The Class 1001 were 0-6-0 wheel arrangement goods locomotives designed by William Bouch and purchased by the North Eastern beginning in 1852. They were of the long boiler design popular in the 1840s, designed to lower the center of gravity. The long and thin boiler protruded completely with the smoke box and firebox to the front and rear, but this was less limiting for a slow goods locomotive. The small firebox was also well suited for operations where high power was only required for short periods of time. The steam supply of the boiler could be used up when accelerating and then refilled.

The production ran for a period of 23 years. The total of 192 examples came partly from North Eastern's own workshops in Darlington and Shildon, others were sourced from several companies. The first locomotives were built without a driver's cab and later retrofitted with one. As part of further modernization, larger tenders were also attached. The last engines built in the 1870s were retired by 1923.

The North Eastern Railway's class D was developed by Vincent Raven for rural passenger trains. In order to achieve equally good running characteristics in both directions of travel, he chose a tank locomotive with a 4-4-4T wheel arrangement. Three cylinders ensured smoother acceleration. Although there were only two axles available for traction, the coefficient of adhesion of more than four indicated that there was enough traction for starting without slipping.

In 1913 the first 20 were built in Darlington. Another 25 followed after the war in the years 1920 to 1922. The LNER took over the locomotives as class H1. Between 1931 and 1936, all were rebuilt to a 4-6-2T wheel arrangement. These were designated class A8 and were retired between 1957 and 1960.

The North Eastern Railway class O was designed by Wilson Worsdell to supplant the 2-4-2T suburban tanks of his brother Thomas. Between 1894 and 1901, 110 were completed at Darlington. They now had the 0-4-4T wheel arrangement and a higher tractive effort than their predecessors with a symmetric wheel arrangement. Although they had no leading axle, they were good for 60 mph between stations with a longer distance.

In 1923, they became LNER class G5. In the following decades they got no major rebuilds, but all survived until the founding of British Railways in 1948. The first one was withdrawn in 1949, but larger numbers only followed in 1955. By 1958, all were gone and scrapped. At Shildon, the Class G5 Locomotive Company Ltd. is now building a replica that will be numbered 1759.

Developed by Wilson Worsdell, the Class R was a 4-4-0 with larger dimensions than had previously been the norm for this wheel arrangement in Britain. From 1899 30 were built and another 30 in 1906 and 1907. During World War I they were rebuilt with a superheater. At the LNER they became the D20. After some received new piston valves in 1936, the rebuilt ones became the D20/2 class and the remainder the D20/1. The British Railways received 49 of the original 60 locomotives, these disappeared by 1957.

Based on Worsdell's class S, Raven developed the class S2, which was intended for mixed service. The first seven locomotives were delivered without a superheater and the remaining 13 with a Robinson-type superheater. The first seven were also retrofitted later, but some also with Schmidt superheaters. The tender had a water scoop device to extend the range. The last built No. 825 was the first locomotive in the British Isles to use uniflow cylinders.

The locomotives were used to pull an express train in one direction and a freight train on the way back. Of the two-axle freight cars that were common at the time, each with a payload of ten tons, up to 80 could be pulled on flat lines and around 50 on hilly lines. The express trains often reached a weight of 350 tons.

The S2 was apparently unpopular with the crews because the boiler did not achieve sufficient evaporation performance if they were not familiar with the machine's peculiarities. The LNER took over all class S2 locomotives as class B15. Their decommissioning took place between 1937 and 1947.

Between 1886 and 1894 the North Eastern Railway had 171 class C goods locomotives built with compound engines. However, these had an insufficient reliability and excessive consumption. At the same time, 30 class C1 locomotives were built, which had a simple engine. Ultimately, between 1901 and 1913, all class C locomotives were rebuilt to class C1 and the entire class was then renamed C.

In 1923 all locomotives came to the LNER and became class J21. The first few locomotives were retired in 1929, but most were still in use in 1943. British Railways took over 81 in 1948, the last of which were retired in 1962. Today only the locomotive with the BR number 65033 still exists, which is being restored to operational condition in Loughborough for several years.

