Straight back to the North East to join the line for the coal shutes on the lading staithes.

Thanks for all the information, much appreciated. And another question, please; did these colliers do the return voyage empty or were there payload cargoes available?

Re "flatiron" colliers, the essesntially did the same job as a regularly configured collier like this one. Here's an example: http://www.shipspotting.com/gallery/photo.php?lid=601945.
Constrained by draught on arrival and air-draught on departure, they always looked huge passing down through central London on a fast-ebbing tide.

The general cargo/bulk class rules have changed somewhat since those days - but I have a recollection that they were categorised separately as colliers, perhaps as a subset of bulk. But memory may be playing me false, and I don't have any copies of LR handy for that period.

This photo probably taken between 4/1955 (when the British Electricity Authority was renamed the Central EA) and the end of 1957, or soon afterwards as I think that the new Central Electricity Generating Board only changed the funnel initials as the ships came up for their dockings.

They were identification numbers for recognition by Tilbury Signal Station for reporting colliers as having 'Passed Gravesend' inwards or outwards to or from the many gas works and power stations on the Thames. Instructions as to such things as berth availability were passed by either wireless or loud hailer as the ship passed the station.

Sorry Bob, my reply was slightly delayed after your better informed comment,

Best Regards
Tom

Hi, my understanding was that it was used when entering the Thames as an identifier by shore establishments, I think based at Tilbury, but I'm sure one of the Thames area members will have better recollection,

best regards

Tom

Does anyone know what the number 59 stands for on the housing above the bridge? And was a flatiron collier a bulker, or a general cargo ship?