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- Herausgeber: Crowood
- Kategorie: Lebensstil
- Sprache: Englisch
British Rail Main Line Locomotives Specification Guide identifies the major detail differences and livery variations that have appeared on all British Rail, ex-British Rail and privatized railway diesel and electric main line classes from 14 to 92. The book provides a record of the main specifications of each class of locomotive, and details of variations, including: numbers, liveries, headcodes, headlights, wheel arrangements and bogies, brakes, names and - where appropriate - details of refurbishment programmes.Diesel locomotives are a relative newcomer to the railway enthusiast and modelling scenes, and this book brings together information on detail changes in a coherent reference form for the first time, illustrated with photographs of major changes. A useful resource for modellers and those with an interest in the differences that have occurred to the British Rail fleet. Superbly illustrated with around 300 colour photographs.
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Seitenzahl: 502
Veröffentlichungsjahr: 2013
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Copyright
First published in 2013 by The Crowood Press Ltd Ramsbury, Marlborough Wiltshire SN8 2HR
www.crowood.com
© Pip Dunn 2013
This e-book first published in 2013
All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any information storage and retrieval system, without permission in writing from the publishers.
British Library Cataloguing-in-Publication Data
A catalogue record for this book is available from the British Library.
ISBN 978 1 84797 642 0
The right of Pip Dunn to be identified as the author of this work has been asserted by him in accordance with the Copyright, Designs and Patents Act 1998.
ACKNOWLEDGEMENTS
The following have contributed with checking facts and answering numerous e-mails to clarify facts:Mark Alden, Nigel Antolic, Alan Baylis, Paul Britton, Keith Bulmer, Neil Burden, John Chalcraft, Adrian Curtis, Jon Dunster, Glenn Edwards, John Goodale, Simon Grego, Simon Hartshorne, Mark Holley, Ian Horner, Ian McLean, Russell Saxton, John Stephens, Martin Street, Paul Taylor, Steve Thorpe and contributors to the fourfooteightandahalf forum.
My thanks also go to my wife Victoria and daughter Harriet for their unerring support.
If you have any comments, amendments, additions or clarifications to this book, please e-mail the author at [email protected]
ABBREVIATIONS
Companies and Organizations
Regions
Measurement
Other Abbreviations
contents
preface
This book is aimed at identifying the major detail differences and livery variations that have appeared on the ex-BR and privatized main-line diesel and electric fleets. Back in 1982, David Strickland produced a book for the Diesel and Electric Group called the Locomotive Directory, with a sub-heading ‘every single one there has ever been’. It’s a valuable text for anyone interested in the history of the BR fleet. Obviously it is now thirty years old, and therefore not only out of date, but also out of print. If you haven’t got a copy it’s worth trying to get one from Amazon or eBay, or at a second-hand bookshop. It has been a useful book for me, as a railway writer, over the years, and it is the aim of this book not only to bring that text up to date, but also to expand it.
I have not covered the shunters nor some of the more obscure prototypes, as these were not owned by BR and did not experience much in the way of changes such as liveries and modifications.
This book covers Class 14s to 92s. The main specification statistics are given, and the details of variations, aided by photographs where appropriate. It is especially aimed at modellers and those with an interest in the differences that have occurred to the BR fleet over the years. The level of detail is difficult to pitch, so in the main it is the major detail differences that affect locos and where known that are listed, and relevant minor details.
Liveries are a minefield, especially in the 1960s and early 1970s in the transition from green to blue. Some classes are well documented, such as the Class 52s and Class 42s/43s, but other types are not, such as the 20s, 31s and 37s. The work of livery expert Russell Saxton has been used as a base for much of the livery research.
The specifications are in imperial as well as metric, with figures rounded up where there is the odd fraction of an inch or a horsepower. Dual-braking dates are taken from the Strickland book, aided with dates reported in the mainstream railway press at the time.
The information in this book has been brought together by painstaking research through my library, and by trawling the Internet looking at pictures. Use of Flickr has been a key component in unearthing great pictures to offer more information, as have some of the numerous railway groups on Facebook.
But I am not naive or arrogant enough to say it’s either ‘perfect’ or ‘comprehensive’, and that is because there will be livery changes and modifications that we may not ever know about, simply because no one took any notice of them in the 1960s. So this book is a sort of ‘work in progress’ – a first edition, perhaps – and any updates, corrections or clarifications are welcome. They can be e-mailed to me at [email protected].
It is also a book that is aimed to be used in conjunction with other texts – see the bibliography at the end – although I recommend as an invaluable starting point the Roger Harris collection – The Allocation History of BR Diesel and Electrics (3rd edition) – and also David Clough’s two books Diesel Pioneers and British Rail Standard Diesel of the 1960s, which are well worth reading. Colin Marsden’s Modern Traction Locomotive Directory is also a useful companion, as are his bi-monthly partwork magazines Modern Locomotives Illustrated. I would strongly recommend acquiring these texts.