Worsdell had 20 class M1 locomotives built from 1892, which, unlike previous express locomotives, did not have a compound engine. From 1896, 30 more of the class Q followed, which had a smaller boiler and slightly larger cylinders. With their more than seven-foot wheels, they were used in front of the fastest trains. At the LNER they became classes D17/1 and D17/2. Most were retired by 1945. Only two D17/2s came to British Railways and were retired in February 1948.

The North Eastern Railway classes P through P3 comprised a total of 355 0-6-0 wheel arrangement locomotives that were produced between 1894 and 1923. They were created by William Worsdell, who had been employed as chief engineer at the Great Northern since 1890 and were primarily intended as mineral engines, i.e. for the transport of heavy, slow coal and ore trains. From 1923, the individual variants were classified by the LNER in classes J24 to J27 when the railway companies were grouped.

It all started with the P class, which was built a total of 70 times in the Great Northern workshops in Gateshead and Darlington between 1894 and 1898. The cylinders were 18 inches in diameter and 24 inches in stroke and operated at a steam pressure of 160 psi. Between 1914 and 1920, 20 locomotives were converted to superheated steam, the cylinder diameter was increased by half an inch and the slide valves were replaced with piston valves. In 1948, when British Railways was founded, a total of 34 units could be taken over, but they soon disappeared.

Immediately following the production of the P class, the P1 class followed, in which the cylinders now had a diameter of 18.25 inches and a stroke of 26 inches. In addition, the boiler barrel and the firebox were lengthened and the wheelbase adjusted accordingly. The 120 pieces were made again in Gateshead and Darlington, with Gateshead again taking over the main part. For the last 20 pieces, the cylinder diameter was increased to 18.5 inches. During the Second World War, the LNER, which meanwhile operated the locomotives as class J25, lent 40 units to the Great Western. The British Railways took over 76 units in 1948 and retired them between 1950 and 1953.

In the years 1904 and 1905, a total of 50 examples of the P2 followed, which were again manufactured in the same works. They had the same cylinder dimensions as the last series of P1s and had a significantly larger boiler, which also now operated at a pressure of 200 psi. This not only increased the starting tractive effort and steaming capacity, but also resulted in an adhesive weight that was more than five tons higher. British Railways took over the entire stock and retired it between 1952 and 1966.

Between 1906 and 1909, initially 75 pieces of the P3 followed, of which only some were built in the company's own workshops in Darlington. The rest was divided among several commercial manufacturers. The biggest change was the higher-mounted boiler, which featured a deeper firebox with a less steep grate. Twelve years after the end of production, two more series totaling 35 pieces were commissioned. These were factory-fitted with a Schmidt-type superheater. In 1948, British Railways also took over all the P3 units. Their decommissioning began in 1959 and was completed in 1967.

In 1901, Wilson Worsdell introduced a new class of 0-8-0 locomotives for the North Eastern Railway. It was designated class T and used for heavy goods and mineral traffic. A total of 90 were built in the same year. The actual class T was made up of 40 with piston valves, while 50 with slide valves were designated T1.

The ones with slide valves were found out to be more freely running on downhill sections. They operated trains of 1,300 tons at an average speed of 21 mph or 34 km/h. When the NER became part of the LNER, they were designated class Q5. Between 1932 and 1934, 14 got a bigger boiler and became subclass Q5/2, while the rest was renamed to Q5/1.

Vincent Raven designed the Atlantics of the class V2 in 1911 with a single expansion three-cylinder engine. He had ten saturated and ten superheated locomotives built, which had cylinders of different dimensions and were soon renamed the Z and Z1 classes. From 1914, thirty more were built in the superheated version, the first ten were rebuilt to the same variant and all renamed Class Z. Some locomotives were used to test feedwater heaters, boosters and uniflow cylinders. At the LNER they became class C7. The last survivors came to British Railways in 1948, but were immediately retired.