasoning above, or at least account for some of the gaps. For instance, the match wagons 114903-6 might actually have been accounted for as renewals.

 

Nevertheless, I am reasonably confident that No. 114195 is a sibling of 114193, from that first batch of D357 covered goods wagons of Lot 309. This confidence arises from it being an addition to stock rather than a renewal. If your number had been, say, 9014, I would have said that the photo of D356 covered goods wagon 9012 was no evidence for what type 9014 was!

 

Sources:

Litchurch Lane Lot List, as reproduced as Appendix 2 in R.J. Essery, Midland Wagons (OPC, 1980).

MR Carriage & Wagon Committee Minute Books Nos. 6 & 7, TNA RAIL 491/255 & 256.

Midland Railway Study Centre (MRSC), various items listed by their catalogue number. 

D. Hunt, 'MR 15-ton Steam Cranes', Midland Record No. 2 pp. 51-55 (Wild Swan Publications, no date).

Returns of Working Stock, MR Half-Yearly Reports and Accounts, TNA RAIL 1110/330.

The accident was on the Axholme Joint Railway (owned 50/50 by the L&Y and NER) at Reedness Junction station, the only other details listed are that the engine (L&Y Class 25 number 950) ran away down hill when it’s vacuum brakes failed and the van was somehow damaged as a result. Thank you ever so much though for taking the time to write a thorough reply and suggesting that it is a D357 after all, I’m modelling the Axholme pre Great War around 1911 ish so I’m wanting to model a few of the wagons that got into a spot of bother on the system and adding a bit of variety into the L&Y and NER wagons is key. I looked at your MR van models at Warley show a few months ago and noticed you had a D357 present from the skaters kit, did you modify it in anyway or was it built as it comes roughly? 
 

thanks, 

 

Lewis

[Compound2632]

2 hours ago, Axholme Wanderer said:

The accident was on the Axholme Joint Railway (owned 50/50 by the L&Y and NER) at Reedness Junction station, the only other details listed are that the engine (L&Y Class 25 number 950) ran away down hill when it’s vacuum brakes failed and the van was somehow damaged as a result. 

 

Interesting - thanks.

 

2 hours ago, Axholme Wanderer said:

I looked at your MR van models at Warley show a few months ago and noticed you had a D357 present from the skaters kit, did you modify it in anyway or was it built as it comes roughly? 

 

Bottom right here:

 

 

It is numbered 30658, which suits one of the large batch built to lots 562 and 625 in 1903-6. Here it is, along with a D362 No. 114352, from Lot 311 of 1893:

 

 

Actually, for those later lots, it ought to have oil axleboxes and possibly Morton brakes...

 

For the Lot 309 wagons, the grease axleboxes and single-side brakes are correct but there ought to be a modification to the door runner - the kit represents the later type. I've attempted this modification on No. 114352, as can just about be made out - removing the large runner wheels and associated ironwork and putting in a bit of plastic strip to represent the slide-type runners:

 

 

[Embedded link to catalogue thumbnail of MRSC 64061.]

 

 

[Embedded link to catalogue thumbnail of MRSC 64062.]

 

Note that both these 1893 wagons have a strut behind the solebar supporting the brake gear, rather than a second vee-hanger. 

 

The Slaters kit, in common with all those using the 9 ft wheelbase underframe, needs some care to make sure that the headstock and solebar are correctly aligned, because the solebar moulding is too tall. An easy way to deal with this is described here:

 

 

and also here:

 

Edited February 5 by Compound2632

[Compound2632]

Here's a little taster for my talk "What Wagons When and Where?" at the Midland Railway Society's open meeting in Kettering on 17 February:

 

 

I suppose Hull accounts for the North Eastern, and I suppose one has to conclude that the Great Western was carrying a lot of timber in ordinary open wagons:

 

 

The meeting is open to all but please let @Grahams know if you plan to come so he can keep tabs on numbers.

 

[Worsdell forever]

1 hour ago, Compound2632 said:

Here's a little taster for my talk "What Wagons When and Where?" at the Midland Railway Society's open meeting in Kettering on 17 February:

 

 

I suppose Hull accounts for the North Eastern, and I suppose one has to conclude that the Great Western was carrying a lot of timber in ordinary open wagons:

 

 

From 'Trade and Commerce of the NER District 1912'. In 1912 500,000 tons imported through Hartlepool although 2/3 of that was pit props or as they called it 'mining timer'. No amount for the Humber but it was valued at £2.1M. Other ports handling a lot less.

[corneliuslundie]

I would love to come but out of the question unfortunately.

What your two charts show clearly is that the GWR used its timber trucks much more intensively than the MR.

After World War 1 the GWR inherited a lot of timber trucks from the Cambrian which had had a lot of wartime pit prop traffic, and scrapped most of them very quickly. Presumably because imports of pit props had restarted. Pit props were usually carried from the ports in open or mineral wagons (often PO returning to the colliery).

Sadly I don't think the Cambrian had any beer traffic, or at least no dedicated wagons! (but there were lots of station refreshment rooms).

Jonathan

[Compound2632]

  

26 minutes ago, corneliuslundie said:

I would love to come but out of the question unfortunately.

 

The plan is to record the talks and make them available online in some form. We'll have to see how well that works.

  

22 minutes ago, corneliuslundie said:

What your two charts show clearly is that the GWR used its timber trucks much more intensively than the MR.

 

That's one possible interpretation - utilisation may certainly be a factor. What we don't know for this traffic is the revenue, from which one would be able to gauge the ton-miles - many tons conveyed over a short distance may earn less than fewer tons conveyed over longer distances. 

 

27 minutes ago, corneliuslundie said:

Sadly I don't think the Cambrian had any beer traffic, or at least no dedicated wagons! (but there were lots of station refreshment rooms).

 

For this talk, I've looked at statistics for the pre-grouping "big four": GWR, LNWR, MR, and NER, in alphabetical order (!). They show some common features and some interesting differences. I'm focusing on 1913 because that's the first year of the Statistical Return required by the Railway Companies (Accounts and Returns) Act, 1911, which gives more detail than the previous half-yearly Reports and Accounts, and the last year not affected by the Great War. The Statistical Return is generally uniform across the companies except, regrettably, in the matter of sub-categories for goods traffic: Section XV. (A.) - "Tonnage of the Principal Classes of Minerals and Merchandise Carried by Goods Trains". "Timber" is one category that they all report, along with "Coal, Coke and Patent Fuels", but only the Midland and the Great Western report "Ale and Porter" - 455,143 tons by the Midland and 175,208 tons by the Great Western - but there is the caveat "Originating on the Company's System" (which also applies to the timber statistics above). On the other hand, the LNWR had purpose-built beer vans, which the GW and Midland did not.

 

40 minutes ago, Worsdell forever said:

From 'Trade and Commerce of the NER District 1912'. In 1912 500,000 tons imported through Hartlepool although 2/3 of that was pit props or as they called it 'mining timer'. No amount for the Humber but it was valued at £2.1M. Other ports handling a lot less.

 

Presumably pit props generally went in mineral wagons working back inland to the collieries. 

 

The North Eastern gave the most detailed breakdown, though it ignored the implied instruction to list merchandise and minerals separately, instead just providing a list ordered by tonnage:

 

[Northroader]

Jus’ outa Newcastle this big bridge, and the engineer say to the tollman “I got cows, I got sheep, I got mules, I got all livestock. I got all livestock, I got aalll livestoooockkk….”