There have been a lot of changes to the fleet since Strickland’s book, most notably privatization of the railways – some authors have yet to come to grips with the end of BR! Some still refer to locos ‘having been scrapped when they have not officially been withdrawn’, but in fact the way that the status of vehicles is changed today is wholly different to the way it was in BR days. In the BR era locos were either active, stored or condemned, and could move between these statuses. Even a loco ‘condemned’ – effectively its useful life over and waiting for disposal – could, if the business demanded it, be returned to traffic. In fact the word ‘withdrawn’ was often misused, and being ‘withdrawn’ from traffic was quite different to being condemned! Nowadays locos are not withdrawn or condemned as such, they are simply moved into pools for component recovery or disposal.
In comparison, this is effectively the same as being moved into a stored unserviceable pool, since they are unserviceable once components have been removed – while moving into a pool for disposal is the same as being condemned, their useful life with their current owner being effectively over. Their physical scrapping is often not recorded on TOPS, and locos that have been broken up can actually remain on TOPS for several years after they were disposed of.
Some operators choose not to ‘condemn’ locos as such, and they may stay in yards for decades slowly being stripped with no chance of ever running again, yet some enthusiasts do not accept they are withdrawn. Even some locos regarded as preserved are anything but, and ‘stored’ is a more appropriate description of their status.
It is not the aim of this book to show pictures of every livery, or to record every minor modification – to do so would need twice as many pages and twice the budget – but through the pictures I hope to give you at least a flavour for the changes that have happened to the loco fleet in the last six decades. I have used a selection of BR era, privatized era and preservation images to show the differences that have occurred over that time. As a rule I have tried to use pictures not published before, although this has not always been possible. Changes that happened in the 1960s often went unnoticed because rail enthusiasts at the time were rarely interested in the diesels. The period from 1968–75 is in many ways even worse, as many enthusiasts simply ‘packed up’, and it wasn’t until the rundown of the Class 52s was well under way circa 1975 that many enthusiasts came back into the hobby, and younger ones came into the hobby afresh.
The internet has been a wonderful tool in researching this book, and has thrown up much new information – in fact new things came to light as I was preparing it, so it is inevitable that some things may have been overlooked or omitted. If there are any omissions or errors, or anything you would like to correct or clarify, then please do get in touch via the aforementioned e-mail.
All information is understood to be correct to 31 January 2013.
Pip Dunn, Spalding, February 2013
part I
Introduction
the scope of this book
This book details all BR, ex-BR and privatized railway diesel and electric main line Classes from 14 to 92. Unlike many books, I have deliberately divorced 21s and 29s (the latter a rebuild of the former), and the same applies to the 30/31s, 47/48s, 47/57s and 71/74s; likewise there are separate chapters for the 24/25s, 26/27s, 44/45/46s and other types, which although similar, are different. However, just to make it more confusing, subclasses are kept under the one banner. Bizarrely, there are a lot more differences between a 37/0 and a 37/9 than there are between a 44 and a 45! But it was not me who chose the subclasses!
Not included are shunters (Classes 01–13), while only those prototypes that gained a classification (so, in effect, 1200 Falcon) are included. DP2, Deltic, D0260 Lion, et al are not, nor are the Class 80s testbed electric locos, and the HST prototype power cars – and besides, there were not a lot of detail differences of livery changes for these.
Also out are the Eurotunnel rescue and maintenance locos – they are restricted as to where they can work, and so are not nationwide locos. Nor are the French 22200 locos that worked into the UK on Channel Tunnel freights in the mid-1990s, or the EWS Class 21 Vossloh B-B locos. For a start, all these locos are out of gauge for Network Rail. With this in mind, locos that run only over HS1 or do not get beyond the Channel Tunnel are excluded, so if Alstom Prima or Siemens Vectron locos start using this route, they too are omitted. Anything from Northern Ireland is also excluded – as we are looking at British Rail and the ex-British Rail.
The Class 68s are also out simply because these are yet to be built, so there’s hardly a lot you can say about their detail differences or liveries!
Foreign locos that have moved to the UK for use at preserved railways or industrial sites are also excluded – not that there are many.
Included are those locos that have run on the UK national network but have been moved abroad, such as 58s, 66s, 86s, 87s and the like.
part II
Class by Class
class 14
THIS IS WITHOUT doubt one of the hardest fleets on which to offer concrete information about its detail differences, mainly because all the changes happened after its BR days. All fifty-six locos were uniform in their short BR lives, and all were withdrawn so quickly there was hardly any time to change them. That was not the case for those sold to industry, as some were repainted while others remained in BR green. Furthermore some were re numbered, others were not; some had single headlights fitted, and others twin headlights; a number had headcode panels painted over, others had headlamps fitted in them. Some lost their train vacuum brakes as the pipes were removed. In preservation/industry several have been upgraded with dual train brakes.
