John's Railway Gallery http://pics-by-john.photoblog.org.uk/ 74 rows en-gb 60 On this Day in History - London – 19th March 1972 http://pics-by-john.photoblog.org.uk/c1826939.html A day trip to London Nottingham – St Pancras (1952) Class 08 (3306, 3505, 3700/73/86, 3866, 3996), class 25 (5213/15/17/18/19/23/24/29, 7501/21/61/65/69, 7665), class 31 (5558), class 45 (54/75/96, 106/09/15/30), class 47 (1701/25, 1807/60, 1949/52) Waterloo Class 09 (4108), class 33 (6534/45), class 74 (E6110) Hither Green MPD (73C) Class 08 (3092, 3719, 3928), class 09 (3668/71), class 12 (15212/20/21/22/25/29), class 33 (6555/60/64/72/96/97), class 73 (E6004/14) Hither Green International Freight Terminal Class 71 (E5014) Selhurst MPD (75C) Class 04 (2239), class 08 (3093), class 09 (4109) Selhurst – Victoria Class 33 (6582), class 73 (E6005/28) Stewarts Lane MPD (75D) Class 04 (2293/94/95), class 08 (3461/64), class 33 (6568/81), class 71 (E5007/08), class 73 (E6022/25/26/31/32/44) Euston Class 25 (7662), class 84 (E3041), class 85 (E3062/92), class 86 (E3101/05/06/07/14/16/39/46/69/82/93, E3200) Euston – Willesden Class 08 (3835), class 86 (E3162/96/97) Old Oak Common MPD (81A) Class 08 (3598/99, 3600, 3947/54/55/61/65, 4000, 4166/77/79), class 31 (5528/30/35, 5668/82/88, 5803/09/12/14), class 35 (7000/15/27/34/35/52/53/60/77/79/89), class 42 (809), class 47 (1612/34/40/48/49/50/54/55/58/81, 1716/28, 1904/09/55), class 52 (1036/54) Willesden MPD (1A) Class 08 (3016/51, 3107, 3269, 3770, 3831, 3936, 4146/51), class 11 (12058), class 25 (5185, 7666), class 83 (83011), class 85 (E3060/63/83/85), class 86 (E3103/19/20/23/37/42/45/47/52/76/99 A number of the above were withdrawn: 2293/95 – February 1971, 2294, 12058 – April 1971, 2239 – September 1971, 15220/21/22/25/29, 809, 7060/77/79 – October 1971, 7027 – November 1971, 15212 – December 1971, 7034/35/53 – January 1972 and 3093 – May 1972, 7015 – June 1972, 3093 – October 1972 would be withdrawn within the next twelve months. A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome Friday 19 March 2010: A day trip to London Nottingham _ St Pancras (1952) Class 08 (3306, 3505, 3700/73/86, 3866, 3996), class 25 (5213/15/17/18/19/23/24/29, 7501/21/61/65/69, 7665), class 31 (5558), class 45 (54/75/96, 106/09/15/30), class 47 (1701/25, 1807/60, 1949/52) Waterloo Class 09 (4108), class 33 (6534/45), class 74 (E6110) Hither Green MPD (73C) Class 08 (3092, 3719, 3928), class 09 (3668/71), class 12 (15212/20/21/22/25/29), class 33 (6555/60/64/72/96/97), class 73 (E6004/14) Hither Green International Freight Terminal Class 71 (E5014) Selhurst MPD (75C) Class 04 (2239), class 08 (3093), class 09 (4109) Selhurst _ Victoria Class 33 (6582), class 73 (E6005/28) Stewarts Lane MPD (75D) Class 04 (2293/94/95), class 08 (3461/64), class 33 (6568/81), class 71 (E5007/08), class 73 (E6022/25/26/31/32/44) Euston Class 25 (7662), class 84 (E3041), class 85 (E3062/92), class 86 (E3101/05/06/07/14/16/39/46/69/82/93, E3200) Euston _ Willesden Class 08 (3835), class 86 (E3162/96/97) Old Oak Common MPD (81A) Class 08 (3598/99, 3600, 3947/54/55/61/65, 4000, 4166/77/79), class 31 (5528/30/35, 5668/82/88, 5803/09/12/14), class 35 (7000/15/27/34/35/52/53/60/77/79/89), class 42 (809), class 47 (1612/34/40/48/49/50/54/55/58/81, 1716/28, 1904/09/55), class 52 (1036/54) Willesden MPD (1A) Class 08 (3016/51, 3107, 3269, 3770, 3831, 3936, 4146/51), class 11 (12058), class 25 (5185, 7666), class 83 (83011), class 85 (E3060/63/83/85), class 86 (E3103/19/20/23/37/42/45/47/52/76/99 A number of the above were withdrawn: 2293/95 _ February 1971, 2294, 12058 _ April 1971, 2239 _ September 1971, 15220/21/22/25/29, 809, 7060/77/79 _ October 1971, 7027 _ November 1971, 15212 _ December 1971, 7034/35/53 _ January 1972 and 3093 _ May 1972, 7015 _ June 1972, 3093 _ October 1972 would be withdrawn within the next twelve months. A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome

1054 Western Governor comes off Bristol Bath Road MPD light engine, 16th April 1976. Western Governor was built at Crewe and entered traffic in maroon livery on the 2nd March 1963. It retained its maroon livery until being painted corporate blue in November 1967. It would survive for another seven months in traffic before being withdrawn on the 25th November 1976 with @ 1,336,000 miles to its credit. It was broken up at Swindon works in May 1977. 73004 at Eastleigh before dawn on the 17th February 1978. 73004 was originally E6004 and was one of the prototype batch of six locomotives built by British Railways (using equipment supplied by English Electric) at Eastleigh works in 1962. Withdrawn from traffic in September 1991 it was used as a source of spares for privately owned 73003 until finally broken up with the last remains being disposed of in February 2004 by EMR, Kingsbury. It is the only one of the six protype locomotives that has not currently (December 2009) been preserved. 73124 passing through Poole light engine in August 1975. Dedicated to Gatwick Express in 1984 and renumbered 73205. Currently (November 2008) still main line operational with GBRf. 73137 awaiting departure on the overnight Waterloo - Southampton newspaper train in the days when newspapers were printed in Fleet Street and distrubuted by rail, 17th February 1978. The first six class 73 locomotives were built by British Railways at Eastleigh Works in 1962 and were numbered E6001-E6006. The remaining forty three locomotives were built by English Electric at the Vulcan Foundry between 1965 and 1967 and numbered E6007-E6049. They differed slightly from the six earlier machines, most notably having an increased tractive effort as well as a higher maximum speed (90 mph as opposed to 80mph). Originally E6044 it became 73137 under the 1973 TOPS renumbering scheme. In the late 1980’s fourteen class 73 locomotives were dedicated to Gatwick Express duties and renumbered into a separate series with 73137 becoming 73202. It was displaced from these duties in 2005 but has been retained by Gatwick Express for stock movement and rescue duties. 25063 backs down on to its train of Mark I coaches in one of the bay platforms at the south end of the Crewe station on a wet and miserable day, 15th January 1977. It’s a good job that 25063 is one of the boiler fitted examples otherwise it would have been a cold journey for someone. Built at Derby in 1963 as D5213. Although boiler fitted it remained vacuum braked and therefore was an early target when class 25/1 withdrawals began in earnest in 1978. It succumbed in November 1980 although would linger for over two years until the cutters torch at Swindon final disposed of 25063 in March 1983. 7089 on the scrap line at Plymouth Laira MPD, 26th August 1975. The class 35 is a class of mixed traffic diesel locomotive with hydraulic transmission. On account of their Mekydro-design hydraulic transmission units, the design became known as the Hymeks. The builder, Beyer Peacock (Hymek) Ltd, was a joint venture between Bristol Siddeley Engines (licensed to build the Maybach MD870 engines), Stone-Platt Industries (licensed to build Mekydro transmissions) and the locomotive manufacturer Beyer, Peacock and Company. At the time they were built, the Hymeks were the most powerful diesel hydraulic locomotive operating with a single engine. The higher-powered diesel-hydraulic Warship and Western locomotives had dual Maybach MD655 engines. Prejudice against the Western Region's diesel-hydraulic fleet had been present in other divisions of British Rail ever since the designs were first ordered. The National Traction Plan of 1967/8 decreed that diesel designs proving unreliable, expensive to maintain or non-standard should be eliminated as quickly as possible in order to reduce the number of diesel classes from 28 to 15 by the year 1974. It was decreed that all of the Western Region's diesel-hydraulic fleet should be counted as non-standard and should be withdrawn as quickly as possible. Despite the fact that the Hymeks were statistically the most efficient of the Western Region's diesel-hydraulic fleet in terms of reliability, the entire class was withdrawn between 1971 and 1975. They were replaced by class 31 and class 37 diesel-electric locomotives made redundant in other regions as a result of line closures, the general decline in rail-borne freight traffic throughout the 1960s and increased efficiency and diesel availability following the demise of steam. D7089 was new in 1964 and withdrawn in May 1973 after less than ten years service. Following withdrawal it was dumped at St Phillips Marsh, Bristol in company with 7009/28/54/55/76/93/96/97 and class 42, 824. It was then transfered to the departmental fleet as a Train Pre-Heating Unit and allocated the number TDB968005 however its use was short lived (if at all) in this role and by August 1975 it had found its way to the Laira scrap line. Unlike most of the class (eighty six in fact) it did not end its days at Swindon Works, but would make the long journey to the North East to be broken up by TJ Thompson, Stockton in February 1976. Stabled in the Down side yard at Nuneaton on the 2nd April 1977 is 25069. It is in reasonably clean condition, no doubt due to the fact that it had received a classified repair at Derby Works two months previously in February 1977. Originally D5219 it was constructed at Derby during the summer of 1963. By this point in time the original nose end doors have been sheeted over and the boiler room grille is now a solid blanking plate. Withdrawn from Cricklewood in December 1983 25069 spent fifteen months dumped at Wigan Springs Branch before heading south during February 1985 to Swindon, where it was broken up in June 1986. 86226 heads for London Euston on the Up Fast at Nuneaton with an express, 2nd April 1977. 86226 was built by Doncaster Works in 1965 and was originally numbered E3162. Following problems with track damage and rough riding a batch of class 86 locomotives were modified with improved suspension and modified wheels and were progressively renumbered 86204-86252. With sectorisation and then privatization 86226 found itself allocated to Cross Country duties between Birmingham, Manchester, Liverpool and Glasgow and would receive the Virgin Trains red livery. With the introduction of the Voyager (class 220/221) fleet in 2001/2 these duties ceased and 86226 was stored along with the majority of the Virgin class 86 Cross Country fleet in September 2002. Initially stored at Immingham Rail Freight Terminal from November 2002 it was transferred by road in December 2006 to Long Marston where it is currently (December 2008) located. 86229 approaches Crewe Station with a southbound express, 24th January 1976. The class 86 was the “standard” ac electric locomotive of the 1960’s, developed as a result of testing with the earlier class 81 – 85 locomotives. One hundred class 86 locomotives were built from 1965-1966 for duties on the then newly electrified West Coast Main Line, from London Euston, to Birmingham, Crewe, Manchester Piccadilly, Liverpool and later Preston and Glasgow. Originally E3119 it was built in 1965 at Doncaster and it was one of the class 86 locomotives modified with improved suspension and modified wheels in the early 1970’s following problems with track damage and rough riding. It became 86229 in the 1973 TOPS renumbering scheme. After nearly forty years service it was taken out of service in the summer of 2003 and stored at Immingham from November 2003, Oxley from May 2004 and Long Marston from January 2007 where it can currently (April 2009) be found. In the 1970’s Nuneaton yards were the home of considerable numbers of engineers wagons which required the attention of two class 08 pilots outstationed from Saltley. On the 23rd April 1977 the two pilot engines were 08199 and 08467 respectively and 08199 and it is seen here between duties. Originally 13269 and then D3269 it was built at Derby in 1956 and was to spend the 1960’s allocated to Reading. By 1973 it had transferred to Cricklewood, becoming a Saltley engine by the mid 1970’s and finally a Derby engine on withdrawal in January 1983. It was broken up by Doncaster works in July 1984. 73208 Kirsten is stabled adjacent Eastleigh station between duties, 27th August 2009. The class 73 electro-diesel locomotives are very unusual in that they can operate from a 750 V DC third-rail supply but also have a diesel engine to allow them to operate on non-electrified routes. The first six locomotives were built by BR at Eastleigh Works in 1962 and were numbered E6001-E6006. The remaining forty three locomotives were built by English Electric at the Vulcan Foundry between 1965 and 1967 and numbered E6007-E6049. They differed slightly from the six earlier machines, most notably having an increased tractive effort as well as a higher maximum speed (90 mph as opposed to 80).. Originally E6028 it became 73121 under the 1973 TOPS renumbering scheme. In the late 1980’s fourteen class 73 locomotives were dedicated to Gatwick Express duties and renumbered into a separate series with 73121 becoming 73208. It was displaced from these duties in 2005 and purchased by GBRf for infrastructure duties. 47074 has just arrived at Birmingham New Street with a south coast – Manchester service and is about to be replaced by 83002, 31st May 1979. Originally D1658 it was built at Crewe and entered traffic on the 12th February 1965, allocated to Landore. It remained at Landore until October 1970 when it transferred to Old Oak Common. In April 1973 it became a London Midland Region engine when it transferred to Crewe followed three months later by a transfer to Bescot. In May 1974 it was transferred back to Landore and this was the start of eight years of regular transfers between Bescot and Western Region depots with it finishing in June 1982 at Bescot. 47074 was fitted with electric train heating in February 1986 and was renumbered 47646. Its final transfer was in May 1987 when it transferred to Crewe. 47646 was renumbered in February 1990 to 47852 when fitted with twin fuel tanks, however this was short lived as it was withdrawn just over a year later in March 1991. Two years later in March 1993 it was broken up by CF Booth, Rotherham. In 1977 Wigston yard south of Leicester was still active and the yard pilot on the 21st June 1977 is Leicester allocated 08619. The goods shed here would have its “fifteen minutes of fame” in 1982/83 when it was used for secure storage of Toton vacuum braked class 20’s, put to store awaiting an improved financial climate to allow classified repair and dual brake fitment. Examples stored at Wigston include 20006/13/40/63/67/81. 08619 was originally D3786 and is a Derby built locomotive, dating from 1959. It first allocation was Leicester and it would remain at Leicester until withdrawn in October 1981. However this was not the end for 08619 for after spending two and half years dumped at Leicester it entered Swindon works for classified repair and dual brake fitment. It emerged from Swindon in June 1984 and was transferred to Newton Heath. After another nine years service it was withdrawn again in October 1993 from Longsight. Almost seven years after its second withdrawal it was finally dispatched for breaking up and arrived at CF Booth, Rotherham from Doncaster Wabtec in June 2000. However it would be almost another year before it was finally broken up in May 2001. An almost ex works 33046 waits for the road north to Wembly yard at Willesden with a block train of diagram 1/272 Presflo cement wagons, 23rd June 1977. To the left of the locomotive can be seen Willesden power signal box where I would spend many hours within its confines in the 1970/80’s, to the right is Willesden Freightliner Terminal. The class 33 was designed especially for the Southern Region by the Birmingham Carriage and Wagon Company at Smethwick. 33046 was built in 1961 as D6564 and was allocated to Hither Green MPD. After thirty seven years service it was withdrawn in January 1998, however it is still in existence at the Midland Railway Centre although is not operational and requires restoration. The first Presflo wagon appeared in 1953, it was a one off prototype wagon and was given the diagram 1/273. The production version (diagram 1/272) appeared in 1955 and a total of one thousand nine hundred and twenty wagons were built up to 1961. All were built with vacuum brakes and proved to be a very successful design and lasted in service until the mid 1980’s. 86213 awaits departure time at Euston with an express for the north, 7th March 1976. The class 86 was the “standard” ac electric locomotive of the 1960’s, developed as a result of testing with the earlier class 81 – 85 locomotives. One hundred class 86 locomotives were built from 1965-1966 for duties on the then newly electrified West Coast Main Line, from London Euston, to Birmingham, Crewe, Manchester Piccadilly, Liverpool and later Preston and Glasgow. 86213 was built by English Electric at its Vulcan Foundry Works in December 1965 and was originally numbered E3193. Following problems with track damage and rough riding a batch of class 86 locomotives were modified with improved suspension and modified wheels and were progressively renumbered 86204-86252. 86213 was named 'Lancashire Witch' on Friday, 13th March 1981 in Burnley yard., Following electrification of the East Anglian main line, 86213 spent some time on these services in the 1980s before returning to West Coast Main Line duties. It was stored in 1995 for a while but was returned to use until stored again inl September 1998. It was moved to Glasgow works for storage, however 86213 and 86228 were moved south to Crewe in 2000 and repainted into Virgin livery at The Railway Age. This move is understood to have been a mistake, since neither locomotive was required traffic and Virgin had not requested them to be repainted. Both locomotives were moved back to Glasgow works for general repairs for a return to traffic and in 2001 they were both repainted back into Intercity livery making them more acceptable for hire to companies other than Virgin. 86213 was never returned to traffic and in late November 2002 moved to Barrow Hill for long-term storage in the care of the AC Locomotive Group. On 21st February 2005, 86213 was moved to Wembley depot by road for further storage and attention. It was restored to working order in April 2005 by the AC Locomotive Group, and officially preserved in August 2005 when it was purchased from HSBC. It is in working order, although not to mainline standard at present and occasionally used at Wembley as a train heating supply locomotive. 86004 departs Crewe with a northbound express, 16th July 1977. 86004 was originally E3103 and was built by Doncaster works, entering traffic in August 1965. It became 86004 in the 1973 TOPS renumbering scheme, 86404 when fitted with improved suspension in the late 1980’s and finally 86604 when it had its electric train heating isolated, maximum speed reduced to 75mph and was dedicated to freight traffic and in the early 1990’s. By the end of the 1990’s it was a Freightliner engine and is currently (November 2009) in front line service forty four years after entering traffic. 86248 heads a northbound express through Tamworth on the Down Fast, 30th June 1979. 86248 was originally E3107 and was built by Doncaster works, entering traffic in September 1965. It was modified with improved suspension and modified wheels to reduce track damage in 1973 and renumbered 86248. After almost thirty seven years pounding up and down the West Coast Main Line it was stored in August 2002. After being stored at MOD Longtown, Glasgow works, Immingham Railfreight terminal and Long Marston it was overhauled at Long Marston in 2008, renumbered 0450 001-7 and in February 2009 exported to Hungary for further use.

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]]> Fri Mar 19 2010 All Our Yesterdays – 50 Years Ago –March 1960 http://pics-by-john.photoblog.org.uk/c1826320.html Extracts from the RCTS Railway Observer from 50 years ago. Diesel locomotive building was in full swing and ac electric locomotive building for the West Coast electrification was just starting with British Railways workshops at Darlington building class 24’s, Doncaster building class 71’s dc electric locomotives, Derby building class 08’s and class 24’s, Crewe building class 08’s and class 24’s and Swindon building class 03’s and class 42’s (as well as the last of the class 9F 2-10-0 steam engines). Locomotive contractors were also in production with English Electric building at Vulcan Foundry class 40’s and at the Robert Stephensons and Hawthorn works class 20’s, British Thompson and Houston were building class 15’s, Brush were building class 30’s (31’s) at Loughborough, North British Locomotive Co. were building a batch of 0-4-0 diesel hydraulic shunters, class 21’s, class 22’s and had just commenced delivery of class 84 ac electric locomotives, the Birmingham Railway Carriage and Wagon Co. were building class 33’s, Drewry were building class 04’s at the Robert Stephensons and Hawthorn works and Andrew Barclay were building class 06’s New locomotives: Class 9F – 92220 Evening Star Unclassified – D2750/51/52 Class 03 – D2135/36/37 Class 04 – D2283/84/85/86 Class 06 – D2433/34 Class 08 – D3871/72/73/74/75, D3937/38/39/40/41/42/43/44/45 Class 15 – D8220/21/22 Class 20 – D8034 Class 21 – D6141/42/43 Class 22 – D6316/17/18/20 Class 24 – D5073/74/75/80/81/82/95 Class 30 – D5594/95/96/97/98/99, D5600/01/02/03 Class 33 – D6502/03/04 Class 40 – D262/63/64/65/66/67 Class 42 – D817 Foxhound, D818 Glory Class 71 – E5017 Class 84 – E3036 The last steam engine built for British Railways, class 9F 2-10-0 92220 was named Evening Star at Swindon works on the 18th March 1960. 31047, the last South Eastern and Chatham Railway class R1 0-6-0T (introduced in 1910) was withdrawn and broken up within a month at Ashford works. By the 19th March 1960 class 21’s D6100 – D6109 were all in store at Peterborough awaiting a decision on there future allocation having been displaced from GN suburban, empty passenger and local duties by new class 31’s D5586 – D5595. Wednesday 17 March 2010: Extracts from the RCTS Railway Observer from 50 years ago. Diesel locomotive building was in full swing and ac electric locomotive building for the West Coast electrification was just starting with British Railways workshops at Darlington building class 24_s, Doncaster building class 71_s dc electric locomotives, Derby building class 08_s and class 24_s, Crewe building class 08_s and class 24_s and Swindon building class 03_s and class 42_s (as well as the last of the class 9F 2-10-0 steam engines). Locomotive contractors were also in production with English Electric building at Vulcan Foundry class 40_s and at the Robert Stephensons and Hawthorn works class 20_s, British Thompson and Houston were building class 15_s, Brush were building class 30_s (31_s) at Loughborough, North British Locomotive Co. were building a batch of 0-4-0 diesel hydraulic shunters, class 21_s, class 22_s and had just commenced delivery of class 84 ac electric locomotives, the Birmingham Railway Carriage and Wagon Co. were building class 33_s, Drewry were building class 04_s at the Robert Stephensons and Hawthorn works and Andrew Barclay were building class 06_s New locomotives: Class 9F _ 92220 Evening Star Unclassified _ D2750/51/52 Class 03 _ D2135/36/37 Class 04 _ D2283/84/85/86 Class 06 _ D2433/34 Class 08 _ D3871/72/73/74/75, D3937/38/39/40/41/42/43/44/45 Class 15 _ D8220/21/22 Class 20 _ D8034 Class 21 _ D6141/42/43 Class 22 _ D6316/17/18/20 Class 24 _ D5073/74/75/80/81/82/95 Class 30 _ D5594/95/96/97/98/99, D5600/01/02/03 Class 33 _ D6502/03/04 Class 40 _ D262/63/64/65/66/67 Class 42 _ D817 Foxhound, D818 Glory Class 71 _ E5017 Class 84 _ E3036 The last steam engine built for British Railways, class 9F 2-10-0 92220 was named Evening Star at Swindon works on the 18th March 1960. 31047, the last South Eastern and Chatham Railway class R1 0-6-0T (introduced in 1910) was withdrawn and broken up within a month at Ashford works. By the 19th March 1960 class 21_s D6100 _ D6109 were all in store at Peterborough awaiting a decision on there future allocation having been displaced from GN suburban, empty passenger and local duties by new class 31_s D5586 _ D5595.

With the flooded fields on the left and bare winter trees on the right 31176 heads out of the winter sun at Attenborough Junction with a train of non passenger coaching stock, 26th February 1977. By this point in time British Rail had started to make serious inroads into the pre-nationalisation designed non passenger coaching stock, however this is not evident by the consist of this train where at least four of the ten vehicles are of pre-nationalisation design. 31176 dates from March 1960 and was originally D5597 and survived in traffic for twenty seven years until withdrawn in April 1987 and broken up eleven months later by Vic Berry Leicester in March 1988. Although still attached to its “runner” the lack of coupling rods is a clear sign that 03137 is actually withdrawn. In actual fact it had been withdrawn eight months previous in July 1976 when photographed at Hull Botanic Gardens MPD on the 12th March 1977. Originally D2137 it was built at Swindon and entered traffic in March 1960.It would survive another nine months before being broken up at Doncaster Works in December 1977. 08775 is stabled with two class 37’s outside the shed at Thornaby, 13th February 1976. 08775 was built at Derby and entered traffic in March 1960 as D3943. It was one of a batch of four class 08’s (D3938/39/42/43) delivered new to the North Tyneside MPD, Percy Main. Around 1962 it transferred “up river” to Heaton and then by 1963 across the the Tyne to Gateshead. Through out the 1970’s it was a Thornaby engine but by 1982 it was back at Gateshead. At the end of 1982 it entered Swindon works for classified repair and dual brake fitment and emerged in February 1983. However it did not return to the North east but was reallocated to Norwich. By 1991 it had moved to Stratford and was to remain in the London area until suffering faults at Wembley Yard, which resulted in 08775 being stored on the 25th April 2004. Following storage at Temple Mills depot it moved to Doncaster Carr depot in November 2005. Following repair it was reinstated to traffic in January 2006 allocated to Bescot but actually working at Warrington. 08775 left Warrington by road on the 28th March 2007 for Dee Marsh. When EWS lost the contract to RMS for providing the pilot engine at Dee Marsh 08775 left by road for Bescot on the 13th December 2007, where it was consequently stored on the 9th May 2008. On the morning of the 15th January 2009, 08775 was removed from Bescot by road and taken to Rotherham for breaking up, however this did not happen and it was resold for preservation to an unknown buyer and by April 2009, it was being prepared for removal from Booth's. The re-sale was cancelled in early May, and 08775, was finally broken up in the June 2009. 08774 rests in the repair shed at Thornaby MPD, 13th February 1976. 08774 was built at Derby and entered traffic in March 1960 as D3942. It was one of a batch of four class 08’s (D3938/39/42/43) delivered new to the North Tyneside MPD, Percy Main. Around 1962 it transferred “up river” to Heaton but by 1963 was back at Percy Main until the shed closed on the 27th February 1966 when it transferred across the the Tyne to Gateshead. By the mid 1970’s it was a Thornaby engine and was withdrawn in September 1988 from Thornaby. Following withdrawal 08774 was sold for industrial use and currently (July 2009) resides at the AV Dawson complex in Middlesbrough. 24082 at Crewe on a pleasant summer Saturday, 16th July 1977. 24082 was originally D5082 and was delivered from Crewe works during March 1960, allocated to March MPD. It was one of a batch of fifty Type 2's (D5045 - D5095) delivered to the Eastern Region to assist in the dieselisation of East Anglia. However it was quickly transferred to the London Midland Region one month later in April 1960, allocated to Rugby. After three months at Rugby D5082 transferred south to Willesden in July 1960, followed by transfers to Watford in May 1962, Crewe in January 1963 and Willesden in August 1966. By the end of 1966 with the completion of the electrification of the southern end of the West Coast Main Line and the arrival of newer class 25's from Derby works, the exodus of the London area class 24 fleet began, with D5082 transferring to the Stoke Division (Crewe MPD) during January 1967, this would be its final transfer. The first half of the 1960’s also contained a number of lengthy visits to Derby works, February – May 1962, April – August 1963, July/August and November1965. 24082 was stored in July 1976 but re-instated to traffic in September 1976 and during the winter of 1977/78 was a favourite engine for railtour duty, no doubt due to its operational steam heating boiler At the beginning of March 1979 there were three class 24’s left in traffic (24063/81/82) and this was reduced to two when 24082 was withdrawn in the first few days of the month. It was quickly dispatched to Doncaster works being towed away from Crewe on the 20th March 1979 as 9Z15, 17.40, Crewe - Derby St Mary's (were it attached 50018 from Laira) – Doncaster works. On arrival it was almost immediately broken up and had gone by the end of April 1979, less than eight weeks after withdrawal.

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]]> Wed Mar 17 2010 On this Day in History – Leeds/Bradford – 16th March 1974. http://pics-by-john.photoblog.org.uk/c1825904.html A day trip to Leeds and Bradford chasing Bradford’s shunting engines. Nottingham – Derby Class 03 (03397), class 08 (3025, 3246, 3363/90, 3400/02, 3998, 08454, 08760), class 20 (8097, 8138/62/78/93/96, 20062/63/64, 20146), class 24 (5034, 24104), class 25 (25099, 25169, 25207), class 44 (4), class 45(22/36/60/66/91, 102/25/27, 45008, 45106), class 46 (46025/52), class 47 (47202) Derby – Leeds (127) Class 04 (2326), class 08 (3310/81, 08244/59, 08369/86, 08497, 08749), class 25 (7554), class 31 (31119/23/47, 31253, 31310), class 37 (6833, 6926, 37246), class 45 (15/24/36/45/54/56, 45102), class 46 (46044), class 47 (47006/66, 47461, 47514), class 55 (55020) Leeds Holbeck (55A) Class 08 (3653, 08172, 08225, 08309, 08503/40), class 25 (25081/97), class 31 (31184, 31232, 31323, 31409/10), class 40 (313), class 45 (17/42/45/49/76), class 46 (46056), class 47 (47079, 47426), Leeds Neville Hill (55H) Class 08 (08748, 08875), class 47 (47361), class 55 (55017) Bradford Exchange Class 03 (03089) Bradford Hammerton Street (55F) Class 03 (03096), class 08 (08432, 08501) Bradford Forster Square Class 08 (08224), class 31 (31166) Halifax NCL Class 03 (03162) Leeds – Sheffield (15), Sheffield – Nottingham (47514) Class 08 (3456, 08386, 08507), class 20 (20173), class 45 (82, 118), class 46 (155), class 47 (47041). A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome Tuesday 16 March 2010: A day trip to Leeds and Bradford chasing Bradford_s shunting engines. Nottingham _ Derby Class 03 (03397), class 08 (3025, 3246, 3363/90, 3400/02, 3998, 08454, 08760), class 20 (8097, 8138/62/78/93/96, 20062/63/64, 20146), class 24 (5034, 24104), class 25 (25099, 25169, 25207), class 44 (4), class 45(22/36/60/66/91, 102/25/27, 45008, 45106), class 46 (46025/52), class 47 (47202) Derby _ Leeds (127) Class 04 (2326), class 08 (3310/81, 08244/59, 08369/86, 08497, 08749), class 25 (7554), class 31 (31119/23/47, 31253, 31310), class 37 (6833, 6926, 37246), class 45 (15/24/36/45/54/56, 45102), class 46 (46044), class 47 (47006/66, 47461, 47514), class 55 (55020) Leeds Holbeck (55A) Class 08 (3653, 08172, 08225, 08309, 08503/40), class 25 (25081/97), class 31 (31184, 31232, 31323, 31409/10), class 40 (313), class 45 (17/42/45/49/76), class 46 (46056), class 47 (47079, 47426), Leeds Neville Hill (55H) Class 08 (08748, 08875), class 47 (47361), class 55 (55017) Bradford Exchange Class 03 (03089) Bradford Hammerton Street (55F) Class 03 (03096), class 08 (08432, 08501) Bradford Forster Square Class 08 (08224), class 31 (31166) Halifax NCL Class 03 (03162) Leeds _ Sheffield (15), Sheffield _ Nottingham (47514) Class 08 (3456, 08386, 08507), class 20 (20173), class 45 (82, 118), class 46 (155), class 47 (47041). A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome

20097 leads 20071 heading a class 9 unfitted freight train of empty coal wagons at Lenton South Junction, 3rd September 1980. 20097 dates from 1961 and was originally D8097. It was a Scottish based locomotive for a long time (as denoted by the cab recess for single line token exchange equipment) until it moved south to Toton in the mid 1970’s. I first saw this locomotive on Eastfield MPD on the 23rd April 1972. It lasted in service until September 1989 and it was broken up by MC Metals Glasgow in October 1991. 20071 dates from 1961 and was originally D8071. It lasted in service until March 1992 and it was broken up by MC Metals Glasgow in March 1995. 47041 heads west past Lenton South Junction on the 3rd September 1980 with a train of Anhydrous Ammonia bogie tank wagons complete with barrier wagons at each end and surprisingly for a fully fitted air braked train an air braked brake van. The ammonia tanks appear to be from a batch of twenty four built by Fauvet – Girel in 1974/75 for STS and are branded Fisons Fertilizers. 47041 was built at Crewe as D1622 and entered traffic in September 1964 allocated to Toton. At the time of the photograph 47041 was getting to the end of a seven year allocation at Immingham and a year after this photograph it was a Scottish engine being allocated to Haymarket. It was to stay in Scotland for nine years during which time it gained electric train heating and a new number, 47630 during a visit to Crewe Works in the latter months of 1985. Transferred to Crewe in November 1990 it was renumbered to 47764 in July 1994. Withdrawn in March 2001 with generator problems it was dispatched to Wigan CRDC on the 19th March 2001 for component recovery. It languished at Wigan until 2005 when it was moved to EMR Kingsbury where it was broken up in August 2005. 45039 ambles through Wakefield Kirkgate with a solitory brake van, January 1976. Originally D49 withdrawn October 1980 and broken up Swindon Works May 1983. 03162 seen here between station pilot duties at Bradford Exchange Station, July 1976. Moved later to Birkenhead and along with 03073 and 03170 was the last to be withdrawn from BR service in 1989. Now preserved and operational (January 2008) on the Llangollen Railway. 45102 heads north at Bedford Junction in August 1976 with a train formed almost completley of General Utility Vans (GUV's). It is a measure of the decline in parcels traffic that in 1976 there were over 5000 non passenger coaching stock vehicles in service. 45102 was built as D51 in 1961 and had its boiler removed, fitted with electric train heating and renumbered 45102 in May 1973. Withdrawn at the end of the summer timetable in September 1986 and broken up by Vic Berry at Leicester in October 1988. 45132 was built at Derby Works in 1961 and was originally numbered D22. The first ten “Peaks” (class 44) D1 - D10 were fitted with the four disc style train identification system. With the decision to use a system of four character alpha/numeric train identification the current locomotive orders saw changes to their designs to accommodate the new train identification system. For the “Peaks” (class 45) the initial change was the adding of two boxes on the nose end, split by the gangway doors and D11 – D15 were delivered so fitted. The gangway doors never reached their expected usage; with the Peaks this is not surprising considering how few workings required a pair of the big Type 4's. Consequently D16 –D30 and D68 – D107 were delivered with the doors no longer incorporated into the nose, but the headcode boxes remained on the outside edges of the nose front. 45132 is seen in this condition backing down on to a train of Mk 1 coaches in platform 2 at Derby, October 1976. Originally fitted with a steam heating boiler this was removed when D22 was fitted with electric train heating and renumbered 45132 in 1974. By May 1987 the days of the “Peaks” were numbered and 45132 was one of twelve “Peaks withdrawn that month, having failed at Kettering on a St Pancras to Derby working with a siezed triple pump (which pumps fuel, oil and water around the engine). Within a matter of days, it had been dispatched to March in Cambridgeshire for storage along with a number of it's classmates. However it escaped the scrapman and is currently (March 2008) being restored to operation at the Mid Hants Railway. 45137 The Bedfordshire & Hertfordshire Regiment (TA) is approaching Chesterfield with an express for St Pancras in the winter sunshine on a cold clear 11th December 1976. Built at Crewe as D56 it was initially allocated to Cricklewood early in December 1962, almost immediately it was named on December 8th 1962. Originally fitted with a steam heat boiler locomotive it would be fitted with electric train heating in the early 1970's and it would receive a General/Refurbish at Derby Works during December 1981. 45137 would move from the London Midland Region for the first time when it was allocated to Tinsley in November 1986. It would haul the last official Class 45 hauled train out of St Pancras (the headboard fitted 16.20 to Nottingham) on May 10th 1987. It was withdrawn shortly after in the mass “Peak” withdrawals of the summer of 1987 being condemned in June and towed to March for storage. After slumbering away in the weeds at March for almost seven years 45062/137/139 were moved on the 25th February 1994, hauled by 47341 to MC Metals, Glasgow and 45137 was broken up soon after arrival in March 1994. 45056 rests between duties on Wellingborough fuelling point, 5th February 1977. Built at Crewe as D91 in 1961 it originally was built with split headcode boxes, however it had by this stage in its career acquired the final type single unit headcode box. Withdrawn in December 1985 and broken up in November 1986 by Vic Berry Leicester. The combination of the snow, low winter sun reflected of the train and bare trees make an interesting photograph (if not particularly colourful) of 47461 as it approaches Newark with a northbound East Coast Main Line express, 6th January 1979. Built at Crewe it entered traffic May 1964 as D1581 and was allocated to Gateshead. It was one of a small number of class 47’s that retained its steam heat boiler when fitted with electric train heating, this was originally for east coast duties where the day time trains were generally electrically heated the overnight sleepers were still steam heated. It was renumbered 47461 in the 1974 TOPS renumbering scheme. For the first seventeen years it was allocated to a number of East Coast MPD’s (Gateashead, Haymarket, Immingham, Holbeck, York) however by May 1982 its dual heat capability was of interest to the Scottish operators and it transferred to Eastfield. 47461 was named Charles Rennie Macintosh at Glasgow Queen Street station by Ludovic Kennedy, writer and broadcaster, 22nd March 1982 It moved to Inverness in October 1984. After six years at Inverness 47461 was transferred to Crewe in November 1990, a move that would be disastrous as within days it was damaged in shunting accident at Liverpool Lime Street station. Following a period stored at Allerton TMD it was moved to Crewe Works and withdrawn on 28th March 1991. Moved to Booth Roe at Rotherham on 29th November 1993 and broken up in December 1993. 45053 rests between duties at York MPD, 3rd March 1979. Originally D76 it was built at Crewe in 1960. Its demise after twenty three years service proved to be protracted and full of false hope. It was initially withdrawn in March 1983, reinstated, only to be withdrawn again in November 1983 and consequently moved to Swindon for breaking up. It was later sent to Crewe for including in the Class 45 repair programme. On arrival at Crewe this repair was cancelled and 45053 remained at Crewe until broken up in October 1988. 03089 is Bradford Exchange station pilot on the 19th March 1977. Originally D2089 it was built at Doncaster in 1960 and allocated from new to Bradford Hammerton Street MPD. It would remain a Bradford engine for nineteen years (either allocated to Hammerton Street or Bradford Manningham MPD’s) until transferred to York in May 1979. Whilst at York it would regularly be outstationed as the Scarborough station pilot. It was the last of the class to receive a classified repair when it visited Doncaster Works in August 1983. Nominally allocated to Gateshead in November 1983 it never reached Tyneside and its next physical move was to Norwich in July 1986 where it was to become the last operational class 03. Withdrawn in November 1987 it would move to March for storage until sold initially to the Nene Valley Railway in 1988. In 1991 it was sold to the Mangapps Farm Railway Museum where it currently (November 2008) resides and is operational. In 1977 parcels traffic to Bradford Forster Square could still warrant a local pilot. On the 19th March 1977 this was provided from Bradford Hammerton Street MPD in the shape of class 08, 08432. That Hammerton Street should provide this pilot is strange as although the depot was probably no more than a couple of miles away by road to get between the two by rail required a trip to Leeds and back. Originally D3547 it was a product of Darlington Works and was built in 1958. It would be withdrawn in October 1983 and be quickly broken up in January 1984 by Doncaster Works. 47079 G J Churchward heads for Gloucester past Lansdown with an express composed of Mark I coaching stock, 24th March 1979. Originally D1664 it was built at Crewe and entered traffic allocated to Landore MPD on the 27th February 1965. It was named George Jackson Churchward at Swindon Works by Mr Reginald Hanks, chairman of BR(WR) on the 8th May 1965. The original nameplates were removed at Crewe Works in March 1979 and the shorter version substituted, why I do not know. It appears to be fitted with the shorter version in the photograph. 47079 was one of four Western Region class 47's to be specially treated for the GWR 150th anniversary celebrations in 1985. Although being named 'G.J.Churchward' made it an obvious selection for the celebrations, being by this time a freight engine (no train heating capability) made it a somewhat surprising choice. 47079's freight status resulted in it being the first of the four to lose its 'celebrity' status, and name, when it was repainted into the new tri-grey RailFreight livery in 1987. It had remained a Western Region engine for twenty five years until it was transferred to Tinsley in January 1990. It was to spend most of 1993 out of traffic at Crewe Works undergoing collision damage repairs following an altercation whilst shunting at Eastleigh. As class 47 withdrawals were gathering pace at this point in time it was probably fortunate to survive its mishap. It continued on freight duties until the end of 1999 when it entered Brush Works at Loughborough for a new engine, alternator and refurbishment. It emerged from Loughborough in January 2000 as 57009 and is currently (December 2008) operated by DRS. 08018 rests on one of the fuel roads at the side of the depot building at Toton MPD, 24th April 1977. Originally 13025 and then later under the 1957 renumbering scheme D3025 it was built at Derby in 1953. For the first half of its career it was based on the former Great Western Railway system in the West Midlands being initially allocated to Tyseley MPD and then in 1962 transferring to Stourbridge Junction MPD. On the closure of Stourbridge Junction MPD in 1966 it transferred to the former London and North Western Railway MPD at Bescot. By 1972 it had moved east to the former Midland Railway MPD at Burton on Trent and by 1974 to Toton. It would finish its career on Merseyside as by 1982 it was allocated to Allerton from where it was withdrawn in June 1983. It would be broken up two years later in September 1985 at Swindon works. 1M72 the Harwich – Manchester Boat train heads west through Colwick woods behind 47006, 7th May 1977. 47006 was originally D1528 and was built at the Brush Falcon works , Loughborough in 1963. It entered traffic allocated to Finsbury Park in July 1963 and transferred to Immingham in October 1966. In November 1967 it transferred to Stratford which, apart from four months at Gateshead from September 1973 would be the start of a seventeen year association. This finally came to an end in May 1984 when 47006 transferred to Scotland for a six year spell at Eastfield. Its final transfer was in September 1990 when it transferred to Tinsley from where it was withdrawn in October 1991. It was broken up by CF Booth, Rotherham in February 1993. The Harwich – Manchester Boat train can trace its origin back to 1891 although it was not routed through Nottingham until withdrawal of passenger services via the Woodhead tunnel route across the Pennines at the end of 1969. It would eventually stop running in the mid 1980’s, victim of regular “clock face interval timetables. Gateshead allocated 47426 and its train of Mark I coaching stock power around the curve approaching Grantham with a southbound express, 6th March 1976. 47426 was built at Brush Loughborough and delivered new to Darnall as D1534 in August 1963. It was one of a small number of class 47’s that retained its steam heating boiler (Spanner Mark III) when fitted with electric train heating to enable it to continue working the East Coast Main Line overnight services which retained steam heated stock well after the day time stock had become electric heated. It remained an Eastern Region engine for most of its life and apart from a seven month spell from October 1977 allocated to Stratford, it spent time at all the Eastern Region MPD’s supplying traction for East Coast Main Line expresses. It transferred to Crewe in March 1988, Tinsley in July 1990 and finally Old Oak Common in July 1991 from where it was withdrawn in December 1992. Following withdrawal it lingered for over five years before being broken up by MRJ Phillips on site at Old Oak Common MPD in May 1997. Its wet and miserable and 45022 Lytham St Annes arrives at Leeds with an express, 13th March 1976. 45022 was originally D60 and was built at Crewe works. It entered traffic, allocated to Derby in the February 1962. D60 and was to have been constructed at Derby works, but the order for D50 - D67 was transferred to Crewe works. In June 1967 a refurbishment programme commenced for class 45's and the first locomotive treated was D60. The programme included over two hundred internal & external modifications intended to improve their reliability. Due to the cost only the early examples received for refurbishment received all the modifications. One of the visible modifications was to the headcode box, D60 was built with two headcode boxes in the centre of the nose with a thin gap between them. This type of headcode box was fitted to D31 – D67, D108 – D137 (class 45) and D138 – D173 (class 46). It is now fitted with the final production variant of the headcode box which was to bring the headcode panel together as one unit, with no central split in the display and this was fitted to D174 – D193 (class 46) from new. This final variant would become the standard, particularly when locomotives were refurbished or required accident or corrosion repairs. An Intermediate classified repair at Derby works in February 1985 kept 45022 in traffic until after twenty five years service allocated to Cricklewood, Toton, Holbeck and finally Tinsley it was withdrawn on the 26th July 1987 (in full working order, but surplus to requirements), However it was one of several Peaks reinstated during September 1987 to assist with the engineering work involved with electrification of the northern end of the East Coast Main Line and was renumbered 97409. Following final withdrawal it was broken up by MC Metals, Glasgow in October 1991. York station pilot, a faded 08748 is about to “shunt release” an arrival from London Kings Cross from one of the bay platforms, 2nd June 1979. Originally D3916 it was built at Crewe in 1960 and was allocated to Glasgow Polmadie MPD. After spending the 1960’s at Polmadie by 1973 it had transferred south to Neville Hill. After a spell allocated to York by 1982 it had returned to Neville Hill and received a classified repair at Doncaster works in December 1983 and continued to be an Immingham engine through out the 1980’s By 1991 it had transferred to Stratford. Withdrawn in January 1991 it was broken up on the site of Ipswich MPD by the Bird Group in February 1997.

