British Railways First Locomotive Liveries

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Following nationalisation, new and repainted locomotives continued to appear in traffic bearing the initials of their former owners, though replaced very quickly by a complete absence of any titling. This early period saw also a number of new engines built to the designs of their former owners, outshopped with their original works/builders’ plates fitted, but with the tell tale signs of having had the initials LNER, LMS, &c., removed before the locomotive went into traffic. The appearance of evidence of former ownership was very long lasting in some cases, with ‘sightings’ of a faded ‘GWR’, or ‘LMS’ being noted in the contemporary railway press of the late 1950s.

252 - Lens of Sutton - West Country at Waterloo

Bulleid “West Country” pacific at Waterloo still in ex-Southern Railway colours, sporting its new 1949 BR number – but still carrying the 1948 ‘British Railways’ on the tender sides. Photo: Lens of Sutton

The full title BRITISH RAILWAYS was carried by many locomotives and numerous classes, lasting, at least officially, until the arrival in 1949 of the lion and wheel emblem, or totem as it was known.  The style of lettering adopted officially in 1949 was Gill-Sans, and had been widely used on the London Midland, Eastern, North Eastern, Scottish, and Southern Regions of BR, from 1948, although the Western Region perpetuated for a time the style of the old GWR, and some examples of former SR style on the newly formed Southern Region could also be found.

An exhibition of experimental colour schemes was held at Addison Road station in January 1948 involving a number of newly built LMR Class 5MT 4-6-0s (See Table). The first locomotive turned out with any indication of its new ownership was the WR 4-6-0 No.4946 Moseley Hall repainted in full GWR livery, but with the tender lettered BRITISH RAILWAYS using the old GWR style letters.

LMR Class 5 LiveriesOf course, it was not just locomotives that were exhibited at Addison Road, rolling stock too was displayed, with a selection of new colours, covering express passenger, suburban, and the few multiple unit types around at that time. During the first six months of 1948, the Railway Executive was concentrating equally as hard on the new image of British Railways, as with homogenising the administrative and operating procedures of the former owners.

Officially, the six regions of British Railways were colour coded from 1st May 1948, and the colours applied across most of the range of railway activity, from posters and timetables to station nameboards.

But, locomotives and rolling stock were excluded from this level of uniformity.

BR Regional colours 1948

The BTC published a series of Temporary Painting Schedules for its inhgerited motive power in late 1948 covering these experimental liveries:

1949 Liveries Table

Some of the first applications of the experimental locomotive colours were combined with similarly repainted rolling stock, and no less than 14 trains were dispatched over various routes around the country, and the public invited to comment on the new schemes. To what extent the public responded to the request is not known, and sadly, no official records of the ‘experimental’ colours now exist, other than the temporary painting schedules.The shades displayed by the locomotives came in for much retrospective comment, often incorrectly.

1949 Loco Liveries

BR’s first standard locomotive liveries, adopted from 1949 onwards. Later regional variations included some interesting changes for the Class8P passenger types in particular.

The 1948 trials brought LMS Class 5s, and GWR Kings and Castles in lined light green and lined blue, with incorrect suggestions that two different blues were used.  The appearance of the experimental colours was directly affected by the materials used. With both oleo resinous and synthetic paints applied, the latter as an alternative for the green and lined black styles, there would be perhaps appear to be differences in the colours themselves.

A4 Sir Charles Newton at York in 1950

Grelsey’s A4s certainly suited that express passenger blue – here 60005 “Sir Charles Newton” is captured at York in 1950.           Photographer unknown.

Painting of locomotives could be divided into two principal stages: Preparatory Work and Finishing Processes.

Preparatory work on complete repaints comprised a number of operations: first, a coat of primer was applied, followed by whatever stopping and filling was necessary, whilst the intermediate operations were a combination of rubbing down and undercoating. Lastly, a single coat of grey undercoat was applied, prior to the finishing processes.

The Finishing Processes took no less than three days, on the first day a single coat of sealer/undercoat was applied in the livery colour, followed by a coat of enamel/finishing paint was laid down. The second day was occupied with lining and lettering, and finally, on the third day, a coat of protective varnish was applied.

The fact that two shades of blue have been reported as ‘sightings’ in the contemporary enthusiast press could be attributed to the difference between oil based and synthetic resin paints, with the addition of extra pale varnish, or equally to the effects of cleaning. However, there was only one shade of blue, in both the experimental and early standard liveries.

GW Sharpe COLLECTION-4

Jubilee Class 45575 “Bahamas” immaculately turned out in the standard BR lined green livery for express passenger types, sporting the 1949 ‘totem’, and shedplate for Kentish Town.     Photo: (c) G.W.Sharpe

Cab and side panelsLettering and numbering was also subject to variation and initially, this was affected by the regional management, and resulted for a time in the use of serif and non-serif characters, depending on whether Swindon, Brighton, or Crewe were completing the repaints. Plain white letters was the official order of the day for London Midland, whilst Swindon, independent to the last – and some would say beyond – offered its own elaborate style. But, in September 1948, the Railway Executive announced its standard instructions, whereby all letters and figures were to be in Gill Sans Medium normally be applied in gold or golden yellow, and where the outline was other than black, these letters and numbers were to be outlined in black. The statement went on to advocate not a standard size of engine cabside number, but the use of the largest possible figures that would fit in the available space.

And these were just the first steps in achieving what today would be described as the “brand image”, with the final decisions taking into account – to some degree – regional practices. The lion and wheel emblem (icon, logo or totem) was the brand that featured strongly in the years up to 1956, when it was replaced with a genuine heraldic ‘device’. Sadly, there are too few colour images of the locos carrying the early experimental liveries, and aside from the decision not to use blue for express passenger types, the 1949 standard colours were retained until the end of steam. (Yes, I well remember seeing an ex LMSR “Coronation” class pacific running through Preston in the late 1950s, but it was an exception).

RPB COLLECTION3-39

Castle Class 4-6-0 – probably 5079 “Lysander” on “The Cornishman” around 1950, complete with red & cream coaches. 5079 was previously converted to oil-burning in the late 1940s, but here seen back as a coal burner. Sadly not in colour, but it would be in standard lined green livery.             Photo: Lens of Sutton

Then from the late 1950s onwards, as diesel traction began to make its progress felt and heard, green became a favourite colour choice, and there were not a few variations there too.  The totem or logo changed in the mid 1950s too, and although often described as a crest, it was only the 1956 lion holding wheel crest was a proper heraldic device.  See “British Railways Locomotive Crests” for more details.

The liveries and styles carried by British Railways motive power in the steam era were very much suited to the motive power of the day, and provided that essential unification – and ‘brand image’ – that the nationalised railway network demanded.

To be continued …… 

-oOo-

 

Updated Camels & Camelbacks

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Just in case you missed a post, from a year or two back, the innovative design and use of “Camelback Locomotives” – a style that was very popular on US railroads for many years.

The heading image is from the ‘Locomotive Dictionary 1916′  and shows one of the superb “Atlantic Type” 3-cylinder simple locomotives built and operated by the Philadelphia & Reading company, for passenger service.  Many thousands of “Camelbacks”, also known as “Mother Hubbards” were built by over 30 railroads, but it is the design of the firebox that is key to its success.