DETAIL DIFFERENCES
All had split-centre headcodes, one on each of the opening doors on the nose ends. In preservation D9524/39 have had domino headcodes. D9504/29 have their headcode boxes removed. Some NCB and BSC locos had their headcodes painted over, but the glass panels were retained.
All were vacuum-braked, but D9504/05/15/16/20/23/24/29/31/34/48/49 have been converted to dual brakes in preservation/industry.
Headlights were fitted to many in industrial use. Single nose end headlights were fitted to at least D9515/26/48, and twin nose end headlights to at least D9507/16/20/23/32/33/37/39/42/48/49/51/53. Single square nose-end headlights were fitted to D9504/05, while those with headlights in headcode panels were at least D9504/25/39. D9553 had roof-mounted flashing orange lights. On their bufferbeams, the Class 14s used by BSC had additional lifting points fitted and two clips mounted for storing a shunter’s pole when not in use.
The last loco built by Swindon for BR wasClass 14D9555. Now preserved, it shows off the original look of aClass 14with vacuum brakes and split-centre headcode panels. The loco has wasp stripes on its doors, which could be opened for access to the internal running gear.PIP DUNN
LIVERIES
All were new in British Railways green with wasp stripes on the nose ends. The cabs were light green. The BR carriage emblem was applied on the cabsides above the numbers. Bufferbeams were yellow.
BR green: D9500–55
NCB blue+: D9500/04/13/14/17/18/21/27/28/31/35/36/40/55. It is possible that D9508/11/32 were also repainted in BSC blue
Export yellow+: D9505/15/48/49
BP light green+: D9524+
Railfreight*: 14021 (ex-D9521)
BR blue: D9524*/29+
BR blue with yellow cabs: 14901* (ex-D9524)
Maroon: D9523*
+ industry; * preservation
MINOR VARIATIONS
Large numbers D9553* Gy, cast BR Emblems: D9537*/39* G, cast number panels: D9516*/37*/39* G, D9523* My.
Some NCB locos had wasp stripes on their bufferbeams.
NAMES
D9505 Michlow+
D9531 ERNEST*
D9534 Eccles+
RENUMBERINGS
NOTES
D9505 was exported in 5/75 to Belgium and scrapped in 1999.
D9515/48/49 were moved to Hunslet, Leeds and regauged for 5ft 6in track in 12/81 and exported 6/82. Moved to various sites in Spain and D9515/48 understood to have been scrapped 10/02 and D9549 in 1999.
D9530 was sold by Gulf Oil to NCB 10/75 for use at Mardy Colliery.
D9534 was exported to Belgium 5/75. Resold 5/76 to Brescia, Italy. Understood to have been scrapped 10/05.
D9538 was used as a depot shunter at Cardiff Canton 3/70. Sold to Shell Mex 4/70 and planned to be fitted with flame-proofing, but this was too costly, and it was resold to BSC Ebbw Vale. Moved to Corby 4/76 for spares.
D9544 is not thought to have worked for BSC, and was used for spares for the fleet; D9545 likewise for the NCB.
D9551 is now preserved, but spent a spell in industrial use, during which time it gained nose-end dual headlights; otherwise it still has an as-built look, albeit missing its BR emblems.PIP DUNN
Class 14ssold to industry and then preservation have appeared in different liveries. D9523 sports the maroon livery applied by BR to some Class 42s and52s,as well as a cast Class 52-style numberplate. The loco is also dual braked, as signified by the red-capped pipe on the right of the drawhook.PIP DUNN
class 15
ANOTHER CLASS WHICH showed few detail differences in its short BR career. All were delivered in BR green, all later had small yellow panels added, and some later had full yellow ends.
Some had BR double arrows, although none were ever repainted into BR blue. All had steam pipes from new, but some lost these.
The major change affected the four locos converted to ETH generators, which had ETH jumpers fitted and were renumbered.
All were withdrawn by 1971 after working solely on the Eastern region.
DETAIL DIFFERENCES
All had disc headcodes. Snowplough brackets were not fitted, nor were headlights. The four locos which had ETH cables fitted had them in place of multiple working cables. Of these, D8237 (968002) also had additional ETH boxes mounted on its nose front.
8207 in 1970 shows aClass 15in final BR guise, in green with full yellow ends. It retains its through-steam pipe hose next to the Blue Star MW. The loco has headcode discs.RAIL PHOTOPRINTS
One of the fourClass 15sconverted to static ETH generators for pre-heating trains, ADB968001. The ETH jumper can be seen on the right hand of the bufferbeam, and the receptacle to the right of the left-hand buffer. This loco was the former D8233 and the only survivingClass 15,currently undergoing restoration.PDC
LIVERIES
All were new in all-over BR green with red bufferbeams. Small yellow warning panels were applied to all locos, while full yellow panels were applied to D8200/01/03–05/07/09–11/13–22/24–29/31/34–37/39/40/43 and ADB968003.