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]]> Tue Mar 16 2010 On this Day in History – Toton – 15th March 1970. http://pics-by-john.photoblog.org.uk/c1825421.html A bunk round Toton MPD. Class08 (3029/39/44/58, 3249, 3345/62/63, 3777, 3996/97), class 20 (8002/06/10/12/40/41/43/47/74, 8121/22/38/41/46/50/52/54/73/84/87/93), class 25 (5229/38/45, 7506/23, 7652), class 44 (1/3/4/7/8/9/10), class 45 (13/18/35/44/45/48/65/73/94, 105/06/17/22), class 46 (145/53/61/63/85), class47 (1624, 1718/31/36, 1847/58), class 50 (444) Locomotives of note are the recent transfers from Scotland 8121/22 seen for the first time and class 50, 444, although this was not the first class 50 I had seen at Toton having seen 411 in 1968 or early 1969. A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome Monday 15 March 2010: A bunk round Toton MPD. Class08 (3029/39/44/58, 3249, 3345/62/63, 3777, 3996/97), class 20 (8002/06/10/12/40/41/43/47/74, 8121/22/38/41/46/50/52/54/73/84/87/93), class 25 (5229/38/45, 7506/23, 7652), class 44 (1/3/4/7/8/9/10), class 45 (13/18/35/44/45/48/65/73/94, 105/06/17/22), class 46 (145/53/61/63/85), class47 (1624, 1718/31/36, 1847/58), class 50 (444) Locomotives of note are the recent transfers from Scotland 8121/22 seen for the first time and class 50, 444, although this was not the first class 50 I had seen at Toton having seen 411 in 1968 or early 1969. A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome

Sporting two white stripe embellishments to the “Corporate Rail Blue” livery, 45121 accelerates away from Nottingham, at Lenton South Junction with an express for London St Pancras, 3rd September 1980. Built at Derby in 1960 as D18 it was originally built with split headcode boxes, however it was one of a number of class 45’s to lose these in favour of the single panel headcode box as seen here. In 1973 the Midland Main Line services started to migrate from steam heating to electric heating of the coaching stock and D18 was one of fifty class 45 locomotives selected to have its steam heating boiler replaced with electric train heating equipment (a Brush BL100-30 ETH auxiliary alternator) and emerged from Derby Works in 1974 as 45121. The class 45/1 locomotives will always be associated with the Midland Main line although towards the end the survivors of the class were allocated to Tinsley. One of the last workings of 45121 was on the 12th October 1987 when it worked an Edge Hill - Penmaenmawr ballast duty. It was withdrawn a few weeks later on in November 1987 although it was not broken up for almost another six years until eventually disposed of by T Hill on site at Crewe works in September 1993. 45117 being lifted, minus bogies, at Derby Works, during the works open day, September 1976. I wonder if this would be allowed today with current health and safety rules. Became the third class 45/1 to be withdrawn in May 1986 and was dumped at Derby Works. On January 19th 1987 47199 cleared Derby Works of 25200, 40075, 45057 & 45117 to Vic Berry's Leicester who dealt quickly with 45117 as it was no more by the end of February 1987. 45035 enters Cardiff Central with a train of Mark 1 coaching stock, October 1976. Built at Derby in 1961 it survived in traffic for another five years before being withdrawn in May 1981, surplus to requirements. It was quickly dispatched, being broken up at its place of birth (Derby Works) in November 1981. 25302 was delivered new as D7652 in May 1966 and allocated to Midland Line duties. It was one of the batch of thirty five class 25 locomotives built by Beyer Peacock. 25302 seems to have been a nomad in its nineteen years of service being allocated to at least nine depots some more than once, although all but one (Tinsley) were London Midland Region depots. It is seen here coupled to set of Mark I coaches on a cold, foggy and frosty morning at Manchester Piccadilly, 4th December 1976. I hope this is an empty stock working as 25302 was never equipped to provide train heat. It received its last classified repair at Derby Works in March 1980 but retained its vacuum brake only status making it an early target for withdrawal. On the 14th June 1985 a day excursion from Barrow to Chester received 25302 as far as Carnforth. From Carnforth 25302 was sent out light engine to pick up an engineers wagon and brake van from the down sidings at Hellifield, however all was not well with the locomotive as it was withdrawn this day, initially being stored at Kingmoor. It is believed to have surrendered its power unit to 25323 and its bogies to 25321. It would reach Doncaster in the middle of March 1986 and be broken up there during June 1986. 20041 is approaching its fiftieth birthday and is a mere teenager when seen here at Toton on the 3rd August 1975. Built in 1959 as D8041 it was initially allocated to Willesden for empty coaching stock duties out of Euston. On the 17th August 1969 I came upon this locomotive on its own (unusual for class 20’s) at what was left of Crewe South MPD (now part of Basford Hall Yard). It was in company with sixteen class 08’s (3008/32/83/93/98, 3177, 3221/45/47/90, 3462, 3585, 3763, 3861/76, 3984), seven class 11’s (12040/47/55/66/91/92/93), nine class 24’s (5001/08/13/17/30/47/78/86, 5146), four class 25’s (5250/62, 7634/35), two class 40’s (320/33) and a class 47 (1695). By 1973 it had migrated to Scotland (Eastfield) and has received a classified repair at Glasgow Works denoted by the bodyside numbers. By the date of this photograph it had migrated south again and was a Toton engine. Survived the general withdrawal of the class twenty fleet by British Rail when it was sold to Hunslet Barclay for weedkiller train duties. For these duties it was modified with extra fuel tanks and other modifications and was renumbered 20904. Sold to DRS in 2000 it was sold on to HNRC in 2004 when it became surplus to DRS and is currently (August 2008) stored at Barrow Hill. 08032 stabled in the yard at Ropley, 7th November 2008. Originally 13044 and then later D3044 it was built at Derby works in 1954 and for the first part of its career was allocated to the Southern Region with spells at Ashford and Feltham MPD’s. In December 1966 British Rail started to withdraw Toton’s allocation of diesel shunters which was made up of the now non-standard Crossley engined 350bhp 0-6-0 diesel shunters (D3117 – D3126) and Blackstone engined (class 10) 350bhp 0-6-0 diesel shunters (D3442/46-50/52/73/75/76/89/90/93/95/98/99, 3500/01, 3632) All had been withdrawn by August 1968 and had been replaced by surplus class 08’s from other areas. D3044 was one of these and as a Toton engine I would regularly see this engine around Toton or Nottingham until withdrawn July 1974. Following withdrawal it was sold to Foster Yeoman and would spend the majority of the next thirty four years at Merehead until moved to the Mid Hants Railway sometime in August 2008 for preservation. 45038 pauses at Cheltenham with a northbound express, 24th March 1979. Originally D48 it was built at Derby in 1961 and it would survive in traffic until stored unserviceable in March 1985 and was withdrawn three months later in June 1985. It was broken up in December 1986 by Vic Berry, Leicester. D8 Penyghent stabled at Darley Dale, Peak Rail, 29th December 2008. One of the ten Pilot Scheme Peak class locomotives D8 was delivered to Camden in December 1959 but it was immediately loaned to Derby. During May 1960 it was transferred to Crewe North. During the early part of February 1962 D8 moved to Nottingham, the precursor of the eventual move of the class to Toton for use on heavy freight duties. In May 1962 D8 moved to Toton. In the mid 1970’s the ten class 44 locomotives started to be withdrawn. Surprisingly D8, now numbered 44008 visited Derby Works during November 1979, not for withdrawal but for engine repairs, It would remain under repair at Derby until early July 1980 when it was tested on the 12.07 Derby - St Pancras, (with 45121 as the train engine) and 44008 was removed at Leicester, returning light engine to Derby and re-entered traffic at Toton. . Despite its recent Works attention 44008's reprieve was brief, it was withdrawn along with the two remaining Class 44's during November 1980, and stored at Toton. In July 1981 the locomotive moved north to Scotland heading for preservation on the Strathspey Railway at Boat of Garten in the Highlands. Following the sale of a very forlorn 44008 to the North Notts Locomotive Group in 1987 the locomotive returned to the East Midlands and is now based at Peak Rail. 20122 leads 20206 and a train of loaded HAA coal hoppers into Falkland Yard, Ayr, 30th August 1978. 20122 was always a Scottish engine from being built as D8122 in 1962 until withdrawal in January 1991. Its initial allocation was to Polmadie MPD it then moved to Eastfield and in the mid 1980’s had a spell at Motherwell before moving back to Eastfield. Following withdrawal it was eventually broken up by MC Metals, Glasgow in October 1993. 20206 was built in as D8306 in 1967, withdrawn in April 1991 but not broken up until March 2004 by CF Booth, Rotherham after years of being slowly stripped for spares. 20184 and 20216 head for Longannet Power Station with a loaded MGR coal train at Dunfermline Lower, 14th April 1977. 20184 was originally D8184 and was built in 1967. It was allocated to Toton from new and was to spend the next six years in the Nottinghamshire, Leicestershire and Derbyshire coalfields until 1973 when it and 8179 were transferred from Toton to Scotland and fitted with dual brakes and slow speed control for Longannet MGR circuit duties. It would remain on these duties until the mid 1980’s when following the decline of the coal industry and the growth of imported coal the Longannet traffic patterns changed. It was a relatively early casualty being withdrawn with less than twenty years service in October 1986 and broken up by Vic Berry, Leicester in June 1988. 20216 was originally D8316, built in 1967 and would spend virtually all its career allocated to Edinburgh Haymarket working the Fife coal traffic, although by withdrawal in November 1987 it had migrated to Toton. 20216 was broken up by Vic Berry, Leicester in September 1988. 45111 Grenadier Guardsman awaits departure from Leicester with a northbound express, 12th May 1979. Built at Crewe works in 1962 as D65 and allocated to Derby at the start of a career that would last just over twenty five years most of which would consist of charging up and down the Midland Main Line. It was named Grenadier Guardsman during July 1965. It was one of fifty Peaks selected in the first half of the 1970’s to lose there train heating boiler for electric train heating becoming 45111 in 1974. It received a general classified repair at Derby works during May 1981 and is believed to have been the last Peak to carry its original nameplates, at least up to January 1987. After twenty five years service 45111 would fall victim to the large class 45/1 fleet reduction that took place in May 1987 when twelve were condemned (almost 25% of the peaks modified with electric train heating). After lingering almost five years 45111 eventually reached MC Metals, Glasgow and was broken up in April 1992. 25156 stands outside the old steam shed at Wigan Springs Branch on a wet 21st February 1976. Originally D7506 it was delivered from Derby works in October 1964 and allocated initially to the Nottingham Division (Toton). The high level decision to withdraw the Western Region diesel hydraulic fleet required their replacement by a variety of other locomotive classes and in August 1971 5179 arrived at Laira for crew training to enable class 25 locomotives to replace the NBL Class 22 locomotives. Over the next few months class 25 locomotives started to be transferred to Laira and in January 1972 a batch of eight (7502-7509) arrived from the London Midland Region. In September 1973 7506 was transferred to Bristol and by 1976 it was back on the London Midland Region. 25156 remained vacuum brake only and was withdrawn in December 1981. After a couple of months in storage at Tyseley 25156 moved to Swindon during March 1982 and was broken up two months later in May 1982.

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]]> Mon Mar 15 2010 Cumbria - July 1979 (Part 1) http://pics-by-john.photoblog.org.uk/c1824945.html A few days in the Lake District on holiday with my wife to be allowed some opportunities for a little railway photography. As always feedback and comments welcome Sunday 14 March 2010: A few days in the Lake District on holiday with my wife to be allowed some opportunities for a little railway photography. As always feedback and comments welcome

An unusual duty for a single class 20 is being performed by 20123 as it approaches Carlisle Kingmoor , bonnet leading with a northbound train of non passenger coaching stock, 11th July 1979. 20123 was originally D8123 and was built by English Electric at the Robert Stephenson and Hawthorn works, Darlington. It entered traffic in the summer of 1962 allocated to Glasgow's Polmadie MPD for Scottish lowlands coalfield duties. It was to remain in Scotland for the next twenty four years transferring to Eastfield when Polmadie closed in the late 1960’s and then Motherwell in the early 1980’s. Its final transfer was in 1986 when it left Scotland for Bescot however its stay at Bescot was brief as it was withdrawn in April 1987 and broken up by Vic Berry, Leicester in July 1988. Drigg Signal Box seen here on the 10th July 1979. Information on this signal box gratefully received. Class 107, 3 car DMU Sc52009 + SC59802 + SC52035 wait to depart Carlisle with a service for Ayr, 11th July 1979. Twenty six 3 car class 107 units were introduced in December 1960. They were low density units constructed from steel rather than aluminium making them considerably heavier compared to the similar class 108 units. They were the last 1st generation DMU vehicles to be built at Derby Litchurch Lane works. All twenty six units were initially allocated to Hamilton MPD for Glasgow south side suburban duties. The class were originally delivered in green livery and this was replaced by corporate blue during the late 1960’s, this in turn had just started to be replaced by blue and grey in 1979 with Sc52009 + SC59802 + SC52035 being one of the first units in this livery. The class was displaced in 1991 by class 156 units and withdrawn.

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]]> Sun Mar 14 2010 Great Central Railway – 7th March 2010 http://pics-by-john.photoblog.org.uk/c1824584.html A sunny Sunday morning on the Great Central Railway. As always feedback and comments welcome. Saturday 13 March 2010: A sunny Sunday morning on the Great Central Railway. As always feedback and comments welcome.

London, Midland and Scottish Railway “Black Five” 4-6-0, 45231, The Sherwood Foresters runs round its train at Leicester North, 7th March 2010. 45231 was built in 1936 by Sir W. G. Armstrong Whitworth and Co. Scotswood Works, Newcastle on Tyne and was one of a batch of two hundred and twenty six engines (which was the largest order ever placed with a private builder by a British Railway Company) worth £2.7 million. Initially allocated to Carlisle Upperby MPD 5231 was then transferred to Patricroft MPD in February 1943. Under British Railways it became 45231 and transferred briefly to Northampton in September 1954, and then to Aston MPD, Birmingham in November 1954, where it would spend the next nine years until a short spell at Rugby MPD between February and June 1963. Its next transfer was to Chester MPD (until April 1967) followed by a year at Speke MPD and a final transfer to Carnforth MPD until it was withdrawn at the end of steam on BR in August 1968. It was one of the earliest arrivals at Loughborough and, worked the official opening train to Quorn in September 1973. It proved to be one of the mainstays of the service during the mid 1970s and was named '3rd (Volunteer) Battalion the Worcestershire and Sherwood Foresters Regiment' in a ceremony at Quorn on the 9th May 1976. It was out of service for overhaul from mid 1977 until returned to traffic in July 1988, without the nameplates. The engine ran on the Nene Valley Railway from April 1989 until March 1993. It was last overhauled in 2004 and has now received The Sherwood Foresters nameplates. London, Midland and Scottish Railway “Black Five” 4-6-0, 45231, The Sherwood Foresters backs down onto its train at Leicester North, 7th March 2010. London, Midland and Scottish Railway “Black Five” 4-6-0, 45231, The Sherwood Foresters heads north from Leicester North with the 11:00 service to Loughborough, 7th March 2010. London, Midland and Scottish Railway Jubilee class 4-6-0, 5690 Leander heads for Leicester North, south of Rothley with the 11:15 Loughborough – Leicester North service, 7th March 2010. Between 1934 and 1936, the London, Midland and Scottish Railway introduced one hundred and ninety one new 4-6-0 passenger locomotives of the Jubilee class for express passenger duties. Although they did not attain the prominence of some of the more powerful express locomotives, they were hard-working and could be found through-out the LMS system. They were designed by William Stanier and although in the early days they had problems with poor steaming this was resolved and the class lasted well into the 1960's, being withdrawn as a result of British Railways modernisation plans. 5690 was built at Crewe Works in March 1936 and named Leander after HMS Leander, a light cruiser of the Royal Navy built in 1930. Following nationalization in 1948, Leander was renumbered 45690 by British Railways. After a working life of twenty eight years, mostly allocated to Bristol Barrow Road MPD 45690 was withdrawn in March 1964 and initially dumped at its home shed. By August 1964 it had made its way through the Severn tunnel to the opposite side of the Bristol Channel and could be found languishing at Woodham Brothers scrap yard at Barry. Purchased from Woodham Brothers in 1972 it was the eighteenth engine to leave Barry for preservation and was quickly restored by Derby Works, steaming for the first time since 1964 in August 1973. It completed its last overhaul in 2002 and is nominally based on the East Lancashire Railway. D8098 departs Loughborough with the 12:15 service for Leicester North, 7th March 2010 D8098 was built by English Electric at the Robert Stephenson and Hawthorn works, Darlington. It entered traffic in November1961, allocated to Eastfield MPD for Scottish lowlands, and Fife coalfield duties. It migrated to Toton in the early 1970’s but was back at Eastfield by the beginning of 1973. Renumbered 20098 under the 1973 TOPS re-numbering scheme it had by 1982 again come south being allocated to Tinsley. By 1991 it was a Thornaby engine and it was stopped with a seized turbo charger in May 1991. This proved fatal as far as it BR career was concerned as it was withdrawn a month later in June 1991. However all was not lost as it was bought for preservation in September 1991 and towed to MC Metals Glasgow for asbestos inspection, followed by transfer by road to the Great Central Railway on 22nd May 1992.

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]]> Sat Mar 13 2010 Toton – 7th March 2010 (Part 2). http://pics-by-john.photoblog.org.uk/c1824373.html With the number of operational class 60’s down to single figures space at Toton MPD for the stored examples is at a premium. This has lead to an increasing number being stored in the Old Bank sidings in the Up Yard across from the MPD. As always feedback and comments welcome. Friday 12 March 2010: With the number of operational class 60_s down to single figures space at Toton MPD for the stored examples is at a premium. This has lead to an increasing number being stored in the Old Bank sidings in the Up Yard across from the MPD. As always feedback and comments welcome.

Stored 60018 has been recently transferred across to Toton Old Bank sidings from the Depot, 7th March 2009. 60018 was built in 1990 and I first saw this locomotive at the Brush Falcon works, Loughborough on the 1st August 1990. It was officially accepted by British Rail on the 30th October 1990 and allocated to Thornaby MPD. It was stored on the 1st June 2009 with 17866 engine hours since its last repair. This is its sixth period in store since its initial storage on the 7th September 2004. 60004 heads a line of stored class 60’s recently transferred across to Toton Old Bank sidings from the Depot for further storage whilst in the background is the Down yard pilot 08605, 7th March 2009. 60004 was built in 1989 but was not officially accepted by British Rail until 3rd November 1991 and I first saw this locomotive at Derby on the 2nd February 1990. 08605 was built at Crewe works as D3774 and is over fifty years old entering traffic in 1959. Apart from its EWS branding stored 60060 still carries its original paintwork which is now approaching its nineteenth year and it has been recently transferred across to Toton Old Bank sidings from the Depot, 7th March 2009. 60060 was built at the Brush Falcon works, Loughborough in 1991and was officially accepted by British Rail on the 28th June 1991, allocated to Toton MPD. I first saw this locomotive at Kegworth on the 4th July 1991. It was stored on the 26th February 2009 due to a main alternator fault and with 10388 engine hours since its last repair. This is its fifth period in store since its initial storage on the 13th June 2005.

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]]> Fri Mar 12 2010 On this day in History - Day Excursion to Plymouth - 11th March 1972 http://pics-by-john.photoblog.org.uk/c1823931.html One way in the early 1970’s of travelling to interesting railway destinations on the cheap was to become a Notts County Football Club supporter for the day and use their football special train (Footex). Being in the old Division 3 at this time meant little risk of football hooligans and some interesting railway destinations. On this day thirty eight years ago Notts County played Plymouth away and I used the Magpies Footex for a trip to the South West and back with traction being provided by Peak 95 and in lieu of the match a bus ride/walk out to Laira MPD. Result of the match was a 1-1 draw. Nottingham – Plymouth Class 03 (2123), class 08 (3057, 3112/67, 3248, 3345/90, 3505/13/17, 3785, 3808, 4004/22, 4121/23/49/60/67/73/85), class 20 (8069/72), class 25 (5225/29/32/36/67, 7519/23/29/36, 7603/25/26/28), class 31 (5562, 5636, 5824), class 33 (6506/16/24), class 35 (7004/07/09/12/45/74), class 42 (813/24/66), class 44 (2/8), class 45 (16/23/30/47/59/69/75/85/88/94/95, 107/11/15/22/26/29), class 46 (156/62), class 47 (1540/44/83/99, 1603/08/23/33/75, 1740, 1805/33/54, 1910), Steam (46201), PWM652. Laira MPD (84A) Class 03 (2128/34), class 08 (4017, 4130/58/59/84), class 25 (7502/09/24/73), class 42 (811/20), class 45 (25, 118/34), class 46 (141/46), class 47 (1601/74), class 52 (1001/02/08/11/14/17/25/33/34/37/42/43/44/60/62/67/68/69/70) Plymouth – Nottingham Class 25 (7575), class 42 (805), class 47 (1590/97, 1741), class 52 (1021/59) Locomotives of note: Class 03 2123 withdrawn in November 1968 and sold for industrial use at Bridgewater eventually broken up in November 1978. The following class 35 and class 42 locomotives were withdrawn 7045 and 811/13/66 (January 1972) and the following would be withdrawn within twelve months 7007 (April 1972), 7004 (June 1972), 805 (October 1972), 7045 and 820 (November 1972, 7074 and 824 (December 1972. A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome Thursday 11 March 2010: One way in the early 1970_s of travelling to interesting railway destinations on the cheap was to become a Notts County Football Club supporter for the day and use their football special train (Footex). Being in the old Division 3 at this time meant little risk of football hooligans and some interesting railway destinations. On this day thirty eight years ago Notts County played Plymouth away and I used the Magpies Footex for a trip to the South West and back with traction being provided by Peak 95 and in lieu of the match a bus ride/walk out to Laira MPD. Result of the match was a 1-1 draw. Nottingham _ Plymouth Class 03 (2123), class 08 (3057, 3112/67, 3248, 3345/90, 3505/13/17, 3785, 3808, 4004/22, 4121/23/49/60/67/73/85), class 20 (8069/72), class 25 (5225/29/32/36/67, 7519/23/29/36, 7603/25/26/28), class 31 (5562, 5636, 5824), class 33 (6506/16/24), class 35 (7004/07/09/12/45/74), class 42 (813/24/66), class 44 (2/8), class 45 (16/23/30/47/59/69/75/85/88/94/95, 107/11/15/22/26/29), class 46 (156/62), class 47 (1540/44/83/99, 1603/08/23/33/75, 1740, 1805/33/54, 1910), Steam (46201), PWM652. Laira MPD (84A) Class 03 (2128/34), class 08 (4017, 4130/58/59/84), class 25 (7502/09/24/73), class 42 (811/20), class 45 (25, 118/34), class 46 (141/46), class 47 (1601/74), class 52 (1001/02/08/11/14/17/25/33/34/37/42/43/44/60/62/67/68/69/70) Plymouth _ Nottingham Class 25 (7575), class 42 (805), class 47 (1590/97, 1741), class 52 (1021/59) Locomotives of note: Class 03 2123 withdrawn in November 1968 and sold for industrial use at Bridgewater eventually broken up in November 1978. The following class 35 and class 42 locomotives were withdrawn 7045 and 811/13/66 (January 1972) and the following would be withdrawn within twelve months 7007 (April 1972), 7004 (June 1972), 805 (October 1972), 7045 and 820 (November 1972, 7074 and 824 (December 1972. A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome

45016 heads towards Nottingham at Lenton South Junction, 3rd September 1980 with a train formed completely of empty SPA 4 wheeled steel wagons possibly bound for Boston Docks. 45016 was built as D16 in 1961 and would survive in traffic until November 1985 when 45016 was part of a batch of six class 45’s (45003/04/16/20/56/60) that were withdrawn that month. It was broken up by Vic Berry at Leicester in December 1986. Bescot allocated 47475 approaches Nottingham at Lenton South Junction with an express from London St Pancras, 3rd September 1980. 47475 was originally D1603, was built at Crewe and entered traffic allocated to Landore on the 17th July 1964. After ten years service as a Western Region engine it transferred to the London Midland Region in May 1974, allocated to Bescot where it would remain for the next eleven years. This was followed by three years of shuttling between Crewe and Carlisle depots and eight months at Bristol before settling down as a Crewe engine in July 1988 for next nine years until transferred to Immingham in October 1997. Its final transfer was back to Bescot in January 1999 from where it was withdrawn one month later in February 1999. Following withdrawal it would by 2002 find its way to Healey Mills yard where it would slowly decay until moved to TJ Thompson, Stockton in March 2008 and finally broken up. 45109 stands in Platform 2 at Chesterfield with an express for St Pancras in the winter sunshine on a cold clear 11th December 1976. Built at Crewe in 1961 as D85 it was originally built with split headcode boxes, however it was one of a small number of class 45’s to lose these in favour of the single panel headcode box as seen here. 45109 was the second “ETH Peak” (class 45/1) to be withdrawn (the first being 45147 totally destroyed in a collision at Salford) when it was condemned in January 1986. Unlike a lot of “Peaks” it did not last particularly long following withdrawal being broken up by Vic Berry, Leicester in the November of the same year, 1986. 45116 rests in the bay platform at Nottingham station, 16th January 1977. Built at Derby in 1961 as D47 it was one of the fifty class 45’s to be fitted with electric train heating, becoming 45116. It survived in service until December 1986 and was broken up at Vic Berry, Leicester in September 1988. On a dull and dismal day 31144 is on engineers train duties supporting PWay works adjacent to Doncaster MPD, 6th March 1977. 31144 was one of a small number of class 31/1 locomotives built with headcode discs instead of headcode boxes and the dullness of the day is evident by the brightness of the lamp on the displayed headcode disc. Built in 1959 as D5562 it was to have a career of over thirty six years until withdrawn in January 1996. Following withdrawal it was stored at Carlisle Upperby for a number of years until sold and was delivered into 'preservation' at Newton Heath on the 11th December 2001. Eight years later it is still at a private site at Newton Heath and is still under restoration. 25174 rest between duties at Newport Ebbw Junction MPD, 24th August 1975. Originally D7524 it was delivered from Derby Works to the Nottingham Division, (Toton) during January 1965, one of a continuous batch of forty seven class 25’s so allocated to remove steam from the Nottingham area. Less than a year after this photograph 25174 coupled to 25030 was involved in an accident (being hit by runaway wagons) at Aylesbury on the 5th August 1976. 25174 suffered a crushed cab, however whatever damage 25030 suffered was not as visible. After the collision 25030 and 25174 were initially taken to Cricklewood, where 25030 was withdrawn. On the 9th August 1976 both headed north to Derby Works, 25030 for component recovery and breaking up and 25174 for evaluation. They arrived just in time for the Annual Open Day, with 25174 parked in the Works arrival sidings, a location where its crushed cab was visible to most visitors who toured the Works. The evaluation proved to be the end of 25174 as it was withdrawn in September 1976 and it would lie rotting at Derby until June 1978 before being broken up. A brake dust stained 45134 waits its next duty in the sidings adjacent to Derby station, 24th March 1979. Originally D126 it was built at Crewe in 1961 and would give twenty six years of service before withdrawal in September 1987. Eventually towed to MC Metals in Glasgow in 1991 it was broken up in November of that year. Stabled in the Down side yard at Nuneaton on the 2nd April 1977 is a grimy 25253. Originally D7603 it was part of a batch of thirteen class 25 locomotives (D7598 - D7610) built in early 1966, at Derby destined for Tinsley MPD. 25253 received its last classified repair (Intermediate) at Derby in May 1980 which was to give it three more years service until withdrawn in September 1983. Following withdrawal it returned to Derby works but was eventually sent on to Swindon works early in February 1985, being broken up there during October 1985. Following the closure of Colwick MPD in 1969 the local Nottingham area trip freight locomotives were stabled at the east end of the station either in the carriage sidings or across the line in London Road parcels depot sidings. On a sunny winters day, 25th January 1976, we find “no heat” class 47, 47322 stabled in the carriage sidings. At this point in time a Toton allocated class 47/3, slow speed control fitted engine would be outstationed at Nottingham to work the MGR coal circuit from Cotgrave colliery to Ratcliffe Power Station and 47322 is probably allocated to this duty. 47322 was built at the Brush Falcon works and entered traffic as D1803 in January 1965, allocated to Tinsley MPD. It would spend the next thirty three years on freight duties allocated to either Tinsley, Toton or Crewe. 47322 was rebuilt in 1998 with a new engine and alternator, becoming 57002 and for the next ten years it would be found on Freightliner duties. In 2007, Freightliner started to replace its Class 57s with new class 66 locos and 57002 is currently (October 2009) operated by Direct Rail Services. 45073 stands on 14 road outside the shed at Toton, 24th April 1977. 45073 was built at Derby Works in 1961 and was originally numbered D129. After twenty years service it would be an early class 45 casualty being withdrawn in October 1981 and broken up at Derby works in November 1982. 25275 stabled in the Down yard at Nuneaton, 21st May 1977. Originally D7625 it was built by Beyer-Peacock at Gorton Works, Gorton, Manchester. At this point in time Beyer-Peacock were facing liquidation, so British Railways agreed to provide them with an order for a batch of BR/Sulzer Type 2 (class 25) locomotives. The Beyer-Peacock batch started at D7624, and was originally for a total of 54 locomotives. However, Beyer Peacock subsequently entered liquidation and asked to be relieved of the D7660-7677 batch (that were subsequently built by BR Derby). D7625 was delivered to British Railways in August 1965. It went to Tinsley MPD and later Wath MPD as one of a batch for working through freights from the Sheffield area to the Midland Region. By 1967 it had migrated to Holbeck and in December 1972 it transferred to Laira for duties in Devon and Cornwall where it would remain until August 1975. By 1982 it was allocated to Bescot and was still vacuum braked only and thus a target for withdrawal which happened in April 1982. 25275 would spend almost three years following withdrawal at Tyseley before its final journey to Swindon works. It was broken up during July 1985. It is Toton open day and a “bulled up” D8 Penyghent is giving cab rides up and down the yard, 6th June 1979. Notice the lack of any form of segregation between the “running line” and footpath/people, how times have changed. One of the ten Pilot Scheme Peak class locomotives D8 was delivered to Camden in December 1959 but it was immediately loaned to Derby. During May 1960 it was transferred to Crewe North. During the early part of February 1962 D8 moved to Nottingham, the precursor of the eventual move of the class to Toton for use on heavy freight duties. In May 1962 D8 moved to Toton. In the mid 1970’s the ten class 44 locomotives started to be withdrawn. Surprisingly D8, now numbered 44008 visited Derby Works during November 1979, not for withdrawal but for engine repairs, It would remain under repair at Derby until early July 1980 when it was tested on the 12.07 Derby - St Pancras, (with 45121 as the train engine) and 44008 was removed at Leicester, returning light engine to Derby and re-entered traffic at Toton. . Despite its recent Works attention 44008's reprieve was brief, it was withdrawn along with the two remaining Class 44's during November 1980, and stored at Toton. In July 1981 the locomotive moved north to Scotland heading for preservation on the Strathspey Railway at Boat of Garten in the Highlands. Following the sale of a very forlorn 44008 to the North Notts Locomotive Group in 1987 the locomotive returned to the East Midlands and is now based at Peak Rail.

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]]> Thu Mar 11 2010 Toton – 7th March 2010 (Part 1). http://pics-by-john.photoblog.org.uk/c1823863.html During the latter half of the 1960’s and through out the 1970’s “bunking around” Toton MPD was a regular pastime. Whilst strictly against the rules this was usually tolerated by the Depot authorities. Alas all has now changed and with today’s concerns regarding Health and Safety, vandalism/graffiti and terrorism MPD’s are now secure establishments and un-authorized access difficult. The best that can be done these days at Toton is a view across the yard from “Toton bank” From a photographic point of view the best time to go is early in the morning when the sun is behind you for a couple of hours and as Sunday the 7th March dawned nice a bright it was out with the camera for a stroll along the bank. Wednesday 10 March 2010: During the latter half of the 1960_s and through out the 1970_s _bunking around_ Toton MPD was a regular pastime. Whilst strictly against the rules this was usually tolerated by the Depot authorities. Alas all has now changed and with today_s concerns regarding Health and Safety, vandalism/graffiti and terrorism MPD_s are now secure establishments and un-authorized access difficult. The best that can be done these days at Toton is a view across the yard from _Toton bank_ From a photographic point of view the best time to go is early in the morning when the sun is behind you for a couple of hours and as Sunday the 7th March dawned nice a bright it was out with the camera for a stroll along the bank.

08633 stands outside Toton depot in the winter morning sunshine, 7th March 2010. 08633 is a Derby works built locomotive and dates from 1959. Originally allocated to Stoke MPD this was followed by spells at Crewe and Doncaster. For the last few years it has been the depot shunter at Worksop Wagon Repair Depot until it closed on the 21st December 2009 and 08633 was removed to Toton by road on the 23rd December 2009 being stored the following day. It has now been fitted with remote control equipment enabling it to be driven remotely from the ground as indicated by the external control indications provided on the cab and bonnet ends and is now ready for redeployment. 60004 heads a line of stored class 60’s recently transferred across to Toton Old Bank sidings from the Depot for further storage, 7th March 2009. 60004 was built in 1989 but was not officially accepted by British Rail until 3rd November 1991. This was due to the many problems associated with the microprocessor control system, mainly due to software issues. The suspension snowploughs and roof ducting also had to go through several major modifications before being accepted. These modifications took sixteen months to complete. There were around 10,000 warranty faults on the fleet, an average of 100 per locomotive and with 60004 being an early member of the class it required considerable modification before finally being accepted. It was stored on the 1st November 2009 with 17057 engine hours since its last repair. This is its fifth period in store since its initial storage on the 15th July 2005. One of the few class 08 yard pilot duties still in existence is the Toton Down yard pilot and on the 7th March 2010 it was being undertaken by 08605. Built in 1959 at Crewe works as D3774 it was along with D3775 originally allocated to Rowsley MPD. This was followed by spells at Aston, Saltley, Derby, York, Knottingley and Motherwell before being stored in July 2009. Following repairs at Toton in the autumn of 2009 it has been reinstated to traffic. During this repair it has also been fitted with remote control equipment enabling it to be driven remotely from the ground as indicated by the external control indications provided on the cab and bonnet ends.

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]]> Wed Mar 10 2010 On this Day in History – Derby Works – 10th March 1974. http://pics-by-john.photoblog.org.uk/c1823578.html Nottingham – Derby Class 08 (3402, 3909, 08016/75), class 45 (25/41/48/64/92, 45106) Derby Works Class 08 (3047/92/94/98, 3100, 3264, 3763/88, 3846/48, 3977, 08281/86, 08612/50, 08760/95, 08832, 08907), class 09 (09011/14), class 17 (8521/98), class 24 (5145, 24029/34/44/49, 24104), class 25 (7551, 7648, 25033/95, 25198, 25207/65/69), class 45 (14/16/28/46/52/69/71/72/84, 123/24/37, 45013/17, 45122), class 46 (156, 46035/37/52) Derby Etches Park MPD (16C) Class 03 (2399), class 08 (08106, 08454, 08625), class 20 (8087, 8189/93, 20173/86), class 24 (5080), class 25 (5276), class 31 (31241), class 45 (26/53/66/75, 114/27/30), class 46 (46055), class 47 (47199) Derby RTC Class 23 (5901), class 28 (5705), class 43 (832) Locomotives of note were ex Southern Region class 08’s 3092/94/98 and 3100 which were withdrawn and were about to undergo an overhaul having been sold for export to a Liberian company, LAMCo and 24049 which had been in the works for almost a year receiving a replacement cab with the later style roof mounted headcode box. This was following an accident at Kidsgrove when the No2 end cab was crushed back to the bulkhead with the bulkhead bent backwards into the boiler compartment. A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome Wednesday 10 March 2010: Nottingham _ Derby Class 08 (3402, 3909, 08016/75), class 45 (25/41/48/64/92, 45106) Derby Works Class 08 (3047/92/94/98, 3100, 3264, 3763/88, 3846/48, 3977, 08281/86, 08612/50, 08760/95, 08832, 08907), class 09 (09011/14), class 17 (8521/98), class 24 (5145, 24029/34/44/49, 24104), class 25 (7551, 7648, 25033/95, 25198, 25207/65/69), class 45 (14/16/28/46/52/69/71/72/84, 123/24/37, 45013/17, 45122), class 46 (156, 46035/37/52) Derby Etches Park MPD (16C) Class 03 (2399), class 08 (08106, 08454, 08625), class 20 (8087, 8189/93, 20173/86), class 24 (5080), class 25 (5276), class 31 (31241), class 45 (26/53/66/75, 114/27/30), class 46 (46055), class 47 (47199) Derby RTC Class 23 (5901), class 28 (5705), class 43 (832) Locomotives of note were ex Southern Region class 08_s 3092/94/98 and 3100 which were withdrawn and were about to undergo an overhaul having been sold for export to a Liberian company, LAMCo and 24049 which had been in the works for almost a year receiving a replacement cab with the later style roof mounted headcode box. This was following an accident at Kidsgrove when the No2 end cab was crushed back to the bulkhead with the bulkhead bent backwards into the boiler compartment. A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome

20189 sits in the sunshine outside the diesel shed at Swanwich, 30th September 2007. 20189 was originally D8189 and was built in 1967. It was allocated to Toton from new and was to spend the next sixteen years at Toton until July 1983 when following a classified repair at Glasgow works (where it acquired dual brake equipment and slow speed control) it was transferred to Eastfield. By 1990 it was back at Toton and was withdrawn from there in September 1990. Following withdrawal it was sold to MC Metals, Glasgow for breaking up, however it survived due to being used by MC Metals as their yard shunter until it was eventually bought for preservation in 1995 D123 Leicestershire and Derbyshire Yeomanry brings up the rear of a “Santa Special” approaching Loughborough, 2nd December 2007. D123 was built at Crewe Works and entered traffic in November 1961. Like most of the class, it was initially allocated to Derby, where it worked express trains on the Cross Country and the Midland Main Line routes. The engine was allocated close to the Midland Main Line all its life although its last six months in traffic were based at Tinsley in Sheffield for Trans-Pennine services, after the introduction of HSTs to the Midland route. In 1974 the engine became one of the fifty engines in the class to be fitted with electric heating, and it became 45125. It was withdrawn on 7th May 1987, and was towed for storage at March on the 20th May 1987. The engine was stored with a number of others for four years before purchase for preservation. It was towed to Hull Dairycoates depot in late 1991, where it stayed for the next seven years until D123 moved to Loughborough, arriving on April 2nd 1998. 46037 heads for Kings Cross as it passes through Doncaster in the early morning sun, January 1976. It was built at derby works as D174 in July 1962 and allocated to Gateshead for trans pennine and ECML duties. It was renumbered 46037 in January 1974 and received its last major works repair in July 1977. Stored in November 1980 it was towed to Swindon Works where it was withdrawn in December 1980. A year later an increased demand for Type 4 locomotives found British Rail looking to the storage lines at Swindon for an answer and 46037 was one of eleven class 46 locomotives re-instated in December 1981. The expectations demanded of these locomotives must have been something of a challenge as they had been in open storage for at least twelve months. However that challenge was meet by 46037 as it would give over two years further service until it sustained fire damage at Kings Norton whilst hauling a Penzance-Leeds express in June 1984. Denied repair it was withdrawn in June 1984, towed to Doncaster works in September and broken up in the works during February 1985. 445016 heads towards Trent at Lenton South Junction, 27th November1976 with a train formed almost completely of General Utility Vans (GUV's). It is a measure of the decline in parcels traffic that in 1976 there were over 5000 non passenger coaching stock vehicles in service. 45016 was built at Derby works as D16 in 1961 and was originally built with split headcode boxes, however it was one of a small number of class 45’s to lose these in favour of the single panel headcode box as seen here. During November 1985 45016 was part of a batch of six class 45/0’s (45003/04/16/20/56/60) that were withdrawn that month. It broken up by Vic Berry at Leicester in December 1986. 45037 is approaching Chesterfield with an express for the South West in the winter sunshine on a cold clear 11th December 1976, the low winter sun causing possible problems for the train crew. Built at Derby in 1961 as D46 it was one of the last class 45/0 locomotives to be withdrawn when it was condemned in July 1988. It managed a trip to the seaside when it worked a Derby - Skegness service on July 10th only days before withdrawal. It lingered for nearly four years before eventually ending its days at MC Metals, Glasgow in March 1992. 09014 sits in the rain between duties in one of the short bay non passenger platforms at Waterloo in the days when there was sufficient loco hauled passenger trains and parcel/newspaper traffic to warrant a station pilot, 22nd January 1977. 09014 was built at Horwich works as D4102 in 1961 and is still in existence forty nine years later. It is currently (October 2009) in store at Doncaster Carr MPD having arrived there from Millerhill on the the May 2009. It had been in use as the yard pilot at Millerhill since its arrival from Washwood Heath on the 28th October 2008 until put to store on the 20th March 2009. It left Scotland for Doncaster by road on the 8th May 2009. 45041 Royal Tank Regiment accelerates away from Hammersmith with a train for Butterley, 24th August 2008. Built in 1962 as D53 at Crewe Works it is still in existence forty six years later having survived the cutting torch following withdrawn in June 1988. It was named at Derby Works on the 24th September 1964. It received its final classified repair (light) at Derby during August 1985 and would be the last Class 45/0 to receive any type of repair at Derby when during July 1986 it received attention to its main generator. The end came on the 8th June 1988 at Thornaby when it was finally stopped with traction motor defects. After five years in store the Peak was moved to The Railway Age, Crewe for preservation and then to the Midland Railway Centre. 45122 approaches Attenborough Junction past the floods to the right with a Nottingham – St Pancras express, 26th February 1977. During September 1960 the first of the uprated BR/Sulzer Type 4's D11 was released from Derby Works and was allocated to Derby. The first three class 45's continued the use of having nose-end gangway doors similar to the class 44's. This feature was quickly discontinued and the doors were removed from this early batch when they made works visits for classified repairs, as were the original split headcode boxes. During December 1960 D11 moved to Leeds Holbeck, but was used by Neville Hill for crew training. The end of 1961 was not a good time for the Peaks and in mid December Darlington Works was host to D11/12/15/16/26/28 for unclassified repairs. As D11 it was to spend its fourteen years allocated to Midland MPD’s (Holbeck, Derby, Nottingham, Toton, Cricklewood) for Midland Line duties. D11 was one of fifty class 45’s selected for fitment of electric train heating and in the 1974 TOPS renumbering D11 became 45122. Following conversion and renumbering 45122 was to spend all of its life allocated to Toton until its last six months when it moved to Tinsley, from where it was withdrawn in April 1987. After withdrawal from service 45122 like many other Class 45's was moved to March depot for storage and it stayed here for over seven years until moved to MC Metals Glasgow and broken up in February 1994. 45146 approaches Attenborough Junction with a Nottingham – St Pancras express, 26th February 1977. 45146 was built at Crewe works in 1962 as D66 and was to give twenty five years of front line service predominantly on the ex Midland Railway routes, before being withdrawn in April 1987. Following withdrawal it was dumped at March until in 1989 the transfer of six Peaks (made in two journeys) took place from March to Egginton to be used as dead-load vehicles by the Research Department at Mickleover. These rather tired looking locomotives were 45111/25/36 in one move and 45126/46/48 in the other. Eventually three years later 45146 had made its way to MC Metals at Glasgow, were it was broken up in March 1992. 45041 Royal Tank Regiment heads south west at Cheltenham with 1V67, 06:38 Leeds - Paignton, 24th March 1979. Since photographed in January 1977 (http://pics-by-john.photoblog.org.uk/p51978032.html) it has acquired the final style of nose end having lost its headcode boxes for two marker lights. Built in 1962 as D53 at Crewe Works it is still in existence forty six years later having survived the cutting torch following withdrawn in June 1988. It was named at Derby Works on the 24th September 1964. It received its final classified repair (light) at Derby during August 1985 and would be the last Class 45/0 to receive any type of repair at Derby when during July 1986 it received attention to its main generator. The end came on the 8th June 1988 at Thornaby when it was finally stopped with traction motor defects. After five years in store the Peak was moved to The Railway Age, Crewe for preservation. It is currently (March 2010) under repair at the Midland Railway Centre and can be seen here http://pics-by-john.photoblog.org.uk/p53074264.html 45123 The Lancashire Fusilier waits the right away from platform 2 with a St Pancras express, 19th March 1977. It is seen here with an unusual headcode modification of four zero’s stencilled onto a black screen. Originally D52 it was built at Crewe in 1962. Despite a Heavy General classified repair at Crewe in April 1983 it would become the third class 45/1 to be withdrawn when it was condemned in July 1986. Following withdrawal it was dumped at Toton until towed to Vic Berry at Leicester and broken up in November 1988. 08075 heads a line of class 08’s stabled between duties at Tinsley, 9th April 1977. Built at Derby in 1954 as 13090 and allocated to Bushbury MPD (Wolverhampton) Re-numbered D3090 in 1957 it would remain allocated to Bushbury until the shed closed in the mid 1960’s when it transferred to Bescot. By 1973 it was a Derby engine and it transferred to Tinsley during 1974. 08075 in excellent condition considering its last and final classified repair at Derby works had been over two years previously in March 1975.08075 will survive for another five years before withdrawal from Shirebrook in December 1981. It would be dispatched to Swindon works and was broken up in April 1982. 45038 approaches Tamworth with a south west bound express, 23rd April 1977. Originally D48 it was built at Derby in 1961 and initially allocated to Cricklewood. It would spend the next twenty four years predominantly on the routes of the old Midland Railway until stored unserviceable in March 1985 and was withdrawn three months later in June 1985. It was broken up in December 1986 by Vic Berry, Leicester.

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]]> Wed Mar 10 2010 Diesel Multiple Units 4th/5th March 2010 (Part 2) http://pics-by-john.photoblog.org.uk/c1823142.html These days the majority of passenger services are formed of either diesel or electric multiple units with the days of locomotive hauled coaching stock almost gone. With the start of some decent weather here is a further selection of diesel multiple units. As always feedback and comments welcome. Tuesday 9 March 2010: These days the majority of passenger services are formed of either diesel or electric multiple units with the days of locomotive hauled coaching stock almost gone. With the start of some decent weather here is a further selection of diesel multiple units. As always feedback and comments welcome.

Northern Trains operated 158907 approaches Ulleskelf with a southbound service, 4th March 2010. A total of one hundred and eighty two class 158 units were built (one hundred and sixty five two car sets and seventeen three car sets) between 1989 and 1992. 158907 is one of a batch of ten class 158 units (158901 – 158910) leased by West Yorkshire Passenger Transport Executive specifically for duties in their area. 153379 is paired with 153319 to form a two car set and is approaching Attenborough with the 14:18, Nottingham – Mansfield service, 5th March 2010. Both units were originally built as part of a two-car class 155 units in 1987-88, but were converted by Hunslet – Barclay at Kilmarnock to single car units in 1991-92. Both are currently operated by East Midlands Trains, however 153379 still carries the obsolete Central Trains green livery. 43082 approaches Attenborough with 1B53, 14:28 Nottingham – St Pancras service, 5th March 2010. 43082 was built in 1977 at Crewe works as part of HST set 254014 for East Coast Main Line services. Following the completion of ECML electrification in 1992 43082 was one of thirty one class 43 power cars allocated to Neville Hill for Midland Mainline services and has been pounding up and down to London St Pancras from the East Midlands and South Yorkshire for the last twenty eight years. 43082 is now operated by East Midlands Trains and has been fitted with a Paxman VP185 engine in lieu of its original Paxman Valenta. 156401 approaches Attenborough with the 13:40, Lincoln – Leicester service, 5th March 2010. It was built by Metro-Cammell at Washwood Heath in 1987 and is currently operated by East Midlands Trains (part of the Stagecoach group) and has received the Stagecoach corporate “suburban” livery. I first saw this unit at Derby on the 7th December 1987. These units are now well over twenty years old (with no sign of replacement) and still have a “modern” feel about them, they are proving to be an excellent investment.

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]]> Tue Mar 9 2010 Diesel Multiple Units 4th/5th March 2010 (Part 1) http://pics-by-john.photoblog.org.uk/c1822423.html These days the majority of passenger services are formed of either diesel or electric multiple units with the days of locomotive hauled coaching stock almost gone. With the start of some decent weather here is a selection of diesel multiple units. As always feedback and comments welcome. Sunday 7 March 2010: These days the majority of passenger services are formed of either diesel or electric multiple units with the days of locomotive hauled coaching stock almost gone. With the start of some decent weather here is a selection of diesel multiple units. As always feedback and comments welcome.

The low winter sun reflects off the smooth side of 185144 as it heads north through Ulleskelf with a service for York, 4th March 2010. First Trans Pennine Express operated Siemens Desiro 185150 heads south through Ulleskelf, 4th March 2010. 185150 is the penultimate unit of fifty one class 185 units built by Siemens in Germany and was delivered in December 2006. Each class 185 vehicle is powered by a Cummins QSK19-R engine through a Voith 3 speed hydrodynamic transmission powering both axles on one bogie with the other bogie unpowered. The class 185 units are designed for quick acceleration and fast hill climbing and provide an improved service to the class 158 units they replaced due to the higher acceleration afforded by the 2250 bhp compared to the 1050 bhp provided by a three car class 158 unit. The low winter sun reflects off the smooth side of Northern operated three car 158755 as it heads north through Ulleskelf with a service for York, 4th March 2010. 158755 was built as a two car unit however it has now acquired a centre car (58702) built originally as part of unit 158802. An unidentified Arriva Cross Country class 220 Voyager heads north through Ulleskelf, 4th March 2010. The unit is running in the path of the 08:28 Penzance – Glasgow Central service, is this normally allocated a single four car class 220 unit? With the unit numbers only displayed in small characters on the leading valence class 220/221 unit recognition can also be difficult.