Philadelphia_and_Reading_Railroad,_4-4-2_Vauclain_compound_locomotive,_4002_(Howden,_Boys'_Book_of_Locomotives,_1907)

Philadelphia and Reading Railway. One of the large Vauclain Compound “Atlantics” used by the Phildaelphia & Reading on high speed passenger trains.                                                             Photo from:  Howden, J.R. (1907) The Boys’ Book of Locomotives, London: E. Grant Richards,  Public Domain, https://commons.wikimedia.org/w/index.php?curid=10548075 

There were two different types of locomotive with a centre cab, on top of the boiler – the earlier design built by Ross Winans in the 1840s, were simply known as “Camels”, but the later design with a new, and innovative design of firebox.  This also appeared initially on the Philadelphia and Reading Railroad, with the wide grate of the “Wooten Firebox”  its key component.  The design was patented by John Wooten in 1877.

I’m afraid an error crept into the original post, but I am grateful to one of my readers Jim Hansen for identifying this, and as you can see the original post has now been updated.

Original Patent Ref.

“Not all of these were successful and a clear description of the Wootten boiler is contained in the US patents, No. 192,755 (1877), 254,581 (1882) and the last changes under patent No. 354,370 (1886).”

Correct / Updated Patent Ref.

“Not all of these were successful and a clear description of the Wootten boiler is contained in the US patents, No. 192,725 (1877), 254,581 (1882) and the last changes under patent No. 354,370 (1886).”

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A sectional view of the Reading’s 4-4-2 ‘Camelback’, originally shown in the 1916 “Locomotive Dictionary”

Having a look at the US Patent Office and searching for that particular patent reveals it expired in November 1998 – “due to failure to pay maintenance fees”.

For a more detailed look, why not follow this link:

ONE HUMP OR TWO – CAMELS AND CAMELBACKS !

It is a good read.

-oOo-

 

CLASS 47 – ALMOST 60

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In 2022, BR’s most common – take that whichever way you like – diesel locomotive that started life in 1962, as the first of the 2nd generation of main line diesel-electric locomotives.  It came at a time when there was certainly competition between Britain’s locomotive manufacturers, and a fair degree of collaboration and partnership within the railway industry.  There was a considerable degree of collaboration between the private/commercial sector and the BR workshops, which only declined in the 1980s, until it almost completely disappeared by the turn of the century.

668 - Class 47 No. 47144 at Barrow - 1730

27th August 1979, and Class 47 No. 47144 leaves Barrow-in-Furness, with the 17:30, bound for London Eueston.  (c) RPB Collection

So, the Class 47 – which to be precise, was announced in the railway press as a new, highly innovative design from Hawker Siddeley – who had only recently become owners of Brush Traction Ltd and Brush Electrical machines.

Falcon1a

Brush’s prototype “Falcon” was the model for the Brush Type 4, but with a completely different power plant.

The most widely used, most well known, longest surviving, successful – just some of the words you might use to describe the Brush Traction design ordered by British Railways in the early 1960s. Successful was not at one time a word you would have used to describe this locomotive – a bulk order, rushed through as BR’s debts were climbing, and the ‘Pilot Scheme’ diesels were still “on trial”. Brush too, was perhaps an unlikely choice as supplier, since the company did not have the same pedigree as English Electric, AEI, Birmingham RC&W Co., or Metropolitan-Vickers in the railway field. But, as Dylan said, the times they were “a-changin”.

The PDF file below, is not intended to be a fully detailed account, there are several other, very well written books and articles that cover the individual locomotives, and its design and operational history in detail.

1052 - Unidentified Class 47 Co-Co diesel on oil train at Hathersage 1975

An unidentified 47 at speed on a train of oil tanks approaching Hathersage in 1975.                  Photo: Dave Larkin

 

Perhaps this will whet your appetite to study further – just click on the image below:

Class 47 Cover

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47826 in InterCity livery, but playing tail end Charlie to the restored BR Standard Class 8P “Duke of Gloucester”, which has just entered the tunnel at the west end of Dalton-in-Furness station in March 2007. © RPBradley Collection

Useful Links & Further Reading

 

 

Halls of Fame – A Mixed Traffic Masterpiece

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Some might say, that the Great Western Railway’s “Hall” and “Modified Hall” class 4-6-0s were simply a do anything, go anywhere mixed traffic design – which they were – but of course, the GWR would not be able to operate without them. These locomotives were the unsung heroes of the steam railway, and yet not one was set aside for inclusion in the UK’s “National Collection”. Happily though a number of both the original Hall and Modified Hall designs can still be seen in operation, and under restoration. In fact, one of their number is being ‘re-modified’ to represent the precursor Churchward “Saint Class”, which is a tribute to the design’s longevity and importance.

This class of 4-6-0 was easily the most numerous on the GWR., and was a design whose ancestry can be directly traced to the famous Saint Class. In a number of instances they have been referred to as “6ft 0ins Saints”. No fewer than 258 of Collett’s new Hall Class engines were built between 1928 and 1943, following the highly successful modification and operation of saint class engine No. 2925 “Saint Martin”.

Designs for the new Hall Class locomotives were born out of Churchward’s practice, with some influence from the operating department.
They were perhaps the first truly mixed traffic type owned and operated by the GWR and although built when C.B. Collett was Chief Mechanical Engineer, the basic format had already been outlined by Churchward in his scheme of 1901. The success of the 43XX moguls would, in the opinion of’ the running department, be improved still further with the lengthening of the wheelbase and the provision of a leading bogie, and for greater power, a GWR Standard No. 1 boiler.

In December 1924, came off Swindon Works with 6ft 0ins coupled wheels, and the Collett side window cab. But, these were 
the most obvious differences, with others that were thought necessary on the rebuild but not included later, or modified for the production series engines.

The rebuilding of’ “Saint Martin” incorporated standard ‘Saint Class’ cylinders, which following conventional Swindon practice, required them to be carried lower in the frames, in order to line up with the centre line of the smaller coupled wheels.

Saint Martin - Green Folder GWR 63

This is the locomotive which gave birth to the most numerous, popular, and successful of’ the GWR two-cylinder classes. The extensive modifications to No.2925 Saint Martin, here seen in converted form, resulted in the building of the Hall Class 4-6-0s.    © Lens of Sutton

So, that’s where the new “Hall Class” started life, as a combination of an earlier 4-6-0 design, paired with the operating ideas and experience with the 2-6-0 “43XX Class” moguls.

The New Kid On The Block

The appearance of’ the new mixed traffic engines was not without its troubles, despite the successful trials with the rebuilt “Saint Martin”, though fortunately, none of these related to the design, construction, 
or operation of the new engines. On the GWR, as on other companies’ lines,
 the 1930s was a time when many of the older designs were being scrapped and replaced with more modern, more efficient designs. However, the rail enthusiasts of that time regretted the arrival of the “Hall Class” only because many of the ageing 4-4-0s – some dating back to 1890s – would soon be extinct.

The first 80 of the new breed of locomotives came out of Swindon Works under Lot 254, between December 1928 and February 1930.

4901 Adderley Hall copy

The first of the many – No. 4901 in photographic grey at Swindon Works in 1928. This was a very successful design, and formed the backbone of GWR and BR Western Region mixed traffic working until it was scrapped in 1960.           (c) Historical Railway Images

Unsurprisingly they were fitted with the Swindon Standard No.1 boiler, as adopted for all large 10-wheeled locos, and fitted to their predecessor “Saint Class” 4-6-0s, but with Collett now in charge, the footplate crew were provided with a larger, side window cab. On the face of it this might not seem a key design improvement, but compare the Hall cab to an older design, such as the Saints, with their Churchward cab, the protection from the elements was visibly improved.

