locomotives of 1100 horsepower were built at Darlington Works for this, numbered in a series from 3 to 12 (1 and 2 were a different design of 1902 for the Tyneside electrification at 600 volts DC). York–Newcastle Following the success of the Shildon–Newport scheme, Raven set about planning the electrification of the main line from York to Newcastle, also at 1500 volts DC. Both third rail and overhead power supply systems were considered and some experiments were done with dummy collector shoes fitted to the bogie of a steam locomotive to assess the mechanical performance at speed. In the end, the overhead system was selected. A prototype passenger loco was built in 1922 at Darlington for this, NER No. 13, which was a new design of and a 2-Co-2 (4-6-4) wheel arrangement. Although successfully tested between Newport and Shildon using the overhead power supply, No. 13 was destined to be unlucky as it never did the job for which it was designed. The reorganisation of Britain's railways in 1923 led to the abandonment of the electrification plans by the successor company, the LNER. Decline of electric traction After the grouping, the proposed electrification of the East Coast Main Line was quickly abandoned, although it was electrified by British Rail in the late 1980s. The Shildon–Newport electrification reverted to steam haulage in 1935. Falling traffic levels and the need to replace the overhead equipment were cited as the reasons. The EF1 electric freight locomotives went into store, and lasted until 1950, when they were all scrapped except No 11. The EE1 express passenger locomotive No 13 was also scrapped in 1950, having spent most of its life in storage, but one of the ES1 shunting locomotives is preserved. No 11 was rebuilt for use on the Woodhead route of the Manchester–Sheffield–Wath electric railway and re-classified EB1. It was never used on this scheme, but found work as a shunter at Ilford until 1964 when it was scrapped. Steam survival The steam classes fared better, most lasting into nationalisation in 1948. Class Z all were scrapped by the early 1950s. The S3s lasted well, some being rebuilt with different boilers and new cylinders. The class D tank engines were rebuilt by the LNER as 4-6-2 tank engines and lasted into the very early 1960s when they were replaced by diesel units. The freight classes also lasted well, the class Y tanks going