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]]> Sun Mar 7 2010 On this day in History - North West – 7th March 1970 http://pics-by-john.photoblog.org.uk/c1822130.html A trip to Crewe and Liverpool. Nottingham – Crewe – class 04 (2211/58), class 08 (3113, 3249/92, 3404, 3571, 3763/99, 3800/01), class 17 (8521), class 20 (8112/46/99), class 24 (5015/25/81), class 25 (5232/41/49/96, 7500/05/10, 7608/49/59), class 31 (5573), class 40 (310), class 44 (3/6), class 45 (47/57/67/80/81/99, 111/21/30/33), class 46 (169/82), class 47 (1532, 1617/30, 1736/98, 1829), class 81 (E3096). Crewe Station: class 08 (3031, 3245/47, 3585), class 11 (12069), class 24 (5045), class 25 (5251), class 40 (226/47/49/87, 311/37), class 46 (150), class 47 (1620/25/27/91/92, 1751, 1837, 1905/55), class 50 (401/12/20/21/22/23/42/45/48/49), class 81 (E3011/13/16), class 82 (E3048), class 83 (E 3032), class 85 (E3058/60/62/63/78), class 86 (E3105/08/15/16/17/30/35/37/38/44/76/84/90/96/98/99). Crewe Diesel Depot: class 08 (3291), class 11 (12091), class 24 (5002/17/27/30/31/33/47/54/80, 5146), class 40 (242, 339), class 47 (1550/62, 1712/14/31/53/55, 1848/52), class 50 (411/17/35/41/43) Crewe – Liverpool: class 08 (3198, 3290, 3353), class 11 (12074/97), class 24 (5020/37, 5134), class 25 (5191/96, 5279, 7564, 7646), class 40 (270/97, 303/69), class 47 (1737, 1959) Birkenhead MPD: class 03 (2372/83/85/88/93), class 08 (3102), class 24 (5010/58/78), class 40 (232, 321), class 47 (1635/86, 1802, 1957). Crewe – Nottingham: class 08 (3109, 3351, 3577), class 24 (5023/64/91), class 25 (5247), class 40 (342), class 45 (14/45/68) Withdrawn at this time were 2385 and 2393 which would be broken up in August 1970 and May 1971 respectively. Withdrawn within the next twelve months were 2211 (July 1970), 2258 (August 1970), 2372 (November 1970), 12069 (March 1971), 12091 (June 1970) and 12097 (March 1971). A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome Sunday 7 March 2010: A trip to Crewe and Liverpool. Nottingham _ Crewe _ class 04 (2211/58), class 08 (3113, 3249/92, 3404, 3571, 3763/99, 3800/01), class 17 (8521), class 20 (8112/46/99), class 24 (5015/25/81), class 25 (5232/41/49/96, 7500/05/10, 7608/49/59), class 31 (5573), class 40 (310), class 44 (3/6), class 45 (47/57/67/80/81/99, 111/21/30/33), class 46 (169/82), class 47 (1532, 1617/30, 1736/98, 1829), class 81 (E3096). Crewe Station: class 08 (3031, 3245/47, 3585), class 11 (12069), class 24 (5045), class 25 (5251), class 40 (226/47/49/87, 311/37), class 46 (150), class 47 (1620/25/27/91/92, 1751, 1837, 1905/55), class 50 (401/12/20/21/22/23/42/45/48/49), class 81 (E3011/13/16), class 82 (E3048), class 83 (E 3032), class 85 (E3058/60/62/63/78), class 86 (E3105/08/15/16/17/30/35/37/38/44/76/84/90/96/98/99). Crewe Diesel Depot: class 08 (3291), class 11 (12091), class 24 (5002/17/27/30/31/33/47/54/80, 5146), class 40 (242, 339), class 47 (1550/62, 1712/14/31/53/55, 1848/52), class 50 (411/17/35/41/43) Crewe _ Liverpool: class 08 (3198, 3290, 3353), class 11 (12074/97), class 24 (5020/37, 5134), class 25 (5191/96, 5279, 7564, 7646), class 40 (270/97, 303/69), class 47 (1737, 1959) Birkenhead MPD: class 03 (2372/83/85/88/93), class 08 (3102), class 24 (5010/58/78), class 40 (232, 321), class 47 (1635/86, 1802, 1957). Crewe _ Nottingham: class 08 (3109, 3351, 3577), class 24 (5023/64/91), class 25 (5247), class 40 (342), class 45 (14/45/68) Withdrawn at this time were 2385 and 2393 which would be broken up in August 1970 and May 1971 respectively. Withdrawn within the next twelve months were 2211 (July 1970), 2258 (August 1970), 2372 (November 1970), 12069 (March 1971), 12091 (June 1970) and 12097 (March 1971). A number of the above were photographed later in life and can be found in this collection. As always feedback and comments welcome

25101 ambles past Lenton South Junction with an interesting class 9 mixed freight, 3rd September 1980. The first five vehicles are examples of the more than two hundred and thirty five thousand 16T mineral wagons built by British Railways from 1950 to 1958. They are followed by an air braked long wheelbase van (VDA) which in turn is followed by an empty “warflat”, next comes three vacuum braked 12T vans followed by another warflat loaded with an Armoured Personnel Carrier, bringing up the rear is the 20T brake van. Are the two warflats and three 12T vans going to/or coming from MOD Chilwell (now Chetwyn Barracks) and the REME Tank Repair Centre that in 1980 was still operational just down the line at Attenborough? 25101 was originally D5251 and the frames were laid down at Derby in the last quarter of 1963. It was part of a large batch of diesels destined for replacing steam traction on the lines northwards from St Pancras and as they were intended primarily for freight working they were built without train heating boilers.D5251 made its Works test trip to Corby on 17th February 1964 and was delivered to Toton in late February. D5251 (25101) would find itself regularly on the transfer list with spells at Leicester, Thornaby, Holbeck, Carlisle, Allerton, Toton, Eastfield, Cricklewood and Bescot. Active service ended for 25101 when it was withdrawn during January 1983 at Bescot, after a service life of almost nineteen years. 25101's final move occurred with 25067, 25157/187 on a Bescot – Swindon movement in July 1984. It would linger until December 1985 before being broken up although its bogies were sold to the Mid Hants Railway as spares for 25067. 24023 rests inside the old steam shed at Birkenhead MPD in April 1976. New as D5023 in July 1959. One of the last six Class 24 locomotives to remain in traffic. Withdrawn in September 1978 along with 24073 they were the last Derby built examples still operational. Broken up at Doncaster Works in November 1978. 24054 awaits its next duty at Birkenhead MPD , April 1976. 24054 was built at Crewe works as D5054 and entered traffic in December 1959, allocated to Ipswich MPD. It was transfered to Finsbury Park in early 1961 for surburban services out of Kings Cross and left the Eastern Region when transfered to the Scottish Region in 1966 and on to its final home, Stoke Division (DO5) in September 1968. Within one month of this photograph being taken 24054 had been placed in store at Basford Hall and was withdrawn 2 months later in July 1976. However this was not the end as it was convertered to a carriage heating unit (ADB968008). It wandered around a number of locations in the West Country in this capacity until moved to Cambridge in September 1982. Stored at March in December 1982. Secured for preservation in October 1983 and is currently (January 2008) operational on the ELR at Bury. 25041 undergoes the de-asbestos process at Derby Works during September 1976. New as D5191 it was laid down at Derby in the last quarter of 1962, being delivered to Toton during May 1963 and was used to remove steam northwards from St Pancras. It was fitted with a steam heating boiler though it use on passenger workings in the early days was probably limited. During February 1964 it moved to Leicester and in November 1968 it moved to the Preston Division (D10) were it stayed for the next eight years until it was transferred to Crewe during February 1976. By May 1981 it had migrated back to the North West being allocated to Kingmoor when it was withdrawn. Following withdrawal it was initially dumped at Polmadie, later in the year it would be moved to Kingmoor. Early in December 1981 25041 began its last journey, from Kingmoor to Swindon, arriving at the Works on December 8th were it lingered eighteen months before being broken up in June 1983. 47317 on a short parcels train of four GUV’s, Cardiff Central, October 1976. Built by Brush as D1798 and delivered to traffic in January 1965, allocated to Tinsley. One the batch of class 47’s built for freight duties without any form of train heating equipment. It remained an Eastern Region locomotive until transferred to Scotland (Eastfield) in May 1974. It stayed in Scotland until July 1976 when it was transferred to Bristol. It carried the name Willesden Yard between April 1988 and July 1995. In 1998 it was selected by Freightliner to be rebuilt with a new engine and alternator, becoming 57003. After six years service with Freightliner it was stored in October 2005. In April 2008 it was leased to Direct Rail Services and is currently (June 2009) operational after a period in store. 47554 passes Lenton South Junction on the approach to Nottingham with a midland Main Line express composed entirely of Mark I coaching stock, 27th November 1976. Delivered new as D1957 in January 1967 it was allocated to West Coast Main Line duties. In the TOPS renumbering scheme it was allocated 47261 but was fitted with electric train heating and renumbered 47554 accordingly before it could be applied. 47554 was selected, in April 1979, for “push/pull fitment” in connection with the introduction of Mark III coaching stock on the Glasgow - Edinburgh service and was renumbered 47705. In March 2003 became 57303 following rebuilding with a new engine and alternator and is currently still in existence being operated by Virgin Trains. 24020 was originally D5020 and Derby Works delivered D5020 to Ipswich during July 1959. The transfer of D5020 to Willesden during May 1961 completed the movement of sixteen Type 2's (D5020 - 5035) between the GE and the LMR. This was made possible by the newly arriving EE Type 3's and Brush Type 2's upwards from D5694, and permitted more of the local services out of Euston to be dieselized. As the year 1965 closed D5020 - 5024 moved north to Bescot . Between April and August 1967 the entire block of D5000 - 5049 moved north to the Stoke Division, with D5010 - 5023 going during June. D5020 - 5023 moved to the Manchester Division in March 1972. In the big purge of the Class 24's during the summer of 1975 24020 was stored at Reddish in July and then withdrawn in August. 24020 is seen here at Reddish in the fog and frost on the 4th December 1976. The end began on the 15th February 1977 when 24005/20/21/24 were hauled away to Swindon as the 9X45 04.38 Reddish - Crewe - Banbury - Swindon special freight. Final breaking up occurred during April 1977, alongside pioner 24005 (D5000). 08633 is Crewe station pilot and has just propelled a short train of Mark I coaches into one of the bay platforms at the south end of the station on a wet and miserable day, 15th January 1977. 08633 is a Derby built locomotive and dates from 1959. It is still in operational service (May 2008) being owned by EWS, allocated to Doncaster and carries EWS livery. Its future looks relatively secure at the moment as it has received a D exam at Doncaster in early April 2008. 57006 sits in the shunt neck at Derby station between duties on the 16th June 2008. Originally class 47 locomotive D1837 built in 1965 it became 47187 in the 1974 TOPS renumbering scheme. In 1997 Freightliner placed an order for an initial six class 57/0 locomotives, rebuilt by Brush Traction at Loughborough from redundant class 47 locomotives. The locomotives are fitted with a refurbished General Motors engine, and a reconditioned alternator, vastly improving reliability and performance. 57006 was delivered to Freightliner in 1998 and named Freightliner Reliance. In 2007, Freightliner started to replace its Class 57s with new class 66 locos and 57006 is now operated by Cotswold Rail and has been repainted in there Advenza Freight livery. Delivered new as D5015 from Derby during June 1959 to Crewe South and in September 1959 it moved south to Camden. The winter timetable commencing 2nd November 1959 found D5015/16/18/19 taking over some of the local workings out of Euston. With the suburban services out of Euston planned for electric services eventually, the invasion of DMU's did not occur here, leaving the local commuters (for better or worse) in the hands of the LMS Twins, the Bullied Trio and endless class 24 and class 40's until 1966. D5015 migrated to Bescot in December 1965. D5015 joined in the mass movement of the London Midland Region class 24’s to the Stoke Division when it was transferred there during June 1967. In October 1971 the Scottish Region Polmadie depot became home for 5015 and many of its sisters, being used to retire the few remaining NBL type 2’s and Clayton type 1 locomotives from the fleet, migrating to Eastfield in March 1972. I saw this engine on Polmadie on the 23rd April 1972 along with fifty other locomotives including four NBL type 2’s (6101/23/24/37) and nine Clayton type 1’s (8507/08/28/29/32/36/52/68/74) awaiting scrap that it had been sent north to replace. Active service ended during July 1975, when like a great many other Class 24's 24015 was put to store (at Cadder Yard), withdrawal coming in August 1975. It eventually moved to Glasgow Works for spares removal, however it would be left for Doncaster Works to finally break up the locomotive and 24015/16/71 & 24117 were towed to Doncaster during the first week of May 1976. 24015 has little time left when seen here at Doncaster on the 16th January 1977 as it been broken up by the end of the month. 47143 approaches Cardiff with a short (two GUV’s) parcels train, 19th February 1977. Built at Loughborough as D1736 and delivered in April 1964 allocated to Cardiff Canton. Renumbered 47143 in 1974 it was transferred fairly regularly with spells as far a field as Eastfield, Immingham, Cardiff and was allocated to Plymouth Laira on the date of this photograph. In March 1970 1736 was a Birmingham Division locomotive and on the 15th of that month I have it recorded on Toton MPD. Of the sixty four locomotives on Toton that day by far the most interesting was 444, one of only two class 50 locomotives I ever saw at Toton. The other class 50 I think was D411 virtually brand new sometime in 1968 but as I no longer have any records prior to 1969 I am relying on my memory for this detail. 47143 was a relatively early casualty as it was withdrawn in December 1989, but lasted for more than another four years until broken up by I assume a local scrap merchant, D Higgs at Doncaster MPD in June 1994. 45116 has just past over Barton Lane AHB with a St Pancras bound train of non passenger coaching stock, 26th February 1977. 45116 was built as D47 at Derby in 1961 and was to give twenty five years service before withdrawal in December 1986. It was broken up by Vic Berry Leicester in September 1988. 40042 heads south on the East Coast Main Line at Newark with a train of Mark I coaching stock, 5th March 1977. This is undoubtedly an additional train (Merrymaker, Footex, relief etc) and was following close behind 40059 on a similar service. They may have had the train reporting codes of 1G51 and 1G49 respectively. As this was the height of the football season and a Saturday I suspect these were actually Football extras (Footex) with destinations within the Eastern Region as G represented an Eastern Region special working in 1977. 40042 was delivered as D242 in 1959 and was allocated to Gateshead MPD. Following crew training and running in it was one of a batch of Gateshead allocated class 40’s (D237 -249) that commenced in December 1959 taking over LNER pacific steam duties between Newcastle and Edinburgh. 40042 would remain in traffic until withdrawn in December 1980. This was a bad month for class 40’s when in addition to 40042 eleven more class 40’s were withdrawn (40038/71, 40100/05/09/10/12/14/19/46/61). The end came very quickly for 40042 as by February 1981 it was in the erecting shop at Derby Works being stripped for spares and by March had migrated to the scrap area and had been broken up. 40047 rests between duties at York MPD, 3rd March 1979. Originally D247 it was built by English Electric at the Vulcan Foundry and entered traffic in November 1959, allocated to Gateshead. It would survive for another five years after the date of the photograph being withdrawn in November 1984 at Toton. It would end its days at Doncaster being broken up there in January 1986. 47158 “on shed” at Stratford MPD, 28th August 1975. Originally D1751 it was built at Loughborough and it entered traffic on the 24th July 1964 allocated to Landore. Following a spell allocated to the London Midland Region it transferred to Stratford in October 1972 and apart from a brief seven months at Immingham in 1977 would stay for the next fifteen years until October 1987 when it transferred to Bristol. At the end of 1985 it was one of the last class 47’s to be fitted with electric train heating and emerged from Crewe Works in December 1985 as 47634. Its final transfer was in February 1991 when it moved to Crewe and would remain a Crewe engine until withdrawn in March 2001 after thirty seven years service. Dumped at Saltley following withdrawal for over three years until eventually towed “up the Road” to Kingsbury in August 2004 and broken up by EMR in October 2004. 50042 storms through Acton as it heads for Paddington with an express from the west, 8th April 1977. Built by English Electric at there Vulcan Foundry works as D442, it entered service in October 1968 on West Coast Main Line duties north of Crewe. Renumbered to 50042 in December 1973 and transferred to the Western Region in 1974 on the completion of the WCML electrification between Crewe and Glasgow. Refurbished at Doncaster works from the 6th January to 22nd May 1982 and received its final classified repair at Doncaster works in January 1986. Withdrawn from service on the 15th October 1990 and dumped at Laira until purchased by the Bodmin & Wenford Diesel Group in November 1991. It arrived at Bodmin on 10th March 1992 and 50042 moved under its own power on 25th Nov 1992 following replacement of stolen traction and ETH cables, freeing up the seized power unit and turbo chargers, and restoring the wrecked cabs. Since then, major work has included changing the ETH generator, and changing a traction motor. Recent work has seen the rusty cabsides replaced, and new roof panels made and fitted and it is still currently (January 2009) based on the Bodmin & Wenford Railway and is operational. In need of a good clean 50001 Dreadnought storms through Barnt Green heading for Birmingham with an express formed of Mark IIabc coaching stock with a Mark I catering vehicle, 14th April 1979. The second member of the class it was originally D401 and was built by English Electric at their Vulcan Foundry works, Newton-Le-Willows. It was released from Vulcan Foundry in October 1967 for trials and entered service on the 9th December 1967 on West Coast Main Line duties north of Crewe. D401 was the second class 50 transferred to the Western Region in July 1973 and allocated to Bristol for crew training. It transferred to Old Oak Common in May 1974 before transferring to its final depot, Laira in April 1976. In 1978 the Western Region decided to name the class 50 locomotives after Royal Navy Warships. 50001 was named Dreadnought in April 1978, after one of the most famous battleships ever built, which when commissioned in 1906 revolutionized naval warfare at a stroke. 50001 was refurbished at Doncaster works between November 1979 and April 1980 and survived in traffic until withdrawn in April 1991. Following withdrawal it moved to CF Booths, Rotherham where it was to rust away for ten years until finally being broken up in December 2002. The classic Old Oak Common photograph of a locomotive stabled on one of the turntable roads by the depot entrance. In this case its class 50, 50020 and the date is the 8th April 1977. Originally D420 it was built at the English Electric Vulcan Foundry works and entered traffic, allocated to Crewe in May 1968 on Crewe – Glasgow West Coast Main Line duties. With the completion of the electrification to Glasgow in 1974 it was transferred in 1974 to Bristol for Western Region duties. 50020 was refurbished at Doncaster works in March 1981 and survived in traffic until withdrawn in July 1990. It was broken up by CF Booth at Rotherham in June 1992. Class 46 D182 heads for Swanwick Junction through Golden Valley with a service from Ironbridge, 26th April 2009. The class 46 was the third variant of the “Peak” class (class 44/45/46) and was fitted with Brush electrical equipment instead of Crompton Parkinson. Fifty-six class 46 locomotives were built at Derby works, between 1962 – 1963, with D182 entering traffic in 1962, allocated to Gateshed MPD. It would remain allocated to Gateshead throughout its main line career of twenty two years. A lack of electric train heating equipment meant the class started to be withdrawn in 1978, however 46045 would be one of the last survivors and was not withdrawn until November 1984, after failing on an Exeter to Severn Tunnel Junction freight. Following withdrawal it was transferred to Departmental service to take part in wheel adhesion tests and allocated 97404. In 1986 it was stored out of service at Mickleover and Old Dalby until 1992 when it was bought for preservation by the Peak Locomotive Company. 24091 has just replaced 40024 on this eastbound parcels train duty at Chester, 12th April 1977. Originally D5090 it was delivered from Crewe Works during June 1960, initially allocated to March, but quickly transferred onto the London Midland Region as part of a larger transfer which included D5082 - D5093 and spent it early years in the London area being allocated to Cricklewood, Kentish Town and Willesden. Its final transfer was to the Stoke Division (Crewe) in 1967 where it would remain until withdrawal in November 1977. It was broken up at Doncaster works in June 1978. When I was a lad in the 1960’s and 1970’s class 40’s were unknown in the Nottingham area and it was not until this day in May 1979 that I saw my first class 40 at Nottingham. Fortunately I had my camera to record 40142 as it waits for a path on the Up Through line at Nottingham Station, 4th May 1979. In the early 1980’s class 40’s became more common at Nottingham on engineers trains from the north west to the Central Materials Depot at Lenton North Junction and my records show that 40044/74, 40118/24/41/45/50/74/97/98 all paid visits during that period. 40142 was built by English Electric at their Vulcan Foundry in 1961 as D342 and it features the second style of nose end fitted to the class 40 design, ie still retaining the gangway doors but fitted with “split” headcode boxes in lieu of discs. This design of nose end was fitted to D325 – D344. Its first allocation was Crewe North and it would remain associated with the West Coast Main Line until transferred to Haymarket in 1973. Never fitted with dual brakes it would be withdrawn, still allocated to Haymarket, within a year in April 1980 and was broken up at Crewe works in September 1983. Class 04 diesel mechanical shunter D2258 is under repair and minus its wheel sets at the National Coal Board Disposal Point at Bennerley, 16th April 1977. The class 04 was built between 1952 and 1962 nominally by Drewry, however the mechanical construction was sub-contracted to first Vulcan Foundry and later to Robert Stephenson and Hawthorns. Mechanically they were identical to the class 03, with the same Gardner 8-cyl, 4-stroke 8L3 engine developing 204 bhp at 1200 rpm, connected to a Wilson-Drewry CA5 R7, 5-speed epicyclic gearbox with RF11 spiral bevel reverse and final drive unit mounted on a jackshaft. The drive to the wheels was by coupling rods from the jackshaft which can be seen under the cab. D2258 was built in 1957 and was originally 11228, however under the 1957 renumbering scheme this became D2258. Initially allocated to Plymouth (Friary) MPD it transferred in 1962/63 to Ashford and finally in 1966/67 to Derby. It was withdrawn from Derby in August 1968 and sold to the National Coal Board, Opencast Executive who used it at Bennerley. It remained in use until the early 1980’s before eventually being disposed of by CF Booth, Rotherham around 1986. The 7th May 1977 was Spalding Flower Festival day and 47513 passes through Colwick woods (east of Nottingham) with a Gloucester – Spalding excursion. Originally D1959 it was one of the last class 47’s to be built at the Brush Falcon works at Loughborough and entered traffic in 11th February 1967 allocated London Midland Western Lines (LMWL) which was effectively Crewe. The allocation code LMWL was abolished in 1968 and D1959 was transferred to the Stoke Division (DO5) which again was effectively Crewe. In November it transferred to Bristol and this was the start of a nineteen year spell as a Western Region engine with spells also at Landore and Old Oak Common (it was a Landore engine on this day). In April 1991 it transferred back to Crewe and remained a Crewe engine until withdrawn in March 1997. Following withdrawal it was dumped at Crewe for four years before being towed to Wigan CRDC in April 2001, where a number of internal components were recovered. Eventually in February 2004 the remains were moved by road to CF Booth, Rotherham and broken up in May 2004. 81021 heads south on the Up Slow south of Nuneaton with a parcels train, 21st May 1977. The British Thomson-Houston division of AEI (Associated Electrical Industries) in 1955 were awarded the first contract for AC electric locomotives for the West Coast Main Line electrification. The mechanical construction was sub-contracted to the Birmingham Railway Carriage and Wagon Company, of Smethwick, Birmingham. As originally planned AEI was to deliver twenty Type A (mixed traffic) and five Type B (heavy freight) locomotives, but this was later amended to twenty three Type A (E3001-E3023) and two Type B (E3301/02). 81021 was built in 1961 and was originally E3301 (a Type B locomotive) but it was swiftly modified and renumbered E3096 within two months of delivery. E3302 was delivered new as a Type A locomotive and numbered E3097. These twenty five locomotives became class 81 and E3096 became 81021 under the 1973 TOPS renumbering scheme. Three class 81s were removed from service prior to the class being renumbered in 1974 due to accident or fire damage. The first renumbered class 81 taken out of service was 81016, withdrawn in July 1983 and the class were steadily withdrawn over the next eight years with 81021 being condemned in April 1987. It was broken up at MC Metals, Glasgow in July 1992. 45135 3rd Carabiner ambles along the Down Through line at Nottingham station, 1st June 1979. Originally D99 it was built at Crewe works and entered traffic in May 1961 allocated to Derby. It was named 3rd Carabiner on New Years day 1966 It would remain a London Midland Region engine until transferred to Tinsley at the end of its career in November 1986 and following almost twenty six years service it was withdrawn in March 1987 due to a engine defect. After being stored for fifteen months 45135 was sold into preservation during August 1988 and can currently (November 2009) be found on the East Lancs Railway. 46032 is about to depart from York with a southbound passenger service, 2nd June 1979. 46032 was built at Derby in 1962 as D169 and was part of a batch of twenty seven Peak Type 4 locomotives allocated to Gateshead for North East – South West , Trans-Pennine and secondary East Coast Main Line duties and it would remain a Gateshead engine for all of its career. One of the last ten class 46 locomotives to receive a classified repair (light) at Derby works it was released back to traffic in May 1980 and therefore escaped the mass storage and subsequent withdrawals in the Autumn of 1980. 46032 was withdrawn in October 1981 however due to an increased need of Type 4 power it was reinstated and admitted to Derby works for an unclassified power unit repair at the end of 1981. During the first week of January 1982 withdrawn 46040 was sent up to Derby from Swindon as a source of a replacement power unit to assist with this repair and 46032 re-entered traffic in the spring of 1982. It continued in service until stopped at Gateshead in mid February 1984 with power and wheelslip problems, however it was repaired and released back to traffic on the 9th March 1984 but was back the next day with power unit trouble. Released the next weekend it was kept on local work for the next week and by the end of March 1984 it was at Bristol Bath Road as a spare locomotive. On the 25th April 1984 it arrived at Thornaby with fire damage and it was condemned on the 30th April 1984. The next day it was dispatched to Stratford works for cannibalisation. It left Stratford works for Doncaster Works on the 30th September 1984, spending the month of October en route at March and finally arrived at Doncaster works on the 15th November 1984. It was broken up in August 1985. 40111 stands under the overall roof at York having just arrived from the south, 2nd June 1979. 40111 was originally D311 and was built by English Electric at the Robert Stephenson and Hawthorn works, Darlington in 1961, allocated to Crewe North MPD. At some stage, probably at its last classified repair at Crewe works in May 1976 40111 has lost its boiler water tanks between the bogies. 40111 would survive in service for almost another two years until withdrawn from Longsight in May 1981. It was broken up at Swindon works in February 1982. Cardiff allocated 47123 enters Crewe station from the Manchester direction with a train of Mark I coaching stock, 16th July 1977. 47123 was built at the Brush Falcon works at Loughborough as D1712 and entered traffic in January 1964, allocated to Oxley MPD. It transferred to Bristol in May 1964 followed by Crewe (April 1966), Bescot (June 1968), Bristol (May 1973), Cardiff (September 1973), Stratford (May 1985) and finally Tinsley (May 1989) from where it was withdrawn in July 1991. It was broken up at Coopers Metals, Sheffield in April 1994.

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]]> Sun Mar 7 2010 Chesterfield – 28th July 1977 (Part 1) http://pics-by-john.photoblog.org.uk/c1821493.html A rather dull Thursday in the middle of summer at Chesterfield. As always feedback and comments welcome. Friday 5 March 2010: A rather dull Thursday in the middle of summer at Chesterfield. As always feedback and comments welcome.

20196 leads 20139 on a northbound mixed freight, probably heading for Tinsley yard along the Down Goods at Chesterfield, 28th July 1977. 20196 was originally D8196 and was built by English Electric in 1967. It was allocated to Toton from new and spent virtually it whole career allocated to this Nottinghamshire depot. However it would spend over eighteen months stored unserviceable until given a classified repair at Glasgow works in October 1984. It was briefly renumbered 20308 in the late 1980’s when dedicated to Peak Forest aggregate duties but had reverted back to 20196 prior to withdrawal in January 1992. 20139 was originally D8139 and was built by English Electric in 1966. Withdrawn in May 1991 it was one of four class 20’s sold for further use in France becoming 2003 in the Compagnie de Chemins de Fer Departementaux fleet. On withdrawal in France it was returned to the UK in September 2005 with a view to preservation, however it has recently been sold for breaking up and is currently (March 2010) awaiting its fate at EMR, Kingsbury. March allocated 37023 crosses over from the Down Main to take the “Old Road” towards Barrow Hill at Tapton Junction, Chesterfield with a loaded ballast train, 28th July 1977. 37023 was built by English Electric at the Vulcan Foundry, Newton le Willows as D6723 and entered traffic in July 1961, allocated to March MPD. After a career of over thity eight years it was withdrawn in December 1999. Following withdrawal it was dumped at Old Oak Common until November 2005 before being transported up to Brush Loughborough where it would reside until sold for preservation and moved in October 2008 to Allely’s yard at Studley for further storage where it can currently (March 2010) be found. Passing the crooked spire of Chesterfield is Gateshead allocated 46053 heading north with an express formed of Mark I coaching stock, 28th July 1977. The class 46 locomotives were the third variant of the “Peak” class (class 44/45/46) and were fitted with Brush electrical equipment instead of Crompton Parkinson. Fifty-six class 46 locomotives were built at Derby works between 1962 – 1963, and they will be always associated with North East – South West cross country passenger duties. A lack of electric train heating equipment meant the class started to be withdrawn in 1978 and all had been taken out of service by 1984. 46053 was delivered as D190 in 1963 allocated to Holbeck MPD and by 1965 it had transferred to Gateshead where it would remain until it was withdrawn during February 1981. Following withdrawal it was moved to Derby works and broken up during July 1981 Stratford allocated 47165 departs Chesterfield with what I suspect is 1M72, Harwich – Manchester Boat Train, 28th July 1977. 47165 was built by Brush, Loughborough as D1759 in 1964 and was the second class 47 to be built with dual train brakes in lieu of vacuum (the first being D1758 with the first Crewe built locomotive to be so fitted from new being D1631 two months later). D1759 would have an interesting career and is still in existence. Its first major change came in June 1983 when it emerged from Crewe works fitted with electric train heating equipment and renumbered 47590. It then was renumbered 47825 when it was fitted with twin fuel tanks in May 1989. In June 2000 it was selected to be the prototype electric train heating fitted class 57 rebuild and emerged from Brush, Loughborough in April 2001 as 57601. It is currently (March 2010) operated by the West Coast Railway Company on charter duties.

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]]> Fri Mar 5 2010 On this day in History - Sheffield MPD’s – 4th March 1973. http://pics-by-john.photoblog.org.uk/c1820928.html A tour around the code 41 depots of the Sheffield area. Shirebrook (41J): class 08 (3325/33, 4035), class 20 (8025/56/65, 8128/30, 8306/08), class 25 (5167/83, 5214), class 31 (5541, 5830/40/58), class 37 (6788, 6826/68), class 47 (1772/88/96, 1897, 1977/80/81/83). Barrow Hill (41E) (Failed): class 03 (2389), class 08 (3209, 3401), class 20 (8314), class 47 (1629, 1784). Tinsley (41A): class 08 (3015/32/35/37, 3288/89/93, 3310, 3405, 3574, 3659, 3897, 3981, 4034/39/47), class 13 (4500/02), class 20 (8020/23/59/60), class 25 (5169/71/74, 5228/29/33/52, 7562), class 31 (5548, 5819/52), class 37 (6724/36, 6800/05/08/24/27), class 45 (68/69/83, 131), class 47 (1101/09, 1773/79, 1863). Wath (41C): class 08 (3060/61/62/63/64, 4032/33/37), class 25 (5175/84/85), class 31 (5583), class 37 (6789/94, 6803/22/36/61/63/67, 6915), class 47 (1785/97), class 76 (76006/07/08/09/13/18/23/25/30/36/38/48/50/55. At least one hundred and twenty one locomotives in an area that thirty five years later you would be lucky to find five operational locomotives. Things to note are the abundance of class 25’s, (Tinsley had a batch of class 25/0’s on allocation at this time) and 3035 and 3037 which had been withdrawn the previous December and would be converted unsuccessfully into snowploughs ADB966508 and ADB966510 respectively, both broken up in 1979 A number of the above locomotives were photographed later in their careers and can be seen in this collection. Thursday 4 March 2010: A tour around the code 41 depots of the Sheffield area. Shirebrook (41J): class 08 (3325/33, 4035), class 20 (8025/56/65, 8128/30, 8306/08), class 25 (5167/83, 5214), class 31 (5541, 5830/40/58), class 37 (6788, 6826/68), class 47 (1772/88/96, 1897, 1977/80/81/83). Barrow Hill (41E) (Failed): class 03 (2389), class 08 (3209, 3401), class 20 (8314), class 47 (1629, 1784). Tinsley (41A): class 08 (3015/32/35/37, 3288/89/93, 3310, 3405, 3574, 3659, 3897, 3981, 4034/39/47), class 13 (4500/02), class 20 (8020/23/59/60), class 25 (5169/71/74, 5228/29/33/52, 7562), class 31 (5548, 5819/52), class 37 (6724/36, 6800/05/08/24/27), class 45 (68/69/83, 131), class 47 (1101/09, 1773/79, 1863). Wath (41C): class 08 (3060/61/62/63/64, 4032/33/37), class 25 (5175/84/85), class 31 (5583), class 37 (6789/94, 6803/22/36/61/63/67, 6915), class 47 (1785/97), class 76 (76006/07/08/09/13/18/23/25/30/36/38/48/50/55. At least one hundred and twenty one locomotives in an area that thirty five years later you would be lucky to find five operational locomotives. Things to note are the abundance of class 25_s, (Tinsley had a batch of class 25/0_s on allocation at this time) and 3035 and 3037 which had been withdrawn the previous December and would be converted unsuccessfully into snowploughs ADB966508 and ADB966510 respectively, both broken up in 1979 A number of the above locomotives were photographed later in their careers and can be seen in this collection.

37105 at rest at Wath MPD sometime in 1974. Released from English Electric Vulcan Foundry as D6805 on the 16th January 1963 and allocated to Darnall (Sheffield). Transferred to Tinsley on the closure of Darnall in April 1964 and apart from a brief spell at Immingham in 1973 and Healey Mills in 1979 remained at Tinsley until 1982 when it moved to East Anglia (initially Stratford and later March). Entered Crewe Works for refurbishment in the summer of 1986 and emerged as 37796 in November 1986, allocated to Cardiff Canton. Transferred to Motherwell in September 1996 and Toton in November 1998 before spending eleven months in France on infrastructure duties. It returned from France on the 21st July 2000 and was stored at Tyne yard from the 31st July 2000 until transferred by road to CF Booth, Rotherham over eight years later on the 5th February 2009. On arrival it was dealt with quickly being broken up by the 18th February 2009. 47279 stands on the through road at Crewe January 1976. Entered traffic as D1981 in December 1965 allocated to Gateshead. On privatisation allocated to Freightliner and survived in traffic until December 2003. Stored until broken up at T J Thompson, Stockton in August 2007. The most successful batch of Type 1 locos ordered under the Modernisation Plan were the English Electric series, classified Class 20. The initial order of 1956 was for twenty locomotives; however, the design was an immediate success and, before all twenty were in traffic, an order was made for an additional thirty locomotives for delivery to the Eastern and Scottish Regions. 20025 was one of this batch of thirty locomotives entering service as D8025 in November 1959. It was built by English Electric at the Robert Stephenson and Hawthorn works, Darlington and initially allocated to Hornsey MPD. Subsequent orders saw production run to 228 locomotives. 20025 is seen here ex works, on display at the Derby Works open day, September 1976. It would survive in traffic for another fifteen years until withdrawn in September 1991 and broken up by MC Metals at Glasgow in February 1995. The class 13 was formed because in 1965 it was found necessary to provide more powerful shunters for “hump shunting” at Tinsley Yard. This was provided by permanently coupling together two class 08 shunters as a 'master' and 'slave' units, the latter with its cab removed. Both units were ballasted to improve traction. Initially the units were coupled cab-to-cab but it was found more practical to couple master nose to slave cab. The reason behind adopting this dual locomotive design is that a larger, rigid locomotive could not be used due to the risk of grounding on the hump. 13002 was formed from D4187 and D3697 (built in 1962 and 1959 respectively) in 1965 and was originally numbered D4502. It is seen here still in green livery on Tinsley MPD in September 1976. With the rundown and eventual end of hump shunting at Tinsley the class became obsolete and these unique locomotives were not required elsewhere. Withdrawal was therefore inevitable with 13002 being the first to go in June 1981, being broken up in October 1982 at Swindon 45074 was built at Derby Works in 1961 and was originally numbered D131. The first ten “Peaks” (class 44) D1 - D10 were fitted with the four disc style train identification system. With the decision to use a system of four character alpha/numeric train identification the current locomotive orders saw changes to their designs to accommodate the new train identification system. For the “Peaks” (class 45) the initial change was the adding of two boxes on the nose end, split by the gangway doors and D11 – D15 were delivered so fitted. The gangway doors never reached their expected usage consequently D16 –D30 and D68 – D107 were delivered with the doors no longer incorporated into the nose, but the headcode boxes remained on the outside edges of the nose front. The next change in the nose end design was to bring the two headcode boxes into the centre of the nose, but retaining the central split between what had been the two separate headcode displays. These were fitted to D31 – D67, D108 – D137 (class 45) and D138 – D173 (class 46) and is seen on 45074 working a NE-SW express in platform 1 at Derby, October 1976. 45074 would remain in traffic for another nine years before withdrawal in August 1985. It was broken up at Vic Berry, Leicester three years later and twelve years after this photograph in October 1988. 76007 stands outside the shed at Reddish MPD on the cold, foggy and frosty morning of the 4th December 1976. Built at Gorton in 1953 as E26007 it was one of the class to be fitted with dual brakes for operating with modern air braked wagons. It survived until the end of the Woodhead route in July 1981 and was broken up at CF Booth Rotherham in June 1983. 31130 stands in the yard at Shackerstone, 26th July 2008. Built as D5548 in 1959 it was refurbished at Doncaster during 1985 and it received a final intermediate overhaul in 1992. Four years later, in 1996 was involved in a collision with a ballast wagon and was written off. Initially stored at Bletchley it was moved to Bescot. Formally withdrawn in August 1997 it was, after three years dumped at Bescot moved to Shackerstone as a source of spares for 31101. However upon closer inspection, it was decided that it could be repaired and returned to its former glory. 31130 has been a stalwart loco at Shackerstone over the last few years, and performed regularly week in, week out. It has received a repaint in September 2005, to smarten it up, and to protect the bodywork a bit more and reunited with her Calder Hall Power Station nameplates, Crewe Cat Depot Plaques and BR arrows. 25024 stands in Platform 1 at Nottingham Station with 1E17, which was a summer Saturday duty which I think was from Sheffield to Skegness, 2nd August 1975. Allocated to Tinsley at this time it is one of a batch of twenty five locomotives which formed sub class 25/0 which were a transition between the 75mph, 1160hp class 24 and the 90mph, 1250hp class 25/1. These twenty five locomotives received the uprated 6LDA28B Sulzer engine giving 1250hp but were fitted with the same traction motors as the class 24. All this sub class were built at Darlington and 25024 was new as D5174 in 1961. I first saw this locomotive five years earlier on the 26th July 1970 in the Preston area when I had a ride behind 7524 and 7649 on a Nottingham to Morecambe Mystery Excursion. 25024 was in its last summer in 1975 and with BR deciding that the English Electric powered locomotives in the Type 1 - Type 3 range would be the survivors for this power group, it came as no surprise that once all the Class 24's had been withdrawn a start would be made into making inroads on the Class 25 fleet. The obvious candidates were the Class 25/0 subgroup, these were non-boilered and none were dual brake equipped and five (25024 + 25016/17/20/22) were withdrawn, due for classified repair, in January 1976 and stored at Barrow Hill. These were the first non accident damaged class 25’s withdrawn. 25024 along with 25022 went northwards to Glasgow on the 18th March 1976, presumably to become a nearby parts source for the other Class 25/0's operating out of Eastfield and Haymarket. It was broken up in September 1976. 20228 stabled in the depot sidings at Hull Botanic Gardens, 12th March 1977. Although it may appear to be the last class 20 built it was actually originally D8128 the first of final batch of a hundred class 20’s ordered following the failure of the class 17 Clayton locomotives to impress. Deliveries of this batch commenced with D8128 in January 1966, well over four years after the last locomotive of the previous batch the only design change being the incorporation of four character headcode boxes in lieu of headcode discs. The two hundred and twenty eight class 20’s were basically split into three design groups by minor detail differences. The first fifty locomotives (design codes 20-0AV and 20-0BX) were fitted with EE type 526/5D traction motors and headcode discs. The next seventy eight locomotives (design codes 20-0CV and 20-0DX) were fitted with EE type 526/8D traction motors and headcode discs, The final hundred locomotives (design codes 20-0EV and 20-0FX) were fitted with EE type 526/8D traction motors and four character headcode boxes In order to fit the first of the class (D8000) within the 1973 TOPS renumbering scheme in a logical position in respect to its design code it took the number 20050. D8050 then took the number 20128 and D8128 became 20228. Following withdrawal in May 1991 20228 was sold to small independent French Railway, CFD where it became their number 2004. It returned to the UK in September 2005 and is currently (October 2008) operational on the Barry Island Railway This not very good photograph shows one of the three class 13, 13003 “hump” shunters at work pushing a rake of wagons over the hump at Tinsley Yard sometime in 1974. The class 13 was formed because in 1965 it was found necessary to provide more powerful shunters for “hump shunting” at Tinsley Yard. This was provided by permanently coupling together two class 08 shunters as a 'master' and 'slave' units, the latter with its cab removed. Both units were ballasted to improve traction. Initially the units were coupled cab-to-cab but it was found more practical to couple master nose to slave cab. 13003 was formed from D4188 and D3698 (built in 1962 and 1959 respectively) in 1965 and was originally numbered D4500. With the rundown and eventual end of hump shunting at Tinsley the class became obsolete and these unique locomotives were not required elsewhere. Withdrawal was therefore inevitable with 13003 being withdrawn in January 1985 and being broken up in September 1986 at Doncaster works. By the summer of 1978 green livered locomotives were thin on the ground. Corporate blue had been introduced twelve years before in 1966, however here we have 20020 still in green under going maintenance at the side of Ayr shed on the 30th August 1978. The class 20’s were the last main line locomotives to retain examples in green livery. This was both a testament to the robustness of the design and also to the fact that Crewe works were undertaking classified repairs on the class in the early 1970’s and for some reason released a number of repaired locomotives back into traffic still in green. The most successful batch of Type 1 locomotives ordered under the Modernisation Plan were the English Electric series, classified class 20. The initial order of 1956 was for twenty locomotives (D8000 – D8019); however, the design was an immediate success and, before all twenty were in traffic, an order was made for an additional thirty locomotives for delivery to the Eastern and Scottish Regions. 20020 was the first of this batch of thirty locomotives entering service as D8020 in 1959. Subsequent orders saw the production run to 228 locomotives. Initially allocated to Hornsey MPD in North London by the mid 1970’s 20020 was a Tinsley locomotive. By 1978 it had migrated north to Scotland where it would stay until a move to Toton in the late 1980’s. It was withdrawn from Toton in October 1990. In 1992 the locomotive was purchased by the Scottish Railway Preservation Society and moved to Boness where it has been restored to operation and is currently (February 2009) based. Engaged in a bit of shunting in the yard at Swanwick is recently repainted 08331, 22nd February 2009. 08331 was originally D3401 and is a Derby built locomotive that dates from 1957. It spent its early years in South Wales but by 1973 it had migrated to Yorkshire and was a Barrow Hill engine transferring to Doncaster by 1982. Withdrawn by BR by 1991 it was purchased by Wabtec for hire work and numbered H001. After a couple of years out of use at Doncaster it was in May 2006 sold to RT Rail and it was used at Mountsorrel for six months from December 2007 until it arrived on the MRC in July 2008. 20130 heads a line of class 20’s stabled on a Saturday afternoon in the shed yard at Tinsley, 9th April 1977. After the failure of the class 17 Clayton type 1 locomotives BR decided to revert back to the tried, tested and reliable English Electric type 1, the class 20 and placed an order for another batch of one hundred locomotives. Delivery of this batch commenced in 1966, four years after the last locomotive of the previous batch. 20130 was originally D8130 and was the second locomotive of this later order. For most of its career it would be associated with Tinsley and it would survive a period in store in 1982/83.On being reinstated following classified repair and fitting of air brake equipment it would continue in traffic until October 1990 when it was condemned from Toton. It would be broken up within the year by MC Metals, Glasgow in September 1991. 08459 is still in a very faded green livery eleven years after the introduction of corporate blue, however its 1973 TOPS number has been applied on a blue patch, Tinsley 9th April 1977. 08459 is a Crewe built class 08, dating from 1958 and was numbered originally D3574. It was initially allocated to Sheffield (Grimesthorpe) MPD, the ex Midland Railway steam shed. When this closed in September 1961 it transferred to Sheffield (Darnell) MPD and when this closed in June 1963 to Tinsley. It would retain its green livery for another eight months before entering Doncaster works for classified repair in December 1977. By the time it was due its next classified repair it was a Doncaster engine and the requirement for vacuum braked class 08’s had virtually disappeared so it was withdrawn in October 1988. It was broken up a year later in September 1989 by Vic Berry, Leicester. 08729 stabled between duties, Tinsley 9th April 1977. Originally D3897 it was built at Crewe in 1960 and allocated to Eastfield MPD. It moved south to Lostock Hall MPD in 1966 and was a Tinsley engine by 1973. It is vacuum braked only at this point in time, however it received a classified repair at Swindon works in June 1981 when it acquired air brake equipment, which usually would prolong its existence. This was not to be and when due its next classified repair it was withdrawn, despite being air braked in February 1990. Its final allocation was Doncaster and it was broken up by Gwent Demolition at Margam in April 1994. 76035 leads an unidentified class 76 back to Yorkshire past Torside five months prior to closure, 20th February 1981. 76035 was built at Gorton Works (Manchester) and entered traffic in 1951 as E26018. It was fitted with air brakes and multiple working equipment in the early 1970’s. Renumbered 76018 under the 1973 TOPS renumbering scheme it was again renumbered into the vacant 76035 in order to group all the air brake fitted class 76 locomotives in one group (the original E26035 being withdrawn in 1970). 76035 would survive in traffic until the end of the Woodhead route and the 1500v dc electrification in July 1981. Following withdrawal it was eventually broken up by CF Booth, Rotherham in June 1983. 45046 Royal Fusilier stabled between duties in the carriage sidings at the east end of Nottingham station, 8th February 1976. Originally D68 it was the first of the Crewe built Peaks being delivered to Crewe North MPD in September 1960. Under the 1973 TOPS renumbering scheme 68 became 45046 and it would receive its last classified repair (light) at Derby Works during December 1984, one of the last four class 45/0’s to be given a classified repair. It would retain its working steam heating boiler until it was finally isolated in June 1985. A service life of almost twenty eight years ended on the 2nd August 1988 when it was withdrawn (in full working order), the last Class 45/0 in service. It would be broken up at MC Metals Glasgow during February 1992. Tinsley allocated 47275 stands on the Up through line at Nottingham station with a train of empty coaching stock, 23rd April 1977. Originally D1977 it was built at Crewe works and entered traffic on the 11th December 1965 allocated to Gateshead. In November 1968 it transferred to Tinsley where it would remain for the next eleven years until transferred to Thornaby in September 1979. In January 1983 it was transferred back to its initial depot, Gateshead but it did not stay long as this was the start of three years of regular transfers involving Healey Mills, Stratford, Thornaby, Tinsley and Crewe depots. In August 1986 it was stored and in September 1986 it was withdrawn after a service life of only twenty one years, following a catastrophic failure of the main generator, which not only destroyed the generator but damaged the locomotive floor and bodyside. It was broken up by CF Booth, Rotherham in March 1989. A poor photograph in the murk and rain at Newton Heath which would not have made the cut I suspect thirty three years ago if it was just any old class 25. This photograph of 25102 on the 21st February 1976 avoided the waste paper bin I suspect because it is the last class 25’s to still be in two tone green livery. Originally D5252 it was built at Derby in the last quarter of 1963. It was part of a large batch of class 25’s destined for replacing steam traction on the lines northwards from St Pancras and as they were intended primarily for freight working they were built without train heating boilers.D5252 made its Works test trip to Corby on 19th February 1964 and was delivered to Toton in late February. D5252 (25102) would find itself regularly on the transfer list with spells at Leicester, Thornaby, Holbeck, Carlisle, Allerton, Toton, Wigan Springs Branch and Longsight. 25102 was called into Derby works for classified repair five weeks after this photograph at the beginning of April 1976 and the repair included its repaint from two tone green to blue livery, it was the second to last Class 25 to carry green livery, eclipsed only by 25043 (seen and photographed earlier in the day) which was repainted blue at Derby a couple of months later. However 25102 was the last Class 25 to carry the two tone green livery, 25043 carried the solid brunswick green with full yellow cab ends. 25102’s time in blue was relatively short as this repair would be the last major works visit for when it was next due a classified repair in April 1980 it was withdrawn. On the 12th August 1980 25102 along with 25204 left Crewe on their last journey to Swindon works and by October 1980 25102 had been broken up. 08867 heads a row of four class 08’s stabled in the yard at Worksop. 7th May 1977. The class 08 is the standard British Railways shunting engine and from 1953 to 1962, nine hundred and ninety six locomotives were built, making it the most numerous of all British locomotive classes. There were also in the same period twenty six near identical (but higher-geared) class 09 locomotives built, and one hundred and seventy one similar (but fitted with different engines and electrical equipment) locomotives built which together brought the total number of outwardly-similar machines to one thousand one hundred and ninety three. The class 08 design was based on the London Midland and Scottish Railway 12033 series (later class 11) design introduced in 1945. 08867 was originally D4035 and it was built at Darlington in 1961 and allocated to Sheffield Darnall. It transferred to Tinsley when Darnall closed. By 1974 it was a Shirebrook engine (which supplied the Worksop pilots) and in early 1983 it made the long journey to Swindon works for classified repair. When it was outshopped it had been fitted with dual brakes and was reallocated to Thornaby. By 1999 it had migrated to Allerton from where it was withdrawn in November 1999. It was briefly used by AV Dawson, Middlesborough around July 2002 before being stored at Ferrybridge until October 2005 when it was transported to TJ Thompson’s yard at Stockton. There it lingered until June 2007 when it was broken up.