In construction, the new design largely kept to Swindon practices, whether it was for boiler, firebox, frames, or bogie design, with the Collett changes having been proven in practice with the highly successful “Saint Martin” – rebuilt and delivered in December 1924. In fact this rebuild was so successful that an order for those first 80 “Hall Class” was placed with Swindon Works in December 1927.

Eventually, 257 of the “Hall Class” were built up until the early spring of 1943, and cost £4,375 each  in the first batch, and whilst subsequently, cost rose, they rapidly became the GWR’s workhorse, and universally operated across the network.

Hall diagram

Boiler, Frames, Wheels and Motion

These were the Swindon “Standard No.1”, and were fitted to all the GWR’s 10-wheeled locos, and were the same as those fitted to the “Saint Class”, but the Halls boilers had the added suffix ‘A’, as prescribed in the company’s extensive classification scheme. The boilers were built in two rings, with the second ring tapered, attached at the rear to a trapezoidal shaped firebox, following ‘Belpaire’ style, and “waisted in” to fit between the frames at the cab end. The firegrate itself had a flat rear portion, with the front tapering downwards, from just in front of the training coupled axle.

The cylinders were mounted on the outside of the frames, as part of a casting with half of the smokebox saddle. The inside admission piston valves were carried above the cylinders, and a rocking shaft transferred the movement through the frames from an extension rod, expansion link, and the eccentric rods attached to the driving axle. Sounds complicated! Eccentrics mounted on the driving axle were the characteristics of the Stephenson valve gear, which, by the 1920s was standard Swindon practice.

The 6ft 0ins coupled wheels had 20 spokes, and were paired with 3ft 0ins diameter wheels on the leading bogie. Churchward’s simple design principles in the generously proportioned axleboxes, with pressed in whitemetal liners were maintained by Collett – for the Hall Class these were 10ins long and 8 ¾ ins in diameter. Coupled wheels were balanced in pairs, with steel plates rivetted to the spokes, and molten lead poured into the gap, and was a change from earlier practice, and claimed to provide greater accuracy in balancing.

That same simple design approach was equally effective in the coupling rods, which were plain, or slab sided, with no fluting – a practice adopted on many railways, ostensibly to save weight and reduce hammer blow.

Tenders

No less than three different designs of tender were paired with the class. From No. 4901 to 4942, a standard Churchward 3,500 gallon design was used, whilst from 4943 to 4957, a new Collett design of 3,500 gallon capacity was used, and finally a new 4,000 gallon Collett tender for the rest. This last type still carried the characteristic out turn to the upper sides of the bunker space, but when Hawksworth took over from 1941, this changed, and with the new ‘Modified Hall’ and ‘County’ class 4-6-0s, a simple, slab sided tender was adopted. That old simplicity rule appearing again.

Hall Class – Leading Dimensions

Hall Class Dimensions

Hawksworth’s Modified Hall

This was a fair bit more than modifications, and demanded changes to jigs, tools and working practices at Swindon, and so perhaps to describe this as a modification was wrong. It was much more of a development, by applying Hawksworth’s ideas to Churchward design and building a new mixed traffic locomotive for the GWR.

Hawksworth too over from C.B. Collett in 1941, and oversaw the motive power of the GWR until nationalisation in 1948. But, where Collett had largely continued the Churchward model, Hawksworth took a more radical – with a small ‘r’ – approach. He had up until that point been the company’s Chief Draughtsman, with responsibility for locomotive testing.

First out of the blocks was the 6959 Class or “Modified Hall”. These 71 locomotives were built between 1944 and 1950, and based on the Hall Class, a number of experimental ideas included that improved the performance of the 6ft 4-6-0s across its operational range.

Modified Hall 7923 Green Folder GWR 69

Classic Modified Hall on shed in the early 1960s. No. 7923 “Speke Hall”, in final BR lined green livery and sporting the post 1956 on the Collett 4,000 gallon tender. On the fireman’s side, the Modified Halls had the fire iron tunnel alongside the firebox, as standard practice, whilst for 7923, the old familiar Collett 4,000 gallon tender was used.         Photo: RP Bradley Collection.

A key change in the design of the Standard No.1 boiler used on these engines, was the fitting of a 3-row superheater, with 21 flues, which was intended to improve the speed and performance of the type, along with further boiler/firebox changes to cope with poorer quality coal. Mechanically too, the Modified Halls were a simpler construction, with full length frames, and cylinders attached to the outside faces, instead of the previous casting, which included a part of the smokebox saddle. These changes inevitably brought down building costs, and the simpler layout reduced operating and maintenance costs.

The adoption of a single mainframe construction, from drag box to buffer beam demanded a major change to the fabrication, and assembly, of the cylinders and valves. This simple change away from part plate and part bar frame to all plate frame was a radical step, and which must have caused major changes in the practices used in the works foundry and erecting shops. The cylinders, still driving the Stephenson valve motion by means of rocking shaft, were also still 18 ½ ins by 30ins, but were now cast as two separate pieces, bolted to the outer, machines faces of the mainframes. To carry the smokebox, a new cross stretcher was placed between the frames, and extended upwards to provide a support and mounting for the smokebox itself.

Modified Hall diagram

All GWR two-cylinder engines had a pronounced fore and aft motion, especially when starting, and the Modified Hall was no different, and whilst their were inconsistencies in the layout of the steam and exhaust pipes at the front, that pronounced motion continued. But, perhaps the most obvious departure was the widescale adoption of mechanical lubrication. Up to the arrival of these locomotives, GWR practice was “hydrostatic lubrication”, which consisted of the driver counting the number of drops (15 drops every 2 minutes) of oil passing through a sight glass on the footplate. The new locomotives had the mechanical lubricators mounted on the running boards, just ahead of the leading coupled wheels, and for guidance, the cab gauges included an ‘oil’ / ‘no oil’ indicator.

The tenders on the first 14 of the modified class were straightforward Collett 4,000 gallon types, but from 6974 onwards, Hawksworth provided the new, much simpler to build, slab sided design. The approach here followed that of other railway companies, in pursuing a simpler design and build process, to reduce capital and operational costs, with the intent that maintenance practices would be cheaper.

Modified Hall Class – Leading Dimensions

Modified Hall Dimensions

Oil Burners

The use of fuel oil for railway locomotives at the time the Hall Class arrived was not in regular use in Britain, because of the abundance of coal supplies – and no doubt the cheap cost of mining.   Even so, it had been tried back in 1893, with the most famous examples being on the Great Eastern Railway – as an experiment.

Shortly after the end of World War 2, there was a coal shortage GWR, and in particular in 1946/47, where the severe winter drove increased demand. But, of course, there was a manpower shortage as well, despite the ‘Bevin Boys’, who were recruited to replace the young miners, who had been conscripted during the early war years.