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]]> Thu Mar 4 2010 Traction Changes – February 2010. http://pics-by-john.photoblog.org.uk/c1820715.html Stored: 08578, 08703/52/99, 60040*/74*/94/96, 66573/74, 67002*/04/09*/19*/22*/29 *Subsequently reinstated Reinstated: 08393, 08405, 08676, 08921/94, 20142, 60054/71/85, 67003/20/21 Broken Up: 20138, 47707, 56134 A number of the above can be seen in this collection Wednesday 3 March 2010: Stored: 08578, 08703/52/99, 60040*/74*/94/96, 66573/74, 67002*/04/09*/19*/22*/29 *Subsequently reinstated Reinstated: 08393, 08405, 08676, 08921/94, 20142, 60054/71/85, 67003/20/21 Broken Up: 20138, 47707, 56134 A number of the above can be seen in this collection

60096 heads north through Duffield with a train of empty stone hoppers, 3rd August 2007 08703 is Toton Up Sidings Pilot and stands in the Up Sidings adjacent to the site of the Up Hump Control Tower, 11th May 2008. Built at Horwich works it entered traffic in February 1960 as D3870, allocated to Liverpool Speke Junction MPD. By 1973 it had migrated to Crewe and in June 1974 it received a classified repair at Derby works and was equipped with train air brakes in lieu of its vacuum brakes. On release it was transferred to Toton. By 1982 it was back at Crewe and apart from a short spell at Bescot remained at Crewe throughout the the remaining decade. The 1990’s found 08703 allocated to Allerton before moving to Ferrybridge for overhaul in September 2001. On release in February 2002 it was back at Toton. On the 12th June 2008 08703 left Toton by road for Sheerness, replacing 08886 and remained until the 13th August 2009 when it left Sheerness by road for Doncaster Carr for repair. Twelve days later it was on the move again, by road to Ketton Cement works as a replacement for the out of use 08888.

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]]> Wed Mar 3 2010 Scottish Weekend Tour – 27th/28th March 1976 (Part 7) http://pics-by-john.photoblog.org.uk/c1820145.html A weekend tour of the Glasgow and Edinburgh area continues at Ayr MPD before its back to Glasgow Queen Street for some overnight train travel (and a sleep) ready to start the next day at Haymarket MPD. The original North British Railway steam MPD had been replaced in the first part of the 1960’s with a purpose built diesel maintenance facility that was home to Edinburgh’s main line diesel, shunters and DMU fleets. As always feedback and comments welcome. Monday 1 March 2010: A weekend tour of the Glasgow and Edinburgh area continues at Ayr MPD before its back to Glasgow Queen Street for some overnight train travel (and a sleep) ready to start the next day at Haymarket MPD. The original North British Railway steam MPD had been replaced in the first part of the 1960_s with a purpose built diesel maintenance facility that was home to Edinburgh_s main line diesel, shunters and DMU fleets. As always feedback and comments welcome.

20002 stabled between duties at Ayr MPD, 27th March 1976. The most successful batch of Type 1 locomotives ordered under the Modernisation Plan were the English Electric series, later classified class 20. The initial order of 1956 was for twenty locomotives (D8000 – D8019) and these were delivered during 1957. 20002 is one of this original batch of class 20 locomotives, originally D8003 and was allocated to Devons Road MPD in Bow, London for cross-London transfer freight duties. By 1959 it had migrated to Crewe South before returning to north London with a transfer to Willesden in 1962 where it would remain for the majority of the 1960’s. By the beginning of the 1970’s it had migrated to Toton for a couple of years before heading north of the border to Scotland for the next ten years or so. Its final couple of years were spent at Tinsley and Immingham from where it was withdrawn after thirty one years service in February 1988. It was broken up by MC Metals, Glasgow in September 1990. 20112 heads a line of class 20’s waiting there next duties at Ayr MPD, 27th March 1976. 20112 was built by English Electric in 1961 and allocated to Eastfield MPD for Forth-Clyde area and Fife coalfield duties. It migrated to Tinsley by the 1980’s. In 1982 20112 was stored when a large number of the vacuum braked class 20 fleet were stored due to the reduction in coal traffic from pit closures and the continued introduction of air braked MGR coal wagons. 20112 was re-instated in 1983 following air brake fitment to enable it to operate MGR coal duties. Its final transfer was to Thornaby from where it was withdrawn in January 1991. It was broken up by MC Metals, Glasgow in July 1993. 27015 departs Glasgow Queen Street with a passenger service, 27th March 1976. 27015 was originally D5361 and is one of sixty nine class 27 locomotives built by the Birmingham Railway Carriage and Wagon Company (BRCW) during 1961 and 1962. It entered traffic in 1962 and was based in Scotland for all its operational life. Although the class 27 was the later version of the BRCW Sulzer Type 2 it was not as long lived as the earlier class 26 examples. Apart from accident victim D5383, withdrawn in January 1966 withdrawal of the class commenced with 27039 in October 1975 but it would take twelve years to complete. 27015 was the sixth class 27 to be condemned when withdrawn in January 1977, less than a year after this photograph was taken and was broken up at Glasgow works almost immediately in April 1977. 40060 awaits its next turn of duty at Haymarket MPD, 28th January 1976. 40060 was originally D260 and was built by English Electric at their Vulcan Foundry works in Newton-le-Willows, Lancashire. D260 entered traffic in February 1960, allocated to Haymarket MPD and would remain a Haymarket engine for most of its career. Although built with gangway doors and train headcode discs D260 was, along with all of Haymarkets early allocation of class 40’s (D260 – D266) modified during the mid 1960’s to the final class 40 nose end design fitted to D345 onwards. This entailed having the disc indicators removed, nose end doors plated over, and a four character centre headcode panel installed. Why this modification was only fitted to these seven engines at this time I do not know. Its final few years were spent in the North West allocated to Kingmoor and it was withdrawn in January 1985, just over five years after its last classified repair at Crewe works in December 1979. However that was not the end of the road and 40060 was one of four class 40's (40012/60, 40118/35) which were reinstated during April and May 1985 and 'patched up' for departmental duties with restricted working associated with the Crewe re-modelling works. For these duties 40060 was renumbered 97405. Despite the general lack of maintenance and attention, these four locomotives continued in service after the work at Crewe had been completed, hauling local ballast and freight trains and 97405 remained in service until withdrawn in March 1987, the last of the quartet to be withdrawn. It was broken up by Vic Berry, Leicester in March 1988.

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]]> Mon Mar 1 2010 Great Central Railway (North) – 27th February 2010. http://pics-by-john.photoblog.org.uk/c1819562.html Whilst out and about on Saturday afternoon the opportunity suddenly presented itself to drop in on the Great Central Railway (North) headquarters at Ruddington. Expecting little more than a look at the site from the country park footbridge I was pleasantly surprised as I got out of the car to hear the familiar sound of a class 20 ticking over. It soon became apparent that 20154 had been fired up to undertake some yard shunting and although I had not got my full camera gear with me I always have my handy Kodak M863 “point and shoot” in my pocket and here are the results. As always feedback and comments welcome Sunday 28 February 2010: Whilst out and about on Saturday afternoon the opportunity suddenly presented itself to drop in on the Great Central Railway (North) headquarters at Ruddington. Expecting little more than a look at the site from the country park footbridge I was pleasantly surprised as I got out of the car to hear the familiar sound of a class 20 ticking over. It soon became apparent that 20154 had been fired up to undertake some yard shunting and although I had not got my full camera gear with me I always have my handy Kodak M863 _point and shoot_ in my pocket and here are the results. As always feedback and comments welcome

20154 engaged in a bit of yard shunting at the Great Central Railway (North) headquarters, Ruddington, 27th February 2010. Originally D8154 it was built by English Electric at the Vulcan Foundry works in 1966 and was allocated new to Toton. It stayed at Toton until the 1980’s when it was transferred to Immingham, Tinsley and Eastfield before ending its days back at Toton from where it was withdrawn in April 1993. 20154 engaged in a bit of yard shunting with Robert Stephenson and Hawthorn 0-6-0 saddle tanks No. 56 and No.63 plus 08220 in tow at the Great Central Railway (North) headquarters, Ruddington, 27th February 2010. 08220 heads a trio of locomotives (the others being Robert Stephenson and Hawthorn 0-6-0 saddle tanks No. 56 and No.63) being shunted around the yard at the Great Central Railway (North) headquarters, Ruddington, by 20154, 27th February 2010. Following restoration in October 2009 after twenty three years out of use 08220 appears to be receiving some minor repairs as it is seen here being shunted around the yard at the Great Central Railway (North) headquarters, Ruddington, 27th February 2010. Originally 13290 and then D3290 it was built at Derby in 1956 and allocated to Nottingham MPD. It was transferred to Crewe ten years later on the closure of Nottingham MPD in 1966 where it would remain until withdrawal. It received it last classified repair at Swindon works in March 1978 and this repair would keep 08220 in traffic for another eight years until withdrawn in March 1986. Following withdrawal it was sold as a source of spares and moved to Carnforth where it would slowly decay for almost twenty years. After a spell at a contractors yard at Wrenbury from 2006 it arrived at Ruddington in October 2008 and after twenty three years of neglect has been fully restored.

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]]> Sun Feb 28 2010 On this Day in History – London – 28th February 1970 http://pics-by-john.photoblog.org.uk/c1819493.html A trip to London and a tour around some London Motive Power Depots Nottingham – St Pancras – class 08 (3026/44, 3304, 3400/04, 3773/88, 3864), class 25 (5216, 7508/15/16/27/28, 7608), class 45 (23/38/42/47/59/61/68/71/81/88/92, 106/18/23), class 47 (1103, 1637, 1808/56/88). Stratford MPD – class 04 (2276), class 08 (3303/09, 3597, 4192), class 11 (12115/27/28/32), class 15 (8207/11/15/18/20/21/25/26/28/29/30), class 20 (8032/55/56), class 31 (5506/11/13/14/16/22/33/53/64/76/94, 5609/32/39/50/53/59), class 37 (6723, 6804/19/31, 6961), class 47 (1523/25/30, 1677, 1759/70, 1833/72/82) Old Oak Common MPD – class 08 (3599, 3600/02, 3756, 3936/54/62/65/99, 4000/03/26, 4166), class 22 (6328/32/43), class 31 (5528/35/36/39), class 35 (7005/26/28/29/30/45/46/62/72/98), class 42 (803), class 43 (840/41/48/53/55), class 47 (1585, 1637/39/40/42/56/74/79, 1752, 1864, 1934/65), class 52 (1017/25/33/67) Willesden MPD – class 08 (3847), class 25 (5183, 5271, 7534, 7660), class 47 (1849), class 81 (E3004/07/18), class 82 (E3046/48), class 85 (E3056/57/76/92), class 86 (E3104/11/44/54/66/70/73/80/81/95/96/98, E3200) Willesden - Euston - class 08 (3015, 3849, 4132), class 25 (5270, 7537), class 81 (E3019/21/97), class 85 (E3058/71/72/81), class 86 (E3105/08/15/31/32/39/46/48/49/59/64/96) Kings Cross – class 31 (5596, 5625/43/78), class 47 (1502/03/10/70, 1991/96), class 55 (9000/07/17) St Pancras – Nottingham – class 08 (4117), class 45 (51/61/90), class 46 (140), class 47 (1521). Locomotives of note are 2276 withdrawn seven months earlier in August 1969, but no broken up until May 1977, 12115 which would last in service for another seven months until withdrawn in October 1970, broken up in July 1972, 12128 which would last in service for another four months until withdrawn in July 1970, broken up in November 1971, 840 and 848 withdrawn in April and March 1969 respectively and both broken up within the next five months. All of the class 15 locomotives seen would be withdrawn en mass one year later in March 1971 with the exception of 8215 which was condemned in December 1970. Also of note is the lack of any class 83/84 locomotives which at this point of time were all being stored awaiting modification. This was also the first time I had seen class 31’s at Old Oak Common which were just being transferred in as replacements for the class 22 locomotives and later the class 35’s. A number of the above locomotives were photographed later in their careers and can be seen in this collection. Sunday 28 February 2010: A trip to London and a tour around some London Motive Power Depots Nottingham _ St Pancras _ class 08 (3026/44, 3304, 3400/04, 3773/88, 3864), class 25 (5216, 7508/15/16/27/28, 7608), class 45 (23/38/42/47/59/61/68/71/81/88/92, 106/18/23), class 47 (1103, 1637, 1808/56/88). Stratford MPD _ class 04 (2276), class 08 (3303/09, 3597, 4192), class 11 (12115/27/28/32), class 15 (8207/11/15/18/20/21/25/26/28/29/30), class 20 (8032/55/56), class 31 (5506/11/13/14/16/22/33/53/64/76/94, 5609/32/39/50/53/59), class 37 (6723, 6804/19/31, 6961), class 47 (1523/25/30, 1677, 1759/70, 1833/72/82) Old Oak Common MPD _ class 08 (3599, 3600/02, 3756, 3936/54/62/65/99, 4000/03/26, 4166), class 22 (6328/32/43), class 31 (5528/35/36/39), class 35 (7005/26/28/29/30/45/46/62/72/98), class 42 (803), class 43 (840/41/48/53/55), class 47 (1585, 1637/39/40/42/56/74/79, 1752, 1864, 1934/65), class 52 (1017/25/33/67) Willesden MPD _ class 08 (3847), class 25 (5183, 5271, 7534, 7660), class 47 (1849), class 81 (E3004/07/18), class 82 (E3046/48), class 85 (E3056/57/76/92), class 86 (E3104/11/44/54/66/70/73/80/81/95/96/98, E3200) Willesden - Euston - class 08 (3015, 3849, 4132), class 25 (5270, 7537), class 81 (E3019/21/97), class 85 (E3058/71/72/81), class 86 (E3105/08/15/31/32/39/46/48/49/59/64/96) Kings Cross _ class 31 (5596, 5625/43/78), class 47 (1502/03/10/70, 1991/96), class 55 (9000/07/17) St Pancras _ Nottingham _ class 08 (4117), class 45 (51/61/90), class 46 (140), class 47 (1521). Locomotives of note are 2276 withdrawn seven months earlier in August 1969, but no broken up until May 1977, 12115 which would last in service for another seven months until withdrawn in October 1970, broken up in July 1972, 12128 which would last in service for another four months until withdrawn in July 1970, broken up in November 1971, 840 and 848 withdrawn in April and March 1969 respectively and both broken up within the next five months. All of the class 15 locomotives seen would be withdrawn en mass one year later in March 1971 with the exception of 8215 which was condemned in December 1970. Also of note is the lack of any class 83/84 locomotives which at this point of time were all being stored awaiting modification. This was also the first time I had seen class 31_s at Old Oak Common which were just being transferred in as replacements for the class 22 locomotives and later the class 35_s. A number of the above locomotives were photographed later in their careers and can be seen in this collection.

47804 is stabled at Doncaster between duties, 17th November 2007. This engine has had a number of guises since it entered traffic as D1965 on the 2nd October 1965. It became 47265 under the 1973 TOPS renumbering scheme, 47591 when fitted with electric train heating in July 1983, 47804 when fitted with extended long-range fuel tanks in August 1989, 47792 when fitted with RCH equipment for use with Parcel Control Vehicles (PCV’s) in November 1994 and finally back to 47804 in May 2007 when purchased by the West Coast Railway Company (WCRC). Withdrawn from traffic in April 2004 it was stored at Healey Mills for three years before purchased by WCRC who have returned it to main line operational status. 25120 awaiting its next turn of duty, January 1976. Originally D5270 it was built at Derby in 1964. Withdrawn due to accident damage in November 1983, towed to Swindon works in February 1984 and broken up there by June 1984. 57304 Gordon Tracy awaits a rescue call as it sits in the sun on “Thunderbird” duties at Stafford, 16th June 2008. Originally class 47 locomotive D1639 built in 1964 it became 47055 in the 1974 TOPS renumbering scheme, 47652 when fitted with Electric Train Heating in April 1986 and 47807 when fitted with long range fuel tanks in July 1989. The locomotive was rebuilt with a General Motors engine and a reconditioned alternator in 2002 and became 57304. A picture of this locomotive as 47055 at Llanelli in 1976 can be found in the 1970/80 Modern Image collection. D123 Leicestershire and Derbyshire Yeomanry approaches Quorn and Woodhouse light engine, Great Central “Mail by Rail” Gala, 26th July 2008. 45049 The Staffordshire Regiment (Prince of Wales's) heads south on the Up Goods at Wellingborough with a fully fitted train of 16T mineral wagons loaded with coal, 5th February 1977. Built at Crewe as D71 in 1960 it received its last classified repair (general) at Derby Works during February 1983. Withdrawal would come on the 27th October 1987, the result of damage sustained after catching fire on the 11.03 Liverpool - Newcastle on 5th September 1987. Towed to Glasgow in December 1988, in company with 45044/51/70 with 25325 and 25905 added at Carlisle and broken up by MC Metals in May 1989. With a plume of exhaust 45116 starts away from Leicester with an express consisting of Mark I coaching stock, 5th February 1977. To the right of 45116 are a fan of sidings that in 1977 was used for various parcels vehicles and was busy enough for its own class 08 pilot engine. Between 45116 and the class 08 can just be seen the red brick buildings which at that date formed the Area S & T Depot which I use to visit when we had projects in the area. Compare this shot of 45116 with a shot of 43064 in the same position taken in March 2008 which can be found in the Multiple Unit Collection. 45116 was built as D47 at Derby in 1961 and was to give twenty five years service before withdrawal in December 1986. It was broken up by Vic Berry Leicester in September 1988. 47422 powers a southbound East Coast Main Line express approaching Newark, 5th March 1977. Built at Brush Loughborough and delivered new to Finsbury Park as D1525 in June 1963 it was one of a number of class 47’s that retained its steam heating boiler (Spanner Mark III) when fitted with electric train heating. It remained an Eastern Region engine for most of its life and apart from two years allocated to Stratford spent time at all the Eastern Region MPD’s supplying traction for East Coast Main Line expresses. It transferred to Crewe in May 1988 and spent its last six months on freight traffic allocated to Tinsley until withdrawn in August 1991. It survived for another twenty two months before being broken up by CF Booth, Rotherham in June 1993. 47056 powers through Doncaster station on the Up main with a train of empty cartic car carriers, 24th February 1979. Originally D1640 it was built at Crewe in 1964 and allocated to Cardiff Canton. It remained a Western Region engine for almost twenty years with spells at Bristol, Old Oak Common and Landore as well as Cardiff. Interestingly I had photographed this duty seven weeks earlier at Newark behind another Western Region class 47, 47243, that photograph has already been published. I am curious as to what this duty was? 47056 transferred to Bescot in October 1983 and Gateshead in May 1986 when fitted with electric train heating and renumbered 47654. Transferred to Eastfield in May 1987 and Bristol in May 1988 it became 47809 in July 1989. Its final move was to Crewe in March 1994 and it was renumbered again in May 1994 to 47783. Stored in June 2002 and dumped at Crewe MPD for five years until transferred by road to Ron Hull at Rotherham and broken up in October 2007. 86216 awaits departure from Crewe with a southbound express, 12th April 1977. The class 86 was the “standard” ac electric locomotive of the 1960’s, developed as a result of testing with the earlier class 81 – 85 locomotives. One hundred class 86 locomotives were built from 1965-1966 for duties on the then newly electrified West Coast Main Line, from London Euston, to Birmingham, Crewe, Manchester Piccadilly, Liverpool and later Preston and Glasgow. 86216 was built by English Electric at its Vulcan Foundry Works in 1965 and was originally numbered E3166. Following problems with track damage and rough riding a batch of locomotives were modified with improved suspension and modified wheels and were progressively renumbered 86204-86252. 86216 was an early casualty and was withdrawn in April 1998. After spending almost five years dumped at Willesden, Glasgow works and Immingham Railfreight Terminal it was broken up by Easco, on site at Immingham in March 2003. 37283 at Nottingham station on the Up Through line waits for a path eastbound with a train of bogie tanks, 4th May 1979. At first glance you could be wondering what a South Wales class 37 was doing on such a duty, however 37283 is not quite what it seems as it was not originally D6983 but in actual fact D6819. 37283 was built by English Electric at their Robert Stephenson & Hawthorns w in 1963 as D6819 and it entered traffic in March allocated to Cardiff Canton. In 1966 it transferred to York followed by Gateshead (1966), Stratford (1969) and March (1972). In order to fit the first of the class (D6700) within the 1973 TOPS renumbering scheme in a logical position in respect to its design code it took the number 37119. D6819 then took the number 37283, vacant due to the demise of D6983 to accident damage in 1966. In 1976 it transferred to Tinsley followed by Immingham (1977), Stratford (1980), Healey Mills (1982), Tinsley (1984) and Cardiff Canton (1986). At the end of 1986 37283 entered Crewe works for refurbishment and reappeared in February 1987 as 37895. During this refurbishment the English Electric generator was replaced with a Brush BA1005A alternator, the locomotive was extensively re-wired and ballast weight was added to give extra 'pulling power' when hauling heavy freight trains. It would remain a Canton engine until transferred to Toton in 1998. In July 2001 it went to Italy for working construction trains on Italian high speed lines and returned in March 2003. It was stored in June 2004 and has since languished at Bescot. 45017 stands in platform 4 at Derby awaiting to depart 1V71 a Sunday morning express for Western Region, 22nd February 1976. 45017 was built at Derby in 1961 as D23 and was allocated initially to Leeds Neville Hill but quickly transferred to Leeds Holbeck where it would spend the next twenty years or so before transfer to Tinsley and finally Toton in its last few years. It was withdrawn in August 1985 but reinstated a month later for training use at Toton and renumbered ADB968024. The exact nature of the training that ADB968024 was used for is unclear and re-railing has been mentioned, however in July 1987 it was still serviceable and used at the Midland Railway Centre on passenger duties. By 1988 it was dumped at Tinsley and was broken up at MC Metals, Glasgow in November 1991. 86204 has arrived at Birmingham New Street with an express from Euston, 31st May 1979. 86204 was built by English Electric at its Vulcan Foundry Works in 1966 and was originally numbered E3173. In the early years the class 86 locomotives became notorious for track damage, being fitted with axle-hung traction motors, in place of the bogie-frame-mounted motors of the earlier designs. This additional unsprung mass was causing damage at high speeds. In 1969 E3173, was fitted experimentally with the large helical 'flexicoil' springs. When trials proved successful the modification was applied gradually to the whole fleet. E3173 became 86204 as part of the 1973 TOPS renumbering scheme and carried the name “City of Carlisle” during the 1980’s and 1990’s. By 1998 class 86 locomotives were starting to become surplus to requirements and 86204 was withdrawn in August 1998. Following a period dumped at Glasgow works it was moved in October 2002 to Immingham Railfreight Terminal where it was eventually broken up by Easco in July 2003. 47001 approaches Derby from the north with a North East – South West express made up of Mark I coaching stock, 1st June 1979. Second of the production series of Brush Type 4’s it built at Brush, Loughborough and entered traffic on the 7th June 1963, allocated to Finsbury Park. In December 1964 it was involved in an accident when it ran off the slow road near Sandy in Bedfordshire and although significantly damaged, repairs were undertaken and it returned to East Coast Main Line duties. D1521 spent a month allocated to Tinsley in October 1967 before transferring in May 1968 for a four year spell. This was followed by transfer to Stratford in November 1972, Gateshead (September 1973), Cardiff (November 1974), Laira (May 1975), Bristol (October 1975), Haymarket (October 1981), Carlisle Kingmoor (March 1986) and finally Bescot (July 1986) making 47001 a well travelled locomotive. After over twenty three years service it was withdrawn in November 1986. After its initial withdrawal, 47001, was donated by BREL Crewe to the Crewe Heritage Centre in 1988 for possible preservation. But, after being moved back and forth between the Heritage Centre and Basford Hall yard, the preservation was abandoned and 47001 was eventually broken up by CF Booth, Rotherham in January 1994. 55022 Royal Scots Grey storms through Peterborough on the Up Fast with an express for Kings Cross, 6th March 1976. 55022 is in actual fact the first of the production batch of Deltics and entered traffic as D9000 on the 28th February 1961. Allocated to Haymarket it was initially based at Leith as Haymarket was being rebuilt and arrived at Leith for crew training following acceptance trials on the 22nd March 1961. It was fitted with its Royal Scots Grey nameplates at Glasgow St Rollox works on the 14th June 1962. Four days later on the 18th June 1962 (the start of the new summer timetable) British Railways introduced the full Deltic diagrammed timetable. The date also coincided with the centenary of 45112 Royal Army Ordnance Corps has just been uncoupled at Leeds from what is probably a Nottingham – Glasgow service and the secondman I suspect has been sent out into the rain to use the signal post telephone to the signalbox to arrange for the road to the depot, 13th March 1976. 45112 was originally D61, built at Crewe works and entered traffic, allocated to Derby in March 1962. It was named Royal Army Ordnance Corps at Derby Works on September 14th 1965. In 1974 it was fitted with electric train heating and became 45112. After twenty five years service 45112 would fall victim to the large class 45/1 fleet reduction that took place in May 1987 when twelve were condemned (almost 25% of the peaks modified with electric train heating). However 45112 escaped being broken up and was bought for preservation. Restored and based at Bury on the East Lancashire Railway during the 1990’s by 2001 it was active on the main line. This spell of main line running came to an end in at the beginning of 2008 and apart from a couple of months stored at Knottingley MPD it can be found at Barrow Hill. Although by the summer of 1977 the new class 56 locomotives were making inroads into the South Yorkshire and North Nottinghamshire coal duties there was still plenty of work for Tinsley’s class 47 fleet and here we have an almost ex works 47175 with a train of air braked MGR coal hoppers heading west through Retford towards the collieries for another load of coal for the Trent Valley power stations, 6th July 1977. Originally D1770 it was built by Brush at the Falcon works, Loughborough and it entered traffic on the 5th October 1964, allocated to Tinsley. Over the next sixteen years it was transferred between Immingham (1971, 1972), Stratford (1966, 1970), Tinsley (1968, 1971, 1975) and Thornaby (1968). In early 1981 it was fitted with electric train heating equipment and emerged from Crewe Works in March 1981 as 47575 and was allocated to York. It quickly moved to the west transferring to Plymouth Laira in April 1981 followed by Landore (1982), Canton (1984) and Bristol (1987). 47575 transferred to the London Midland Region at Crewe in April 1991 where it was to remain for the next ten years until withdrawal in February 2001. Following withdrawal in June 2001 it was moved to Old Oak Common where it would spend the next six years until moved to the Crewe in July 2007 and into the Crewe Heritage Centre in March 2008 where it currently (December 2009) can be found.

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]]> Sun Feb 28 2010 All Our Yesterdays – 35 Years Ago –February 1975 http://pics-by-john.photoblog.org.uk/c1819233.html Extracts from Modern Railways Locomotives Withdrawn Class 35 – 7011/22/29 Locomotives Modified and Re-classified Class 31/1 – Class 31/4 (Electric Train Heating Fitted) 31424 (31157) Class 45/0 – Class 45/1 (Electric Train Heating Fitted) 45149 (135) Class 47/0 – Class 47/4 (Electric Train Heating Fitted) 47544 (1592), 47549 (1724), 47550 (1731), 47551 (47153), 47552 (1950) Locomotives Modified Dual Brake Fitted 08842/51, 31424, 40137, 47097/99 The Scottish Region transferred four class 25/0 (25006/07/08/11) to the Eastern Region (Tinsley) in exchange for four steam heating boiler fitted class 25/1’s (25026/33/34/35) transferred to Haymarket 40110 arrived at St Pancras on the 14th February 1975 on a service from Manchester Piccadilly and returned north with the 14:30 St Pancras – Derby service. Saturday 27 February 2010: Extracts from Modern Railways Locomotives Withdrawn Class 35 _ 7011/22/29 Locomotives Modified and Re-classified Class 31/1 _ Class 31/4 (Electric Train Heating Fitted) 31424 (31157) Class 45/0 _ Class 45/1 (Electric Train Heating Fitted) 45149 (135) Class 47/0 _ Class 47/4 (Electric Train Heating Fitted) 47544 (1592), 47549 (1724), 47550 (1731), 47551 (47153), 47552 (1950) Locomotives Modified Dual Brake Fitted 08842/51, 31424, 40137, 47097/99 The Scottish Region transferred four class 25/0 (25006/07/08/11) to the Eastern Region (Tinsley) in exchange for four steam heating boiler fitted class 25/1_s (25026/33/34/35) transferred to Haymarket 40110 arrived at St Pancras on the 14th February 1975 on a service from Manchester Piccadilly and returned north with the 14:30 St Pancras _ Derby service.

Class 25, D5185 stabled at Loughborough on the Great Central Railway, 22nd December 2007. D5185 was the last of a batch of thirty five class 25’s built by Darlington Works, being released to traffic on the 24th May 1963, and was one of a batch of thirty five class 25’s (D5183 - D5217) delivered to Toton as part of the dieselisation of the lines north from St Pancras. It was also one of the class 25’s fitted with a steam heating boiler (stone Vapour). It stayed on Midland Lines duties (moving between Toton, Leicester and Cricklewood) until July 1969 when it was transferred to Willesden. A transfer to the Eastern Region followed three years later when it moved to Leeds Holbeck in July 1972. One of the last bastions of steam heating was the Scottish Region and therefore the steam heating boiler of 25035 made it attractive to the Scottish operating authorities and it transferred to Haymarket in February 1975 as part of a swop of four non boiler fitted class 25/0’s (25006/07/08/11) to the Eastern Region (Tinsley) in exchange for four boiler fitted class 25/1’s (25026/33/34/35) transferred to Haymarket. June 1978 was spent under repair at Glasgow Works, with the locomotive being dual braked during this overhaul. On the 12th May 1979 the SRPS operated a railtour which included the freight only line from Dyce Jct to Fraserburgh and 25034 and 25035 were the chosen motive power north of Aberdeen. 25035 was out of service with main generator trouble at Glasgow Works towards the end of 1979 and for the early months of 1980. After almost five years on the Scottish Region 25035 moved to Crewe during November 1980, this was to be its last transfer. A collision at Crewe fuelling point occurred on 6th October 1982 between 25035 and 25190, the former sustaining damage to the cab. This would have normally by this date have resulted in withdrawal but surprisingly repairs were effected at Derby Works between December 1982 and February 1983 with a replacement cab being fitted from recently withdrawn sister 25036. Classified repairs for the class 25’s had long since ceased so it was remarkable that 25035 should receive this repair. On the 14th March 1987 it was left to 25035 to handle the last passenger trip for a class 25 in regular service. The train locomotive, failed on the 1V05 07.09 Holyhead - Cardiff service at Chester. 25035 took the service to Crewe where it was replaced. The following day at tea-time 25035 was withdrawn, moving to Basford Hall on the morning of the 19th March 1987. 25035 was towed with 25057, 25109 & 25265 in the 9L37 10.50 Basford Hall to Leicester Humberstone Road on the 14th July 1987. It remained here until the 9th September when it tripped to Vic Berry's yard with 25109. After an extended stay 25035 left for preservation, heading to the Northampton & Lamport Railway on the 14th July 1988. 25006 passing Larbert with a short ballest train, August 1978. One of a batch of 25 locomotives of sub class 25/0 which were a transition between the 75mph, 1160hp class 24 and the 90mph, 1250hp class 25/1. These 25 locomotives received the uprated 6LDA28B Sulzer engine giving 1250hp but were fitted with the same traction motors as the class 24. All this sub class were built at Darlington and 25006 was new as D5156 in June 1961, allocated to Thornaby. It remained in the North East until January 1968 when it was transfered to Wigan Springs Branch. 5156 moved to bonny Scotland in September 1972 (Eastfield) and stayed until transfered to Tinsley in February 1975 as part of a swop of four class 25/0 (25006/07/08/11) to the Eastern Region (Tinsley) in exchange for four steam heating boiler fitted class 25/1’s (25026/33/34/35) transferred to Haymarket. Its actual stay at Tinsley was short as it was under repair at Derby between June and September 1975 (when it finally lost its green paint scheme) and whilst under repair at Derby was transfered back to Scotland as replacement for withdrawn class 24's. 25006 received its last classified repair at Glasgow Works in May 1979. It was stored at Millerhill in October 1980 and withdrawn in December and towed to Swindon Works where it lingered for over two years until eventually broken up in July 1983, the last survivor of class 25/0. 45149 has just past over Barton Lane AHB past the floods to the right with a Nottingham – St Pancras express, 26th February 1977. Built at Crewe Works as D135 it entered traffic in January 1962 allocated to Derby MPD. It was transferred to Cricklewood in June 1964 and Toton from May 1966. In 1973 the Midland Main Line services started to go from steam heat to electric heat coaching stock and D135 was one of fifty class 45 locomotives selected to have its steam heating boiler replaced with electric train heating equipment (a Brush BL100-30 ETH auxiliary alternator). It was the penultimate loco dealt with and was renumbered 45149 on release into traffic in February 1975. It was withdrawn in September 1987 with a traction motor defect, a year before the end of class 45 operation on British Rail. It was parked at Cricklewood for a long period before being towed to Leicester and offered for sale. There was competition for its purchase but Pete Waterman was successful in becoming its new owner in 1993. It was moved to Heysham for safe storage and then to Crewe Heritage Centre in 1994 minus its power unit. No restoration work was carried out. The locomotive was eventually offered for sale again late in the autumn of 1996 and was purchased by the Cotswold Mainline Diesel Group. A programme of restoration is now taking place at the Gloucestershire and Warwickshire Railway. 47099 rests at Landore MPD, 24th August 1975. It entered traffic on the 8th November 1963 as D1686 and was allocated to the old steam MPD at Oxley (Wolverhampton). Allocated to Cardiff at the time of the photograph it had only recently (February 1975) been fitted with dual brake equipment. It would survive in traffic until November 1991 when it was withdrawn (allocated to Tinsley). It was broken up three years later by CF Booth Rotherham in April 1994. 47552 arrives at Peterborough with a service for Kings Cross, 30th May 1979. Originally D1950 it was built by Brush at their Falcon works, Loughborough and entered traffic on the 9th September 1966. Under the 1973 TOPS renumbering scheme it was allocated 47259 but this was never carried as it received 47552 reflecting its fitment of electric train heating equipment in February 1975. In July 1989 it was fitted with twin fuel tanks and again renumbered to 47802 and after forty three years it is still in main line operation currently (September 2009) owned and operated by Direct Rail Services (DRS)

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]]> Sat Feb 27 2010 Ravenglass and Eskdale Railway – 10th July 1979 (Part 2). http://pics-by-john.photoblog.org.uk/c1818955.html Continuing a visit to the Ravenglass and Eskdale Railway. Feedback and comments welcome. Friday 26 February 2010: Continuing a visit to the Ravenglass and Eskdale Railway. Feedback and comments welcome.

Internal combustion on the Ravenglass and Eskdale Railway in the form of locomotive No. 4 waiting to depart Eskdale with a train for Ravenglass, 10th July 1979. Ravenglass and Eskdale Railway 2-8-2 River Esk runs round its train at Eskdale, 10th July 1979. The engine was designed by Henry Greenly and built in 1923 by Davey Paxman of Colchester. The valve gear was replaced in 1928 and for a brief period a steam tender was fitted. A new tender was built in 1970.

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]]> Fri Feb 26 2010 Silver Jubilee - 28th July 1977 (Part 2) http://pics-by-john.photoblog.org.uk/c1817676.html 1977 was Her Majesty the Queen’s Silver Jubilee year. During this twenty fifth year of her reign and as part of the celebrations Her Majesty made numerous visits around the Country. The 28th July 1977 was the turn of the East Midlands and Her Majesty arrived in Derby aboard the Royal Train. In early 1977, the Royal Train was considerably changed in order to update it for use during the Silver Jubilee celebrations. A number of new vehicles were added to the train, and the older vehicles either refurbished or withdrawn with all the vehicles painted Royal Claret. The 1970’s were some of the most dangerous years in respect to terrorist attacks in the UK, however I wonder if in today’s more security conscious society I would get as close to the Royal Train as I did on that sunny morning. Later that day the Royal train would arrive in Nottingham. As always feedback and comments welcome Monday 22 February 2010: 1977 was Her Majesty the Queen_s Silver Jubilee year. During this twenty fifth year of her reign and as part of the celebrations Her Majesty made numerous visits around the Country. The 28th July 1977 was the turn of the East Midlands and Her Majesty arrived in Derby aboard the Royal Train. In early 1977, the Royal Train was considerably changed in order to update it for use during the Silver Jubilee celebrations. A number of new vehicles were added to the train, and the older vehicles either refurbished or withdrawn with all the vehicles painted Royal Claret. The 1970_s were some of the most dangerous years in respect to terrorist attacks in the UK, however I wonder if in today_s more security conscious society I would get as close to the Royal Train as I did on that sunny morning. Later that day the Royal train would arrive in Nottingham. As always feedback and comments welcome

Royal Saloon 2900 was built for the Royal train in 1955 at Wolverton to lot 30130 and contains a lounge, bedrooms and bathroom. It was modernised for the 1977 Royal train with new B5 bogies, air brakes and air conditioning. It continued in use until withdrawn in 1994 and is currently preserved at Sir William McAlpines private railway museum at Fawley Hill. Royal Saloon 2903 entered service in the Royal train in 1977 and was converted from prototype High Speed Train prototype trailer first 11001 built at Derby carriage works in 1972. It was converted for use of Her Majesty the Queen and contains a lounge, bedroom and bathroom for Her Majesty and a bedroom/bathroom for the Queens dresser. 2903 is still part of the Royal train. After Her Majesty the Queen has disembarked immaculate Toton allocated 47514 has run round the Royal train in Derby platform 1 and is about to depart for Etches Park carriage sidings, 28th July 1977. 47514 was originally D1960 and it was the penultimate class 47 to be built at the Brush Falcon works at Loughborough. It entered traffic as late as July 1968 and was one of nine class 47’s (D1953 – D1961) delivered in corporate blue livery. Apart from the original batch of twenty class 47’s (D1500 – D1519) it was (along with D1961) one of only two other class 47’s fitted from new with electric train heating equipment. 47514 became 47703 in March 1979 and was withdrawn in December 2007. After a period of uncertainty it is in use on the Wensleydale Railway, although it is currently (February 2010) non operational with a traction motor bearing fault. An immaculate Crewe allocated 47529 arrives at Nottingham with the Royal train as part of Her Majesty the Queen’s East Midlands Silver Jubilee visit, 28th July 1977. 47529 was originally D1551 and was built at the Brush Falcon works, Loughborough, entering traffic in January 1964, allocated to Sheffield Darnall MPD. Apart from a six month spell at Crewe from October 1971 D1551 would for the next nine years be an East Coast engine with spells at Tinsley, Immingham and Finsbury Park until a permanent transfer to the London Midland Region, initially at Bescot (February 1973) and then finally at Crewe (March 1973). Around this time it was also fitted with electric train heating equipment and became 47529 in March 1974. After almost fourteen years allocated to Crewe 47529 became one of the first class 47/4’s to be withdrawn and the first class 47/4 to be broken up when it was withdrawn in February 1987 and broken up two months later at Crewe works in April 1987.

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]]> Mon Feb 22 2010 Scottish Weekend Tour – 27th/28th March 1976 (Part 6) http://pics-by-john.photoblog.org.uk/c1817156.html A weekend tour of the Glasgow and Edinburgh area continues at Ayr. Ayr MPD was actually located on the outskirts of Ayr adjacent to Newton on Ayr station. The original depot was built by the Glasgow and South Western Railway and the main building was a stone built six track straight through shed. Closed to steam on the 3rd October 1966 the stone shed had been demolished in the 1960’s in order to convert the depot to maintain a fleet of diesel multiple units and shunting locomotives and service out-stationed main line locomotives from Polmadie and Eastfield MPD’s As always feedback and comments welcome. Sunday 21 February 2010: A weekend tour of the Glasgow and Edinburgh area continues at Ayr. Ayr MPD was actually located on the outskirts of Ayr adjacent to Newton on Ayr station. The original depot was built by the Glasgow and South Western Railway and the main building was a stone built six track straight through shed. Closed to steam on the 3rd October 1966 the stone shed had been demolished in the 1960_s in order to convert the depot to maintain a fleet of diesel multiple units and shunting locomotives and service out-stationed main line locomotives from Polmadie and Eastfield MPD_s As always feedback and comments welcome.

With less than a year before withdrawal 24118 is stabled between duties at Ayr MPD, 27th March 1976. Originally D5118 it was one of a batch of nineteen class 24’s (D5114 – D5133) delivered to Inverness from Derby Works in 1960 and were used alongside a number of BRCW Type 2's and English Electric Type 1's to oust steam from the Scottish Highlands. When delivered this batch represented the first major design variant of the class. Following the decision to abandon the disc/lamp method of train identification the Inverness bound locomotives were the first to feature the redesigned cab front and roof, the latter featuring a housing to enclose the four digit alpa-numeric headcode boxes, whilst the cab front presented a neater appearance with the absence of the discs and lights, however still retaining the gangway doors. They were also delivered with an external recess on the driver's cab side, to allow fitting of tablet catcher equipment at a later date. In January 1965 it was announced that many of the Type 2's operating from Inverness would be equipped with twin sealed beam headlights. These were removed towards the end of there careers (August 1975) and the plated over recess for each lamp can be clearly seen on 24118 in the plate replacing the gangway doors. The Inverness allocated locomotives encountered harsh climate conditions that frequently created freezing conditions within the boiler compartment. To reduce entry of cold air a solid blanking plate with five air vents was later fitted to the boiler compartment air intake grill and this can be seen behind the cab door. 24118 was eventually transferred away from Inverness in October 1975 to Haymarket from where it would be stored in October 1976 and withdrawn in December 1976. It was broken up at Doncaster works in June 1977. 25244 is stabled between duties at Ayr MPD, 27th March 1976. In the autumn of 1963 Darlington works commenced its final order for twenty class 25's (D7578 - D7597) and although these were externally similar to its previous order (D5223 - D5232), they featured internal changes and would be later designated class 25/2. Also Darlington works continued to use the obsolete bodystyle and cabs with gangway doors when Derby works was building class 25’s with the much neater bodystyle and cabs. These were all boiler equipped locomotives and the first D7578 was delivered from Darlington works during November 1963. 25244 was originally D7594 and was delivered to Toton in June 1964 for East Midlands and Midland Main Line duties. After twenty two years service 25244 was withdrawn due to fire damage in July 1986 and sold to Vic Berry, Leicester for breaking up. However it was sold for preservation, although it still awaits restoration and is currently (February 2010) in derelict condition stored on the Kent and East Sussex Railway. An unusual engine to find stabled on Ayr MPD is Haymarket allocated 47466, 27th March 1976. 47466 was built at Crewe works and entered traffic in May 1964 as D1590, allocated to Cardiff Canton MPD. It was built with a Spanner Swirlyflow Mk III steam heating boiler, however it was one of the first batch of one hundred and thirty four class 47 to be converted to electric train heating in the first half of the 1970’s by the addition of a Brush BL100-30 alternator and had the steam heating boiler removed. It was also built with vacuum brakes and was converted to dual brake sometime between 1968 and 1976. During a career of over twenty seven years 47466 would find itself allocated four out the five BR regions with spells at Cardiff Canton, Landore, Bristol Bath Road, Laira, Old Oak Common (Western Region), Bescot, Crewe (London Midland Region), Finsbury Park, Gateshead (Eastern Region) and Eastfield, Haymarket (Scottish Region). It was withdrawn from Crewe in August 1991. After spending over five years dumped, initially at Holbeck and then at Crewe works it was eventually broken up there by MRJ Phillips in March 1997. Ex works class 126 Swindon Intercity Trailer Composite Lavatory (TCL) SC59400 waits at Ayr MPD to be formed into one of Ayr’s class 126 DMU sets before re-entering service, 27th March 1976. The class 126 Swindon Intercity units were produced in two batches, twenty one three car sets built in 1956 for Edinburgh – Glasgow services and twenty one three car sets built in 1959 for Ayrshire services. These units had two front-end designs: either a full-width cab or a half-cab with central gangway connection. The latter

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]]> Sun Feb 21 2010 On this day in History –London/Reading – 21st February 1974 http://pics-by-john.photoblog.org.uk/c1816975.html A day trip to London and Reading starts with a ride behind Peak 64 Coldstream Guardsman on a Nottingham – St Pancras express. Class 08 (3304/63, 3518, 3770/76/85, 3864, 3936, 08696), class 25 (5186, 5215/16/20/87, 7559/72/93/95, 7606/64/66, 25124, 25242/99), class 45 (24/39/55/56/58/64/66/78/82/87, 113/30/36, 45008, 45108/13/18), class 47 (47202). On arrival at St Pancras we nip across the road to Kings Cross Class 31 (5606/08/10/27/38/49/52, 31173/78, 31217/22/25, 31401), class 40 (286, 40152), class 46 (46041), class 47 (1109, 1506, 1980, 47002, 47135/74, 47269, 47412/15), class 55 (9004, 55002/15/19). After the quick visit to Kings Cross its tube to Paddington for a ride out to Reading behind 1045 Western Viscount Class 08 (4026, 08483, 08780/97/98, 08946), class 31 (5685, 31260, 31412/14), class 33 (33042), class 35 (7011/22/29/93), class 42 (821), class 47 (1529/67, 1644/77, 1739, 1932/51, 47059/66/86/89, 47103, 47506), class 52 (1005/12/25/45/58/66), class 73 (73105). On arrival at Reading its straight back to Paddington behind Brush 4, 1607 Class 08 (08484, 08786/94, 08950), class 31 (5808), class 35 (7001), class 37 (6743), class 47 (1607/82, 1702/40/52, 47072, 47469/74), class 50 (402), class 52 (1026/33/36/56/62). On arrival at Paddington it’s a quick visit to Waterloo Class 08 (08152), class 33 (6524, 33017, 33103), class 74 (74001) Finally back to St Pancras for the run home to Nottingham behind 45108 Class 08 (08695), class 25 (5244/84), class 45 (84, 45103/05/08) Locomotives of note are the class 35 Hymeks which were in the final stages of being withdrawn with 7001 being withdrawn within a few weeks in March 1974 and 7093 being condemned in November 1974. The others seen that day would survive for another year. The class 42 Warship 821 Greyhound had been withdrawn in December 1972 and would end up in preservation. Two of the class 52 Westerns would not survive the year with 1045 Western Guardsman and 1062 Western Courier being condemned in December and September 1974 respectivly. A number of the above locomotives were photographed later in their careers and can be seen in this collection. Sunday 21 February 2010: A day trip to London and Reading starts with a ride behind Peak 64 Coldstream Guardsman on a Nottingham _ St Pancras express. Class 08 (3304/63, 3518, 3770/76/85, 3864, 3936, 08696), class 25 (5186, 5215/16/20/87, 7559/72/93/95, 7606/64/66, 25124, 25242/99), class 45 (24/39/55/56/58/64/66/78/82/87, 113/30/36, 45008, 45108/13/18), class 47 (47202). On arrival at St Pancras we nip across the road to Kings Cross Class 31 (5606/08/10/27/38/49/52, 31173/78, 31217/22/25, 31401), class 40 (286, 40152), class 46 (46041), class 47 (1109, 1506, 1980, 47002, 47135/74, 47269, 47412/15), class 55 (9004, 55002/15/19). After the quick visit to Kings Cross its tube to Paddington for a ride out to Reading behind 1045 Western Viscount Class 08 (4026, 08483, 08780/97/98, 08946), class 31 (5685, 31260, 31412/14), class 33 (33042), class 35 (7011/22/29/93), class 42 (821), class 47 (1529/67, 1644/77, 1739, 1932/51, 47059/66/86/89, 47103, 47506), class 52 (1005/12/25/45/58/66), class 73 (73105). On arrival at Reading its straight back to Paddington behind Brush 4, 1607 Class 08 (08484, 08786/94, 08950), class 31 (5808), class 35 (7001), class 37 (6743), class 47 (1607/82, 1702/40/52, 47072, 47469/74), class 50 (402), class 52 (1026/33/36/56/62). On arrival at Paddington it_s a quick visit to Waterloo Class 08 (08152), class 33 (6524, 33017, 33103), class 74 (74001) Finally back to St Pancras for the run home to Nottingham behind 45108 Class 08 (08695), class 25 (5244/84), class 45 (84, 45103/05/08) Locomotives of note are the class 35 Hymeks which were in the final stages of being withdrawn with 7001 being withdrawn within a few weeks in March 1974 and 7093 being condemned in November 1974. The others seen that day would survive for another year. The class 42 Warship 821 Greyhound had been withdrawn in December 1972 and would end up in preservation. Two of the class 52 Westerns would not survive the year with 1045 Western Guardsman and 1062 Western Courier being condemned in December and September 1974 respectivly. A number of the above locomotives were photographed later in their careers and can be seen in this collection.

73105 stabled in the yard at Woking in the summer of 1997. Built by English Electric at there Vulcan Foundry works it entered traffic as E6011 in 1965. Stored by EWS in March 2000 at Old Oak Common it was sold to Fragonset Railways and moved for storage to Peak Rail in January 2003. Moved to the Battlefield Line for storage in June 2004 (where it is currently located – December 2008) with ownership changing to Nemesis Rail in March 2007. The old and the new at Swansea on the 16th October 1976. A faded and battered D1058 Western Nobleman awaits departure adjacent to 253004 (43008 or 43009) which has just arrived from Paddington.. Western Nobleman was built at Crewe in March 1963 and allocated to Bristol Bath Road. Transferred to Cardiff Canton in June 1963 before moving to Swansea Landore in March 1964 and finally transferring to Plymouth Laira in April 1966. Withdrawn three months after this photograph in January 1977 due to a dynostart fire, with a recorded mileage of 1,312,000 miles and broken up at Swindon in June 1979. 55019 Royal Highland Fusilier undergoing an extensive general overhaul, this being carried out during an eight month visit to Doncaster Works between January and September 1976 and is seen here on the 8th August 1976. 55019 was one of only five members of the class to receive this extensive overhaul before they were curtailed. D9019 entered service on the 29th December 1961, based at Haymarket depot in Edinburgh, and received the Royal Highland Fusilier nameplates at a ceremony in Glasgow in September 1965. Renumbered 55019 in November 1973 it was withdrawn on December 31st 1981, after hauling the 16.30 Aberdeen-York between Edinburgh and York - this was the final BR Deltic hauled service train. Royal Highland Fusilier is currently (February 2009) owned by the Deltic Preservation Society, is based at Barrow Hill but is not main line certified. 1005 Western Venturer stands under the Brunel roof at Paddington, 9th October 1976. Built at Swindon it entered traffic in June 1962 allocated to Plymouth Laira. Transferred to Old Oak Common in October 1962 before returning to Plymouth Laira in March 1964. Transferred to Swansea Landore in January 1968 until again returning back to Plymouth Laira in March 1969. A few weeks after this photograph was taken Western Venturer suffered fire damage to the A end dynostart and associated cables which led to withdrawn in November 1976. On withdrawal Western Venturer had a recorded mileage of 1,392,000 miles, the highest recorded mileage for a Western in BR service. It was broken up at Swindon in June 1977. 1026 Western Centurion waits at Plymouth for its next duty, 26th August 1975. Built at Swindon in 1964 and entered traffic in December of that year allocated to Old Oak Common. Whilst the Class was successful British Rail policy was moving away from diesel-hydraulics, therefore the class became non-standard. Unlike the similar, but lower-powered, Warship class locomotives, most Westerns did receive air brake equipment in addition to their vacuum exhausters, thus significantly extending their working lives. However, as for the Warships, it proved impossible to equip them with electric train heating (ETH). The Western Region faced particularly stiff competition for its prime inter-city services in the mid 1970s from the M4 motorway, and it was generally felt within BR that significant speed-up and comfort increases on the prime Paddington-Bristol route were necessary. The lack of ETH meant the Westerns could not power the newly-introduced air-conditioned Mark IId/e/f coaches and class 50 locomotives with ETH were becoming surplus from the London Midland Region. This meant the end for the Westerns. D1026 was withdrawn shortly after this photograph was taken after less than twelve years service in October 1975, with 1,144,000 miles to its credit and was broken up one year later in August 1976 at Swindon. 45146 heads for London with a Nottingham – St Pancras express at Lenton South Junction, 3rd September 1980. Built at Crewe in 1962 as D66 it was to give twenty five years of front line service predominantly on the ex Midland Railway routes, before being withdrawn in April 1987. Following withdrawal it was dumped at March until in 1989 when along with 45111/25/26/36/48 it was transferred to Egginton Junction to be used as dead-load vehicles by the Research Department at Mickleover. Eventually three years later 45146 had made its way to MC Metals at Glasgow, were it was broken up in March 1992. 40086 ambles around the back of Newcastle station on the goods lines light engine, 18th June 1976. Built as D286 in 1960 it was one of the last class 40’s to retain an operational steam heating boiler, it still being operational in November 1983 and was one of the last class 40’s withdrawn, surviving until January 1985. It did not survive long after withdrawal as it was broken up a month later in February 1985 at Doncaster Works. 45045 awaits departure from Newcastle with a southbound express, 18th June 1976. Built at Crewe in 1962 as D64 it lasted in traffic for twenty one years. It became a casualty following damage sustained in a collision at Saltley on the 10th February 1983. After removal to Derby for evaluation the locomotive was deemed uneconomical to repair and was withdrawn on 9th May 1983. It eventually reached Vic Berry's, Leicester for breaking up which was undertaken during October 1986. 55015 Tulyar heads for Kings Cross non stop through Doncaster, January 1976. Withdrawn in January 1982 by British Rail. currently (January 2008) owned by the Deltic Preservation Society. 45113 was built at Crewe in 1960 as D80. It was one of fifty peaks selected in the first half of the 1970’s to lose there train heating boiler for electric train heating becoming 45113. It is seen here at St Pancras awaiting departure with a northbound express of Mk II air conditioned coaching stock which was starting to take over from the “steam age” Mk 1 stock, 23rd October 1976. This part of St Pancras has now gone being replaced by the Northern extension to the station, however the Barlow trainshed which towers over 45113 is still there, has been refurbished and is even more impressive than seen here. The Midland Railway certainly knew how to make an impression when it reached London, especially compared to its rival the Great Northern next door. By July 1988 there were only eleven active Class 45's left in service and time was running very short for them. 45007/012/037/106/107/110/113 were retired in July followed by 45046/103/128/141 in August. And then there were none. 45113 was dumped at Tinsley following withdrawal. In March 1990 45103/107/110/113/115 were moved from Tinsley to Glasgow, where 45113 was immediately broken up. 45027 awaits departure from a wet and cold Derby Platform 1 with a northbound express, 30th October 1976. Apart from the leading BG the train is made up of Mk II a/b/c coaching stock, built between 1965 and 1969, which was built for either steam or electric heating. Here it is the steam heating being used, which (when working properly) is a far more “pleasant” and relaxing heat than the harsh/dry electric heating. I could always sleep well in trains heated by steam. 45027 was built in Derby as D24 in 1961 and was an early casualty being withdrawn in May 1981 and broken up at Swindon in September 1983. 31187 stands at the south end of Derby platform 4 with a passenger train, 20th November 1976. Its Spanner steam heating boiler is still operational with steam leaking from the leading steam heating hose. Built as D5610 it entered traffic in April 1960 and was built with a Mirrlees JVS12T 1250bhp engine with Brush electrical equipment. The Mirrlees engines were not successful and in 1964 a programme of works commenced to re-engine the fleet with the 1470bhp English Electric 12SVT engines. 31187 achieved almost thirty five years service being withdrawn in January 1995. It was to survive following withdrawal for another eight years. The first five dumped at Toton, until the 25th February 2000 when 31180, 31187 and 31569 were towed by 47775 from Toton yard to TJ Thomson's for scrap. It then survived another three years in the scrap yard before finally being broken up in June 2003. On the 19th February 1977 Landore allocated 47147 heads for home through Newport with a train of tank wagons. Built thirteen years earlier in June 1964 as D1740 it went initially to Old Oak Common before moving to Cardiff in May 1966. Became a London Midland Region locomotive between June 1968 and October 1971 when it moved back to the Western Region for sixteen years with spells at Cardiff, Old Oak Common, Landore and Bristol. Transferred to Tinsley in July 1987 and remained for eight years before a final transfer to Crewe in November 1995. After thirty four years in traffic it was withdrawn in June 1998 and broken up by Vic Berry, Leicester nine months later in March 1999. 45144 Royal Signals sweeps around the curve from Trent and has just past over Meadow Lane crossing as it heads for Nottingham with an express from St Pancras, 26th February 1977. 45144 was new to Derby in October 1962 and was originally D55. It was named Royal Signals on the 30th June 1965. D55 was one of the fifty class 45’s selected to be fitted with electric train heating equipment in 1973-75 and became 45144. It received its last classified General repair at Crewe during March 1984, the last of the class 45’s to be so treated at Crewe. On 16th December 1987 45144 worked the 19.00 Taunton - Bristol, shortly afterwards it sustained derailment damage at Malago Vale carriage sidings, bringing to an end a career of just over twenty five years. It was broken up six moths later by Vic Berry, Leicester. 55002 Kings Own Yorkshire Light Infantry pauses at Grantham with 1A08, 06:12 Newcastle – Kings Cross, 24th February 1979. The success of the Deltic prototype in the 1950s brought an order for a fleet of twenty two Deltics to replace steam on the East Coast Main Line. Due to their much higher availability, the twenty two production-series Deltics performed the duties previously allocated to fifty five pacific-type steam locomotives. Originally D9002 it was delivered on the 9th March 1961 to Doncaster Works and was accepted into BR service, allocated to Gateshead MPD. The early days of these locomotives were marred by mechanical unreliability which was solved by rigorous retraining of the maintenance teams at BR's Doncaster Works. These engines were able to travel at up to 100mph and their excellent reputation was only tarnished by the high cost of power unit replacement. The class 55's were progressively replaced by HST’s between 1980 and 1982 and after nearly twenty years front line service 55002 worked its final duties on the 30th December 1981 when as a test run in preparation for the farewell railtour it worked 1M53 07:49 York - Liverpool and 1E98 12:05 Liverpool - York (final Deltic to leave Liverpool). However it arrived back at York on one engine as power unit No. 1 was throwing oil and was declared un-fit work the final tour (55015 substituted). Formally withdrawn on the 2nd January 1982 and presented to the National Railway Museum. 47072 awaits to depart from Penzance, 26th August 1975. Originally D1656 it was built at Crewe and entered traffic on the 1st February 1965 allocated to Landore. Apart from two months allocated to Crewe in the early summer of 1989 it would remain a Western Region engine for twenty nine years (being allocated to Canton at the time of the photograph). Fitted with electric train heating in April 1984 it was renumbered 47609 and was again renumbered in May 1989 to 47834 when fitted with twin fuel tanks. Its final renumbering came in May 1995 when it was selected to become one of the two Royal engines and was renumbered 47798, named Prince William and painted in a “Royal Plum” livery. It was stored in February 2004 and has been acquired by the National Railway Museum and is currently (November 2008) at Carnforth. 47091 accelerates away from Cheltenham at Lansdown with an express for the south west, 24th March 1979. Originally D1677 it was built at Crewe and entered traffic allocated to Cardiff Canton MPD on the 24th April 1965. It was fitted with electric train heating in March 1987 and renumbered 47647 and long range fuel tanks in November 1989 and renumbered 47846. In 2003 it was selected for rebuilding with a new engine and alternator and in May 2003 was again renumbered 57308. It is currently (December 2008) operational with Virgin Trains. The Liverpool Street station of my youth before the rebuilding into its present form. 37043 awaits the “right away” with a train of Mark IIa/b/c coaching stock, 26th March 1977. 37043 was released from English Electric Vulcan Foundry, as D6743 on the 22nd June 1962 and allocated to Darnall. After spells at Canton and Tinsley it transferred to March in April 1966 and settled down for a fourteen year spell in East Anglia. Retaining an operational steam heating boiler it became of interest to the Scottish operating authorities and it transferred to Eastfield in April 1980 for West Highland duties. It stayed on these duties for over seven years until transferred to Stratford in October 1987. It immediately found itself in Crewe Works were it received its last classified repair. It emerged in January 1988 and shortly afterwards was renumbered 37354 in recognition of the CP7 bogies fitted (recovered from withdrawn Deltics). It reverted back to 37043 in June 1992 following a bogie swap and headed back to Scotland (Inverness) for Highland duties including the Inverness/Aberdean – Edinburgh sleeper. Transferred south again in March 1999 to Toton the end was near, it managed a week on South Wales Valley passenger duties in July before being stored in September 1999 and withdrawn four months later in January 2000. Following withdrawal it was quickly sent to Wigan CDRC where it was stripped of its bogies and the body placed on a flat wagon. In March 2002 it departed Wigan for Brush at Loughborough with a view to being repaired for DRS, however this came to nothing and paired with another set of bogies it was taken to Sims Metals, Beeston in April 2003 and broken up within a month. 31222 departs light engine from Kings Cross, 28th August 1975. This is the post steam, pre electrification and resignalled Kings Cross of the 1960/70’s and 31222 is on empty stock duties and is being released from the platform after the train of empty stock that it has bought in has departed. In the background can be seen Kings Cross Signal Box which controlled the station throat. 31222 was originally D5648 and was built at Loughborough in 1960. It received a classified at Doncaster in March 1983 however by it was due its next classified repair serious inroads were being into the class 31 fleet and despite being dual braked it was withdrawn in October 1988. It was broken up by Vic Berry, Leicester in February 1990. With the spring sunshine and the row of yellow shed doors we have a rather dazzling photograph of 08794 at Old Oak Common MPD, 8th April 1977. 08794 is a Derby built class 08, dating from 1960 and was originally D3962. It would receive a classified repair at Swindon in March 1979 but retained its vacuum brake only capability, however at its next classified repair at Swindon in April 1985 it would emerge dual brake equipped and was transferred to Neville Hill. It would continue in service at Neville Hill until withdrawn in November 1992. It was broken up in March 1995 by Gwent Demolition at Margam. 47407 heads for Kings Cross with a southbound East Coast express at Peterborough, 8th April 1977. The train formation has a Mark I full brake (BG) leading followed by two Mark IId open seconds (TSO), two Mark IId/f open firsts (FO), two Mark I catering vehicles (RKB and/or RB), three Mark IId open seconds (TSO) and a Mark IId brake open second (BSO). Interestingly the first class vehicles are in the middle of the formation rather than the London end which had started to become the norm. 47407 was one of the first batch of twenty class 47 locomotives built and it was delivered from Brush Loughborough in January 1963 as D1506 to Finsbury Park MPD. Always allocated to MPD’s (Finsbury Park, Immingham and Gateshead) which had “top link” East Coast Passenger duties it would spend the next twenty seven years predominantly pounding up and down the East Coast Main Line on express passenger, sleeper and “excursion” traffic. These twenty locomotives were built with both a steam heating boiler and electric train heating and also differed in a number of areas to the rest of the class. This made them prime candidates for withdrawal (despite being fitted with electric train heating) when reductions in the class 47 fleet commenced and 47407 was withdrawn in August 1990. It would be over five years before it was broken up on site at Frodingham MPD by MJ Phillips in December 1995. Having descended the Lickey incline 47477 is at the foot of the bank as it approaches Bromsgrove with an express for the south west, 14th April 1979. 47477 was originally D1607, was built at Crewe and entered traffic allocated to Landore on the 31st July 1964. Apart from spending most of 1981 and two years from May 1986 at Gateshead It would spend the next twenty five years as a Western Region engine being allocated to all the principle Western Region MPD’s during that period. In March 1989 it transferred briefly to Inverness before its final transfer in May 1989 to Crewe from where it was withdrawn in June 1992. It was broken up a year later by CF Booth, Rotherham in July 1993 47202 has just got a proceed aspect for the Grantham line on the junction signal at Netherfield Junction as it heads for the Spalding Flower Festival with 1Z70, 7th May 1977. 47201 entered traffic as D1852 in July 1965 allocated to Crewe and remained a Crewe engine until May 1973 when it transferred to Toton. This was followed by moves to Bescot (1974), Cricklewood (1976), Toton (1982), Bescot (1984), Kingmoor(1985) and Bristol (1986). On the 24th March 1987 47202 was working 6B03, 07:08 Westbury Yard – Whatley Quarry empty stone hopper train when at Frome North Junction it passed the junction protecting signal at danger and collided head on with 33032 working 2B77, Yeovil Pen Mill – Cardiff passenger train. After a short period of storage at Westbury, 47202 was withdrawn and moved to Bristol Bath Road where it languished for over four years until it was broken up on site by Maise Metals during September 1991. 1036 Western Emperor enters Plymouth station light engine, 2nd June 1976, within nine months 1036 Western Emperor would no longer exist. Western Emperor was built at Crewe and entered traffic in August 1962 and allocated to Old Oak Common MPD. By 1966 it was a Plymouth Laira engine where it remained until withdrawn on the 1st November 1976. Within less than a month it had arrived at Swindon for breaking up and was dealt with in February 1977. During its fourteen years service it achieved 1,360,000 miles. Stratford allocated 47135 has arrived at platform 1, Nottingham station with 1E87 which I think is the Manchester – Harwich boat train, 18th March 1976. 47135 was built by Brush at the Falcon works, Loughborough as D1727 and delivered in April 1964 allocated to Old Oak Common MPD. In November 1986 it was fitted with electric train heating and emerged from Crewe Works as 47664. In July 1989 it was fitted with long range fuel tanks, renumbered 47819 and in May 1994 it was fitted with RCH multiple working equipment and renumbered again to 47784. In February 2004 it was withdrawn and dumped at the former Crewe Diesel Depot until September 2007 when it made its final journey by road to Ron Hull, Rotherham where it was broken up in December 2007. York allocated 47526 drifts into platform 1 at Grantham with 1A09, 08:50 York – Kings Cross service, Friday, 19th March 1976. 47526 was built at Crewe works as D1109 and entered traffic on the 10th January 1967 allocated to York MPD. For the next twenty years it would allocated to MPD’s (York, Holbeck and Gateshead) which had “top link” East Coast Passenger duties and it could be generally found pounding up and down the East Coast Main Line on express passenger, sleeper and “excursion” traffic. To cope with the introduction of electrically heated air conditioned daytime coaching stock with the retention of steam heated overnight sleeper coaching stock on the East Coast it was one of a number of class 47’s that retained its steam heating boiler (Stone Vapour) when fitted with electric train heating in 1971. Its first transfer away from East Coast duties was in May 1988 when it moved to Plymouth Laira and it would find itself regularly on the transfer list over the next ten years with spells at Bristol, Crewe, Old Oak Common, Tinsley, Stratford and finally Immingham from where it was withdrawn in June 1998.

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]]> Sun Feb 21 2010 Rail Enthusiasts!!! http://pics-by-john.photoblog.org.uk/c1816623.html Rail Enthusiasts!!! Friday 5 January 2007: Rail Enthusiasts!!!

Slight diversion but I could not resist this shot of the “secret trainspotter” - my darling wife of twenty nine years (in the days before we were married) escorting me around Westhouses MPD. Note the safety conscious footwear!!!! 3rd June 1979. Wrap up warm its a bit on the cold side, Grantham, February 1979

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]]> Fri Jan 5 2007 On this day in History – London – 20th February 1971 http://pics-by-john.photoblog.org.uk/c1816620.html In the mid 1960’s it was decided to concentrate all of the London Midland Region overnight sleeper services on Euston. This meant that the St Pancras – Nottingham – Leeds – Glasgow sleeper became the Euston - Nottingham – Leeds – Glasgow sleeper. The route taken between Euston and Nottingham was West Coast Main Line to Northampton, then the freight only line from Northampton to Market Harborough and then the Midland Main Line to Nottingham. This lasted until the early 1970’s when the line between Northampton and Market Harborough was closed and the sleeper service cut back to start/terminate at Nottingham. A by-product of this was the ability in this period to use the seating accommodation of the Up service for a trip from Nottingham to London via the WCML, thus on the early morning of the 20th February 1971 I board the train at Nottingham for the ride to Northampton behind class 47 D1960 where we change engines for class 82 E3051 for the run up to Euston. This is what I saw that morning on the run to Euston: class 08 (3017/27/53/86, 3847/50/64, 3957), class 11 (12049/53), class 25 (5229/35/49, 7522, 7607/49), class 45 (93, 104), class 46 (146/83), class 47 (1628, 1854, 1960), class 81 (E3005/12/21/97), class 82 (E3051), class 85 (E3064/88/91/92), class 86 (E3112/15/20/23/33/38/39/40/42/43/46/52/54/56/64/65/69/70/71/74/84/86/91/92/97). There followed a tour of London stations starting with Kings Cross where the following could be found: class 31 (5598, 5601/13/27/44/49/78), class 40 (281), class 47 (1505/73, 1761, 1991/95), class 55 (9000/04/07/08/11/21), Liverpool Street: class 15 (8226/34), class 31 (5699), class 37 (6752, 6816), class 47 (1526/27, 1759), Waterloo: class 09 (4105), class 33 (6521), class 42 (829/66), Clapham Junction: class 09 (4109), class 33 (6513/74/81), class 73 (E6007/29/46), class 74 (E6103), Paddington: class 43 (860), class 47 (1597, 1679), class 52 (1058). Of note are: 12049 which lasted another eight months in service until withdrawn in October 1971 and is currently preserved at Ropley. 12053 which lasted another two months in service until withdrawn in April 1971 and broken up in November 1971. The two Liverpool Street station pilots 8226 and 8234 which both lasted in service for less than six weeks being withdrawn in March 1971 and broken up in November 1971. 860 which lasted in service for less than six weeks being withdrawn in March 1971 and broken up in December 1971 and finally 866 which lasted another eleven months in service until withdrawn in January 1972 and broken up in October 1972. A number of the above locomotives were photographed later in their careers and can be seen in this collection. Saturday 20 February 2010: In the mid 1960_s it was decided to concentrate all of the London Midland Region overnight sleeper services on Euston. This meant that the St Pancras _ Nottingham _ Leeds _ Glasgow sleeper became the Euston - Nottingham _ Leeds _ Glasgow sleeper. The route taken between Euston and Nottingham was West Coast Main Line to Northampton, then the freight only line from Northampton to Market Harborough and then the Midland Main Line to Nottingham. This lasted until the early 1970_s when the line between Northampton and Market Harborough was closed and the sleeper service cut back to start/terminate at Nottingham. A by-product of this was the ability in this period to use the seating accommodation of the Up service for a trip from Nottingham to London via the WCML, thus on the early morning of the 20th February 1971 I board the train at Nottingham for the ride to Northampton behind class 47 D1960 where we change engines for class 82 E3051 for the run up to Euston. This is what I saw that morning on the run to Euston: class 08 (3017/27/53/86, 3847/50/64, 3957), class 11 (12049/53), class 25 (5229/35/49, 7522, 7607/49), class 45 (93, 104), class 46 (146/83), class 47 (1628, 1854, 1960), class 81 (E3005/12/21/97), class 82 (E3051), class 85 (E3064/88/91/92), class 86 (E3112/15/20/23/33/38/39/40/42/43/46/52/54/56/64/65/69/70/71/74/84/86/91/92/97). There followed a tour of London stations starting with Kings Cross where the following could be found: class 31 (5598, 5601/13/27/44/49/78), class 40 (281), class 47 (1505/73, 1761, 1991/95), class 55 (9000/04/07/08/11/21), Liverpool Street: class 15 (8226/34), class 31 (5699), class 37 (6752, 6816), class 47 (1526/27, 1759), Waterloo: class 09 (4105), class 33 (6521), class 42 (829/66), Clapham Junction: class 09 (4109), class 33 (6513/74/81), class 73 (E6007/29/46), class 74 (E6103), Paddington: class 43 (860), class 47 (1597, 1679), class 52 (1058). Of note are: 12049 which lasted another eight months in service until withdrawn in October 1971 and is currently preserved at Ropley. 12053 which lasted another two months in service until withdrawn in April 1971 and broken up in November 1971. The two Liverpool Street station pilots 8226 and 8234 which both lasted in service for less than six weeks being withdrawn in March 1971 and broken up in November 1971. 860 which lasted in service for less than six weeks being withdrawn in March 1971 and broken up in December 1971 and finally 866 which lasted another eleven months in service until withdrawn in January 1972 and broken up in October 1972. A number of the above locomotives were photographed later in their careers and can be seen in this collection.

A faded and battered D1058 Western Nobleman awaits departure from Cardiff, 16th October 1976. I also photographed this engine on the same day at Swansea, did I ride behind it to Cardiff? If so it was the last time I would be hauled by a Western. I can still remember the first time which was between Bristol and Bath behind D1029 Western Legionnaire in 1968. Western Nobleman was built at Crewe in March 1963 and allocated to Bristol Bath Road. Transferred to Cardiff Canton in June 1963 before moving to Swansea Landore in March 1964. Transferred to its final shed of Plymouth Laira in April 1966. Withdrawn in January 1977 due to a dynostart fire, with a recorded mileage of 1,312,000 miles and broken up at Swindon in June 1979. 08019 was built at Derby Works in 1953 as 13027. By 1970 it was numbered D3027 and was working in the West Midlands and I have it recorded on Saltley MPD on the 4th October 1970. By the 4th September 1976 it was numbered 08019 and is seen here twenty three years after being built at its birthplace, Derby Works. It would survive only another five years in traffic, despite receiving a classified repair at Swindon Works in July 1979, being withdrawn in March 1981. It would then survive another five years awaiting breaking up until being dealt with in June 1986 at Swindon Works. 33108 is seen on the buffer stops at Waterloo after arriving from the South West, 23rd October 1976. Built as D6521 in 1960 it was one of nineteen class 33’s to be fitted with push-pull equipment in 1966 in connection with the Bournemouth electrification scheme (to replace the 4REP electric multiple unit and haul/push the 4TC trailer sets between Bournemouth and Weymouth). Withdrawn from service in 1993 it was bought by the class 33/1 Preservation Group in 1996. Leased to Fragonset, named Vampire, and returned to the main line in 2000. Moved to the Swanage in 2005. Currently (April 2008) under repair at Barrow Hill A brake dust stained 47005 awaits departure from the old Liverpool Street station before redevelopment turned most of it into dark underground concrete cavern, 13th November 1976. A Stratford engine at this time it entered traffic as D1526 on the 21st June 1963, allocated to Finsbury Park. It survived in traffic for twenty eight years being withdrawn in May 1991 and being broken up by CF Booth at Rotherham three years later in May 1994. 55004 Queen’s Own Highlander powers through Finsbury Park station with an southbound express for Kings Cross, 13th November 1976. Entered traffic on the 1st June 1961 allocated to Haymarket. In its first few years it seemed to be accident prone as it was admitted to Doncaster Works on four occasions for repairs to derailment damage. It received corporate blue livery and dual brakes in January 1968 and electric train heating in August 1971. One month after this photograph it entered Doncaster Works for a four month stay during which the route indicator boxes were plated over. 55004 was out of service at Doncaster Works for eighteen months between 27th May 1978 and the 29th November 1979 due to lack of spares (being cannibalised to keep the others going). One engine failed on the 27th October 1981 and on the next day the decision to withdraw 55004 and donate the 'good' engine to 55008 was taken. It was towed to Stratford TMD on the 30th October to enable the swap to be undertaken and was officially withdrawn on the 1st November 1981. Towed to York on the 23rd November 1981 and finally towed to Doncaster Works on the 5th January 1982 were it was broken up in July 1983. 47026 awaits departure from Cardiff with a train of Mark I coaching stock complete with two catering vehicles, 19th February 1977. Delivered in April 1964 from Crewe as D1597 it was initially allocated to Cardiff Canton. Apart from a short spell allocated to Bescot in 1973/74 it spent the next twenty three years allocated to Western Region MPD’s, being a Plymouth Laira engine at the time of the photograph. Renumbered 47026 in the 1974 TOPS renumbering scheme it still has an operational Spanner Swirlyflow Mark III steam heating boiler at this date as evidenced by the escaping steam on the third vehicle. It was fitted with electric train heating and the boiler removed in December 1983 when it was renumbered 47597. At the end of 1987 it moved north to Eastfield for an eighteen month spell in Scotland. Transferred south to Crewe in May 1989 and became part of the Parcels Sector (later Rail Express Systems - RES) fleet. Acquired the name Resilient in October 1991. Further modified in May 1994 for working RES trains and renumbered 47741. Withdrawn in August 2002 and dumped at Toton until moved by road to EMR Kingsbury in May 2007 were it languished for another year before being broken up in May 2008. E3012 enters Liverpool Lime Street with inter regional express sometime in 1974. E3012 was to become 81010 under the 1973 TOPS renumbering scheme. The order for the first twenty five locomotives for the West Coast Main Line electrification was given to the British Thomson-Houston division of AEI (Associated Electrical Industries) in 1955, who subcontracted the mechanical construction to the Birmingham Railway Carriage and Wagon Company, of Smethwick, Birmingham. The first of the class, and the first new AC electric to be delivered was E3001 in November 1959 with E3012 entered traffic in November 1960. The class showed a tendency to catch fire and this hastened the withdrawal of many of their number. 81010 was withdrawn in May 1990 and broken up by Coopers Metals, Sheffield in November 1991. 86015 threads its way through Crewe station with a mixed bag of non passenger coaching stock (the first and third vehicles being of pre nationalisation design) on a northbound parcels working, 7th April 1979. Originally E3123 it was built in 1965 at Doncaster and became 86015 1973 TOPS renumbering scheme, 86315 when fitted with modified wheels in the early 1980’s, 86415 when fitted with improved suspension in the late 1980’s and finally 86615 when dedicated to freight traffic and had its Electric Train Heating isolated, and maximum speed reduced to 75mph in the early 1990’s. On the 16th March 2005 86615 caught fire near Colchester whilst working 4M59 Felixstowe - Trafford Park in multiple with 86637. The damage was serious and terminal as 86615 was withdrawn in April 2005 and broken up by Ron Hull, Rotherham in July 2007. 08010 in the yard at Willesden MPD, 8th April 1977. Originally 13017 and then later D3017 it was built at Derby in 1953. Still in green livery eleven years after the introduction of corporate blue it is obviously overdue classified repair. It would soldier on for another eight months but was withdrawn at the end of 1977 and quickly broken up by Eastleigh works in February 1978. 86003 departs Crewe station on a northbound passenger working, 24th January 1976. Originally E3115 it was built in 1965 at Doncaster and became 86003 in the 1973 TOPS renumbering scheme, 86403 when fitted with improved suspension in the late 1980’s and finally 86603 when dedicated to freight traffic and had its electric train heating isolated, and maximum speed reduced to 75mph in the early 1990’s. By the end of the 1990’s it was a Freightliner engine and it was stored at Crewe Electric Depot in November 1999. Surprisingly for a Freightliner engine it made the journey to the EWS operated component recovery and disposal centre at Wigan where it quickly lost its bogies and the body dumped on a bogie flat wagon. In the summer of 2005 the body was moved by road to CF Booth at Rotherham who broke it up in November 2005. 31190 rests in the yard at Wansford, 3rd May 2009. Built in 1960 as D5613 it has been in main line service for forty nine years latterly as part of the Rail Vehicle Engineering Operational (RVLO) fleet based at the Railway Technical Centre at Derby. For the first twenty years of its life it was an Eastern Region, London area engine being allocated to Finsbury Park MPD when it opened in 1962 and would be found on a mixture of surburban passenger duties and empty stock duties into and out of Kings Cross. With the reduction in these duties in the late seventies with the introduction of HST’s and surburban electrification it had by 1982 migrated to Immingham for freight duties and by 1986 had lost its train heating capability with the isolation of its steam heating boiler. It received its last classified works repair at Doncaster works in May 1987 and survived withdrawal by EWS, being sold by them at the end of 1999 for further use. 86220 heads south at Nuneaton with an express for Euston, 21st May 1977. The class 86 was the “standard” ac electric locomotive of the 1960’s, developed as a result of testing with the earlier class 81 – 85 locomotives. One hundred class 86 locomotives were built from 1965-1966 for duties on the then newly electrified West Coast Main Line, from London Euston, to Birmingham, Crewe, Manchester Piccadilly, Liverpool and later Preston and Glasgow. 86220 was built by English Electric at its Vulcan Foundry Works in 1966 and was originally numbered E3156. Following problems with track damage and rough riding a batch of locomotives were modified with improved suspension and modified wheels and were progressively renumbered 86204-86252. Following the electrification to Norwich in the mid 1980’s 86220 was one of fifteen class 86 locomotives transferred to Ilford for Great Eastern express passenger duties and would remain on these duties until it sustained transformer fire damage in November 2001. Although towed to Glasgow works repairs were not authorised and it was withdrawn in May 2002 and moved to Immingham Railfreight Terminal where it was eventually broken up by Easco in November 2003. 86022 sits on the stops at Euston, 7th March 1976. 86022 was built by English Electric at its Vulcan Foundry Works in 1966 and was originally numbered E3174. In the early years the class 86 locomotives became notorious for track damage, being fitted with axle-hung traction motors, in place of the bogie-frame-mounted motors of the earlier designs. This additional unsprung mass was causing damage at high speeds. As a result a batch of locomotives was modified with improved suspension and modified wheels and from 1973 onwards, locomotives were progressively renumbered into the 86001-86048 (unmodified design, restricted to 80mph) and 86204-86252 series (improved suspension, 100mph). Within a short time a further batch was modified to the new specification and 86040-86048 were renumbered 86253-86261. 86022 when fitted with modified wheels in the early 1980’s and renumbered 86322 By the end of the 1980’s, the need for a standard fleet saw all remaining class 86/0 and 86/3 locomotives fitted with improved suspension and converted to class 86/4, 86322 becoming 86422. These locomotives were now inter-operable with Class 86/2, and thus gave greater operational flexibility. In early 1990’s the majority of the Class 86/4 subclass were dedicated to freight traffic. As a result, they had their electric train heating isolated, and their maximum speed reduced to 75mph. These locomotives were reclassified as class 86/6, with 86422 becoming 86622 and as such it is still operational (November 2009) with Freightliner, forty two years after being built. Thornaby allocated 47093 has arrived at York station with a passenger working from the south, 2nd June 1979. 47093 was originally D1679, it was built at Crewe and entered traffic allocated to Cardiff Canton MPD on the 1st May 1965. After only twenty three years service allocated to a relatively few MPD’s (Canton, Landore, Old Oak Common, Bristol, Stratford and Thornaby) 47093 was transferred to Tinsley in July 1987 and within three months had been stored unserviceable prior to being formally withdrawn in January 1988. It was broken up by MC Metals, Glasgow in June 1990.

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]]> Sat Feb 20 2010 Miscellaneous Re-instatements http://pics-by-john.photoblog.org.uk/c1816614.html Following another dip into the reject pile of transparencies that failed the quality control thirty years ago, but avoided being consigned to the waste paper bin herewith a few more that have been from a photographic point of view “reinstated to traffic from the scrap line”. As always feedback and comments welcome. Saturday 20 February 2010: Following another dip into the reject pile of transparencies that failed the quality control thirty years ago, but avoided being consigned to the waste paper bin herewith a few more that have been from a photographic point of view _reinstated to traffic from the scrap line_. As always feedback and comments welcome.

20072 leads 20178 into platform 5 at Nottingham station with the 12:58, Skegness – Derby service, 30th June 1979. 20072 was originally D8072 and was built by English Electric at the Robert Stephenson and Hawthorns works, Darlington entering traffic in July 1961. It was allocated to Eastfield for Scottish lowlands duties, particularly in the Forth-Clyde area, and the Fife coalfield and in common with most class 20’s initially allocated to Scotland has the cab recess for single line token exchange equipment. Transferred to Toton in the early 1970’s it would be withdrawn in January 1992. However it has not been broken up and has spent the time since withdrawal in store at Doncaster, MoD Smalmstown and currently (February 2010) Long Marston. 20178 was originally D8178 and was built by English Electric at the Vulcan Foundry works in 1966. It was allocated to Toton from new and was withdrawn in December 1989. It was broken up by MC Metals, Glasgow in May 1992. 45064 heads south on the Up Goods through Loughborough with a train of oil tank wagons, 7th November 1978. 45064 was built at Crewe works as D105 and entered traffic in June 1961, allocated to Derby MPD. 45064 would always be a Midland Main Line engine being allocated through out its career predominately at Toton with brief spells at Leicester and Cricklewood. As D105 it also sticks in my memory from my early enthusiast days in the mid 1960’s as it was one of the first Peaks to receive blue livery, during June 1966 and therefore stood out from the rest of the diesel fleet around Nottingham at this time. After more than twenty four years service and just under four years since its last classified repair at Derby works in March 1981 45064 was withdrawn in January 1985. It was broken up in November 1988 by Vic Berry, Leicester. 76041 drifts through Worsborough light engine on the 20th June 1978. 76041 is one of fifty seven production EM1 locomotives ordered by British Railways from Gorton works (Manchester) in July 1948. The locomotives entered service between October 1950 and August 1953. Mechanical parts and final completion was performed at Gorton, but the electrical equipment and traction motors (provided by Metropolitan Vickers) were fitted at the nearby Dukinfield carriage works. 76041 entered traffic as E26041 in April 1952. Never fitted with dual or air brakes it was stored in April 1980, officially withdrawn before the final closure of the Woodhead route in November 1980 and broken up at CF Booth Rotherham in March 1983.

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]]> Sat Feb 20 2010 On this day in History –Toton – 20th February 1972 http://pics-by-john.photoblog.org.uk/c1816586.html On this day thirty eight years ago despite it being the winter it was out with the push bike for a twenty mile round trip to Toton for a “bunk” round the shed. This is what was seen that day: class 08 (3021/44/56/58, 3170, 3249, 3340/45/62/90, 3400/02, 3789, 3852, 3997), class 20 (8011/12/15/16/35/36/37/38/39/43/47/62/64/66/67/71/73/74/76/88, 8135/39/41/56/57/63/67/80/81/83/84/87/88/90/91/97/98/99), class 25 (5238/44/68, 7523/58, 7613/17/18/70), class 44 (2/3/4/6/7/8/10), class 45 (40/45/59/61/68/70/72/76/77/78/82/84, 103/05/07/11/16/17/18/20/24/33), class 47 (1551, 1629, 1707/08/38, 1802/06/08/28/30/33, 1961). A grand total of 102 locomotives (class 08: 15, class 20: 38, class 25: 9, class 44: 7, class 45: 22, class 47: 11). A number of the above locomotives were photographed later in their careers and can be seen in this collection. Saturday 20 February 2010: On this day thirty eight years ago despite it being the winter it was out with the push bike for a twenty mile round trip to Toton for a _bunk_ round the shed. This is what was seen that day: class 08 (3021/44/56/58, 3170, 3249, 3340/45/62/90, 3400/02, 3789, 3852, 3997), class 20 (8011/12/15/16/35/36/37/38/39/43/47/62/64/66/67/71/73/74/76/88, 8135/39/41/56/57/63/67/80/81/83/84/87/88/90/91/97/98/99), class 25 (5238/44/68, 7523/58, 7613/17/18/70), class 44 (2/3/4/6/7/8/10), class 45 (40/45/59/61/68/70/72/76/77/78/82/84, 103/05/07/11/16/17/18/20/24/33), class 47 (1551, 1629, 1707/08/38, 1802/06/08/28/30/33, 1961). A grand total of 102 locomotives (class 08: 15, class 20: 38, class 25: 9, class 44: 7, class 45: 22, class 47: 11). A number of the above locomotives were photographed later in their careers and can be seen in this collection.