So, the railways, including the GWR, revisited the idea of equipping steam locomotives for burning fuel oil. This was also encouraged by the promised removal of the fuel-oil tax, and in October 1946 a subsidy of £1 per ton was paid to consumers – such as a railway – of fuel oil. This subsidy offset the fuel-oil tax, and with that in mind the GWR planned to convert 84 Hall Class engines to oil burning, but in the end only 11 were completed, with another 10 fitted with the oil burning equipment. In addition, the Government promised help to all companies changing over from coal to oil, which included the bulk purchase of all the necessary equipment, both on the loco and on the shed.

Converted

Garth Hall - oil -Green Folder GWR 57

“Garth Hall” as converted to oil burning in 1946.

So, for the GWR, the first loco to be converted was No. 5955 “Garth Hall” in June 1946, and it was allocated a new number – 3950. The remaining 10 locomotives were converted in April and May 1947, and included: 4907/48/68/71/72, 5976/86, 6949/53/57. The average life of these locos as oil burners, was around 2 years, with all being reconverted to oil-burning in 1950.

Oil Refuelling Depot layout cover

Re-Converted

Garth Hall - no oil -Green Folder GWR 133

By 1950, the few Hall class engines that had been running as oil-burners, were all converted back to coal burning. In this view, the original candidate “Garth Hall” is paired with a standard Hawksworth 4,000 gallon tender.

Operations

So, why were these locomotives needed? They were introduced at a time when the GWR had few modern mixed traffic designs, but plenty of the express passenger variety, and whilst Churchward’s application of new developments, especially following French practices were a great improvement on the Dean era, traffic was changing. Churchward had already introduced the 47XX series of heavy freight 2-8-0s, but a design that could be used on both passenger – long distance, or shorter – and a variety of freight workings was becoming an essential tool in railway operations.

When the Halls started to appear, all of the ‘Big Four’ companies were engaged on modernising and standardising their locomotive stock, which, in the 1930s resulted in many hundreds of the old ‘pre-grouping’ designs being scrapped, and replaced by engines with a wider operational range.

On the GWR, Churchward’s approach to locomotive design and standardisation in 1901 was mirrored in later years, by British Railways from 1948, and included elements of current best practice at home and abroad. Tapered boilers for example were introduced after studying the American approach, whilst the firebox was developed from a design popularised in Belgium, by Belpaire.

Churchward’s successor C.B. Collett applied these radical changes introduced a decade or so earlier in the “Saint Class” conversion in 1924, and delivered the most successful mixed traffic design the GWR operated, as the “Hall Class” 4-6-0.

The earlier ‘standard designs’ had included a mixed traffic loco with 5ft 8ins coupled wheels, and was a type that had been advocated by the Operating Department. The Hall experiment – which you could conclude was an exercise in recycling, delayed the introduction of a 5ft 8ins mixed traffic engine, and was entirely down to the Hall’s operating success. Collett did finally introduce a 5ft 8ins mixed traffic design – the “Grange” class, from 1936, more than a decade later.

Initially, the first 14 Halls were sent out to the West Country and based at Laira and Penzance, but as more were built, they were soon spread out across the network, and by 1947; some 30 depots had an allocation of the Hall Class.  From their earliest days, workings normally associated with Halls were as varied as the names they carried, from freight, empty stock, stopping and express passenger. Only the prestigious ‘Cornish Riviera’ express was excluded from their range, but in later years, even this was overcome.

Barring engine 4941 “Bowden Hall”, which received a direct hit from a bomb in WW2, most of the class survived into BR days unscathed, and remained so until around 1961, and as dieselisation progressed rapidly on the Western Region, only 50 Hall Class engines were at work in 1965.

The Modified Halls of course suffered similar fate at the end of steam, but they had earned a reputation as speedy machines, and were well though ouf by enginemen and maintenance crews alike. The various changes to their design and construction certainly seemed to add to their value as mixed traffic designs, and coupled with their Collett progenitors, they were indeed a mixed traffic masterpiece, shared by three different CMEs of the old GWR.

After Life

Perhaps unsurprisingly, no fewer than 11 of the Hall and 6 of the Modified Hall class engines were rescued from the breakers’ torches, and now ply their trade on a number of Britain’s Heritage Railways. There are 3 Hall Class and 3 Modified Hall Class fully operational, with 4 of the Halls either being overhauled or restored, whilst 4920 is listed as stored on the South Devon Railway. Perhaps most interestingly, a Hall Class achieved superstar status thanks to Harry Potter and J.K. Rowling – 5972 “Olton Hall” is now a static exhibit at the Warner Brothers Studios.

Of the Hawksworth Modified Halls 4 are fully operational, with one being overhauled at the time of writing, and the final member 6984 “Owsden Hall” being restored at the Buckinghamshire Railway Centre.

Preserved Hall Class Engines

Preserved Halls

Preserved Modified Hall Class Engines

Preserved Modifieds

Further Reading & Links:

  • “GWR Two Cylinder 4-6-0s and 2-6-0s, Rodger Bradley,
    • Pub; David & Charles 1988; ISBN; 0715388940
  • “The GWR Mixed Traffic 4-6-0 Classes”, O.S.Nock,
    • Pub; Ian Allan 1978; ISBN; 0711007810
  • “Great Western Steam”, W.A.Tuplin,
    • Pub; George Allen & Unwin 1982; ISBN; 0043850359
  • “The Great Western at Swindon Works”, Alan S Peck;
    • Pub; Ian Allan 1998; ISBN; 9781906974039

 

Raveningham Hall video (Modified Hall Class)

Rood Ashton Hall video (Hall Class)

-oOo-

Non-Standard Shunters of BR – Part III

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To complete this little anthology, it seemed appropriate to include the least well known, and some pretty obscure examples of low-powered locomotives used on British Railways – many at small yards and depots, and dockyards.  Many locos of the sizes described here were adapted, or used for large industrial, engineering, quarries and mining operations, whilst one example remains unique from a major British manufacturer – Brush Traction.

Blue Box8 7

Ruston & Hornsby and its predecessors have a key place in the development of diesel traction, with the East Anglian company boasting one Richard Akroyd – a contemporary of Rudolf Diesel amongst its number. However, Ruston & Hornsby’s contributions to British Rail never fully extended beyond the shunting and service locomotive stock. PWM650 is seen here sporting the earliest BR livery style – used on running department stock too. This example was the first to appear in 1953 and, in common with the Brush design, an electric motor provided the drive to the wheels.                    (c) Lens of Sutton

This final selection of builders provided the least number of diesel shunters to BR in the 1950s and early 1960s, but a number of these have survived – including examples of the Rolls Royce powered shunters from Yorkshire Engine Co. Brush Traction on the other hand supplied only one diesel-electric prototype, which has long since disappeared, whilst many of the departmental varieties, included samples from John Fowler, Hibberd and even an aeroplane manufacturer from Bristol. Some of these were curious shunting types indeed for a nationalised railway, but were nonetheless an essential part of the organisation, whether on standard or narrow gauge tracks.

Clink on the image below to read on: 

Non-Std Part 3 Cover

 

Useful Links & References:

 

Atomic Trains

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Back in the early 1950s, nuclear power was very fashionable – much like electricity was 50 years earlier – and numerous ideas for its uses were produced. Some were mad, some were bad, and some just plain crazy – at least for land transport, since as we know, a variety of submarines and ships are powered by nuclear reactors. On land, aside from a crackpot idea dreamed up by Ford, for a family car with a nuclear reactor in the boot, the potential for ‘atomic trains’ was seriously investigated 70 years ago.