D8 Penyghent departs Darley Dale for Rowsley, June 2006. D8 was delivered to Camden in December 1959 but it was immediately loaned to Derby. During May 1960 it was transferred to Crewe North. With the future transfer of D1-D10 to Toton for use on freight trains on the Midland mainline some trials were conducted to ensure their suitability, especially with regard to their braking abilities. Trials were conducted between Toton, via Manton to Brent Yard with 1,000ton 85 coal wagons, brake van and dynamometer car. 9F 92153 was tested on Sunday June 19th 1960 followed by D8 on June 26th 1960. D8 proved to have superior braking performance over 92153, having a higher brake force and smoother operation of the brakes. During the early part of February 1962 D8 moved to Nottingham, the precursor of the eventual move of the class 44's to Toton for use on heavy freight duties. The other nine locomotives followed in March to Toton, to be a vital piece in the continuing dieselisation of freight traffic in the East Midlands. In May 1962 D8 moved to Toton. Surprisingly the locomotive, now numbered 44008 visited Derby Works during November 1979, not for scrapping but for engine repairs, It would remain under repair at Derby until early July 1980 when it was tested on the 12.07 Derby - St Pancras, (with 45121 as the train engine) and 44008 was removed at Leicester, returning light engine to Derby. It had retained blue livery with lower white stripe, with D8 at one end. Despite its recent Works attention 44008's reprieve was brief, it was withdrawn along with the two remaining Class 44's during November 1980, and stored at Toton. In July 1981 the locomotive moved north to Scotland heading for preservation on the Strathspey Railway at Boat of Garten in the Highlands. Following the sale of a very forlorn 44008 to the North Notts Locomotive Group in 1987 the locomotive returned to the East Midlands and is now based at Peak Rail. With white wheel rims, yellow axle boxes and red buffer beam a “bulled up” 44004 Great Gable heads light engine from Nottingham past Lenton South Junction, 3rd September 1980. Originally D4 it was delivered to Camden in October 1959 but almost s immediately returned to Derby on loan for Midland Line duties. It was transferred back to Camden during April 1960 and became a regular performer on the 07.45am Crewe - Euston. For the period September 12th - 24th 1960 D4 worked a number of trials with unbraked mineral trains between Cricklewood and Toton, a fore runner to its future. It transferred to Toton in March 1962 for freight duties and would be based there for the rest of its BR career. By the time of the photograph the end was in sight and during November 1980 the last three class 44's were withdrawn, including 44004 which was initially stored at Toton. Following withdrawal it was purchased for preservation and is currently (October 2008) based at the Midland Railway Centre. The remains of 44003 Skiddaw in the scrap yard at Derby Works, September 1976. One of the ten pilot scheme type 4 locomotives (D1 – D10) built at Derby in 1959’ which became class 44. D3 was delivered to Camden in the four weeks ended October 3rd 1959. Initially used on passenger workings on the WCML in May 1960 the ten locomotives were scattered up the WCML for crew training, D1 to Longsight; D2 and D9 to Edge Hill; D3, D8 and D10 to Crewe; D5and 6 to Carlisle, something of an odd move in light of the English Electric Type 4's (class 40) being the predominant diesel on the WCML expresses and that the more powerful Peaks (class 45/46) were soon to come out of Derby and Crewe and would end up almost everywhere but the WCML. D3 was noted at Derby Works for repairs during April - June 1961 and during this visit the gear ratio was changed from 61/17 to 57/22 bringing these locomotives in line with the newly appearing class 45 series. Tractive effort was lowered from 70,000lb to 55,000lb. This change and other internal electrical changes helped reduced the number of flashovers to the traction motors when operating at high speeds and was completed on the whole class by the end of 1961. Transferred in March 1962 to Toton , for use on heavy freight duties in the continuing dieselisation of freight traffic in the East Midlands. From here to withdrawal in July 1976 the class 44's would be synonymous with Toton, in general only working to the limits of the route knowledge of Toton's goods train drivers and usually on out & back turns. Its end came quickly as by the end of September 1976 it had been broken up, the first of the Class 44's so treated. Target 43 hauled by a pair of class 20 locomotives with 20157 in the lead, heads along the Up Goods at Mansfield Junction, Nottingham, 25th June 1975. One of the many local colliery trip workings of unfitted coal wagons that dominated the freight traffic in the Nottingham area at this time. It has probably originated from Gedling Colliery (which at that time was reached by a branch of the Nottingham – Grantham line at Netherfield Junction - Colwich) and is heading for Toton. In the summer of 1975 Toton TMD had an allocation of 105 class 20 locomotives predominantly for these local colliery workings in the Nottingham/Derby/Leicester coalfield and a Sunday would find them stabled at both Toton and the various sub sheds dotted around the coalfields. As a lad in the early seventies I regularly used to push bike on a Sunday to these coalfield sub-sheds (Colwick, Mantle Lane - Coalville, Burton on Trent, Westhouses, Kikby in Ashfield and Shirebrook) and they would be dominated by pairs of class 20’s. This scene would not last much longer as the coal traffic was in the process of being transformed with a combination of massive investment in rapid loading bunkers at the collieries and coal disposal points, hopper discharge at the power stations, MGR air braked wagons hauled by initially class 47 and later class 56 locomotives and rationalisation of collieries and power stations. As for 20157 it is one of the later batch of class 20’s built in 1966 and was allocated new to Toton and I have it recorded “on shed” at Kirkby in Ashfield sub-shed (the old steam shed) on the 20th July 1969. It remained in traffic until October 1990 and was broken up at MC Metals, Glasgow in May 1992. 47321 heads north through Burton on Trent heading for a Nottinghamshire coalfield colliery (or possibly Toton yard, it being a Saturday) with a train of empty MGR wagons, 29th July 1977. Delivered new as D1802 to Tinsley in January 1965 it was through out the 1970’s a Toton engine. It was one of eighty two class 47 locomotives built for freight duties (without any form of train heating equipment) which it carried out for thirty years until withdrawn in October 1995. It was broken up by CF Booth, Rotherham in July 1998. 45120 awaits departure with a Northbound express consisting of Mark I coaching stock, 5th February 1977. Leicester Station is in an interim period, it has lost its 1890’s overall roof but still retains the supporting walls and station buildings from that period. It still also retains the centre siding. All is now changed with modern platform buildings and a line of signs in lieu of the centre siding as can be seen. Compare this shot of 45120 with a shot of a class 222 Meridian in the similar position taken in March 2008 which can be found in the Multiple Unit Collection. 45120 was built as D107 at Crewe in 1961 and was to give twenty six years service before withdrawal in March 1987. It was broken up by MC Metals, Glasgow after dumped for four and half years in November 1991. 45150 has just been un-coupled from 1E47, a London St Pancras to Sheffield express in Platform 1 at Nottingham station, 26th July 1975. As can be seen from the paint work 45150 is very recently out of Derby Works were it has received a classified repair, lost its steam heating boiler and been fitted with electric train heating, the last of the class so fitted. Built at Crewe as D78 in 1960 I have it recorded at Derby Works ten years later on the 29th August 1970 in company with seven class 08’s, one class 11 (12062 withdrawn), six class 24’s (including 5088 withdrawn), eleven class 25’s, one class 44 (5), twelve class 45’s and four class 46’s making forty three locomotives in total. 45150 was destined to give twenty eight years service being one of the last twenty Peaks to be withdrawn when it was condemned in February 1988. It would linger for almost another four years before being towed to MC Metals at Glasgow and broken up in December 1991. On a bright sunny morning 20016 and 20070 approach Barton Lane, Attenborough heading for Toton Yard with a class 9 unfitted coal train made up of a mix of 21T coal hoppers and 16T minerals, 26th February 1977. 20016 is one of the original batch of class 20 locomotives from 1957and was originally D8016 and was allocated to Devons Road MPD in Bow, London to work cross-London transfer freights. By 1969 it was a Toton engine and on the 1st June 1969 it could be found in the old Great Northern steam shed at Colwich in company with five class 08’s (3403/07/25/26, 3790), twenty two class 20’s (8013/40/61/63/65/67, 8137/39/41/58/60/62/68/70/74/78/84/91/93/96/97/98), one class 31 (5629) and a class 47 (1808). 20016 remained a Toton engine for most of the remainder of its BR life and survived being stored in 1983, when a large number of Toton’s vacuum braked class 20 fleet were stored due to the reduction in coal traffic from pit closures and the continued introduction of air braked MGR coal wagons. Re-instated in 1984 following air brake and slow speed control fitment to enable it to operate MGR coal duties, this enabled 20016 to continue to give another eleven years service until withdrawn in April 1995. However 20016 has not been broken up and has spent the time since withdrawal in store at Bescot, MoD Smalmstown and currently (August 2008) Long Marston. 20070 was built in 1961 as D8070 and was withdrawn in April 1991, being broken up at MC Metals Glasgow in February 1992. 45133 passes under Wilford Road bridge as it accelerates a London bound express which has just departed from Nottingham station, 9th March 1977. Originally numbered D40 it was built at Derby in 1961 and would give twenty six years of front line service before withdrawal in May 1987. Following three years storage at March 45133 was purchased in January 1990 by the Class 45/1 Preservation Society and moved to the Midland Railway Centre in May 1990, in working condition. Since preservation 45133 has performed solidly and has represented the MRC at various BR Open Days. The loco has also visited several other preserved railways, as well as covering over 2,300 passenger miles in preservation. On the 3rd October 1857 a new railway terminus station was brought into use at Nottingham (later to be called London Road station) no more than a couple of hundred yards away from the current (ex Midland Railway) station. London Road station became the terminus for the London and North Western Railway and Great Northern Railway passenger traffic. With the opening of Nottingham Victoria in 1899 the GNR traffic transferred to Victoria. During World War 2 the remaining services transferred to the ex MR station and London Road station became an outgoing mail centre for the military. After the war it continued to be used as a parcels depot until 1988. Stabled in the sidings at London Road on the 19th October 1975 are 20156 and 20148. 20156 was built in 1966 as D8156 and is still in green livery nine years later. It would retain this until it received a classified repair at Glasgow works in June 1978 after which it became a Scottish locomotive. It would survive in traffic until withdrawn from Eastfield in June 1991 and was broken up by MC Metals, Glasgow in October 1993 45104 The Royal Warwickshire Fusilier approaches Barnt Green with an express heading South West, 14th April 1979. 45104 was built at Crewe as D59 and began its career allocated to Derby in February 1962. It would spend most of its twenty four years allocated to LMR depots. In 1974 D59 was fitted with electric train heating and became 45104. It received its final classified repair (light) at Derby works in June 1985 and was transferred to Tinsley in November 1986 where it would be one of the last survivors in traffic, not being withdrawn until 13th April 1988 following collision damage. It would survive almost another four years before finally being broken up by MC Metals, Glasgow in February 1992. 47515 backs down onto its train (replacing an electric locomotive) for the North Wales coast, 24th January 1976. Originally D1961 it was the last class 47 to be built at the Brush Falcon works at Loughborough and entered traffic in May 1968. Apart from the original batch of twenty class 47’s (D1500 – D1519) it was (along with D1960) one of only two other class 47’s fitted from new with electric train heating equipment. It would remain in traffic for twenty five years with spells at Crewe, Toton, Old Oak Common, Bristol and Eastfield MPD’s until withdrawn in January 1991.Incredably it would then languish, dumped around the Crewe area for another fifteen years before finally being broken up by HNRC on site at Crewe Diesel Depot. Passing a fine array of semaphore signals at Dunfermline Lower 20184 and 20216 head for the Fife collieries after unloading at Longannet Power Station, 14th April 1977. 45108 heads north through Market Harborough with an express from London St Pancras, 12th May 1979. Although Market Harborough is today firmly on the Midland it was also the junction for the former London a North Western Railway, Northampton – Peterborough line which ran parallel at this point. The Market Harborough – Peterborough section was closed in the mid 1960’s and all that is left in this photograph is the siding on the far right, however the junction and line to Northampton survived (which can be seen behind the first three coaches) until the early 1980’s. An interesting anomaly is that by this point in time the area is controlled by the London and North Western Railway signal box (Market Harborough No. 3, seen in the background) with both the Midland Railway signal boxes (Market Harborough No.1 and Market Harborough No.2) having been abolished. 45108 was originally D120 and was built at Crewe in 1961. It would be associated with the Midland Main Line for virtually all of its twenty six years of service. 45108 became derailed at Cricklewood in July 1987 and following re-railing was sent to Stratford for evaluation of the damage. With the class being rapidly withdrawn repair of the relatively minor damage was not sanctioned and 45108 was withdrawn on the 4th August 1987. 45108 would survive withdrawal to be purchased for preservation and can currently (June 2009) be found at the Midland Railway Centre. 45130 awaits departure from Leicester with a northbound express, 12th May 1979. 45130 was originally D117 and was built at Crewe in 1961. It was one of fifty Peaks selected in the first half of the 1970’s to lose there train heating boiler for electric train heating becoming 45130 in 1974. After twenty six years service predominantly on the Midland Main Line it would fall victim to the large class 45/1 fleet reduction that took place in May 1987 when twelve were condemned (almost 25% of the peaks modified with electric train heating). After lingering almost five years 45130 eventually reached MC Metals, Glasgow and was broken up in March 1992. 45112 Royal Army Ordnance Corps heads south along the Erewash Valley at Bennerley with a Sheffield – Nottingham – London St Pancras express, 16th April 1977. Originally D61 it was built at Crewe and entered traffic, allocated to Derby in March 1962. It was named Royal Army Ordnance Corps at Derby Works on September 14th 1965. In 1974 it was fitted with electric train heating and became 45112. After twenty five years service 45112 would fall victim to the large class 45/1 fleet reduction that took place in May 1987 when twelve were condemned (almost 25% of the peaks modified with electric train heating). However 45112 escaped being broken up and was bought for preservation. Restored and based at Bury on the East Lancashire Railway during the 1990’s by 2001 it was active on the main line. This spell of main line running came to an end in at the beginning of 2008 and since August 2008 it has been stored at Knottingley MPD. 20188 and 20135 head west at Bardon Hill with a train of 21 ton coal hoppers and 16 ton mineral wagons, 14th May 1979. The days of the unfitted coal train in the Leicestershire coalfield were drawing to a close as the National Coal Board were in the late 1970’s and early 1980’s installing rapid loading bunkers at Bagworth, Coalfields Farm, Lounge (Ashby), Swains Park (Moira) and Rawdon (Moira). The provision of these bunkers drove the resignalling of the line with the resignalling at Bardon Hill (as seen by the new colourlight signal in front of the semaphore signal) being undertaken as part of the works associated with the abolition of Bagworth and Ellistown signal box and commissioning the new track layout at Bagworth (controlled by Bardon Hill) provided for the new rapid loading bunker. This work was commissioned on the 26th August 1979. 20188 was originally D8188 and was built in 1967, allocated to Toton. It was to spend, as far as I can tell, its whole career allocated to Toton until withdrawn in January 1990. Following withdrawal it was sold for preservation and is currently (May 2009) based on the Severn Valley Railway. 20135 was originally D8135 and was built in 1966. After twenty six years service it was withdrawn in February 1992. Initially sold for preservation it was eventually acquired by Direct Rail Services who stripped it for spares and sold it for scrap, being broken up by JT Lanscapes at MOD Caerwent in July 2004. Only a few weeks out of Derby works following classified repair, 45036 stands at the east end of Platform 3 at Nottingham station having arrived on a semi fast express from St Pancras made up of Mark I coaching stock, 19th May 1979. 45036 was built at Derby in 1961 as D45 and allocated to Midland Main Line duties. It would survive in traffic for another seven years until withdrawn in May 1986. It was broken up in August 1988 by Vic Berry, Leicester. 44007 has lost its Ingleborough nameplates when photographed outside the shed at Toton on the 24th April 1977. Built at Derby works the ten class 44 locomotives were the “pilot series” of the Peak Type 4’s and were initially allocated to express passenger duties on the West Coast and Midland Main Lines. 44007 was built at Derby works as D7 and entered traffic, allocated to Camden in November 1959. It was immediately loaned to Derby but was back at Camden by April 1960. In 1962 the ten pilot series Peaks were relegated to freight locomotives and transferred to Toton for use on heavy freight duties in the continuing dieselisation of freight traffic in the East Midlands. From here to withdrawal the ten class 44 locomotives would be synonymous with Toton, in general only working to the limits of the route knowledge of Toton's goods link drivers and usually on out and back turns. The first of the class to be withdrawn from traffic was 44003 during July 1976, however 44007 would be one of the last three (44004/07/08) in traffic and on the 19th April 1979 had a final fling on class 1 passenger duty when the 15.16 Manchester - Harwich Parkeston Quay failed at Chesterfield. 44007 was added to the train for the run to Nottingham where it was replaced by 47533. The last three class 44 survivors were all withdrawn in November 1980 and whilst the other two were secured for preservation 44007 was broken up at Derby works during November 1981 25118 sits in Wilford Road yard at Nottingham, 1st March 1976. In 1976 the yard was extensive and busy, however now the siding 25118 is standing on and everything behind has disappeared and in its place are the Inland Revenue offices. 25118 was built at Derby in 1964 as D5268 and initially allocated to Toton. It was to spend virtually its whole career a Toton engine and would be seen around Nottingham on many occasions. Its career was relatively short lasting just over sixteen years as it was an early class 25 casualty being condemned in January 1981. After six months stored at Toton 25118 moved to Swindon works during October 1981, remaining intact until August 1983 when it was broken up. 20067 leading green liveried 20047 emerge from beneath Wilford Road bridge as they head along the Up Main towards Mansfield Junction, Nottingham, 1st March 1976. They appear to be working a train of unfitted coal hoppers and being on the Up Main suggests that they have probably originated from Staythorpe Power Station (Newark) and are heading for Bestwood Park yard on the Lean Valley. At this time Toton TMD had an allocation of over a hundred class 20 locomotives predominantly for these local colliery/power station workings in the Nottingham/Derby/Leicester coalfield and a Sunday would find them stabled at both Toton and the various sub sheds dotted around the coalfields. 20067 was originally D8067 and was built by English Electric in 1961. On entering traffic it was allocated to Darnall MPD in Sheffield for south Yorkshire freight duties. On the opening of Tinsley MPD, Darnall’s allocation was transferred to the new depot before moving on to Barrow Hill in 1966. By 1972 8067 had migrated south to Toton. In 1982 20067 was stored (in the goods shed at Wigston, Leicester) when a large number of Toton’s vacuum braked class 20 fleet were stored due to the reduction in coal traffic from pit closures and the continued introduction of air braked MGR coal wagons. 20067 was re-instated in 1983 following a visit to Crewe works for a General classified repair and fitment of dual brake equipment. On release it was transferred to Eastfield. However this “reprieve” proved to be relatively short lived because despite the investment 20067 was withdrawn less than four years later in January 1987 and was broken up by Vic Berry, Leicester in June 1988. 20047 was originally D8047 and was built by English Electric in 1959 and is still in main line operation fifty years later (October 2009) as 20301, being operated by DRS.

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]]> Sat Feb 20 2010 On this day in History – Derby – 18th February 1974 http://pics-by-john.photoblog.org.uk/c1816011.html A day at Derby Nottingham – Derby - Nottingham Class 03 (2386/97/99), class 08 (3023/29, 3790/92, 3996, 08108), class 20 (8068/71/72/83, 8142/53/80, 20198), class 23 (5901), class 25 (7562, 7607), class 28 (5705), class 31 (5591, 5674), class 37 (37250), class 43 (832), class 45 (45008), class 47 (1535, 47218), class 86 (86023, 86227) Derby Class 08 (3047, 3351, 08149, 08622/87), class 20 (8003, 8150, 8309), class 25 (5223/26/31, 7606/17, 25030, 25207/10), class 31 (5523, 5834, 31159/96), class 37 (6796, 37018), class 45 (17/21/25/26/30/31/57/68/82/84/98, 113/17/30/32/35/36, 45003, 45101), class 46 (143/47, 46007/09/21/35/42), class 47 (1688, 1960, 47032/85, 47129, 47314/60). A number of the above locomotives were photographed later in their careers and can be seen in this collection. Thursday 18 February 2010: A day at Derby Nottingham _ Derby - Nottingham Class 03 (2386/97/99), class 08 (3023/29, 3790/92, 3996, 08108), class 20 (8068/71/72/83, 8142/53/80, 20198), class 23 (5901), class 25 (7562, 7607), class 28 (5705), class 31 (5591, 5674), class 37 (37250), class 43 (832), class 45 (45008), class 47 (1535, 47218), class 86 (86023, 86227) Derby Class 08 (3047, 3351, 08149, 08622/87), class 20 (8003, 8150, 8309), class 25 (5223/26/31, 7606/17, 25030, 25207/10), class 31 (5523, 5834, 31159/96), class 37 (6796, 37018), class 45 (17/21/25/26/30/31/57/68/82/84/98, 113/17/30/32/35/36, 45003, 45101), class 46 (143/47, 46007/09/21/35/42), class 47 (1688, 1960, 47032/85, 47129, 47314/60). A number of the above locomotives were photographed later in their careers and can be seen in this collection.

25073 heads a long mixed freight past Lenton South Junction, 3rd September 1980. Built as D5223 it was the first of a batch of ten class 25’s built at Darlington in 1963, the order being transferred from Derby to enable Derby to redesign the class 25 body. Renumbered 25073 in the 1974 TOPS renumbering scheme it never received dual braking equipment (vacuum/air) and therefore was at risk when class 25 withdrawals commenced. It survived for another year after this photograph was taken being withdrawn in September 1981 and broken up at Swindon in August 1982. 46006 was new in 1961 as D143. The first ten “Peaks” (class 44) D1 - D10 were fitted with the four disc style train identification system. With the decision to use a system of four character alpha/numeric train identification the current locomotive orders saw changes to their designs to accommodate the new train identification system. For the “Peaks” (class 45) the initial change was the adding of two boxes on the nose end, split by the gangway doors and D11 – D15 were delivered so fitted. The gangway doors never reached their expected usage consequently D16 –D30 and D68 – D107 were delivered with the doors no longer incorporated into the nose, but the headcode boxes remained on the outside edges of the nose front. The next change in the nose end design was to bring the two headcode boxes into the centre of the nose, but retaining the central split between what had been the two separate headcode displays. These were fitted to D31 – D67, D108 – D137 (class 45) and D138 – D173 (class 46). The final production variant of the headcode panel was to bring the headcode panel together as one unit, with no central split in the display and this was fitted to D174 – D193 (class 46). This final variant would become the standard, particularly when locomotives were refurbished or required accident or corrosion repairs. 46006 has acquired this final version (replacing its original central split version) of headcode box when seen at Derby, October 1976. Withdrawn from traffic in September 1980 and stored at Swindon. Briefly reinstated at the end of 1981 before final withdrawal in January 1982. Broken up at Swindon in July 1985. 45024 crosses over to the Up Main at Tapton Junction and is approaching Chesterfield station with southbound Freightliner train in the winter sunshine on a cold clear 11th December 1976, Built at Derby in 1960 as D17 it was originally built with split headcode boxes, however it was one of a small number of class 45’s to lose these in favour of the single panel headcode box as seen here. 45024 was one of the first “Peaks” to be withdrawn, initially stored in August 1980 at Derby Works following serious fire damage. It was denied repair and formally withdrawn in two months later in October. From Derby it was eventually towed to Swindon and broken up in August 1983. 45130 enters Leicester with 1C26 an afternoon express for St Pancras, 17th August 1975. 1C26 I suspect is a semi fast stopping at the intermediate stations as its C headcode indicates an internal London Midland Region train to St Pancras and therefore this train will have started from either Derby or Nottingham. An express from Sheffield of course would have an inter regional M headcode. 45130 was originally D117 and was built at Crewe in 1961. After twenty six years service 45130 would fall victim to the large class 45/1 fleet reduction that took place in May 1987 when twelve were condemned (almost 25% of the peaks modified with electric train heating). After lingering almost five years 45130 eventually reached MC Metals, Glasgow and was broken up in March 1992. Probably the most famous Peak is 46009 and it is seen here heading for the South West with a train formed of Mark IIabc coaching stock with a Mark I catering vehicle and a full brake at Barnt Green, 14th April 1979. Built at Derby it was originally numbered D146 and it entered service during December 1961. It would spend the next twenty two years allocated to either Laira or Gateshead working cross country and secondary East Coast Main Line duties. It received a classified repair (light) at Derby works during October 1980 (one of the last three class 46 locomotives to receive any classified repair) at a time when twenty one other members of the class were being stored. Its boiler was isolated during December 1982 and it received the power unit from 46004 at Stratford during August 1983. Although withdrawn in October 1983 it was transferred to Toton for Research Department duties in November 1983 and allocated the number 97401 (which it never carried). It was finally withdrawn in July 1984 and selected as the locomotive to be used in a CEGB Atomic flask crash test demonstration at the Old Dalby test track. On the 17th July 1984 46009 hauling four Mark I coaches at 90mph+ crashed into a weltrol wagon carrying a nuclear flask. The remains of 46009 were broken up on site shortly after the demonstration by Vic Berry. 20083 is stabled at the side of the shed at Ayr MPD on the 30th August 1978. Interestingly it has acquired only half of the miniature snowplough fittings on the nose end, are they in the process of being fitted ready for the coming winter or has it “lost” half sometime during the summer? 20083 was originally D8083, was built in 1961 and was sent to operate in the Scottish lowlands, particularly in the Forth-Clyde area, and the Fife coalfield. Transferred to Toton in the early 1970’s it was back in Scotland by the end of 1974. It would remain in Scotland until 1986 when it again moved south, this time to Tinsley. Withdrawn at the end of the 1980’s it was sold to Hunslet-Barclay for contract use (weed killing duties) and overhauled at the Hunslet – Barclay’s works at Kilmarnock in May 1989. Following overhaul it was renumbered 20903. It was later sold to DRS (2000) and then to HNRC (2006) and is currently (February 2009) in store at Long Marston. 20003 heads a line of class 20’s stabled on a Saturday afternoon in the shed yard at Tinsley, 9th April 1977. 20003 is one of the original batch of class 20 locomotives from 1957and was originally D8003 and was allocated to Devons Road MPD in Bow, London to work cross-London transfer freights.By the early 1960’s it had migrated to Crewe South before returning to north London with a transfer to Willesden in 1962. By 1972 it was a Toton engine and by 1974 it had transferred to Tinsley. A slow trickle of class 20 withdrawals started in 1976 and this slow trickle continued on and off for the next thirteen years until the pace of withdrawals started to increase in 1989. 20003 would be one of these early withdrawals being condemned in December 1982 from Immingham. It would be broken up just over a year later at Crewe works in August 1984. 37018 drifts through Doncaster station light engine, 3rd January 1976. 37018 was released from English Electric Vulcan Foundry, as D6718 on the 5th June 1961 and allocated to Stratford and it would remain in East Anglia until transferred to Tinsley in May 1968. In September 1973 it transferred to Immingham for a seven year stay before transfer back to Tinsley in October 1980 for a short stay until January 1981 when it transferred to Eastfield for West Highland duties. In the early months of 1987 it entered Crewe works for refurbishment and reappeared in April 1987 as 37517. On release from Crewe works it was off to the North East with a transfer to Thornaby where it was to remain for four years before transfer back to Scotland at Motherwell in July 1991. Transferred south to Immingham in May 1992 where it would remain (apart from two months at Thornaby in 1995) until November 1998 when again it headed north to Motherwell. By 2000 the influx of class 66 locomotives had massively reduced the class 37 duties and it would spend the next six years predominately in store between sandite seasons until finally dumped at Healey Mills in 2005. It was sold by in December 2007 to the West Coast Railway Company and currently (March 2009) it can be found dumped at Carnforth. Split headcode Peak 45020 departs for the south west from platform 4 at Derby with a cross country express formed of Mark IIabc coaching stock, 9th April 2009. 45020 was built in Derby as D26 in 1961 and was for most of its career a Leeds engine. Towards the end it moved to Tinsley and finally Toton from where it was withdrawn in December 1985. It would languish following withdrawal for nearly three years until broken up by Vic Berry, Leicester in august 1988. 20068 and 20180 wait for the road east at Nottingham Midland, 9th May 1979. 20068 was originally D8068 and was built in 1961. On entering traffic it was allocated to Darnall MPD in Sheffield for south Yorkshire freight duties. On the opening of Tinsley MPD, Darnall’s allocation was transferred to the new depot. By 1972 8068 had migrated south to Toton. In 1982 20068 was stored when a large number of Toton’s vacuum braked class 20 fleet were stored due to the reduction in coal traffic from pit closures and the continued introduction of air braked MGR coal wagons. 20068 was re-instated in 1983 following a visit to Crewe works for a General classified repair and fitment of air brake and slow speed control equipment to enable it to operate MGR coal duties. On release it was transferred back to Tinsley. However this “reprieve” proved to be relatively short lived because despite the investment 20068 was withdrawn four years later in July 1987. It would linger for six years before being broken up by MC Metals, Glasgow in December 1993. 20180 was originally D8180 and was built in 1966. It was allocated to Toton from new and was withdrawn in March 1988 also still allocated to Toton. As far as I can tell it was never transferred and spent it’s whole life a Toton engine. 20180 was broken up by Vic Berry, Leicester in May 1990. Class 08 0-6-0 diesel electric shunter 08016 stands in the yard at Rowsley, Peak Rail, 7th September 2009. Originally 13023 and then later under the 1957 renumbering scheme D3023 it was built at Derby in 1953 and allocated to Cricklewood. Throughout the 1950’s and 1960’s it was allocated to Cricklewood until transferred to Bescot in 1967. By 1972 had migrated to Bletchley and by 1974 it was at Newton Heath from where it was withdrawn in May 1980. Following withdrawal it was sold to the National Coal Board and transferred to the British Oak Disposal Point, Crigglestone where it worked until sold for preservation. Whilst a lot of the coal traffic in the South Yorkshire and North Nottinghamshire coalfields had by 1977 gone over to air braked 32 ton MGR hopper wagons there was still some of the more traditional workings and here we have 31196 with a train of vacuum braked/unfitted 21 ton coal hoppers heading west through Retford, 6th July 1977. 31196 was built at the Brush Falcon works, Loughborough in 1960 as D5620 and entered traffic in June 1960, allocated to March MPD. By 1966 it had transferred to Stratford and by 1973 to Immingham where it would remain through out the 1970/80’s. By 1991 it was back at Stratford from where it was withdrawn in February 1993. Following withdrawal it would linger at Stratford for eight years before being broken up on site by HNRC in February 2001.

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]]> Thu Feb 18 2010 On this day in History – Newcastle – 18th February 1973 http://pics-by-john.photoblog.org.uk/c1816010.html A day trip to Newcastle Nottingham – Derby (M50503), Derby – Newcastle (62) Class 03 (2044/80, 2388), class 08 (3174, 3229/46/53/93, 3363/71, 3400/26, 3569/70/77, 3779, 3832, 3917, 4030), class 11 (12136), class 20 (8129/93), class 23 (5901), class 25 (5173, 5243, 7571), class 31 (5538/43/59/85/87, 5600/70, 5845), class 37 (6701/03/06/78, 6813, 6952), class 40 (248/57/74/78), class 45 (38/62/81), class 46 (192), class 47 (1513/51/60, 1668, 1779/84/85/91), class 55 (9001/06), class 76 (76018/21/29/36/43/36/56). Newcastle Class 03 (2066, 2170), class 37 (6771/84, 6820), class 45 (26), class 47 (1501/11, 1838), class 55 (9002/03/12). Gateshead 52A Class 03 (2052/53/71/74, 2165), class 31 (5616, 5856), class 37 (6716/68, 6900/12), class 40 (225/51, 346/53), class 46 (168/77/91), class 47 (1101, 1541/45/49/56, 1781), class 55 (9005/08/19) Newcastle - Derby (62), Derby - Nottingham Class 08 (3504, 3687, 4047), class 31 (5520/58/59/85), class 37 (6713/67, 6901), class 43 (832), class 46 (172), class 55 (9013). A number of the above were withdrawn and awaiting disposal: 2052/53/71/74 withdrawn from Gateshead in May 1972 and broken up by A Draper, Hull in October 1973, 2388 withdrawn from Derby in July 1972 and broken up by CF Booth, Rotherham in October 1973 and 12136 withdrawn from Stratford in December 1971 and broken up by TW Ward, Beighton in March 1977. The outward journey between Chesterfield and Sheffield was also via the “back road” via Barrow Hill, Beighton, Orgreaves as evidenced by the class 76 electrics seen in the exchange sidings at Rotherwood and 12136 in TW Wards yard. A number of the above locomotives were photographed later in their careers and can be seen in this collection. Thursday 18 February 2010: A day trip to Newcastle Nottingham _ Derby (M50503), Derby _ Newcastle (62) Class 03 (2044/80, 2388), class 08 (3174, 3229/46/53/93, 3363/71, 3400/26, 3569/70/77, 3779, 3832, 3917, 4030), class 11 (12136), class 20 (8129/93), class 23 (5901), class 25 (5173, 5243, 7571), class 31 (5538/43/59/85/87, 5600/70, 5845), class 37 (6701/03/06/78, 6813, 6952), class 40 (248/57/74/78), class 45 (38/62/81), class 46 (192), class 47 (1513/51/60, 1668, 1779/84/85/91), class 55 (9001/06), class 76 (76018/21/29/36/43/36/56). Newcastle Class 03 (2066, 2170), class 37 (6771/84, 6820), class 45 (26), class 47 (1501/11, 1838), class 55 (9002/03/12). Gateshead 52A Class 03 (2052/53/71/74, 2165), class 31 (5616, 5856), class 37 (6716/68, 6900/12), class 40 (225/51, 346/53), class 46 (168/77/91), class 47 (1101, 1541/45/49/56, 1781), class 55 (9005/08/19) Newcastle - Derby (62), Derby - Nottingham Class 08 (3504, 3687, 4047), class 31 (5520/58/59/85), class 37 (6713/67, 6901), class 43 (832), class 46 (172), class 55 (9013). A number of the above were withdrawn and awaiting disposal: 2052/53/71/74 withdrawn from Gateshead in May 1972 and broken up by A Draper, Hull in October 1973, 2388 withdrawn from Derby in July 1972 and broken up by CF Booth, Rotherham in October 1973 and 12136 withdrawn from Stratford in December 1971 and broken up by TW Ward, Beighton in March 1977. The outward journey between Chesterfield and Sheffield was also via the _back road_ via Barrow Hill, Beighton, Orgreaves as evidenced by the class 76 electrics seen in the exchange sidings at Rotherwood and 12136 in TW Wards yard. A number of the above locomotives were photographed later in their careers and can be seen in this collection.

47402 awaits the right away with a service for Heywood, 20th October 2007. Delivered from Brush Loughborough in November 1962 as D1501 to Finsbury Park it was the second of the first batch of twenty class 47 locomotives. It was to remain an Eastern Region locomotive all its life and like all this first batch of class 47’s will be associated with passenger duties on the East Coast Main Line. These twenty locomotives were built with both a steam heating boiler and electric train heating. In September 1977 47402 was stationary at Farnley Junction (Leeds) at the head of the 21.50 York to Manchester mail train, when it was hit head-on by the 20.40 Liverpool to Hull DMU. Both drivers were killed and 15 passengers on the DMU were injured, some seriously. Despite extensive front-end damage, 47402 was fully repaired and continued in operational service for a further 15 years. These first twenty class 47 locomotives differed in a number of areas to the rest of the class, this made them prime candidates for withdrawal (despite being fitted with electric train heating) when reductions in the class 47 fleet commenced. Briefly withdrawn in January 1991 it was reinstated and continued until July 1992 when it was finally condemned after almost thirty years service. Following withdrawal 47402 was purchased in December 1993 for preservation. 76021 heads a line of class 76 locomotives at rest at Wath MPD sometime in 1974 or early 1975. 76021 was built at Gorton Works (Manchester) and entered traffic in October 1951 as E26021. I first saw E26021 on Reddish MPD on the 31st October 1969 and I have it recorded on Doncaster Works on the 15th April 1973 renumbered as 76021. Fitted with dual brakes and multiple working equipment in the early 1970’s it would survive in traffic until the end of the Woodhead route and the 1500v dc electrification in July 1981. Following withdrawal it was eventually broken up by CF Booth, Rotherham in April 1983. 55002 The Kings Own Yorkshire Light Infantry has just crossed the flat crossing at Newark as it heads south with the 1A22 10:48 Newcastle - King’s Cross on the 5th March 1977. Originally D9002 it was delivered on the 9th March 1961 to Doncaster Works and was accepted into BR service, allocated to Gateshead MPD. After almost twenty one years of service pounding up and down the East Coast Main Line 55002 was withdrawn on the 2nd January 1982 and presented to the National Railway Museum. 55012 Crepello heads north through Newark with 1S24 11:55 King’s Cross - Aberdeen, 25093 passes Lenton South Junction with what I believe to be 4M22, Peterborough - Crewe parcels, 3rd September 1980. Of note are the two pre nationalisation designed vehicles (3rd and 5th) in the formation as these were getting rare by 1980. Originally D5243 it was one of a batch of locomotives constructed at Derby works during the last quarter of 1963, being delivered to Toton during January 1964. D5243 made its test run from Derby to corby and back on the 3rd January 1964. D5243 would become one of the most transferred locomotives on British Railways when withdrawn and even included a spell at Hither Green in September 1964 to cover for a temporary shortage of electric locomotives. On withdrawal in November 1982 it had been transferred twenty eight times and had been allocated to depots within all of the BR regions except the Eastern. Its last classified repair had been at Glasgow works which is denoted by the bodyside numbers carried in this photograph. Following withdrawal it migrated to Derby works and would remain until the 23rd July 1985 when eight class 25’s left Derby works for the last time with 25093, 25105/164, 25234/248/260, 25312/319 running as the 9X12 17.05 Derby works - Swindon works hauled by 45060. Despite 25093 being dragged down to Swindon works for breaking up events overtook this action with Swindon works closing and the remaining withdrawn locomotives being consigned to Vic Berry of Leicester. Thus on the 3rd June 1987 25093, 25180/193 & 25306 were towed to Vic Berry's, Leicester arriving the next day. 25093, would linger until finally broken up in February 1988 37006 leads 37001 on a train of empty bogie steel wagons past Thornaby station, 18th June 1976. 37006 was released from English Electric Vulcan Foundry, as D6706 on the 20th January 1961 and allocated to Norwich. Quickly transferred to Stratford it would remain in East Anglia until transferred to Wath and then Tinsley in 1967 and then to Thornaby in May 1970. It stayed at Thornaby for eleven years before transfer to Healey Mills in October 1981. It was back to the North East in September 1984 with a transfer to Gateshead. In the summer of 1986 it entered Crewe works for refurbishment and reappeared in September 1986 as 37798. During this refurbishment the English Electric generator was replaced with a Brush BA1005A alternator, the locomotive was extensively re-wired and ballast weight was added to give extra 'pulling power' when hauling heavy freight trains. On release from Crewe works it was off to the Western Region with a transfer to Cardiff where it was to remain for five years before transfer to Immingham in May 1993. This was followed with spells at Stewarts Lane, Toton and Crewe before finally being stored at the end of 2003. At the begining of 2009 it could be found dumped at Margam awaiting the final journey having been sold for scrap. 40048 approaching Doncaster on a northbound extra, which I catch for a run to York. 28th August 1976. Originally D248 it was built by English Electric at the Vulcan Foundry and entered traffic in November 1959, allocated to Gateshead. Being vacuum brake only 40048 was an early casualty in the run down of the class 40 fleet being withdrawn in October 1977 and broken up at Doncaster in June 1980. 55005 The Prince of Wales Own Regiment of Yorkshire awaits the “right away” from Doncaster on a wet 30th October 1976. Delivered as D9005 on the 25 May 1961 and ran light from Vulcan Foundry, Newton-le-Willows, to Doncaster Works, allocated 52A, Gateshead. Named on the 27th September 1963 (it was the longest name bestowed on a Deltic locomotive). D9005 was the first Deltic to traverse the Settle & Carlisle route. This was achieved on the 17th June 1967 when hauling the return leg of 47518 enters the long gone locomotive servicing yard adjacent to Kings Cross station to join at least three more class 47’s being serviced or stabled, 13th November 1976. Entered traffic 12th August 1966 as D1101, allocated to York. Built with a Stone Vapour 4625 steam heating boiler by this date it had also been fitted with electric train heating making it dual fitted. It remained on ECML duties April 1986. Its last five years were more nomadic with spells at Bristol, Crewe, Eastfield and Inverness. Withdrawn in November 1991 and broken up three years later at MC Metals Glasgow in October 1994. 31125 awaits departure from Grantham with a southbound passenger train, 22nd January 1977. One of the early class 31/1 locomotives that externally had much in common with the original class 31/0s as they were fitted with discs and lacked the roof mounted headcode box. All the class 31/1 locomotives had steam heating boilers fitted from new and it is still operational on 31125 on this grey wet Saturday morning. It is highly likely that I had a ride behind 31125 down the East Coast at least as far as Peterborough in a nice warm steam heated Mark I carriage. Delivered as D5543 in 1959, I first saw this engine at Doncaster on the 23rd August 1969. It gave thirty five years service before being withdrawn in December 1994. Dumped in Bescot Yard following withdrawal it would survive for another six years before being dispatched to Kingsbury and breaking up, being disposed of in May 2001. Following the abandonment of displaying the train reporting number on the locomotive the initial impact for the Peaks was the display of 0000 in the headcode boxes. This was followed by the fitment of black screens with two white dots (“domino” screens) to the headcode boxes. The final impact was to remove the headcode boxes completely which were replaced by sheet metal front end with two marker lights. The first Peak fitted with this style was 45071 in 1975 following accident damage. A few more examples appeared in 1976 and by 1977 this modified front end was being fitted in increasing numbers as shown by 46040 awaiting departure from platform 1 at Derby, 12th February 1977. Built as D177 in 1962 it would last eighteen years in service. Withdrawn in December 1980 it would languish at Swindon awaiting its fate. It was not among those reinstated at the end of 1981 and the Swindon cutting torches beckoned, however one final journey remained. During the first week of January 1982 recently reinstated 46032 was in Derby Works for power unit repairs and 46040 was sent up to Derby from Swindon as a source of spares to assist with the repair. By April all useful parts had been recovered and the remains of 46040 were broken up. 40074 takes a rest between duties, Doncaster MPD 6th March 1977. Built in 1960 it entered traffic on the 9th May and was fitted with a Stones Vapour boiler denoted by the long-short-long boiler vent grills and a rectangular boiler exhaust port which can be seen at roof level behind the (No. 2) cab. Class 40 locomotives fitted with Clayton boilers can be distinguished by having long-long-short boiler vent grills and a circular boiler exhaust port. After almost twenty four years service it was withdrawn in March 1984 and broken up at Doncaster Works in December 1984. An “over the fence” shot of 37120 at the side of Doncaster Works, 24th February 1979. Originally D6820 it entered traffic on the 29th March 1963 allocated to Cardiff Canton. Its first transfer was to York in 1966 after which it was regularly on the transfer list with spells at Thornaby (1968), Gateshead (1970), Stratford (1970, 1979 and 1987), March (1972), Tinsley (1976, 1984 and 1985) and Canton (1985 and 1987). Refurbished as a class 37/7 in January 1988 with the main generator replaced by an alternator, rewired, additional weight and a new number of 37887. Transferred to Canton in May 1988 where it would remain there for the next eleven years before a final transfer to Toton three months prior to withdrawal in October 1999. Dumped at Immingham following withdrawal for eight years before finally moving to CF Booth Rotherham for breaking up which was completed in April 2008. 55013 The Black Watch and 254027 (43108 or 43109) stand on the stops at Kings Cross, 10th March 1979. Originally D9013 it entered service on the 14th September 1961, based at Haymarket MPD. It was one of the five Deltics to receive a Heavy General Repair (undertaken at Doncaster in 1976) which would keep it in service almost until the end of Deltic operation. On the 16th December 1981 whilst working 1B26 07:23 Peterborough - King's Cross, it suffered an engine failure at Wood Green and had to be assisted to Kings Cross by 31292, this was to be its final working as it was withdrawn four days later. By the end of January 1982 it had arrived at Doncaster and was broken up in December 1982. A filthy 47083 Orion storms through Barnt Green heading for Birmingham with an express formed of Mark I coaching stock, 14th April 1979. 47083 was built at Crewe as D1668 and entered traffic in March 1965 allocated to Canton. It would spend the next twenty years on Western Region duties until it gained electric train heating and a new number, 47633 during a visit to Crewe works in the latter months of 1985. On release from Crewe in January 1986 it transferred to Scotland being allocated to Inverness and then moving to Eastfield in May 1987. The investment made at the end of 1985 does not seem to have been rewarded as 47633 was withdrawn in November 1990 less than five years after being equipped with electric train heating. It would linger for over four years before finally being broken up by MC Metals, Glasgow in June 1994. 47412 sits outside the small shed at Peterborough awaiting its next duty, 8th February 1977. One of the first batch of twenty class 47 locomotives built and it was delivered from Brush Loughborough in February 1963 as D1511 to Finsbury Park MPD. It was to remain an Eastern Region locomotive all its life and being always allocated to MPD’s (Finsbury Park, Tinsley, York and Gateshead) which had “top link” East Coast Passenger duties it would spend the next twenty four years predominantly pounding up and down the East Coast Main Line on express passenger, sleeper and “excursion” traffic. These twenty locomotives were built with both a steam heating boiler and electric train heating and also differed in a number of areas to the rest of the class. This made them prime candidates for withdrawal (despite being fitted with electric train heating) when reductions in the class 47 fleet commenced and 47412 was withdrawn in July 1987. It would be almost five years before it was broken up by CF Booth, Rotherham in March 1992. The approximate 195 tons trailing load of six Mark I vehicles plus the 109 tons of the locomotive is obviously to much for the 1470 bhp available to 31421 to get it up the Lickey bank as it has picked up the two class 37 bankers to give it a shove up the hill. An added problem would be the electric train heating equipment (if switched on) would further limit the power available for traction for what many consider to be an underpowered locomotive. The class 31, 2x class 37 combination is seen here as they start to accelerate away from the standing start as they approach Bromsgrove station and the start of the bank, 14th April 1979. 31421 was originally D5558 and was built in 1959. The class were built with even less powerful Mirrlees JVS12T 1250bhp engines but the engines were not successful and in 1964 a programme of works commenced to re-engine the fleet with the more powerful 1470bhp English Electric 12SVT engine. Under the 1973 TOPS renumbering scheme D5558 became 31140. During the 1970’s a number of class 31’s were fitted with electric train heating equipment for both secondary passenger duties and empty coaching stock duties between carriage depots and stations. 31140 was fitted during the autumn of 1974, was renumbered 31421 and allocated to Cricklewood for empty coaching stock duties between Cricklewood and St Pancras. Despite being somewhat underpowered it would give thirty eight years service and would remain in traffic until withdrawn in March 1997. Following withdrawal it was stored in Crewe South Yard for a number of years until moved to Carnforth in January 2003. This was followed in September 2003 with a move to the Midland Railway Centre at Swanwick. However preservation passed it by and in April 2007 it was transported by road to EMR Kingsbury and broken up in August 2007. With the steady withdrawal of class 03’s through out the 1970’s Darlington station pilot had, by 1979 become a class 08 duty and was being undertaken on the 5th May 1979 by 08161. Originally 13229 and later D3229 it was built at Darlington in 1955 and would not stray far from its place of birth being allocated to Darlington MPD from at least 1959 until the depot closed around 1984. I first saw this engine on Darlington MPD during a visit on the 11th October 1969. Following closure of Darlington depot 08161 transferred to Thornaby from where it was withdrawn shortly afterwards in November 1985. 08161 was quickly disposed of, being broken up at Doncaster works in March 1986. 46035 approaches Darlington station with 1V96, a southbound express for the Western Region, made up of Mark I coaching stock, 13th February 1976. 46035 was built at Derby in 1962 as D172 and was part of a batch of twenty seven Peak Type 4 locomotives allocated to Gateshead for North East – South West , Trans-Pennine and secondary East Coast Main Line duties. It would remain a Gateshead engine for all of its traffic career. On October 10th 1978 46035 was severely damaged by fire at Charfield and with class 46 withdrawals having commenced its repair is surprising. It was also one of the last class 46 locomotives to receive a classified repair at Derby works during February 1980. This repair would see it survive the mass storage of the class at the end of 1980. In November 1984 46035 was withdrawn in full working order, surplus to requirements, however it was quickly reinstated for use by British Rail Research and renumbered into the departmental fleet as 97403 and named Ixion. When its Research duties ended it entered preservation and on the 1st October 1995 became the first preserved main line diesel to run on the main line. It can currently (July 2009) be found at the Crewe Heritage Centre. 20193 stands on 12 road outside the shed at Toton, 24th April 1977. 20193 was originally D8193 and was built by English Electric in 1967. It was allocated to Toton from new and was to spend virtually all its career allocated there until withdrawn in July 1989, the exception being a brief spell at Eastfield around 1986. 20193 was broken up by MC Metals, Glasgow in December 1990. 37201 ambles through Nottingham station with a train of 4 wheeled oil tanks, 30th May 1979. Built by English Electric at their Vulcan Foundry works it was released into traffic in October 1963 as D6901 and allocated to Cardiff Canton MPD. Transferred to Gateshead in March 1967, Thornaby in October 1970, Healey Mills in January 1972 and Immingham in August 1972 where it would remain for the next sixteen years. It was transferred to Motherwell for a three year spell in July 1988, returning south to Thornaby in January 1991 and then back to its first home, Cardiff in April 1991. From South Wales it was back to Scotland in December 1992 with transfer to Inverness. In February 1994 it was stored unserviceable but was reinstated in June 1994, allocated to Motherwell. In April 1995 it moved south again to Bescot and in September 1996 it was stored, to be followed by withdrawal in December 1999. In 2002 it was purchased by HNRC and moved to Barrow Hill but it was used as a source of spares and the remains broken up by CF Booth, Rotherham in March 2009. 45143 5th Royal Inniskilling Dragon Guards approaches Duffield station with a Sheffield – London St Pancras express, 1st June 1979. Built at Crewe works as D62 it entered traffic in March 1962 allocated to Derby, at the start of a career that would last just over twenty five years, most of which would consist of charging up and down the Midland Main Line. It was named 5th Royal Inniskilling Dragon Guards in the early 1960’s. 45143 has the final style of nose end with the headcode boxes having been removed and two marker lights fitted. On the 12th June 1985 in celebration of the 300th anniversary of the Battle of Waterloo, in which the 5th Dragon Guards fought, a specially prepared (by Toton) 45143 arrived at Waterloo on the 05.48 ex Exeter. With the 5th Royal Inniskilling Dragon Guards regimental band entertaining the crowds, the Duchess of Westminster renamed the locomotive with '5th Royal Inniskilling Dragon Guards 1685-1985. After the ceremony 45143 worked the 13.10 Waterloo – Exeter. It would fall victim to the large class 45/1 fleet reduction that took place in May 1987 when twelve were condemned (almost 25% of the peaks modified with electric train heating). After lingering almost seven years at March 45143 eventually reached MC Metals, Glasgow and was broken up in March 1994. 46054 stands at the north end of platform 2 at Derby having arrived on 1M25, 09:25 Paignton – Derby service, 25th June 1977. 46054 was built at Derby works in 1962 as D191 and allocated to Gateshead MPD for North East – South West cross country and secondary East Coast Main Line duties. It was one of fifty six Peak class locomotives fitted with Brush electrical equipment instead of Crompton Parkinson which would form class 46. It would spend its whole career allocated to Gateshead. At the end of the Summer timetable in 1980 there was a massive cull of the class 46 fleet with over half the fleet stored. 46054 was stored at Swindon works in November 1980 from where it was officially withdrawn in December 1980. However an increased demand for Type 4 locomotives at the end of 1981 found British Rail looking to the withdrawal and storage lines at Swindon and eleven class 46 locomotives were re-instated with 46054 being officially reinstated on the 29th November 1981. The expectations demanded of these locomotives must have been something of a challenge as they had been in open storage for at least twelve months and the challenge proved beyond 46054 as it was again withdrawn in January 1982 having never actually leaving Swindon works. It would be broken up at Swindon works in August 1983. Rotherwood exchange sidings on the outskirts of Sheffield was the eastern limit of the 1500v dc “Woodhead” electrification scheme and the exchange point between diesel and electric traction. Stabled in the yard on the 6th July 1977 awaiting its next westbound freight is 76056. It was built at Gorton works (Manchester), with electrical equipment provided by Metropolitan Vickers in 1954 as E26056 and was one of the class to be fitted with a steam heating boiler to enable use on passenger trains in the winter months. Whilst in use on passenger duties up to the end of the 1960’s it carried the name Triton. 76056 was never fitted with dual or air brakes and was withdrawn within a year of this photograph in June 1978, before the final closure of the Woodhead route in July 1981. Following withdrawal it was dumped at Reddish MPD until finally broken up on site by CF Booth, Rotherham in February 1983.

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]]> Thu Feb 18 2010 Ravenglass and Eskdale Railway – 10th July 1979 (Part 1). http://pics-by-john.photoblog.org.uk/c1815706.html The Ravenglass and Eskdale Railway opened on May 24th 1875, its main purpose being to ferry iron ore from workings near Boot to the coast at Ravenglass. Built to a gauge of 3 feet, problems soon arose relating to the iron ore and the line was declared bankrupt as early as 1877, however passenger traffic continued until the line finally closed in 1913. Unused for two years, in 1915 the miniature railway engineer WJ Bassett-Lowke acquired the line as a base for testing his little locomotives and by 1917 the track throughout was re-gauged track to 15 inches and the passenger service recommenced. Quarrying also recommenced on the line near Beckfoot and granite blocks were transported to Murthwaite, where they were crushed for use mainly as road stone and railway ballast until this ceased in 1953. The line again closed completely in 1960. The Ravenglass and Eskdale Railway Preservation Society. formed by enthusiasts, bought the line at auction in September 1960. Wednesday 17 February 2010: The Ravenglass and Eskdale Railway opened on May 24th 1875, its main purpose being to ferry iron ore from workings near Boot to the coast at Ravenglass. Built to a gauge of 3 feet, problems soon arose relating to the iron ore and the line was declared bankrupt as early as 1877, however passenger traffic continued until the line finally closed in 1913. Unused for two years, in 1915 the miniature railway engineer WJ Bassett-Lowke acquired the line as a base for testing his little locomotives and by 1917 the track throughout was re-gauged track to 15 inches and the passenger service recommenced. Quarrying also recommenced on the line near Beckfoot and granite blocks were transported to Murthwaite, where they were crushed for use mainly as road stone and railway ballast until this ceased in 1953. The line again closed completely in 1960. The Ravenglass and Eskdale Railway Preservation Society. formed by enthusiasts, bought the line at auction in September 1960.

The newest engine on the Ravenglass and Eskdale Railway is 2-6-2 Northern Rock which is seen here at Ravenglass on the 10th July 1979. It was built in the workshops at Ravenglass to the design of the then chief engineer, Ian Smith, Northern Rock first saw service in 1976. So successful was the design that two further locomotives were commissioned for use in a tourist park in Japan. The locomotive has always carried the Muscat Green with red, dark green and white lining of the Highland Railway. Ravenglass and Eskdale Railway 2-6-2 Northern Rock is seen here at Ravenglass on the 10th July 1979 The oldest engine on the Ravenglass and Eskdale Railway is 0-8-2 River Irt which is seen here at Ravenglass on the 10th July 1979. It was built in 1894 as 'Muriel' by Sir Arthur Heywood, the locomotive worked at the Eaton Hall Railway at the turn of the 19th Century. From there it is believed it saw service at the munitions factory in Gretna, before arriving at Ravenglass in 1917. It was rebuilt in 1927 and renamed River Irt, becoming the mainstay of passenger operations. Its appearance was improved in the 1970’s with the addition of a taller chimney and its performance enhanced with a new, larger boiler. Ravenglass and Eskdale Railway 0-8-2 River Irt is seen here at Ravenglass on the 10th July 1979.

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]]> Wed Feb 17 2010 On this day in History –Toton – 15th February 1970 http://pics-by-john.photoblog.org.uk/c1814982.html On this day forty years ago despite it being the winter it was out with the push bike for a twenty mile round trip to Toton for a “bunk” round the shed. This is what was seen that day: class 08 (3039/58, 3345/62, 3852/59, 3996/97), class 20 (8005/06/34/38/39/44/59/60/61/71/75/76, 8112/35/40/46/48/54/68/76/94), class 25 (5226/47/67, 7604/54), class 44 (9), class 45 (13/38/41/68/83/87/94, 100/10/16), class 46 (159), class 47 (1522, 1612, 1803/12/22/23/27/31/57/62, 1961). Although a Sunday only fifty seven locomotives and only one class 44 seen which suggests I got “slung out” half way round. A number of the above locomotives were photographed later in their careers and can be seen in this collection. Monday 15 February 2010: On this day forty years ago despite it being the winter it was out with the push bike for a twenty mile round trip to Toton for a _bunk_ round the shed. This is what was seen that day: class 08 (3039/58, 3345/62, 3852/59, 3996/97), class 20 (8005/06/34/38/39/44/59/60/61/71/75/76, 8112/35/40/46/48/54/68/76/94), class 25 (5226/47/67, 7604/54), class 44 (9), class 45 (13/38/41/68/83/87/94, 100/10/16), class 46 (159), class 47 (1522, 1612, 1803/12/22/23/27/31/57/62, 1961). Although a Sunday only fifty seven locomotives and only one class 44 seen which suggests I got _slung out_ half way round. A number of the above locomotives were photographed later in their careers and can be seen in this collection.

57005 sits in the dock siding at the north end of platform 1 at Derby station on the 16th February 2009. Originally class 47 locomotive D1831 built in 1965 and initially allocated to Toton, it became 47350 in the 1973 TOPS renumbering scheme. In 1997 Freightliner placed an order for an initial six class 57/0 locomotives, rebuilt by Brush Traction at Loughborough from redundant class 47 locomotives. The locomotives are fitted with a refurbished General Motors engine, and a reconditioned alternator, vastly improving reliability and performance. 57005 was delivered to Freightliner in 1998 and named Freightliner Excellence. In 2007, Freightliner started to replace its Class 57s with new class 66 locos and 57005 is now operated by Cotswold Rail and has been repainted in their Advenza Freight livery. 45142 approaches Nottingham at Lenton South Junction with an express from St Pancras, 3rd September 1980. 45142 dates from 1960 and was built at Crewe as D83. In 1974 D83 was fitted with electric train heating and became 45142. The discontinuance of train identification by the four character alpha/numeric displays made immediately redundant all the headcode equipment on many classes of locomotive. From 1975 the Peaks were modified as they passed through Derby by replacing the front panel, and therefore all evidence of the headcode boxes by sheet metal. Two marker lights were also added to the front panel and additionally over time the number of brackets and handholds on the cab fronts was simplified with those situated on the upper part of the nose being removed. On 18th June 1987 45142 caught fire at Slaithwaite whilst working an early morning parcels train, the fire damage proved terminal for this veteran, by the end of the month 45142 was withdrawn. Moved to March for storage following withdrawal it would slumber away in the weeds for almost seven years until the remaining twelve Peaks were readied for movement to MC Metals, Glasgow. 45119/138/142 moved to Glasgow on the 14th February 1994, hauled by 47372 and 45142 was broken up shortly after arrival in March 1994. A site not likely to be seen on today’s railway is a class 08 on the main line being used to transfer other locomotives to a depot. In this case we see 08685 at Lenton South Junction hauling 45065 and 47365 from Nottingham Holding Sidings to Toton, 27th November 1976. 08685 was built at Horwich in 1959 as D3852 and is still active being owned by EWS and is currently (May 2008) working at Immingham Docks. 45065 is a Crewe product from 1961 and was originally D110, it survived until withdrawal in March 1985 and was broken up by Vic Berry in Leicester in December 1988. The last of the trio is 47365 and ten years after the introduction of the “corporate blue” colour scheme it is still in the original “two tone green” livery it was delivered new in, as D1884, in July 1965. At this point in time there were just eight class 47’s still to retain “two tone green”. Withdrawn in August 1998 it lingered a long time before finally being broken up at CF Booth in October 2007. On a wet and miserable 23rd February 1977 the Nottingham Divisional S & T Engineer is undertaking one of his periodic inspections. The inspection saloon is in charge of 25076 and thankfully for those involved it is one of the steam heating boiler fitted class 25’s. It is seen here at Gorsey Bank on the Midland Duffield – Wirksworth branch north of Derby awaiting the inspectors to return before propelling the saloon back down the branch to Duffield. When Derby undertook redesign of the class 25 bodywork in 1963, the building of the batch of locomotives that would become D5223 - D5232 was transferred from Derby to Darlington. This allowed Derby to retool it's production line without causing major interruption to the class 25 delivery schedule. These ten machines, including D5226 (25076) were destined for service on the Midland Main Line and D5226 was a local Toton engine for most of its early years until the later half of the 1970’s when its operational boiler made it interesting to the Scottish operating authorities and it moved to Scotland. 25076 was withdrawn in November 1984 and was dumped for a short while at Bescot prior to removal to Swindon on the 25th March 1985 in convoy with 25182, 25218 and 08095. It would linger at Swindon until broken up during August 1986. With steam to spare to keep the passengers warm 46022 awaits the right of way from Sheffield with 1V94, 1432 Leeds - Plymouth, 24th February 1979. Built at Derby as D159 in 1962, it would fall victim to the mass storage of class 46 locomotives (at Swindon) at the end of the 1980 summer timetable. However at the end of 1981 an increased demand for Type 4 locomotives found the BR looking to the storage lines at Swindon for an answer and brought back into service were 46006/007/010/017/018/021/022/025/038/050/054. The expectations demanded of these locomotives must have been something of a challenge as most had been in open storage for at least twelve months. That expectation was beyond 46022 as it was withdrawn again in March 1982 and returned to Swindon where it was broken up in October 1983. 20154 sits in the spring sunshine outside one of the shed buildings at the Nottingham Transport Heritage Centre, Ruddington, 4th April 2009. Delivered new to Toton in 1966 as D8154 it would spend spells during the 1980’s at Immingham, Tinsley and Eastfield before ending its days back at Toton from where it was withdrawn in April 1993 47322 heads east at Bardon Hill with a train of HAA MGR coal hoppers, 14th May 1979. This represents the new order in the Leicestershire coalfield as the National Coal Board were in the late 1970’s and early 1980’s installing rapid loading bunkers at Bagworth, Coalfields Farm, Lounge (Ashby), Swains Park (Moira) and Rawdon (Moira). The provision of these bunkers drove the resignalling of the line, with the resignalling at Bardon Hill (as seen by the partially installed clamplock point machine on the out of use crossover) being undertaken as part of the works associated with the abolition of Bagworth and Ellistown signal box and commissioning the new track layout at Bagworth (controlled by Bardon Hill) provided for the new rapid loading bunker. This work was commissioned on the 26th August 1979. 47322 was originally D1803 and was built at the Brush Falcon works, Loughborough entering traffic in January 1965, allocated to Tinsley MPD. It would spend the next thirty three years on freight duties allocated to either Tinsley, Toton or Crewe. In 1997 Freightliner placed an order for six class 57/0 locomotives, rebuilt by Brush Traction at Loughborough from redundant class 47 locomotives. The locomotives are fitted with a refurbished General Motors engine, and a reconditioned alternator, vastly improving reliability and performance. In 1998 47322 emerged from Loughborough as 57002 and named Freightliner Phoenix. In 2007, Freightliner started to replace its Class 57s with new class 66 locos and 57002 is currently (October 2009) operated by Direct Rail Services. 47515 stands in Nottingham station platform 1 waiting for the road east, heading for the Spalding Flower Festival with a Crewe – Spalding excursion, 7th May 1977. Originally D1961 it was the last class 47 to be built at the Brush Falcon works at Loughborough and entered traffic in May 1968 allocated Stoke Division (Crewe). Apart from the original batch of twenty class 47’s (D1500 – D1519) it was (along with D1960) one of only two other class 47’s fitted from new with electric train heating equipment. It would remain in traffic for twenty five years with spells at Bescot (1968), Crewe(1969, 1972, 1973, 1988), Toton (1971, 1972), Old Oak Common (1982), Bristol (1988) and Eastfield (1988) MPD’s until withdrawn in January 1991.Incredably it would then languish, dumped around the Crewe area for another fifteen years before finally being broken up by HNRC on site at Crewe Diesel Depot.

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]]> Mon Feb 15 2010 Silver Jubilee - 28th July 1977 (Part 1) http://pics-by-john.photoblog.org.uk/c1814649.html 1977 was Her Majesty the Queen’s Silver Jubilee year. During this twenty fifth year of her reign and as part of the celebrations Her Majesty made numerous visits around the Country. The 28th July 1977 was the turn of the East Midlands and Her Majesty arrived in Derby aboard the Royal Train. In early 1977, the Royal Train was considerably changed in order to update it for use during the Silver Jubilee celebrations. A number of new vehicles were added to the train, and the older vehicles either refurbished or withdrawn with all the vehicles painted Royal Claret. The 1970’s were some of the most dangerous years in respect to terrorist attacks in the UK, however I wonder if in today’s more security conscious society I would get as close to the Royal Train as I did on that morning. As always feedback and comments welcome Sunday 14 February 2010: 1977 was Her Majesty the Queen_s Silver Jubilee year. During this twenty fifth year of her reign and as part of the celebrations Her Majesty made numerous visits around the Country. The 28th July 1977 was the turn of the East Midlands and Her Majesty arrived in Derby aboard the Royal Train. In early 1977, the Royal Train was considerably changed in order to update it for use during the Silver Jubilee celebrations. A number of new vehicles were added to the train, and the older vehicles either refurbished or withdrawn with all the vehicles painted Royal Claret. The 1970_s were some of the most dangerous years in respect to terrorist attacks in the UK, however I wonder if in today_s more security conscious society I would get as close to the Royal Train as I did on that morning. As always feedback and comments welcome

Royal Train Brake 2906 was converted in early 1977 from Mark IIb Brake Corridor First 14112 built at Derby (Lot 30790) in 1969 and it is seen here at Derby on the 28th July 1977. For the Silver Jubilee year the Royal Train was re-vamped with a number of the older vehicles withdrawn. 2906 is one of the replacement vehicles and provided “couchette” accommodation for members of the Royal Household. It no longer forms part of the Royal Train and has entered the Departmental Fleet as 977969 and is in regular use as a staff support coach in the Network Rail fleet based at Derby and carries the bright yellow Network Rail Departmental livery. The oldest vehicle in the 1977 Royal Train was London and North Western Railway Special Saloon 45000 and it is seen here at Derby on the 28th July 1977. This saloon was originally built in 1920 for use by the Chairman of the London and North Western Railway and subsequently passed into ownership of the London, Midland and Scottish Railway in 1923, where it was used by the Chairman Josiah Stamp. During its service history it has been used regularly by members of the Royal family including King Edward VIII, HM Queen Elizabeth, HRH The Duke of Edinburgh and HRH The Prince of Wales. It has also been used by VIP’s such as Sir Winston Churchill, who used it during his election campaign of 1951. It was regularly used as part of the Royal Train fleet from around 1948 and as can be seen has been given modern running gear (B4 bogies, air brakes etc) for use in the 1977 Royal Train. It provided a lounge area, two bedrooms (for Royal Protection staff), dining and office facilities, kitchen, bathroom and an attendant’s compartment. It was withdrawn in 1990 and is currently (February 2010) preserved at the Midland Railway Centre. An immaculate Toton allocated 47514 in charge of the Royal Train has just stopped at the marker on platform 1 at Derby so that Her Majesty’s saloon lines up with the red carpet on the platform. Her Majesty is about to disembark and greet the waiting dignitaries and crowds as she continues her Silver Jubilee year Royal tours, 28th July 1977. 47514 was originally D1960 and it was the penultimate class 47 to be built at the Brush Falcon works at Loughborough. It entered traffic as late as July 1968 and was one of nine class 47’s (D1953 – D1961) delivered in corporate blue livery. Apart from the original batch of twenty class 47’s (D1500 – D1519) it was (along with D1961) one of only two other class 47’s fitted from new with electric train heating equipment. For the first eleven years 47514 was allocated either to Crewe or Toton until in January 1979 it transferred to Scotland (Haymarket) for 100mph push pull Glasgow – Edinburgh duties. For these duties it was one of seventeen (47701 – 47717) class 47/4's equipped with RCH remote control equipment with 47514 becoming 47703 in March 1979. These duties were taken over by DMU’s in 1990 and 47703 was transferred to Crewe in the November of that year. In July 1991 it transferred to Old Oak Common for Network South East passenger duties which it undertook for the next two years until transferred back to Crewe in July 1993. In 1995 it was sold to Waterman Railways who later sold it to Fragonset Railways in 1997, It was withdrawn in December 2007 and after a period of uncertainty is in use on the Wensleydale Railway, although it is currently (February 2010) non operational with a traction motor bearing fault. After Her Majesty the Queen has disembarked from the Royal train immaculate Toton allocated 47514 has pulled up Derby platform 1 and is about to be uncoupled so that it can run round the train, 28th July 1977. 47514 was originally D1960 and it was the penultimate class 47 to be built at the Brush Falcon works at Loughborough. It entered traffic as late as July 1968 and was one of nine class 47’s (D1953 – D1961) delivered in corporate blue livery. Apart from the original batch of twenty class 47’s (D1500 – D1519) it was (along with D1961) one of only two other class 47’s fitted from new with electric train heating equipment. 47514 became 47703 in March 1979 and was withdrawn in December 2007. After a period of uncertainty it is in use on the Wensleydale Railway, although it is currently (February 2010) non operational with a traction motor bearing fault.

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]]> Sun Feb 14 2010 Scottish Weekend Tour – 27th/28th March 1976 (Part 5) http://pics-by-john.photoblog.org.uk/c1814399.html A weekend tour of the Glasgow and Edinburgh area continues at the main depot for Glasgow, Eastfield MPD before we move on to Ayr. Ayr MPD was actually located on the outskirts of Ayr adjacent to Newton on Ayr station. The original depot was built by the Glasgow and South Western Railway and the main building was a stone built six track straight through shed. Closed to steam on the 3rd October 1966 the stone shed had been demolished in the 1960’s in order to convert the depot to maintain a fleet of diesel multiple units and shunting locomotives and service out-stationed main line locomotives from Polmadie and Eastfield MPD’s As always feedback and comments welcome. Saturday 13 February 2010: A weekend tour of the Glasgow and Edinburgh area continues at the main depot for Glasgow, Eastfield MPD before we move on to Ayr. Ayr MPD was actually located on the outskirts of Ayr adjacent to Newton on Ayr station. The original depot was built by the Glasgow and South Western Railway and the main building was a stone built six track straight through shed. Closed to steam on the 3rd October 1966 the stone shed had been demolished in the 1960_s in order to convert the depot to maintain a fleet of diesel multiple units and shunting locomotives and service out-stationed main line locomotives from Polmadie and Eastfield MPD_s As always feedback and comments welcome.

08343 has disgraced itself by becoming derailed in the yard at Ayr MPD, 27th March 1976. With the Ayr steam breakdown crane on hand it has been called into action to assist in the rerailing exercise. 08343 was originally D3413 and is a Derby built locomotive that dates from 1958. It was originally allocated to Glasgow Dawsholm MPD until it closed in October 1964 when it transferred to Hurlford MPD until that closed in October 1966 when it transferred to Ayr. As can be seen 08343 is in a pretty poor condition externally and would benefit a visit to the works. In actual fact it would be another five months before it received a classified repair at Glasgow works in October 1976. By 1982 08343 had migrated to Motherwell and around the end of 1982 it was transferred to Inverness, a strange move considering it was over six years since its last classified repair and it was not scheduled to receive anymore, any significant failure would see it withdrawn. It lasted in traffic at Inverness until condemned in November 1983. Following withdrawal it made the long journey back to Eastfield where it was broken up on site by H Ralston in January 1986. 25011 stabled at Ayr MPD, 27th March 1976. 25011 is one of a batch of twenty five locomotives of sub class 25/0 which were a transition between the 75mph, 1160hp class 24 and the 90mph, 1250hp class 25/1. These 25 locomotives received the uprated 6LDA28B Sulzer engine giving 1250hp but were fitted with the same traction motors and used an almost unchanged bodyshell as the latter class 24’s. As the class 25/0’s were intended for freight traffic none were equipped with steam heating boilers. All this sub class were built at Darlington and 25011 was new as D5161 in August 1961 and like the rest of the sub class it was delivered to Thornaby MPD. It was to spend the next ten years on predominantly Teeside freight duties until transferred to Eastfield in October 1971. In May 1974 it transferred across to Haymarket and in February 1975 it was one of four class 25/0 (25006/07/08/11) transferred to the Eastern Region (Tinsley) in exchange for four steam heating boiler fitted class 25/1’s (25026/33/34/35) transferred to Haymarket. Tinsley was now briefly the home depot for all of the 25/0 sub class until August 1975 when a reshuffling of motive power took place to deal with the mass withdrawals of the class 24 fleet and as part of this reshuffle 25005-25014 were transferred back to Scotland (Eastfield). In October 1976 25011 was transferred to Haymarket its final transfer. Withdrawal of the class 25/0 sub class commenced in December 1975 with 25015 so it was with some surprise that in August 1978 25011 made a visit to Derby works for a casual repair. Even more surprising was that on release it was allocated to a number of workings which took it initially to Bristol and then on to Exeter and finally Paignton before heading back home to Scotland. The end for the class 25/0 fleet came in December 1980 when the last six (25002/05/06/07/10/11) were withdrawn. Following withdrawal 25011 was dumped at Millerhill until towed to Swindon works where it was broken up in March 1981. 26028 awaits its next duty at Eastfield MPD, 27th March 1976. 26028 is one of three class 26 locomotives (26007/20/28) where their 1973 TOPS numbers do not tally with their original numbers. In order to accommodate D5300 in a logical position with respect to its design code (26/0AX) it became 26007. Therefore D5307 (design code 26/0BV) became 26020 and D5320 (design code 26/1AV) became 26028 made vacant by the withdrawal of D5328 in July 1972. 26028 was built by the Birmingham Railway Carriage & Wagon Company (BRCW) at Smethick as D5320 and entered traffic in April 1959, allocated to Leith Central MPD. The class 26 locomotives proved to be the most successful of the Sulzer engined type 2 locomotive classes and apart from a couple of withdrawals in the early/mid 1970’s due to accident damage the gradual rundown of the rest of the fleet spanned eighteen years commencing with three locomotives being withdrawn during 1977, one during 1981, two during 1982, one during 1983, one during 1984, four during 1985, one during 1987, two during 1989, two during 1990, five during 1991, twelve during 1992 with the last eleven being withdrawn during 1993. 26028 escaped being withdrawn in the early 1980’s as it was stored for over a year between May 1982 and June 1983 until it was reinstated and given a Heavy General classified repair at Glasgow works. During this repair it lost its train heating boiler and gained dual brakes. It was finally withdrawn in October 1991 after thirty two years service, surplus to requirements and with high engine hours. It was broken up by M C Metals, Glasgow in September 1992. Being on hand Ayr breakdown crane RS1073 has been called into action as 08343 (visible behind the crane) has disgraced itself by becoming derailed within the yard at Ayr MPD, 27th March 1976. RS1073 was a 30 ton steam breakdown crane built by Cowans Sheldon for the London Midland and Scottish Railway in 1943. Further information regarding this crane gratefully received.

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]]> Sat Feb 13 2010 All Our Yesterdays – 50 Years Ago –February 1960 http://pics-by-john.photoblog.org.uk/c1814255.html Extracts from the RCTS Railway Observer from 50 years ago. Diesel locomotive building was in full swing with British Railways workshops at Darlington building class 24’s, Horwich building class 08’s, Doncaster building class 03’s and class 71’s dc electric locomotives, Derby building class 24’s and class 44’s, Crewe building class 08’s and class 24’s and Swindon building class 03’s and class 42’s. Locomotive contractors were also in production with English Electric building at Vulcan Foundry class 40’s and at the Robert Stephensons and Hawthorn works class 20’s, British Thompson and Houston were building class 15’s and class 81 electric locomotives, Brush were building class 30’s (31’s) at Loughborough, North British Locomotive Co. were building a batch of 0-4-0 diesel hydraulic shunters and class 21’s, the Birmingham Railway Carriage and Wagon Co. were building class 33’s, Drewry were building class 04’s at the Robert Stephensons and Hawthorn works, Andrew Barclay were building class 06’s and Hunslet class 05’s. Unclassified – D2746/47/48/49 Class 03 – D2081, D2131/32/33/34 Class 04 – D2279/80/81/82 Class 05 – D2596 Class 06 – D2431/32 Class 08 – D3841/68/69/70 Class 15 – D8218/19 Class 20 – D8033 Class 21 – D6138/39/40 Class 24 – D5065/71/72/76/77/78/79/94 Class 30 – D5586/87/88/89/90/91/92/93 Class 33 – D6501 Class 40 – D257/58/59/60/61 Class 42 – D816 Eclipse Class 44 – D10 Tryfan Class 71 – E5014/15 Class 81 – E3003 Notable working this month was the use of Gresley A4, 60007 Sir Nigel Gresley on a Colwick – Doncaster class H freight following repair at Colwick shed. Saturday 13 February 2010: Extracts from the RCTS Railway Observer from 50 years ago. Diesel locomotive building was in full swing with British Railways workshops at Darlington building class 24_s, Horwich building class 08_s, Doncaster building class 03_s and class 71_s dc electric locomotives, Derby building class 24_s and class 44_s, Crewe building class 08_s and class 24_s and Swindon building class 03_s and class 42_s. Locomotive contractors were also in production with English Electric building at Vulcan Foundry class 40_s and at the Robert Stephensons and Hawthorn works class 20_s, British Thompson and Houston were building class 15_s and class 81 electric locomotives, Brush were building class 30_s (31_s) at Loughborough, North British Locomotive Co. were building a batch of 0-4-0 diesel hydraulic shunters and class 21_s, the Birmingham Railway Carriage and Wagon Co. were building class 33_s, Drewry were building class 04_s at the Robert Stephensons and Hawthorn works, Andrew Barclay were building class 06_s and Hunslet class 05_s. Unclassified _ D2746/47/48/49 Class 03 _ D2081, D2131/32/33/34 Class 04 _ D2279/80/81/82 Class 05 _ D2596 Class 06 _ D2431/32 Class 08 _ D3841/68/69/70 Class 15 _ D8218/19 Class 20 _ D8033 Class 21 _ D6138/39/40 Class 24 _ D5065/71/72/76/77/78/79/94 Class 30 _ D5586/87/88/89/90/91/92/93 Class 33 _ D6501 Class 40 _ D257/58/59/60/61 Class 42 _ D816 Eclipse Class 44 _ D10 Tryfan Class 71 _ E5014/15 Class 81 _ E3003 Notable working this month was the use of Gresley A4, 60007 Sir Nigel Gresley on a Colwick _ Doncaster class H freight following repair at Colwick shed.

60007 Sir Nigel Gresley heads over the North Yorkshire Moors heading for Pickering with a morning service from Grosmont, 5th September 2007. One of the famous Gresley A4 Pacific’s it was built in 1937 as 4498 and as it was the 100th Gresley Pacific built by the London and North Eastern Railway, the railway honoured her designer by giving the locomotive his name. Under the 1946 LNER renumbering scheme it became 7 and on the formation of British Railways 60007. Following withdrawal in 1966 it was saved from breaking up by a small group of determined men, who set up the A4 Preservation Society. Gresley A4 Pacific 60007 Sir Nigel Gresley waits departure time at Grosmont on the North Yorkshire Moors Railway with a service for Pickering, 5th September 2007 71014 in store at Hither Green January 1977. As part of the BTC Modernisation plan of 1955 twenty four electric locomotives were built at Doncaster works for the Kent Coast main lines. They were mixed-traffic locomotives and their 2700 hp packed quite a punch for a small Bo-Bo locomotive, proving useful for both heavy freight and express passenger duties. However they were not as versatile as the class 73 electro-diesels in coping with engineering possessions with the 3rd rail power being switched off and they lacked the ability to operate into yards where there was no 3rd rail supply or operate off the Southern Region. In the late 1960s, ten examples were withdrawn and were converted between 1967 and 1968 at Crewe works into class 74 electro diesels. The remaining fourteen locomotives were renumbered 71001 - 71014 under the 1973 TOPS scheme. By the end of 1976 there was a surplus of locomotives on the Southern Region and the obviouse solution was to dispence with the less versatile class 71. After spending most of 1977 in store all fourteen locomotives were withdrawn in November 1977. 71009 ended its days at Doncaster works being broken up in full working order in September 1979, purely because it had no work.. 74001 stands in the yard adjacent to Eastleigh station. 74001 was built at Doncaster works, entering traffic in February 1960 as E5015, a straight electric locomotive of Class 71. As part of the Bournemouth electrification scheme, ten class 71 locomotives were withdrawn and rebuilt between 1967 and 1968 at Crewe works into class 74 electro diesels with E5015 becoming the E6101. Under the 1973 TOPS renumbering scheme it became 74001. Never as popular as the class 73 electro-diesels class 74 withdrawals commenced with 74002 and 74006 as early as June 1976 (less than ten years after rebuilding). The rest of the class were withdrawn en-mass in December 1977. 74001 was one of five class 74’s sold to the Bird Group at Long Marston for disposal, being being broken up in August 1978. 44010 Tryfan stands withdrawn at the back of Toton MPD in July 1976. However its days were not yet over as it was reinstated to traffic in October 1976 for a further 6 months of use before being finally withdrawn in May 1977 due to catching fire at Mansfield Junction. 44010 was originally D10 and was built at Derby works. It entered traffic in February 1960, allocated to Camden MPD for West Coast Main Line passenger duties (one of the 31401 heads for Cheltenham at Lansdown with the1028 Taunton - Manchester Piccadilly formed of a short rake of Mark I coaching stock, 24th March 1979. 31401 was originally D5589 and was built by Brush at the Falcon works, Loughborough. It entered traffic in February 1960, allocated to Hornsey MPD for suburban passenger, empty stock and local duties into and out of Kings Cross. On the opening of the new Finsbury Park MPD in April 1960 it, along with all of Hornsey’s main line diesel allocation was transferred to Finsbury Park Eventually seventy class 31 locomotives would be fitted with electric train heating over a ten year period. They had an electric train heating index of 66, equivalent to 330kW, which was sufficient to power the electric train heating of up to eleven Mark III coaches on empty stock duties, although in actual passenger service loads rarely exceeded five coaches as seen here. 330kW accounted for about a third of the total electrical power output for a class 31. This did not help the performance of an already somewhat underpowered locomotive. 31401 would survive in traffic until withdrawn in March 1988 and was broken up in September 1988 by CF Booth at Doncaster Works. 08674 stabled between duties at Bescot MPD sometime in 1974. Originally D3841 it was built at Crewe works and entered traffic in February 1960, allocated to Carnforth MPD. By 1962 it had transferred to the Birmingham area initially at Monument Lane MPD and then Bescot (where it would remain until withdrawn) when Monument Lane closed. When due a classified repair in the summer of 1981 it was withdrawn and was broken up by Swindon works in July 1983.

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]]> Sat Feb 13 2010 Shunter Re-instatements (Part 2) http://pics-by-john.photoblog.org.uk/c1814133.html Following another dip into the reject pile of transparencies that failed the quality control thirty years ago, but avoided being consigned to the waste paper bin I have been experimenting with a batch of shunter transparencies. This collection contains those that have been from a photographic point of view “reinstated to traffic from the scrap line”. As always feedback and comments welcome. Friday 12 February 2010: Following another dip into the reject pile of transparencies that failed the quality control thirty years ago, but avoided being consigned to the waste paper bin I have been experimenting with a batch of shunter transparencies. This collection contains those that have been from a photographic point of view _reinstated to traffic from the scrap line_. As always feedback and comments welcome.

Chester station pilot on the 29th July 1981 was 08069 and is stabled in one of the bay platforms. Built at Derby twenty seven years earlier in 1954 as 13084 it became D3084 in the 1957 renumbering scheme. For the first eleven or so years it was allocated to my home shed Nottingham MPD until transferred to Crewe South around 1966. By 1973 it had migrated to Chester where apart from a spell around 1974/75 at Birkenhead it would remain until withdrawn in February 1983. It would end its days at Doncaster Works being broken up in March 1984. Stabled at Dundee on the 27th August 1978 is 08441. Originally D3556 it was built at Darlington works in 1958. On entering traffic it was allocated to the ex North British Railway MPD at Polmont and was transferred to the near by ex Caledonian Railway MPD at Grangemouth when Polmont closed in May 1964. It remained a Grangemouth engine until it received a classified repair at Glasgow works in June 1977 when it was fitted with train air brake equipment in lieu of its train vacuum brake equipment. On release it was transferred to Dundee. By the 1982 it had transferred to Dunfermline Townhill moving back to Grangemouth around 1984. In 1987 it received a classified works repair at Derby works and transferred south to Toton. In the spring of 2001 08441 received an overhaul at Ferrybridge and left by road on the 3rd April 2001 resplendent in EWS maroon and gold livery for Ayr. On the 13th June 2004 it was stopped at Ayr with a traction motor fault, towed to Motherwell and officially stored on the 5th February 2004. It was sold to Traditional Traction Ltd and transferred to the Colne Valley Railway from Motherwell on the 15th May 2007, where it currently (February 2010) is stored. Inside one of the old buildings at Stratford MPD on the 26th March 1977 is Stratford faithful 08520. Originally D3682 it was one of a batch of twenty four class 08’s (D3608 – D3611, D3652 – D3664, D3680 – D3686) built at Doncaster works in 1958. Initially allocated to Stratford MPD it was, as far as I can tell never allocated anywhere else. During the later stages of the 1970’ this batch of class 08’s were due classified repair and when this repair was undertaken they were being fitted with train air brake equipment in lieu of there train vacuum brake equipment. However 08520 was one of eight of this batch which were not so treated and remained vacuum brake only following its classified repair at Swindon works in July 1980. This obviously had a bearing on its life expectancy, being condemned when due its next classified repair in January 1986 and immediately broken up the following month in February 1986 at Doncaster works.

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]]> Fri Feb 12 2010 Appleby station – 7th July 1979 http://pics-by-john.photoblog.org.uk/c1813861.html A brief visit to Appleby station. As always feedback and comments welcome. Thursday 11 February 2010: A brief visit to Appleby station. As always feedback and comments welcome.

Approaching Appleby with a southbound Settle and Carlisle line express is Cardiff allocated 47105, 7th July 1979. 47105 was built at the Brush Falcon works at Loughborough as D1693 and entered traffic in December 1963, allocated to Bristol Bath Road MPD. After spells at Crewe (1966, 1986), Bescot (1968), Immingham (1973), Cardiff (1975), Tinsley (1985, 1989), Stratford (1986) and Old Oak Common (1991) it was withdrawn in January 1994. 47105 was purchased from British Rail in January 1994 by the Brush Type 4 Fund and moved to Toddington on the Gloucestershire and Warwickshire Railway in April 1994 where it can currently (February 2010) be found. 47105 has been in frequent use since 1994 and has an operational steam heating boiler. Arriving at Appleby with a northbound Settle and Carlisle line express is the ill fated 47208, 7th July 1979. Just over three months later in October 1979 47208 would be written off following a fatal collision in Fife. 47208 was originally D1858 and was built at Crewe works, entering traffic in August 1965 allocated to Crewe North MPD. It remained a London Midland Region engine (with spells at Bescot, Crewe and Toton) until transferred to Eastfield in May 1974. It was to remain a Scottish Region engine (shuttling between Eastfield and Haymarket) until its premature withdrawal. On the 22nd October 1979 47208 was working 1A25, 09:35 Glasgow – Aberdeen service when it passed the Longforgan Down Section Signal at danger. Ahead was 2L31, 08.44 Glasgow – Dundee service which had failed in section following a traction motor fire on 25083 and 1A25 was travelling at approximately 60mph when it collided with the rear of the stationary 2L31. The rear two Mark I coaches of 2L31 and 47208 were severely damaged with the driver and secondman aboard 47208 and three passengers aboard 2L31 killed. Following the accident the remains of 47208 were towed to Dundee MPD and the locomotive officially stored prior to formal withdrawn in January 1980. It was broken up on site at Dundee MPD in March 1980.

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]]> Thu Feb 11 2010 Summer Saturday - Derby – 16th July 1977 (Part 6) http://pics-by-john.photoblog.org.uk/c1813605.html The end of a pleasant summer Saturday watching and photographing the traffic first at Crewe and now Derby. As always feedback and comments welcome Wednesday 10 February 2010: The end of a pleasant summer Saturday watching and photographing the traffic first at Crewe and now Derby. As always feedback and comments welcome

Following the demolition of the roundhouses at Derby MPD in the mid 1960’s, up until locomotives generally stopped being stabled at Derby in the 1990’s a number of main line and shunting engines were stabled on the pilot sidings opposite Derby Power Signal Box. Seen stabled on these sidings on the 16th July 1977 is 20047, still in green livery over ten years after the switch to corporate blue. It was built by English Electric at the Vulcan Foundry and entered traffic in December 1959, allocated to Hornsey MPD for Hitchin area freight diagrams. By the end of the 1960’s it had migrated to Toton where it would remain until stored and then withdrawn in the early 1990’s. However 20047 was subsequently sold to Direct Rail Services and overhauled in the late 1990’s and renumbered 20301 and is currently (February 2010) part of the operational DRS fleet 45104 The Royal Warwickshire Fusilier approaches Derby station with an express from St Pancras and the Midland Main Line, 16th July 1977. 45104 was built at Crewe as D59 and began its career allocated to Derby MPD in February 1962. It would spend most of its twenty four years allocated to London Midland Region depots. It was one of fifty Peaks selected in the first half of the 1970’s to lose there train heating boiler for electric train heating. This was undertaken during a classified repair at Derby works in the spring of 1973 and I noted D59 receiving this repair and electric train heating equipment during a tour of Derby works on the 8th April 1973. It received its final classified repair (light) at Derby works in June 1985 and was transferred to Tinsley in November 1986 where it would be one of the last survivors in traffic, not being withdrawn until 13th April 1988 following collision damage. It would survive almost another four years before finally being broken up by MC Metals, Glasgow in February 1992.

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]]> Wed Feb 10 2010 1970/80's Modern Image - Type 5's http://pics-by-john.photoblog.org.uk/c1813226.html Images from 1974 - 1989. Scans from my 3800+ slide collection plus a few colour and b/w prints of main line Type 5 diesel locomotives around the UK. Wednesday 29 August 2007: Images from 1974 - 1989. Scans from my 3800+ slide collection plus a few colour and b/w prints of main line Type 5 diesel locomotives around the UK.