In fact, I was prompted to have another look into these ideas by a letter I received in 1990, which suggested that “…could render main line electrification unnecessary the development of a nuclear powered locomotive.”

In fact, the writer of the letter made these interesting points about its potential use:

“The nuclear-powered locomotive would combine the advantages of conserving fossil fuels with the use of simple trackside installations and would provide quite exceptional endurance without refuelling. The longer the network the greater would be the advantages, especially on those where a small number of train movements per day combined with high carrying capacity, whether passenger or goods, are involved. The East Coast line from London to Scotland would make an ideal test route, and countries like China, the USSR, Brazil, South Africa, etc would be natural customers.”

The problem perhaps at the end of the 1980s, was that people were so intimately wedded to their cars, and road transport, that rails and guided public transport – in the UK in particular – was rapidly facing extinction.
In the 1950s, there were no such inhibitions or potential constraints, and in 1954, a certain Dr Lyle Borst at the University of Utah proposed the 360 ton X-12 locomotive, carrying a nuclear reactor fuelled by Uranium-235, and designed by Babcock & Wilcox. Borst had contacted both the Association of American Railroads (AAR) and numerous railroad companies, with his seemingly far fetched proposal. A key feature of the proposition was its ability to run for months without refueling, and instead of the solid fuel elements, the reactor was intended to use uranyl-sulphate (U-235) and water solution. The type of reactor design was described as an Aqueous Homogeneous Reactor (AHR).

The practicalities of getting power to the rails in this example utilised what had become commonplace – an electric motor attached to the locomotive’s axles. I suppose they could have used either mechanical or hydraulic drives, but they were of course not the only country experimenting with nuclear technology, and the Soviet Union had a particularly striking looking design – that never was.
In Britain too, the ‘atomic age’ was beginning in the early 1950s, and in its issue for 1st August 1952, the “Eagle” comic had an artists impression of what a nuclear powered loco might look like on British Railways.

British Atomic Loco - Eagle 1952

Now, it is worth remembering that the major UK and US companies employed in electrical and mechanical engineering, wee also heavily involved in the design and construction of nuclear reactors – or as they were referred to ‘atomic piles’. This included the likes of Westinghouse, English Electric, Babcock and a number of others, including – of course – in the 1950s, the Soviet Union, where the state had evolved designs for just such a locomotive.

A decade earlier, during WW2, the German military were advancing plans to build nuclear powered submarines in the mid 1940s, and the use of nuclear power was put forward again in the early 1950s, for a nuclear powered locomotive. Some details of one such proposal are kept in the “Deutsches Museum” www.deutschesmuseum.de in Munich, whilst the illustration shows how it might have looked on the rail network of West Germany.

German Atomic Loco

Also in West Germany in the mid-1950s, Krauss-Maffei were considering building an approximately 35 m long nuclear locomotive; the design was closely related to the well-known V 200 diesel locomotive.

Perhaps though the Russian and American examples had advanced the furthest – driven mostly by the cold war. In the Russian example, it was considered that using nuclear powered trainbs as mobile missile launching pads would make it difficult to detect their positions, and require fewer locomotives than the equivalent diesel or steam hauled trains. Once again, the UK’s “Eagle” comic provided a spectacular illustration:
Nuclear reactors can of course be easily detected through their heat emissions, and they would have been just a more sophisticated – if dangerous – steam locomotive. The projected design looked very dramatic. In fact, I believe the illustration appeared in the British “Eagle” comic in the 1950s, and it shows their “atomic locomotive” pictured alongside an artist’s impression of the new “Deltic” diesel locomotive from English Electric.

Soviet Atomic Locomotive

The work in the USA continued up until the late 1950s, and Professor Borst’s design was even granted a patent by the US Patent Office – but despite the effort that had gone into the design of this unusual locomotive, it never came to life.

X-12 Patent DetailsSo, in all honesty, why, in the late 1980s and 1990s would the idea emerge again – the 1974 oil crisis had passed, and high-speed trains were becoming almost commonplace on every railway network around the world. Electrified lines were – indeed mostly still are – powered by electrical energy generated by a nuclear power station, and although other forms of energy and power generation had not been explored, it became just an uneconomic prospect.

My original letter writer had agreed that electrification was by far the most suitable, both economically and in efficiency of operating, for the short, high-density suburban traffic, but advocating a nuclear hauled locomotive for main line, long distance services. He made these two points:

“The nuclear-powered locomotive would combine the advantages of conserving fossil fuels with the use of simple trackside installations and would provide quite exceptional endurance without refuelling.”

“The East Coast line from London to Scotland would make an ideal test route, and countries like China, the USSR, Brazil, South Africa, etc would be natural customers.”

He then made the suggestion that Britain should see this as an unmissable export opportunity, noting that:

“…. Britain is in a very strong position to develop and sell nuclear railway technology. We have an advanced capability in nuclear power generation, …..”

At the time, there was much turmoil in the British railway industry, with closures, mergers, sales, and the ongoing privatisation activities, I feared this was never likely to go much further than it had 40 years earlier – and it didn’t. The use of hybrid power trains, hydrogen fuel cell powered locomotives and trains has since seen much more development, so the Atomic Train of the 1950s will remain just another engineering idea that will be consigned to Room 101 ….. probably.

A final example of the use of a train based nuclear reactor appeared in patent form in the USA in 2008, with a proposition from one William Gregory Taylor. This time, under US Patent US2009/0283007A1, the inventor claims for pairing an on-board reactor with magnetically levitated vehicles, to quote the abstract from the application:

“This device is a magnetically levitated (maglev) locomotive powered by an on board nuclear reactor. The locomotive carries a small portable nuclear reactor that heats a fluid to boiling, and passes it through electric turbine engines to produce electric power. The fluid/steam then recirculates through cooling radiators condensing it back to liquid before it passes back into the reactors again. The electric power is used to power and cool the onboard electromagnets, which oppose passive permanent magnets or magnetic coils in the roadbed. The onboard reactor is capable of providing greater electrical power than previously described maglev systems. This, in turn, provides greater power to the superconducting electro magnets, which translates into greater lift capacity and greater Speed.”

So maybe it’s not all over yet?

References & Useful Links

 

-oOo-

Non-Standard Shunters of BR – Part II

Standard

In the first of these posts, I looked at the most widely built 0-6-0 shunters, based largely around the Gardner series of diesel engines, mostly the 204bhp rated design, which was applied to a mechaniucal transmission by a number of builders, and BR workshops.  But they were not the only small diesel shunters bought from manufacturers, and in this offering I took a look at the two most well known Scottish builders.

Adverts

Two of the builders – advertising in the 1950s – who supplied considerable numbers of narrow gauge and mining locomotives, along with number of the smaller BR diesel shunters.

Perhaps uniquely, the world renowned North British Loco Co had build many thousands of steam locomotives over the 50 years to 1953, but its initial forays into diesel traction were less than successful.  It had of course experimented with diesels around the time of nationalisation, and had built a collection of products for mine working – appropriately named the “Miner” series.  But their choice of diesel engine paired with hydraulic transmission – whether from Paxman or MAN – was a risky venture.

2767_North_British_shunter_(30237828911)

Formerly D2420, and renumbered 06003 in the TOPS scheme, this North British built 0-4-0 is the only preserved Class 06 , and seen here at Bury, on the East Lancashire Railway in its final ‘rail blue’ colour scheme.         © Photo: Paul Miller, https://commons.wikimedia.org/w/index.php?curid=4246599

Andrew Barclay, in nearby Kilmarnock had opted for a more conventional approach, and opted for the Gardner design of engine, with mechanical transmissions.

In the main, the lack of sustained success was as much down to the changing nature of freight workings, especially after the pressure mounted on BR to reduce operating overheads, and competition from road hauliers.

Click on the image below to read on ….

Shunters Part 2 cover

Blue Box8 8

North British built D2903, paired with the NBL-MAN engine and hydraulic transmission, with a 335 bhp diesel engine it was almost as powerful as the BR Standard 0-6-0 shunter, the Class 08 from English Electric.            (c) Photo: Lens of Sutton

 

Useful Links & References:

 

-oOo-

NON-STANDARD DIESEL SHUNTERS OF BRITISH RAILWAYS

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British Railways standard diesel shunter was the English Electric designed 0-6-0, with almost any number of variations of the ‘K’ series engine of 1930s vintage.  This was developed from the 1930s designs used on the LMS, and was the mainstay of goods, and train marshalling yard operations – it seemed almost forever.

However, in 1962 there were no fewer than 666 diesel shunting locomotives in operation on BR, of either 0-4-0 or 0-6-0 wheel arrangement and powered by engines of less than 350 hp.  These “non-standard” types performed a variety of the most mundane tasks, and their earliest appearance was from a pre-nationalisation order to the Hunslet Engine Co. of Leeds, also by the LMS.  Following the end of the Second World War, many more were ordered from various makers.

RPBRLY-3

Captured at Bo’Ness on the Bo’Ness & Kinneil Railway in the 1990s, by then Class 03 073 in its final ‘Rail Blue’ livery, this was one of the Drewry built 0-6-0s, with the ‘Flowerpot’ chimney.     (c) Rodger P. Bradley Collection

By the early 1980s there were only a handful left in service, mainly of the Class 03 0-6-0s built at Swindon, together with samples from Andrew Barclay, Ruston & Hornsby, Hunslet, Drewry Car Co., Hudswell-Clarke, etc.

During BR days, a motley collection of some 11 different designs were in service, carrying out shunting and many other light duties at yards the length and breadth of the country. Although some of the designs dated from the 1930s, the majority were constructed after 1948.

The particular types reviewed here were built at Swindon Works, Drewry/Vulcan Foundry, Hunslet and Hudswell-Clarke.  Each featured either a 204hp or 153hp Gardner diesel engine, and various forms of mechanical transmission.

Click on the image below to read on..

PDF Cover imageUseful Links & References

 

 

 

 

An Italian Odyssey

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Since 1995, I have taken a number of photographs in Italy, at various locations where we have started, ended, or simply watched the trains go by, and I thought it would be an appropriate time to share some of those images on these pages.

Naturally, some of the steam locos were seen in the Science Museum in Milan, including the Ansaldo built 2-8-2 of Class 746, together with the 1,000th locomotive built by Breda – Class 685 No. 600.  Alongside these are examples of the P7 0-8-2T, and R301.2 0-6-0T.  The only other steam locomotive in this collection is that of SNFT 0-6-0T No.1 on the plinth outside Brescia Castle, where it has been since it was selected as the first monument to steam traction in Italy, by the local model railway organisation – the “Club Fermodellistico Bresciano”.

Milan’s cavernous Central Station provides a brilliant backdrop in 2009 to the power car E414-103, built in the late 1990s, and heading an ETR500 high-speed train, shown in the post 2006 livery of grey,white and red.  Another example – E414-128 is shown leaving Verona with a Milan bound service in 2008.

Out on the Milan-Verona-Venic main line, back in 1995, Desenzano-del-Garda was the stopping off point for a couple of the views in the bright sunshine of high summer.  These range from E444-064 a Fiat/Breda built 4,000kW Bo-Bo (These were Italy’s first high-speed locos)  on a Venice bound express, through a pair of E652 series B-B-B types, led by E652-052 on a freight working.  Also seen, is a D.445 diesel No. 1114 – the standard passenger design of the time, on a regional working from Verona.

North of Milan, at Como San Giovanni station, we see an E632 B-B-B from builders Ansaldo heading towards Chiasso and Bellinzona in Switzerland, whilst in the opposite direction, one E656.051 arrives.  Nicknamed “Alligators”, these were the articulated B-B-B design developing some 4,200kW.

Alongside Lake Maggiore, at Stresa, in 2007 we pick up a “Cisalpino” service running through the station these 9-car tilting trains, in this case designated ETR470 followed on from the preceeding ETR450, and 460 series, known as “Pendolino”.   A short time later a northbound service headed through, with E464.285 at the front, with the rear driving trailer – sporting a touch of graffiti.

Heading southbound again at Stresa, a weatherbeaten E652.062 trundles through with a southbound freight, these ABB/Ansaldo/Marelli built locos deliver some 4,950kW, and are now exclusively used on freight.  This was followed by a local/regional service with E633.110 at the head, covered in a liberal amount of graffiti.  This class dates from the 1980s, and was the forerunner of the E652 on its freight working.

Back out to the Milan-Verona-Venice main line in 2014 and 2017, a varied collection of stock is seen entering and leaving Verona Porta Nuova.  An E464 – No. E464.409 puts in an appearance on a Tren Nord working, in its shiny green livery, and an assortment of ETR high-speed trains on the Frecciabianca (ETR500), Frecciarossa (ETR500), and the Swiss liveried version of the ETR610 series.  In Switzerland, these are classed as RABe 503, but have also been known as the Cisalpino Due, since they are in effect the upgrade or replacement for the tilting Cisalpino trains seen at Stresa, back in 2007.

Hope you enjoy.

-oOo-

 

Diamonds Were Forever

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The Great Western Railway had, since its inception been the loner amongst the rai1ways of this country. Beginning with its adoption of Brunel’s broad gauge in the early nineteenth century, this tradition of individuality was carried on beyond the nationalisation of the railways in 1948 to the introduction on the Western Region ten years later of he first main-line diesel hydraulic locomotives. Ostensibly the idea was to assess the relative merits and demerits of the hydraulic transmission as compared with the electric variety. The diesel types with hydraulic transmission were restricted entirely to the Western Region; perhaps the ghost of Brunel and his advocates had something to do with this! Nevertheless, with the implementation of the National Traction Plan in 1967, the D600 class “Warships” days were numbered. But they deserve their place in the story of diesel traction on Britain’s railways, marking as they do, a milestone in the history of motive power development in this country.

D600 on test run - no number

Brand new, straight out of the box – an unnumbered “Warship” on a proving run from the North British Loco Co works.

Five locomotives of this type were ordered from the North British Locomotive Company in November 1955, eventually to become Western Region “Warships” numbers D600 to D604. These locomotives were built under the pilot scheme of the British Transport Commission’s Modernisation and Re-equipment programme for the rai1ways. It was proposed under this scheme to introduce specific types of diesel locomotives in four broad power groups, and to subject them to a period of intensive trials in order to evaluate the advantages and disadvantages of each type.

This was, however, not to be, and shortly after the programme was launched a re-appraisal was carried out, following which, bulk orders were placed with contractors, in many cases hardly even before the first of the prototypes were outshopped. Some of these proved their worth, but not until after much re-work of major components, including for the many engines fitted to the Brush-Sulzer Type 4 locomotives was undertaken.

Back to the Pilot Scheme orders, the North British Company delivered the first locomotive of the D600 class in 1958.  These “Warship” class locomotives were powered by Anglo-German engines – two N.B.L./M.A.N. L12V 18/21S to be precise – each with a continuous output rating of 1000hp, at an engine speed of 1445 rpm. This placed the design in the category of locomotives with high-speed engines – another area for comparison and trials under the Pilot scheme – with many others sporting medium speed engines.

They were carried in a full width body over two three-axle bogies, and the central axle of each bogie was ‘free, with the engines driving the axles through a Voith/North British L306R hydraulic transmission. This was denoted as the A1A-A1A wheel arrangement, which could to a degree be seen as a disadvantage when it came to getting sufficient power to the wheels to start and haul a train.

When I first penned this article, I wrote:

“Contrary to popular opinion, diesel locomotives are not merely tin boxes on wheels, belching forth voluminous clouds of noxious fumes; these locomotives even had mainframes!”

The mainframe part of that comment was clearly true, but with the benefit of hindsight, the “clouds of noxious fumes” was a bit much. But this was at a time when you could see the pollution of steam trains, but we were yet to become more aware of the hidden dangers of the diesel exhaust.

D600 diagramStructural Details

The underframe was built up from mild steel plate and sections, covered with steel plate forming a continuous floor. The double plate frame 
bogies were fabricated from 7/16 in. thick plates, with cross-stretchers
and headstocks riveted to the side members. Double swing link bolsters provided support for the weight of the whole of the locomotive and
its contents. These were in turn fitted with four bearing pads on each bogie, with the final drive gear train, and wheels and axles fitted with “Timken” roller bearing axleboxes with a wheelbase of 15ft equally divided. The driven wheels were 3ft.7ins. in diameter, whilst the centre pair were 3ft. 3 ½ ins.

Dimensions

At least one item that stands out in the list of particulars given is the weight of the locomotive.

At over 117 tons, these were really heavy machines, especially when compared with designs that appeared less than a decade later, and typically delivered around 2800 h p, for less than 100 tons of locomotive. This power-weight challenge faced by the first “Warships” stands out even more when compared with the D800 series of Locomotives, which for the same power weighed a mere
 78 tons. Nearly 40 tons less! The D600’ s were certainly very solidly bui1t!

D600 NBL-MAN Engine

The NBL/MAN V12 engine on a stand, waiting to be installed in the locomotive. One of the earliest high-speed diesels, but it did prove to be less reliable in service than hoped, and BR had adopted medium speed designs for the majority of locomotives.

Theory has it (or possibly had it, theories may have changed!) that the less
 of its own weight a locomotive has to haul, the greater the weight of the train that can be hauled, for the same engine power. With a power/weight ratio of 17.1 hp/ton this certainly compares unfavourably with the D800 series, which for the same power had a power/weight ratio of slightly more than
 25.6 hp/ton. A further comparison with the most recent freight locomotives in use on Britain’s rail network – the Class 70 – shows that they have a power to weight ratio of over 29hp/ton.

The pressure charged NBL/MAN 12 cylinder ‘vee’ engines were flexibly mounted on fabricated steel section underframes, which was intended to mitigate stress placed on the engine from shock loading under accelerating and braking conditions. The engine crankcase and cylinder blocks were built up from steel plate, the former incorporating cast steel bulkheads carrying the main bearing housings, the crankshafts being hardened and ground alloy steel forgings.

D600 bogie

A bogie being assembled in the works of the North British Loco Co

The hydraulic transmission installed by Voith/NBL included three separate torque converters, each of which was designed to cover three separate speed ranges, with each one arranged to take over at the appropriate road speed automatically.  The final drive to the outer axles on each bogie was completed through a pair of Hardy Spicer cardan shafts.

Braking equipment was provided by Westinghouse air brakes for the locomotive, with four brake cylinders (10ins x 8ins) on each bogie operating clasp brakes to each wheel. A separate air brake handle was provided, which operated the locomotive brakes only, whilst a proportional valve ensured that application of the train vacuum brake gave a proportionate application of the locomotive’s air brake.

Also noted in the list of particulars is a water tank having a capacity for 1000 gallons of water. The reason for this was that since the locomotive were introduced at a time when only steam heating of locomotive hauled stock was available, all diesel Locomotives designed under the modernisation plan were provided with steam heating boilers. In this case they were “Spanner” boilers, operating at a pressure of 80lbs/sq.in. This latter item contributed a great deal to early diesel types weight, and occupied a not inconsiderable amount of space.

D600 Cab and nose

In an attempt to reduce the overall weight, the cab and nose of the “Warships” was constructed from lightweight aluminium sheet and sections.

Another feature that added greatly to the weight, particularly in this case, was the use of heavy steel fabricated construction techniques. The British Transport Commission’s insistence on using thicker plate than necessary was the principal reason for using these techniques, resulting in a sturdy but unnecessarily heavy structure. This was also the first product from the North British Loco. Co. for the home market, other than shunting types previously built. As such, no doubt there was some experimentation in the design of such a totally new locomotive type to the British railway scene.

External design was left to the manufacturer, and as a result the locomotive types produced under the ‘Pilot Scheme’ all differed in appearance, and unlike the range of ‘Standard’ steam locomotives there was no ‘family likeness’. The D600 series ‘Warships’ were perhaps one of the more attractive designs. The stressed skin framework of the bodysides was punctuated with a honeycomb of grilles, covering the various vents 
and air intake points.

NBL Advert

NBL’s advert in the 1958/59 railway official’s directory, with the D600 series shown in the top sketch.

In addition to the doors providing entry to the driving cabs at either end, windowed access doors were provided
adjacent to the engine compartments, and sections of the roof were made detachable for installation and removal of equipment. The cabs themselves were provided with two large flat windscreens, each having independently operated wipers.

It should be noted here that the majority of diesel types introduced at that time had three windscreens. In fact, apart from the ‘Deltics’, the twin windscreen arrangement was for a long time restricted entirely to the Western Region’s diesel-hydraulics. Another feature peculiar to the ‘Pilot Scheme’ types, was the provision in each nose end of a flexible bellows connection, for use when through passage was required between locomotives when worked in multiple.

Two fans mounted in the roof were arranged to draw cooling air through the twin bank ‘Serck’ radiators mounted just to the rear of each cab. A third grille, positioned mid-way along the roof, served as an engine room vent. The only other apertures were the exhaust outlets, and the output from the ‘Napier’ pressure charger.

Since the train classification headcode panels were not introduced until I962, these “Warships” were provided with train classification discs, and head/tail lamp brackets, as per the then standard steam traction practice. Twin air-operated warning horns were provided in each nose end. Standard side buffers and screw coupling draw-gear were also fitted at each end. Other nose connections were provided for vacuum brake and steam heating pipes, and jumper sockets for control connections when worked in multiple.

Numbering and livery

This series of locomotives, as already mentioned, was ordered from the North British Locomotive Co. at the time of introduction of the re-equipment programme, on I6th November I955. Delivery was due to take place fifteen months after the order was placed, which should have been completed by late I957. As often happened, delays in delivery caused their introduction to be put back to 1958.

A list of numbers, names and building dates is given below:

Numbers & Names

Livery styles for British Railways diesel locomotive Livery
prior to I956 followed basically that scheme applied to the former LMSR diesel-electric units 10000/10001 – black with aluminium lining and raised numerals. Bogie sideframes and sundry details were also picked out in aluminium. Commensurate perhaps with the new era about to begin, all new diesel locomotives were turned out in the new ‘standard’ green livery. This was applied to the nose, body side panels, and that section of the roof extending over each cab and the entrance doors. The roof was medium grey between cantrails. The bogie and underframe details were black, with buffer stocks and the beam itself in the vicinity of the coupling hook picked out in red.   Handrails and the aluminium beadings to the cab windows, windscreens and warning horn mountings were bright polished. Nameplates and the new style B.R. crests were carried on the lower and upper bodysides respectively, and on the same centreline between the engine room access doors on either side. The nameplates themselves were similar to ex GWR locomotive nameplates; cast in brass with raised lettering on a red background.

NRM_D601_Ark_Royal_nameplate

The nameplate of D601 Ark Royal on display at the National Railway Museum. This was the original style, but if a member of the class was painted ‘Rail Blue’, the background was changed to black.            Photo: Geof Sheppard – Own work, CC BY-SA 3.0, https://commons.wikimedia.org/w/index.php?curid=9680512

The scheme of numbering diesel locomotives introduced at this time, including the use of the prefix ‘D’, was developed in order to avoid any confusion which might have arisen using six figure unit numbers. Also it was considered desirable to allocate a block of numbers to individual classes or types, and the problems were thus overcome by use of the ‘D’ prefix. The unit numbers for the D600 series were Gill San transfers applied to the cabsides, under each of the four droplights. Directly under each number, were the North British works plates, and the WR route restriction colour discs, which in this case were single red. They were of course already scrapped when British Rail introduced the TOPS renumbering, which had been first been considered by BR in 1968, following work done in the USA by IBM and the Southern Pacific Railroad. The system was purchased by BR – including the source code – together with an IBM System 360 mainframe computer, and its implementation was supported by Southern Pacific personnel.

Lens of Sutton D600 'Warship'

D600 “Active” on one of the class’s main roles, hauling expresses over the South Devon Banks. A key service for a short time was the “Cornish Riviera Express”.                           Photo: Lens of Sutton/RPBradley Collection

The oddest aspect for the North British Warships was perhaps that they were allocated the new classification – Class 41 – but which was never carried.

In later years, ½ and full height yellow warning panels were applied, which did nothing for their appearance, and the same might be said of the ubiquitous ‘Rail Blue’ livery, and the double arrow symbol seen on D600 whilst awaiting the breakers torch at Barry. Headcode boxes had also been fitted in their mid to late years, since in 1960, the train class, route and reporting number were combined into a single four character display. So, the old style discs were dispensed with and all new locos built after that were fitted with a roller-blind display that could display the full reporting number. Of course this meant for some – such as the North British “Warships” a pair of two character boxes were fitted to either side of the loco front.

Performance


These locomotives were the first 2000hp main line types to be placed in service on the Western Region, and were intended for express Passenger and other top link duties. A demonstration run on Monday I7th February I958 was made by No.D600, hauling a nine coach train from Paddington to Bristol and back. It is interesting to note, in connection with this run, that in order to demonstrate the locomotive’s ability, on the return journey from Bristol, soon after leaving, one of the engines
was shut down, and the remainder of the trip completed on a single engine.

The first regular top link passenger work for the class commenced in June I958, with the ‘Cornish Riviera’ express. Also during this month, a series of comparative tests was made, with the second of the class D60I, and various classes of 4-6-0 steam locomotives. The trials took place between Newton Abbot and Plymouth. It was thought that summer Saturday services in particular would need piloting over this route, and since there would not be enough diesel locomotives available double heading trials were carried out with steam locomotives in order to determine optimum loads and timings over this route. Unfortunately for the North British “Warships”, the D8XX series Swindon “Warships” was appearing in ever increasing numbers.

EPSON scanner image

‘Warship’ Diesel-hydraulic at Reading (General) on an Up express, looking west towards Reading West Junction, Swindon, Bristol, Taunton and the West; ex-Great Western main lines from Paddington. The train, running through on the Up Slow line, is the Summer 08.15 Perranporth – Paddington, headed by 2,000 hp Type 4 A1A-A1A ‘Warship’ No. D600 ‘Active’                                     Photo: Ben Brooksbank, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=15149523

This fact, coupled with somewhat varied standards of engine performance, notwithstanding a lack of confidence by maintenance staff in their reliability, gradually forced this class out of the principal duties. The overall performance of the first two, D600-1 was rather better than D602-4. This difference has been attributed largely to the fact that the engines for the first two were actually built in Germany, whereas North British made those for D602-4 under licence. No doubt, there is more than an element of truth in that statement, but perhaps it could also explain the reason for the long gap between the delivery of D600/1, and D602-4.

North_British_Type_4_D601_(8392564224)

A sad end for this pioneering class of diesel locomotives – here D601 “Ark Royal”, and an unidentified sister, are seen at Woodham’s Barry scrapyard in October 1968. The second loco is in rail blue, complete with full yellow ends, and the double arrow symbol, whilst D601 still retains green livery and ½ height warning panels. Both have been transformed with the roller blind headcode boxes stuck to the nose.                                                                 Photo: Hugh Llewelyn – D601Uploaded by Oxyman, CC BY-SA 2.0, https://commons.wikimedia.org/w/index.php?curid=24382933

All five were based for the most part, at Plymouth Laira
 depot, and in their latter years restricted entirely to Cornwall. In 1967 their demise was foreshadowed by the implementation of the National Traction Plan. With this scheme, it was proposed to ‘phase out’ classes of locomotive coming under one of the following three headings:

  1. Elimination of types that had given trouble
  2. Those having excessive maintenance cost
  3. Those classes of low numerical strength

Once again, unfortunately these “Warships” came under all three headings. In 1967 they were transferred to South Wales for a short time, working mineral trains, in place of English Electric type 3’s. This proved to be their final duty, since they were returned to Laira in December 1967 for withdrawal. In July 1968, after being stored for seven months, D600/1 were sold to Woodhams, of Barry and D602-4 to Cashmeres at Newport for scrap.

Sadly, despite its pioneering status, not one of this class of diesel-hydraulic locomotives was rescued for preservation – although the nameplate of D601 “Ark Royal” survives in the NRM at York. But, hydraulic transmission was not a complete failure for BR, since the second “Warship” class locomotives, the Class 42, were very successful, and in turn, they were followed by a final design, the Class 52 “Western” series. But by the time these appeared, the decision to use diesels engines with electric transmission had been made, and these too were to suffer a similar fate to the diesel-hydraulic pioneers.

Useful Links & References

  • “Diesel-Hydraulic Locomotives of the Western Region”;  Brian Reed, pub; David & Charles 1974; ISBN 0715367692
  • “Diesels Western Style”;  Keith Montague; Pub; Oxford Pub. Co. 1974; ISBN 0902888390
  • “Giants of Steam – Story of the North British Locomotive Co.”;  Rodger Bradley; Pub; Oxford Pub. Co., 1995; ISBN; 0860935051

 

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