55005 The Prince of Wales Own Regiment of Yorkshire passes Careby with 1E01, Berwick Kings Cross, 21st April 1979. Delivered as D9005 on the 25 May 1961 it ran light from Vulcan Foundry, Newton-le-Willows, to Doncaster Works, and was allocated to Gateshead. Named on the 27th September 1963 (it was the longest name bestowed on a Deltic locomotive). It worked its last train (1E24 22:50 Shrewsbury - York, from Leeds) on the 29th January 1981 and was withdrawn on the 8th February 1981 (due classified repair). Moved to Doncaster Works for disposal 21st February 1981, however the locomotive was stored until the withdrawal and preservation of 55002 at the National Railway Museum, York. Either 55002 or 55005 were required as both carried 'Yorkshire' names. 55002 was preferred and 55005 was broken up in February 1983. 55009 Alycidon heads south on the East Coast Main Line just north of Newark with an express for Kings Cross, 5th March 1977. Built at Vulcan Foundry, Newton-le-Willows as D9009 it was accepted into BR service on the 21st July 1961 and allocated to Finsbury Park MPD. On the 8th December 1967 it was seriously damaged by fire whilst working the 1A46 17:00 King's Cross - Newcastle 55014 The Duke of Wellington's Regiment powers through the snow at Retford with 1S21, 10:55 Kings Cross - Edinburgh, 30th December 1978 55019 Royal Highland Fusilier and 55009 Alycidon stand on the stops at Kings Cross 26th March 1977 after working 1E05 09:55 Edinburgh - King’s Cross, 56068 comes off the Lean Valley at Lenton South Junction with a train of loaded HAA “Merry Go Round” coal hoppers, 3rd September 1980. 56068 is less than a year old as it was released to traffic from Doncaster in December 1979. It would survive in traffic for twenty three years before being stored in July 2003 at Immingham. After twenty one months in store at Immingham it was moved to Healey Mills on the 5th April 2005 and has been languishing there since. 56001 is seen brand new and awaiting commissioning at Tinsley MPD, September 1976. The first of a hundred and thirty five locomotives for heavy freight duties it was built by Electropuere in Romania under license from Brush. The thirty locomotives built in Romania (56001 – 56030) suffered from poor construction standards and 56001 was not accepted into traffic until February 1977, five months after this photograph. This poor construction standard seems to have plagued these thirty locomotives as many were withdrawn from service early, with 56001 being withdrawn in September 1996. It was broken up relatively quickly by MRJ Phillips at Cardiff Canton MPD in May 1997. 55008 The Green Howards approaches journeys end at Kings Cross with 1E01, 07:55 Edinburgh - Kings Cross service, 23rd October 1976. This is the old Kings Cross prior to the electrification and resignalling (although the new Kings Cross Power Signal Box can be seen behind 55008) with the old colourlight signals, motorised disc shunt signals and “roller blind” route indicators. Signal “C” shunt signal is actually “off” with a “F1” route indication. The introduction of the HST's on the East Coast main line was the death of the Deltics and 55008 was withdrawn at the end of 1981 and broken up at Doncaster in August 1982. 56010 is seen in the erecting shop at Derby Works for rectification work and commissioning, 18th December 1976. It was built by Electropuere in Romania under license from Brush. The thirty locomotives built in Romania (56001 – 56030) suffered from poor construction standards and 56010 was not immediately accepted into traffic and was one of a number that required a visit to Derby Works. This poor construction standard seems to have plagued these thirty locomotives as many were withdrawn from service early, with 56010 being withdrawn in November 1999 with an oil leak. Stored at Doncaster for over four years it was eventually transported by road to Booth Roe, Rotherham, 7th February 2004 and broken up during April of the same year. 55010 The King’s Own Scottish Borderer awaits the “right away” with an express for the north at Kings Cross, 22nd January 1977. It has acquired a plated over headcode box following release from Doncaster Works in December 1976 following an Intermediate classified repair. These had started to appear at this time following the decision to stop providing the train reporting code on the train itself. Delivered new as D9010 in July 1961 it remained in service until 1981. Its final demise began when it suffered a failure to one of its engines on the 11th November 1981. It was not repaired and the locomotive carried on in service restricted to one engine until its second engine failed whilst working 1L22 23:00 Kings Cross – Bradford on the 23rd December 1981. It was withdrawn the following day and broken up at Doncaster in May 1982. 55019 Royal Highland Fusilier heads south with 1A15, the 09:20 Newcastle – Kings Cross express on the 5th March 1977. Originally D9019 it entered service on the 29th December 1961, based at Haymarket depot in Edinburgh, and received the Royal Highland Fusilier nameplates at a ceremony in Glasgow in September 1965. Renumbered 55019 in November 1973, the locomotive was one of only five members of the class to undergo and extensive general overhaul, this being carried out during an eight month visit to Doncaster Works between January and September 1976. 55019 was withdrawn on December 31st 1981, after hauling the 16.30 Aberdeen-York between Edinburgh and York - this was the final BR Deltic hauled service train. It was therefore appropriate that the locomotive should be one of those saved from being broken up and also that it should become the first Deltic to operate a train in preservation, an event which took place at the North Yorkshire Moors Railway eight months after withdrawal, on August 22nd 1982. Royal Highland Fusilier is currently (September 2008) owned by the Deltic Preservation Society, is based at Barrow Hill but is not main line certified. 55002 Kings Own Yorkshire Light Infantry heads south through a cold, white and dull Retford with 1A15, 10:20 Newcastle – Kings Cross, 17th February 1979. On the 9th March 1961 D9002 ran light engine from Vulcan Foundry, Newton-le-Willows, to Doncaster Works and was accepted into BR service and allocated Gateshead MPD. On the 18th October 1966 it was released from Doncaster Works, after General repair, in blue livery, the first of the class to be painted blue. It was dual break fitted and electric train heating fitted during classified repairs at Doncaster in November 1967 and May 1971 respectively. Entered Doncaster Works on the 16th March 1976 for Heavy General Repair and released back into traffic eight months later in November 1976. This included the plating over of route indicators, sand-box fillers and cab quarter light windows. Only five locomotives would receive a Heavy General as the cost for renewal of inner and outer body-skins and rewiring outweighed the projected future use of the class. Released from Doncaster Works on the 11th December 1980, following its final Intermediate repair, in two-tone green livery in preparation for preservation at National Railway Museum. Its final workings were on the 30th December 1981 when as a test run in preparation for the farewell railtour it worked 1M53 07:49 York - Liverpool and 1E98 12:05 Liverpool - York (final Deltic to leave Liverpool). However it arrived back at York on one engine as power unit No. 1 was throwing oil and was declared un-fit work the final tour (55015 substituted). Formally withdrawn on the 2nd January 1982 and presented to the National Railway Museum. 55012 Crepello rejoins the main line after stopping at Retford with 1L05, 10:04 Kings Cross – York, 17th February 1979. Originally D9012 and entered traffic on the 4th September 1961, allocated to Finsbury Park. At 22:00 on the 15th December 1961 D9012, whilst working the 3E30 09:55 Class C Newcastle - Holloway ECS train, ran into the rear of the 21:50 New England - Kings Cross freight, hauled by V2 60803 at Wood Walton, on the up slow line, between Peterborough and Huntingdon. Fortunatly the nine week old D9012 suffered only minor body and internal damage and went to Doncaster Works for repair being released during January 1962. After almost twenty years of express passenger duties on the East Coast Main Line 55012 worked its final train 1E39 22:30 Edinburgh - King's Cross on the 13th May 1981 and was withdrawn five days later. Four months later it was no more having been broken up at Doncaster Works by mid September 1981. 55010 The King’s Own Scottish Borderer rejoins the Up Main after a station stop at Doncaster with 1E01, 07:05 Edinburgh – Kings Cross, 24th February 1979. Delivered as D9010 in July 1961 55010 was the first Deltic to record 2 million miles during January 1973 and when from the 27th March 1976 the individual mileage records for the Deltic fleet were abandoned by BR it held the record for individual miles with 2,535,411. Released from Doncaster Works in October 1980 this final classified Intermediate repair would keep 55010 going until an engine failure whilst working 1L22 23:00 King's Cross - Bradford, at Corby Glen (assisted to Grantham by 47458 and 37137 from Grantham to Doncaster) forced its withdrawal on the 24th December 1981. It was broken up at Doncaster five months later in May 1982. 55014 The Duke of Wellington's Regiment awaits the “right Away” at Grantham with 1A22, 14:13 York - King’s Cross, 13th April 1979. 55014 entered traffic as D9014 on the 29th September 1961 and was allocated to Gateshead. Received dual brake equipment during a classified repair (General) at Doncaster in May/June 1968 and was surprisingly outshopped still in green livery. It was the last Deltic to retain green livery which it eventually lost for corporate blue during a classified repair (Intermediate) at Doncaster in November 1969. It was fitted with electric train heating equipment during a classified repair (Intermediate) at Doncaster in July 1971. On the 10th November 1981 whilst working 1S14, 08:10 Newcastle - Edinburgh, 55014 suffered an engine failure at Cramlington and was assisted to Edinburgh by 37082. This proved to be its final train and it was withdrawn on the 22nd November 1981. Following withdrawal it was towed to Stratford to enable its good engine to be fitted to 55002 and then departed for Doncaster works where it arrived on the 6th December 1981. It was broken up two months later in February 1982. 55019 Royal Highland Fusilier stands on the stops at Kings Cross on the 13th April 1979 after working 1E14, 10:40 Aberdeen - King’s Cross, 56008 stands in the yard at Tinsley MPD on a Sunday afternoon, 9th April 1977. One of the thirty locomotives built by Electroputere in Romania under license from Brush and delivered towards the end of 1976 it had by April 1977 at last entered traffic following rectification of poor construction standards which plagued this batch. This poor construction standard proved to be an issue through out their life and many of these thirty locomotives were withdrawn from service early, with 56008 being one of the first to be withdrawn in October 1992. Following withdrawal it would linger at Immingham MPD for over seven years before it was broken up on site by Raxstar in April 2000. 56012 stands in the yard at Tinsley MPD on a Sunday afternoon, 9th April 1977. One of the thirty locomotives built by Electroputere in Romania under license from Brush and delivered towards the end of 1976 it had by April 1977 at last entered traffic following rectification of poor construction standards which plagued this batch. This poor construction standard proved to be an issue through out their life and many of these thirty locomotives were withdrawn from service early, with 56012 being the third member of the class to be withdrawn when it was condemned in June 1992. Following withdrawal it would linger at Immingham MPD for almost eight years before it was broken up on site by Raxstar in April 2000. An almost brand new 56020 stands outside the shed Tinsley MPD on a Sunday afternoon, 9th April 1977. 56020 is one of the thirty locomotives built by Electroputere in Romania under license from Brush. The poor construction standard which plagued this batch of class 56 locomotives proved to be an issue through out their life and many of these thirty locomotives were withdrawn from service early, although 56020 would survive longer than most, not being withdrawn until June 1997. It did not survive long after withdrawal being the tenth class 56 to be broken up when it was disposed of in January 1998 by CF Booth, Rotherham. The relatively new paintwork of 56014 reflects the distinctive front end of a split headcode class 37 on the adjacent road in the shed yard at Tinsley, 9th April 1977. One of the thirty locomotives built by Electroputere in Romania under license from Brush and delivered towards the end of 1976 it had by April 1977 at last entered traffic following rectification of poor construction standards which plagued this batch. This poor construction standard proved to be an issue through out their life and many of these thirty locomotives were withdrawn from service early, with 56014 being withdrawn in June 1993. Following withdrawal it would linger at Immingham MPD for almost seven years before it was broken up on site by Raxstar in April 2000. 56010 stands on the refuelling point at Tinsley, 9th April 1977. It was built by Electropuere in Romania under license from Brush. The thirty locomotives built in Romania (56001 – 56030) suffered from poor construction standards and 56010 was not immediately accepted into traffic. It was one of a number of Romanian built class 56’locomotives that required a visit to Derby Works for rectification and I photographed it in the erecting shop in December 1976 (which can be found in the relative collection). This poor construction standard seems to have plagued these thirty locomotives as many were withdrawn from service early, with 56010 being withdrawn in November 1999 with an oil leak. Stored at Doncaster for over four years it was eventually transported by road to Booth Roe, Rotherham, 7th February 2004 and broken up during April of the same year. 55011 The Royal Northumberland Fusiliers heads north with an East Coast Main Line express at Careby, 21st April 1979. 55011 was withdrawn in November 1981 and broken up at Doncaster works a year later in November 1982. An almost brand new 56057 heads east through Nottingham station on the Down Through line with a train of empty HAA “merry go round” coal hoppers, 4th May 1979. 56057 is probably working the Cotgrave colliery – Ratcliffe power station MGR circuit, long time preserve of a Toton class 47/3 outstationed in the 1960’s at the old steam shed at Colwick and then Nottingham when Colwick closed. On the 1st June 1969 D1808 could be found stabled on Colwick shed for this duty. 56057 was built at Doncaster works and had entered traffic around five weeks previously in March 1979 and would remain in traffic for twenty years until withdrawn in July 1999. After spending five years dumped at Immingham it was sold to CF Booth for breaking up, however it was sold on by Booths for preservation and moved to the Nene Valley Railway. In 2007 it was decided to overhaul 56057 for main line use and in May 2008 56057 re-entered main line service as 56311. 56051 waits for the road east at Nottingham Midland station on the Up Through line 9th May 1979. 56051 was built at Doncaster works and had entered traffic five months previously in November 1978 and would remain in traffic for over twenty five years until stored at Healey Mills in February 2004. It was sent to France between June 2005 and October 2006 for infrastructure duties and on return was stored at Old Oak Common until moved up to Crewe Diesel Depot in 2009 where it currently (June 2009) can be found. An almost brand new 56056 heads east through Nottingham station on the Down Through line with a train of empty HAA “merry go round” coal hoppers, 9th May 1979. 56056 is probably working the Cotgrave colliery – Ratcliffe power station MGR circuit, long time preserve of a Toton class 47/3 outstationed in the 1960’s at the old steam shed at Colwick and then Nottingham when Colwick closed. 56056 was built at Doncaster works and had entered traffic around six weeks previously in March 1979. It would remain in traffic for almost twenty five years until withdrawn in February 2004. Since withdrawal it has been dumped at Healey Mills where it currently (June 2009) can be found. 56047 comes of the Coalfields Farm branch and joins the Leicester – Burton line between Bardon Hill and Coalville with a train of loaded MGR coal wagons, 24th May 1979. The Coalfield Farm branch was the remains of the Ashby and Nuneaton Joint Railway connection from Coalville to the junction with the Ashby and Nuneaton Joint Railway “main line” at Shackerstone (now the Headquarters of the Battlefield Line). The line closed in 1964, although the Coalville end was reinstated in the 1976 as a short branch to a new National Coal Board, Opencast Executive disposal point named Coalfields Farm. It closed again sometime in the 1990’s (more information gratefully received) 56047 was built at Doncaster works and entered traffic in July 1978. After almost twenty one years service it was withdrawn in May 1999 and broken up by Harry Needle Railway Co. on site at Immingham MPD in December 2003. 55013 The Black Watch awaits to depart Peterborough with 1L41, 10:05 Kings Cross – York, 30th May 1979. Originally D9013 it entered service on the 14th September 1961, based at Haymarket MPD. It was one of the five Deltics to receive a Heavy General Repair (undertaken at Doncaster in 1976) which would keep it in service almost until the end of Deltic operation. On the 16th December 1981 whilst working 1B26 07:23 Peterborough - King's Cross, it suffered an engine failure at Wood Green and had to be assisted to Kings Cross by 31292, this was to be its final working as it was withdrawn four days later. By the end of January 1982 it had arrived at Doncaster and was broken up in December 1982. 55012 Crepello is stabled on the stops in one of the bay platforms at York station, 2nd June 1979. It had worked the previous evenings 1D04, 17:05 Kings Cross – Hull and then appears to have worked over to York light engine. Its next move was later in the day when it worked 5A00, 18:28 York Clifton carriage sidings – Ferme Park empty stock train, a most unusual working for a Deltic. Interestingly its next move three days later was to Doncaster works for engine repairs. 55012 was built by English Electric at the Vulcan Foundry, Newton-le-Willows as D9012 and accepted into service on the 4th September 1961, allocated to Finsbury Park MPD. Apart from a four month period from February 1968 allocated to Haymarket it would remain a Finsbury Park engine for its entire career. At 22:00 on the 15th December 1961 D9012, whilst working the 3E30 09:55 Class C Newcastle - Holloway ECS train, ran into the rear of the 21:50 New England - Kings Cross freight, hauled by V2 60803 at Wood Walton, on the up slow line, between Peterborough and Huntingdon. Fortunately the nine week old D9012 suffered only minor body and internal damage and went to Doncaster Works for repair being released during January 1962. On the 12th February 1968 Crepello entered Doncaster works for General classified repair during which it was fitted with dual brakes and repainted into blue livery with full yellow ends. During an Intermediate classified repair in October 1970 Crepello was fitted with Electric Train Heating equipment. After almost twenty years of express passenger duties on the East Coast Main Line 55012 worked its final train 1E39 22:30 Edinburgh - King's Cross on the 13th May 1981 and was withdrawn five days later. Four months later it was no more having been broken up at Doncaster Works by mid September 1981. 56006 heads west at Retford towards the collieries of the North Nottinghamshire and South Yorkshire coalfields for another load of coal for the Trent Valley power stations, 6th July 1977. When introduced in the autumn of 1976 the class 56 was arguably the first of the 56012 heads west at Retford towards the collieries of the North Nottinghamshire and South Yorkshire coalfields for another load of coal for the Trent Valley power stations, 6th July 1977. One of the thirty locomotives built by Electroputere in Romania under license from Brush and delivered towards the end of 1976 it had by April 1977 at last entered traffic following rectification of poor construction standards which plagued this batch. By July 1977 most of the Romanian class 56 locomotives had at last entered traffic and were taking over the Tinsley coal duties in the North Nottinghamshire and South Yorkshire coalfields. However the poor construction standard proved to be an issue through out their life and many of these thirty locomotives were withdrawn from service early, with 56012 being the third member of the class to be withdrawn when it was condemned in June 1992. Following withdrawal it would linger at Immingham MPD for almost eight years before it was broken up on site by Raxstar in April 2000. 56045 stabled in the yard at Westhouses, 3rd June 1979. 56045 is a year old at this point in time having been built at Doncaster works in June 1978. After twenty one years service it was withdrawn in the summer of 1999 and dumped at Immingham until moved to Brush at Loughborough in August 2005. Once at Loughborough it was refurbished on behalf of Jarvis Fastline at a cost £500,000, renumbered 56301 and re-entered traffic on the company's main operation, intermodal container traffic from Doncaster to Thamesport on the Isle of Grain. Fastline have now lost this traffic and 56301 is currently (December 2009) stored at the Fastline depot at Doncaster Roberts Road. 56012 heads east at Retford towards the Trent Valley power stations with another trainload of coal from one of the collieries of the North Nottinghamshire and South Yorkshire coalfields, 6th July 1977. One of the thirty locomotives built by Electroputere in Romania under license from Brush and delivered towards the end of 1976 it had by April 1977 entered traffic following rectification of poor construction standards which plagued this batch. By July 1977 most of the Romanian class 56 locomotives had at last entered traffic and were taking over the Tinsley coal duties in the North Nottinghamshire and South Yorkshire coalfields. However the poor construction standard proved to be an issue through out their life and many of these thirty locomotives were withdrawn from service early, with 56012 being the third member of the class to be withdrawn when it was condemned in June 1992. Following withdrawal it would linger at Immingham MPD for almost eight years before it was broken up on site by Raxstar in April 2000. 56024 heads east at Retford towards the Trent Valley power stations with another trainload of coal from one of the collieries of the North Nottinghamshire and South Yorkshire coalfields, 6th July 1977. One of the thirty locomotives built by Electroputere in Romania under license from Brush and delivered towards the end of 1976. By July 1977 most of the Romanian class 56 locomotives had at last entered traffic and were taking over the Tinsley coal duties in the North Nottinghamshire and South Yorkshire coalfields. However the poor construction standard proved to be an issue through out their life and many of these thirty locomotives were withdrawn from service early, with 56024 being withdrawn and broken up by CF Booth, Rotherham in 1996. Brand new and on test from Doncaster works where it was built 56032 heads west through Shireoaks with a test train of air braked bogie bolster steel wagons and a Pullman coach (from a batch of vehicles built by Metro-Cammell in 1960, based on the BR Mark I coach design), 6th July 1977. In September 1974 British Rail ordered sixty new heavy freight locomotives designated class 56. The order was split with thirty locomotives to be built by Brush and thirty locomotives to be built by Doncaster works. The body design was derived from the Brush class 47 and was of the load bearing monocoque type. The engine (GEC 16RK3CT) was of English Electric heritage and an uprated version to that fitted to the class 50. Although the engine was rated at 3520bhp in the class 56 it was derated to 3250bhp. The electrical equipment was derived from the Brush prototype locomotive HS4000 Kestrel and consisted of a Brush BA1101A 3-phase ac alternator driving six TM73-62 series wound, axle hung nose suspended traction motors. The bogies (designated CP2) were a Swiss design. Although order in September 1974 the first of the Doncaster works batch did not start physical construction until July 1976 when the fabricated bodyshells of the first two (56031/32) started to appeared. Progress was slow due to shortage of labour and late delivery of components and 56031 eventually entered traffic on the 13th May 1977. As can be seen it was almost another two months before 56032 was ready and following this test run 56032 was released from Doncaster works on the 20th July 1977 and allocated to Toton MPD. After over twenty six years service 56032 was stored in January 2004 after suffering a serious oil leak. However in 2005 it was selected for overseas service in France with Fertis and repaired, repainted and dispatched to France for engineering train duties in May 2005. It returned from France at the end of October 2006 and was stored at Old Oak Common until moved up to Crewe Diesel Depot for further storage in May 2009, where it currently (December 2009) can be found. 56007 heads east at Worksop from the collieries of the North Nottinghamshire and South Yorkshire coalfields with another load of coal for the Trent Valley power stations, 13th July 1977. When introduced in the autumn of 1976 the class 56 was arguably the first of the 56010 is stabled at adjacent to Doncaster station, 13th July 1977. In September 1974 British Rail ordered sixty new heavy freight locomotives designated class 56. The order was split with thirty locomotives to be built by Brush and thirty locomotives to be built by Doncaster works. The body design was derived from the Brush class 47 and was of the load bearing monocoque type. The engine (GEC 16RK3CT) was of English Electric heritage and an uprated version to that fitted to the class 50. Although the engine was rated at 3520bhp, in the class 56 it was derated to 3250bhp. The electrical equipment was derived from the Brush prototype locomotive HS4000 Kestrel and consisted of a Brush BA1101A 3-phase ac alternator driving six TM73-62 series wound, axle hung nose suspended traction motors. The bogies (designated CP2) were a Swiss design. Brush sub-contracted the building of their thirty locomotives (56001 – 56030) to Electropuere in Romania. These thirty locomotives suffered from poor construction standards and although 56010 arrived in the United Kingdom on the 1st October 1976 (along with 56009) it was not immediately accepted into traffic. It would take almost ten months to sort out the problems with 56010 including visits to both Derby works in December 1976 and Doncaster works (for a power unit change) in June 1977 and it was still not accepted in to traffic when seen here stabled at Doncaster. It would eventually enter traffic on the 28th July 1977. This poor construction standard seems to have plagued these thirty locomotives as many were withdrawn from service early, with 56010 being withdrawn in November 1999 with an oil leak. Stored at Doncaster for over four years it was eventually transported by road to CF Booth, Rotherham on the 7th February 2004 and broken up during April of the same year.

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]]> Wed Aug 29 2007 Scottish Weekend Tour – 27th/28th March 1976 (Part 4) http://pics-by-john.photoblog.org.uk/c1812684.html A weekend tour of the Glasgow and Edinburgh area moves on from Motherwell MPD to the main depot for Glasgow, Eastfield MPD for a walk round between the rain showers. As always feedback and comments welcome. Monday 8 February 2010: A weekend tour of the Glasgow and Edinburgh area moves on from Motherwell MPD to the main depot for Glasgow, Eastfield MPD for a walk round between the rain showers. As always feedback and comments welcome.

08326 stabled on Eastfield MPD, 27th January 1976. 08326 was originally D3396 and was built at Derby in 1957 and allocated to Eastfield MPD. Towards the end of its career it transferred to Motherwell from where it was withdrawn in November 1983 and was broken up by JR Adams, Glasgow in January 1986. 08566 is a sorry sight on the scrap road at Eastfield MPD, 27th March 1976. Obviously victim of a major engine compartment fire, which has removed a lot of its green livery 08566 had been officially withdrawn five months previously in October 1975. Originally D3733 it was a product of Crewe works and was built in 1958. On entering traffic it was allocated to Edinburgh (St Margaret’s) MPD. It transferred to Leith Central when St Margaret’s closed in May 1967 and transferred to Eastfield when Leith closed in the early 1970’s. It was eventually towed to Glasgow works and broken up in November 1977. 25172 stabled on Eastfield MPD, 27th January 1976. 25172 was originally D7522 and was delivered from Derby works to Toton during the autumn of 1964 as part of a large batch of Type 2’s replacing steam on the Midland Main Line. By November 1981 British Rail had a surplus of locomotives, class 56 deliveries had reached the hundred mark and wagon load/local trip freight working was in terminal decline. The result was large inroads into the class 25 fleet with forty seven withdrawn over the next four months. Even being dual braked was not an automatic saviour with ten of the condemned locomotives being dual brake fitted. One of the forty seven was 25172 which was condemned in February 1981. After initially being dumped at Kingmoor it made its way to Swindon works in company with 40017, 40137/61 in early April 1981. However it would be over two years before Swindon works got round to breaking up 25172 which finally occurred in May 1983. In a sorry state is fire damaged 27006 seen here on the Eastfield MPD scrap line, 27th March 1976. The fire damage has proved to be fatal as 27006 had been withdrawn two months previous in January 1976. 27006 was originally D5352 and is one of sixty nine class 27 locomotives built by the Birmingham Railway Carriage and Wagon Company (BRCW) during 1961 and 1962. D5352 entered traffic in September 1961 allocated to Eastfield MPD and would spend all its career in Scotland until its premature demise. It was eventually towed to Glasgow works and broken up in January 1977.

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]]> Mon Feb 8 2010 1970/80's Modern Image - Type 3's http://pics-by-john.photoblog.org.uk/c1812363.html Images from 1974 - 1989. Scans from my 3800+ slide collection plus a few colour and b/w prints of main line Type 3 diesel locomotives around the UK. Sunday 2 September 2007: Images from 1974 - 1989. Scans from my 3800+ slide collection plus a few colour and b/w prints of main line Type 3 diesel locomotives around the UK.

37011 and 08209 inside the diesel shed at March MPD, August 1976. New as D6711 in March 1961, allocated to Stratford. Remained in East Anglia until transfered to the North East in 1968 for two years before returning to East Anglia, allocated to March, in August 1972. Renumbered 37011 in February 1974. Transfered to Scotland in June 1981 for West Highland Line duties. Involved in a collision with two class 303 emu's at Singer in January 1987 which proved to be fatal for 37011. Stored at Glasgow Works on decision, but not repaired and officially withdrawn in August 1987 and broken up in August 1989. 08209 built as 13279 at Derby in 1956. Became D3279 and then 08209 in 1974 before withdrawal in February 1983. broken up September 1983 at Doncaster Works. 33057 is seen passing Acton Wells Junction (from the Midland direction) on a cross London freight train consisting of bogie cement tanks, September 1976. The class 33 were designed especially for the Southern Region by the Birmingham Carriage and Wagon Company at Smethwick. 33057 was new in November 1961 as D6575 and was allocated to Hither Green were it stayed there for twenty four years until allocated to Eastleigh (via Stewarts Lane) in November 1985. Withdrawn in 1989 it was re-instated in 1990, named Seagull and continued in service for another seven years until withdrawn again in February 1997 following fire damage caused by dragging brakes. Sold to DRS in January 2001 and stored at MOD Smallstown until sold for preservation in August 2005. Currently (March 2008) located on the West Somerset Railway and had its engine started for the first time in eleven years in February 2008. 33011 stands at Reading, October 1976. Delivered in 1960 as D6512 it lasted in service for twenty nine years before withdrawal in March 1989 and was broken up by Vic Berry in Leicester in November 1990. 33052 rest’s between duties outside Hither Green MPD, 22nd January 1977. In December 1957 the British Railways ordered forty five type 3 diesel-electric locomotives from the Birmingham Railway Carriage & Wagon Company (BRCW) for Southern Region duties. They were required as part of the general modernisation resulting from phase I of the Kent Coast Electrification scheme. The number was later increased to a total of ninety eight including twelve special ’slim line’ locomotives for use on the width-restricted Tonbridge-Hastings line. Based on the BRCW type 2’s (class 26/27) of the Scottish Region, the Southern locomotives had eight cylinder Sulzer engines and Crompton-Parkinson electrical equipment. All were delivered to Hither Green MPD, beginning in 1959, and were allocated the numbers D6500-97. 33052 was originally D 6570 (BRCW works No. DEL174) and arrived at Hither Green in September 1961. It undertook the full range of Southern Region duties and remained a Hither Green locomotive for much of its career. It was named Ashford at Ashford station on 15 May 1980. In last years it was allocated to Stewarts Lane and was ‘stored serviceable’ there during 1996, still wearing its BR blue livery. During 1997 a group of Kent &East Sussex Railway members purchased the locomotive from EWS. The locomotive has been subsequently restored to its 1961 green livery as D6570, but retaining its name and headlamps. It is used as required for engineer’s trains, train rescue and special days. 33053 rest’s between duties outside Hither Green MPD, 22nd January 1977. In December 1957 the British Railways ordered forty five type 3 diesel-electric locomotives from the Birmingham Railway Carriage & Wagon Company (BRCW) for Southern Region duties. They were required as part of the general modernisation resulting from phase I of the Kent Coast Electrification scheme. The number was later increased to a total of ninety eight including twelve special ’slim line’ locomotives for use on the width-restricted Tonbridge-Hastings line. Based on the BRCW type 2’s (class 26/27) of the Scottish Region, the Southern locomotives had eight cylinder Sulzer engines and Crompton-Parkinson electrical equipment. All were delivered to Hither Green MPD, beginning in 1959, and were allocated the numbers D6500-97. 33053 was originally D6571 and was delivered new to Hither Green in late 1961. It undertook the full range of Southern Region duties and remained a Hither Green locomotive for much of its careerIn last years it was allocated to Stewarts Lane and was withdrawn in January 1995. It lay derelict for a number of years before moving to Barrow Hill where it was restored to operation in 2005. It is now (October 2009) based on the Mid Hants Railway. A typical work stained and grubby “valleys” class 37 ambles through Cardiff General heading east with a train of tank wagons, 19th February 1977. 37291 was built as D6991 and released into traffic in June 1965, allocated to Cardiff Canton. I first saw this locomotive stabled on the old steam shed at Raydr on the 11th May 1969 in company with five class 08’s (3595, 3604, 3753, 3807, 4128), six class 37’s (6600/02, 6875, 6970/93/95) and PWM651. Renumbered 37291 in March 1974 it remained a Cardiff engine for twenty years before transfer to Eastfield in March 1985. Its stay in Scotland as 37291 was brief as by June 1985 it was in Crewe Works for a heavy general repair and fitting of electric train heating. Released from Crewe in December 1985 as 37419 and returned to Scotland (Eastfield and then Inverness) for Highland duties. Moved south in 1991 initially to Thornaby but quickly moved on to Tinsley. The next few years proved to be ones of frequent transfer with spells at Immingham, Thornaby, Springs Branch, Crewe, Cardiff, Motherwell and two periods in store. Returned to Cardiff in January 2001 and apart from a brief spell at Motherwell and periods in store spent its final years allocated here until transferred to Toton in May 2007. Stored again four months later in September 2007. Currently (August 2008) located at Old Oak Common. 37293 light engine at Cardiff General, 19th February 1977. Built by English Electric as D6993 and released into traffic in July 1965, allocated to Cardiff Canton. I first saw this locomotive stabled on the old steam shed at Raydr on the 11th May 1969 in company with five class 08’s (3595, 3604, 3753, 3807, 4128), six class 37’s (6600/02, 6875, 6970/91/95) and PWM651. Renumbered 37293 in February 1974 it would remain a Cardiff engine for twenty eight years until transferred to Eastleigh in May 1993 and on to Stewarts Lane in March 1994. Transferred back to Eastleigh in September 1997 and finally transferred to Toton in November 1998, until stored in April 1999. 37293 was sent to France for a year in July 1999 and on its return was dumped at Tyne Yard for over eight years. The end came when it was transported by road on the 5th February 2009 to CF Booth, Rotherham who quickly broke it up, having disposed of 37293 by the 11th February 2009. A typical filthy valleys class 37 has moved up from it usual coal train duties to be in charge of a mixed bunch of four wheeled and bogied non passenger coaching stock. 37179 is approaching Cardiff General from the Newport direction with a parcels train, 19th February 1977. This locomotive has had many guises in its lifetime and is still in front line operation. It was new in October 1963 as D6879 and was allocated to Cardiff until transferred along the coast to Landore in October 1971. In the 1974 TOPS renumbering scheme it became 37179 and was still a Landore allocated engine at the time of this photograph. Transferred to Scotland (Eastfield) in April 1982 and moved back south to South Wales (Cardiff) again in March 1985. It then became a bit of a gypsy as over the next couple of years it had spells at Tinsley (twice), Gateshead, Thornaby and back to Cardiff before it entered Crewe Works for refurbishment and remerged in February 1987 as 37691. It moved back to Scotland (Motherwell) in April 1992 and south to Immingham in May 1993 and spent most of 1994 in store un-serviceable. In December 1995 it was allocated to European Passenger Services and became 37612. It did little work over the next two years until sold Direct Rail Services in June 1997 for whom it still now operates forty five years after being built. 37200 heads north on the Down Goods with a train of tank wagons, 3rd February 1979. It is fitted with miniature snow ploughs which it may find useful as there is a blanket of snow lying on the ground. Released into traffic in October 1963 as D6900 and allocated to Cardiff Canton MPD. Transferred to Gateshead in March 1967 I first saw this engine on Gateshead shed on the 18th February 1973. Transfered to Thornaby in August 1973 where it was allocated at the time of the photograph. Transferred back to Cardiff in March 1987 and received its last classified repair at Crewe in October 1987. 37200 was fitted with CP3 bogies in May 1988 and renumbered 37377. Transferred to Eastleigh in February 1993 after a few weeks in store at Immingham and remained allocated to either Eastleigh or Stewarts Lane for the next five and a half years until transferred to Toton in November 1998. Stored in January 2000 and withdrawn in December 2001, however this was not the end of the story as it was sent to Bristol Barton Hill in 2003 for repair for infrastructure duties in France and was repainted in a light grey base colour. This move however did not happen and it languished at Barton Hill until August 2008 when it was tripped to Eastleigh. In June 2009 it was moved by road to CF Booth, Rotherham and was broken up during October 2009. 37110 stands outside the shed at March MPD, 16th August 1975. Released from English Electric Vulcan Foundry as D6810 in February 1963 and allocated to Darnall MPD. Transferred to Tinsley in April 1964 and on the 1st May 1971 it could be found on Barrow Hill MPD in company with six class 08 (3209, 3401, 3664, 4032/38/45), nine class 20 (8010/21/41/60, 8128/29/32/33, 8315), three class 31 (5832/40/44), three class 37 (6813/14, 6920) and five class 47 (1531/67, 1887, 1900/80), making twenty seven locomotives in total. Transferred to March in February 1974 and is at its home depot at the time of the photograph. It was to stay at March for thirteen years and as it retained an operational steam heating boiler (which survived its last classified repair at Doncaster Works in June 1983) it was frequently used on Great Eastern passenger duties. Finally its boiler was isolated in March 1985 and in May 1987 37110 headed for Scotland being allocated to Eastfield and then a year later in May 1988 moving to Inverness. In January 1989 it received an E exam at Tinsley which would keep it going until April 1994 when it was stored unserviceable. By the time it was withdrawn it was an Immingham locomotive, coming south in April 1989 to Thornaby and on to Immingham in September 1991. It was withdrawn a year after being stored in May 1995 and dumped at Immingham until broken up on site by Raxstar in May 2000. Awaiting its first duty at Doncaster MPD after release from classified repair at Doncaster Works, even ex works 37199 fails to sparkle on this dull and dismal 6th March 1977. Built in 1963 as D6899 and entering traffic on the 10th October allocated to Cardiff Canton. It was renumbered 37199 in 1974 and 37376 in June 1988. It proved to be a well travelled locomotive with spells at Gateshead (1967), Thornaby (1970), Healey Mills (1972), Immingham (1972), Thornaby (1975), Gateshead (1975), Bristol (1987), Canton (1987), Eastfield (1989), Motherwell (192), Stratford (1993), Toton (1996), Immingham (1997) and finally Toton (1998). Stored in June 1999 its travels were not yet over as in August 1999 it departed for France for engineering train duties associated with construction of the TGV network. Returning to the UK in October 2000 it was sent to Wigan CRDC for storage. Officially withdrawn in April 2004 it eventually left Wigan by road for CF Booth Rotherham on the 3rd August 2005 and was broken up February 2006. 37209 approaches the East Coast Main Line from the Mexborough direction at St James Junction, Doncaster with an fully fitted air braked freight, 24th February 1979.Originally D6909 it entered traffic in December 1963 allocated to Landore. Remained in South Wales (with a spell at Canton) until transferred to Tinsley in February 1974 and is a Tinsley locomotive at the time of the photograph. Transferred to Stratford November 1987 it received its last classified repair at Doncaster Works in August 1988. Its last few years saw transfers to Tinsley, Motherwell, Immingham, Tinsley again before a final move in May 1992 to Inverness. Through out the early part of the summer of 1992 37209 was used almost exclusively in multiple with either 37063, 37156, 37170 or 37221 on overnight sleeper trains between Edinburgh and Inverness and Aberdeen. However by mid July it was stored un-serviceable. It migrated down to Tinsley becoming a permanent fixture on the scrap line there before its final movement across to Doncaster MPD in 2002 where it was broken up on site by Harry Needle in July 2002. 37087 has arrived at York platform 14 with a passenger train of Mark I coaching stock, 3rd March 1979. 37087 still retains a working steam heating boiler (as can be seen by the tell tale wisps of steam) which is fortunate for those aboard. Entered traffic in December 1962 as D6787 it has had a long career which started in the Northeast (1962 -1975), moved to East Anglia (1975 – 1989) and onto Yorkshire (1989 -1990), Scotland (1990 – 1995) and the Midlands (1995 – 1997). Stored unserviceable in March 1997 it was stored in Crewe South Yard until sold to Harry Needle Railway Co. in August 2002. Overhauled at Barrow Hill it undertook a test run from Barrow Hill to Bedford and back on the 23rd April 2003, the first time in six years it had ventured out onto the mainline under its own power. In February 2005 it was sold to DRS and is currently (October 2008) in use by DRS allocated to Nuclear traffic, almost forty six years after entering traffic back in 1962. Its just getting light early on the 24th August 1975 and a grubby 37142 is stabled between duties at Swansea East Dock. Originally D6842 it entered traffic May 1963 allocated to Cardiff Canton. In August 1966 it moved north to Scotland being transferred to Polmadie and was to stay in Scotland for six years before transfer back to Canton in November 1972. It would remain a Western Region engine for the next fourteen years (allocated to Canton, Landore or Laira) until a move to the North East to Thornaby in March 1986. Following short spells at Tinsley and March it was back as a Western Region engine by July 1987 where it would remain until 1995 with a move to first Bescot and in 1997 to Crewe. By May 1997 it was stored unserviceable at Crewe. After five years dumped at Crewe it was purchased by Harry Needle and moved to Barrow Hill in August 2002. In 2003 it moved to the Bodmin and Wenford Railway and was returned to working order in 2004. It is still currently (October 2008) operational and based at the Bodmin and Wenford Railway. An unusual sight in South Wales was a clean class 37 however 37234 is almost ex works and therefore has not yet been covered in grime and coal dust from the valley pits. Released from the English Electric Vulcan Foundry, as D6934 on the 10th April 1964 and allocated to Landore. Remained a South Wales engine for over twenty two years until transferred to Thornaby in November 1986. Refurbished in March 1987 and renumbered 37685 and allocated to Tinsley for freight duties which continued with transfers to Thornaby and Immingham until stored in March 1993 unserviceable. Reinstated in June 1993 and transferred to Inverness for sleeper train passenger duties from Inverness/Aberdeen – Edinburgh which it undertook until April 1995 when it was back to freight duties based on Motherwell, Immingham and Toton until stored again in June 1999. Reinstated again in September 1999 for infrastructure duties in France and spent almost a year out of the country before returning in August 2000. Since returning from France has predominately been in store with brief periods of activity in the leaf fall season. Sold to the West Coast Railway Company in December 2007 and currently (October 2008) at Carnforth. 37139 stabled in the depot sidings at Hull Botanic Gardens, 12th March 1977. Released from English Electric Vulcan Foundry as D6839 on the 3rd May 1963 and allocated to Canton. It proved a much travelled and transferred class 37 with seventeen transfers involving ten MPD’s as far a field as Eastfield, March and Landore. The end came on the 29th July 1994 when it was stored serviceable, however it was never reinstated and after almost ten years of gently rusting away at Thornaby it was sold to TJ Thomson at Stockton and broken up in February 2004. 37249 is stabled between the docks pilots and rows of 16 ton mineral wagons in the exchange sidings at Goole Docks, 12th March 1977. 37249 was originally D6949 and was released from English Electric Vulcan Foundry on the 9th December 1964 allocated to Canton. Transferred to Healey Mills (August 1967), Gateshead (March 1975), Thornaby (October 1975), Healey Mills (October 1976) and Tinsley (August 1984). In 1986 four class 37s, were converted to test the Mirrlees MB275T engine and Brush alternator for the proposed class 38. 37249 was one of these locomotives and became 37903. It was also fitted with new bogies, and had ballast weights to increase their overall weight to 120 tons. Following conversion it allocated to Canton and operated as part of the Heavy Metals sector. During the late 1990s use of the Class 37/9s declined due to availability of the newer and more powerful class 66s and problems maintaining such a small number of non-standard locos and 37903 was stored unserviceable in December 1998. Following storage it migrated to Crewe in July 1999 where it would slowly decay until broken up on site by Harry Needle Railway Co. in October 2005. The late evening sun catches 37253 stabled at Worcester MPD, 25th August 1975. Released from English Electric Vulcan Foundry as D6953 on the 5th January 1965 and allocated to Canton. It was transferred to the Eastern Region in August 1967 for a seven year spell being allocated to Healey Mills, Tinsley and Stratford during this period. Transferred back to Canton in August 1974 for another six year spell before transfer to Eastfield for a five year spell in Scotland. Transferred back to Canton in March 1985 it would enter Crewe Works for in July 1985 for a Heavy General Overall and dual brake fitment emerging in March 1986 as 37699. Apart from two months in the summer of 1992 it would spend the next seven years allocated to Canton until final transfer to Immingham on the 16th May 1993. It would spend its last years in and out of store until finally stored unserviceable on the 24th April 1996. It would be an early class 37 casualty as it was broken up by MRJ Phillips at Crewe Works during July/August 1997. 33010 drifts down the bank from Exeter Central into Exeter St Davids with an express from Waterloo 27th August 1975. The BRCW type 3 Bo-Bo diesel electric locomotives built between 1960 and 1962 were designed for use on the Southern Region. Ninety eight locomotives were constructed and they were classified as class 33 under the TOPS classification scheme. All locomotives were fitted with dual brakes and electrical train heating only when built, which was revolutionary at that time as virtually all other new diesel types were being delivered with steam heating boilers and vacuum brakes. 33010 was originally D6510 and was built in 1960, it would survive in traffic for twenty eight years being withdrawn in April 1988 and broken up by Vic Berry at Eastleigh in March 1989. 33105 awaits departure from Southampton, 27th August 1975. During the mid 1960’s third-rail electrification was expanding on the Southern Region, however it was not considered to be justified to extend beyond Bournemouth on the South West Main Line, and so in 1966, D6580 was fitted with experimental push-pull apparatus and high-level brake pipes and jumper cables to make it compatible with Southern Region Electric Multiple Unit stock. Tests were carried out on the Oxted Line using a 6-coach rake of unpowered EMU coaches (designated TC, the T standing for Trailer). Following successful completion of trials, D6580 and eighteen other members of the class entered Eastleigh works in 1968 to be converted Class 33/1, fitted with a modified version of the push-pull apparatus (fully compatible with Class 73 Electro-Diesels) and painted in the new BR corporate blue with full yellow ends. With the advent of the 1973 TOPS renumbering scheme, these modified locomotives were numbered 33101–33119. At one time class 34 was earmarked for these modified Class 33 locomotives but in the end was never used. 33105 was built in 1960 as D6517 and was withdrawn after twenty seven years service in October 1987. It was broken up by Vic Berry at Leicester three years later in October 1990. 33116 awaits its next turn of duty in the yard adjacent to Eastleigh station, 27th August 1975. Originally D6535 it was built by the Birmingham Railway Carriage and Wagon Company in 1960. In 1966 it was modified to enable it to operate in multiple with Southern Region electric multiple unit stock. The most noticeable differences between these modified locomotives and the original design are the provision of jumper cables at either end of the locomotive similar to that which can be found on electric stock and buckeye couplings instead of the screw link couplings previously fitted. These nineteen modified locomotives became class 33/1. 33116 was withdrawn after thirty eight years service in August 1998. Following withdrawal it was to spend almost seven years dumped at Old Oak Common before being purchased by the National Railway Museum and moved to the Great Central Railway in April 2005. Since arriving at Loughborough attention was focused on restoring it to operation and it has been a regular performer in recent years. Recent focus has been on restoring the body work and it has just (November 2008) received a decent coat of paint for the first time since withdrawal. 33117 drifts into the yard adjacent to Eastleigh station light engine, 27th August 1975. Originally D6536 it was built by the Birmingham Railway Carriage and Wagon Company in 1960. In 1966 it was modified to enable it to operate in multiple with Southern Region electric multiple unit stock. The most noticeable differences between these modified locomotives and the original design are the provision of jumper cables at either end of the locomotive similar to that which can be found on electric stock and buckeye couplings instead of the screw link couplings previously fitted. These nineteen modified locomotives became class 33/1. Withdrawn in May 1993 it is currently (December 2008) owned by the Bury Diesel Group and can be found on the East Lancashire Railway. Whilst class 33’s were common in the Willesden area on cross London freight duties it was not usual to find one stabled on Willesden depot, so its with some surprise that we find 33014 so stabled on the 8th April 1977. In December 1957 the British Railways ordered forty five type 3 diesel-electric locomotives from the Birmingham Railway Carriage & Wagon Company (BRCW) for Southern Region duties. Ninety eight locomotives were eventually constructed and they were classified as class 33 under the TOPS classification scheme. All locomotives were fitted with dual brakes and electrical train heating only when built, which was revolutionary at that time as virtually all other new diesel types were being delivered with steam heating boilers and vacuum brakes. 33014 was originally D6522 and was built in 1960, it would survive in traffic for twenty six years being withdrawn in February 1986. Following withdrawal it was broken up quickly by BR at Eastleigh in September 1986. In the sidings at the bottom of the Lickey at Bromsgrove we find the duty bankers awaiting the next train that requires a shove up the hill. By 1979 the banking duty was being covered by two class 37 locomotives and on the 14th April 1979 we find 37233 plus an unrecorded member of the class undertaking the duty. Released from the English Electric Vulcan Foundry, as D6933 on the 1st April 1964 and allocated to Landore where it would remain allocated for the next sixteen years until transferred to Bristol in May 1980. It would remain at Bristol for seven years until transferred to Stratford in July 1987. In reality it entered Crewe works for refurbishment and reappeared in November 1987 as 37889. During this refurbishment the English Electric generator was replaced with a Brush BA1005A alternator, the locomotive was extensively re-wired and ballast weight was added to give extra 'pulling power' when hauling heavy freight trains. After a brief stay at Stratford it was back to the Western Region in May 1988 with a transfer to Cardiff where it was to remain for ten years before its final transfer to Toton in November 1998. With introduction of the class 66 many class 37 locomotives were withdrawn and 37889 was stored in June 1999. Dumped at Crewe Diesel Depot for almost eight years until broken up on site by HNRC in March 2007. 37112 heads a line of three class 37’s on a Saturday afternoon in the shed yard at Tinsley, 9th April 1977.Released from English Electric Vulcan Foundry as D6812 in February 1963 and allocated to Darnall MPD. Transferred to Tinsley in April 1964, March in February 1974, Tinsley in October 1976, Healey Mills in January 1979, Gateshead in May 1980 and Eastfield in June 1980. In February 1986 it entered Crewe Works for a Heavy General overall and emerged in June 1986 as 37510, allocated to Canton. Transferred to Thornaby in January 1987, Motherwell, Thornaby, Immingham and Inverness in 1992 and Toton in November 1998 before spending just over a year in France commencing in August 1999. Stored at Thornaby on return until sold and overhauled in 2005 at Barrow Hill for DRS. 37120 heads east through Wakefield Kirkgate with a train of 4 wheeled oil tanks, 29th January 1976. Originally D6820 it entered traffic on the 29th March 1963 allocated to Cardiff Canton. Its first transfer was to York in 1966 after which it was regularly on the transfer list with spells at Thornaby (1968), Gateshead (1970), Stratford (1970, 1979 and 1987), March (1972), Tinsley (1976, 1984 and 1985) and Canton (1985 and 1987). It was refurbished as a class 37/7 in January 1988 with the main generator being replaced by an alternator, rewired, additional weight and a new number of 37887. Transferred to Canton in May 1988 where it would remain there for the next eleven years before a final transfer to Toton three months prior to withdrawal in October 1999. Dumped at Immingham following withdrawal for eight years before finally moving to CF Booth Rotherham for breaking up. This being completed in April 2008. 37042 was transferred from March to Healey Mills in January 1976 and here it is on the 29th January 1976 working a Healey Mills local colliery duty “Target 91” through Wakefield Kirkgate in the weak winter sunshine. 37042 was released from English Electric Vulcan Foundry, as D6742 on the 15th June 1962 and allocated to Darnall. After spells at Canton and Tinsley it transferred to March in April 1966 and settled down for a ten year spell in East Anglia until its transfer to Healey Mills. 37042 would escape the refurbishment program of the mid 1980’s and would soldier on until finally being withdrawn in January 2005, after over forty two years service. After its transfer to Healey Mills in 1976 it would have spells at Thornaby (1976, 1979), Tinsley (1978), March (1978), Immingham (1986), Motherwell (1990), Cardiff (1992), Toton (1994, 2004), Old Oak Common (2000, 2003) and Crewe (2002). Following withdrawal it has been dumped at Doncaster Carr. 37055 heads east for the Humber oil refineries at Nottingham Midland with a train of four wheel oil tank wagons, 9th May 1979. 37055 was released from English Electric Vulcan Foundry, as D6755 on the 21st September 1962 and allocated to Thornaby MPD where apart from a two month spell at Stratford in early 1972 it was to remain for twelve years until transferred to Immingham in May 1974. There then followed a period of regular transfer between the main Eastern Region depots of March, Stratford, Gateshead Thornaby and Immingham until transfer to Stratford in January 1981 where it would stay for the next eight years. Transfer to Tinsley in July 1989 commenced a four year spell in south Yorkshire until transferred back to Stratford in May 1993. Its final years were again a period of regular transfer with spells at Stewarts Lane, Toton and Crewe before being withdrawn in April 2002. After spending over five years dumped at Thornaby it was broken up by EMR, Kingsbury in April 2008. As the light starts to fail a grubby 37205 merges into the grey granite background as it threads its way through Princess Street Gardens, Edinburgh with an eastbound train of freightliner wagons, 14th April 1977. Originally D6905 it entered traffic in November 1963 allocated to Landore and remained in South Wales until transferred to Eastfield in 1968. It remained in Scotland for ten years until transferred to Tinsley in January 1978 and then on to Cardiff in October 1978. It would remain either a Cardiff or Bristol engine for nine years until transferred to Tinsley in February 1987. In reality it entered Crewe works for refurbishment and reappeared at the end of February 1987 as 37688. In September 1990 it transferred to Immingham which was the start of a period of regular transfers that included spells at Thornaby (1994), Immingham (1995), Toton (1998, 2000, 2002, 2003), Bescot (1999), Crewe (2000, 2002, 2003) and Motherwell (2001). 37688 was stored in November 2003 (at Temple Mills and then Healey Mills), however it was sold to Direct Rail Services at the end of 2005 and following overhaul by Brush, Loughborough it re-entered service in August 2007. 37249 stands at one of the fuelling points outside the its home shed, Thornaby, 13th February 1976. 37249 was originally D6949 and was released from English Electric Vulcan Foundry on the 9th December 1964 allocated to Canton. Transferred to Healey Mills (August 1967), Gateshead (March 1975), Thornaby (October 1975), Healey Mills (October 1976) and Tinsley (August 1984). In 1986 four class 37s, were converted to test the Mirrlees MB275T engine and Brush alternator for the proposed class 38. 37249 was one of these locomotives and became 37903. It was also fitted with new bogies, and had ballast weights to increase their overall weight to 120 tons. Following conversion it allocated to Canton and operated as part of the Heavy Metals sector. During the late 1990s use of the Class 37/9s declined due to availability of the newer and more powerful class 66 locomotives and problems maintaining such a small number of non-standard locomotives. 37903 was stored unserviceable in December 1998. Following storage it migrated to Crewe in July 1999 where it would slowly decay until broken up on site by Harry Needle Railway Co. in October 2005. 37035 ambles past Darlington station with a class 8 freight train, 13th February 1976. 37035 was entered traffic as D6735 in April 1962, allocated to Hull Diarycoats MPD and was to remain until the depot closed in October 1969 when it transferred to Healey Mills. In August 1972 it transferred to Stratford and apart from a spell at Gateshead in 1974 would remain in East Anglia either allocated to Stratford or March until May 1981 when it transferred to Healey Mills. At the time of the photograph it was a March engine and a long way from its home shed. Its stay at Healey Mills was brief as 37035 still retained at a working steam heating boiler and within four weeks it was dispatched to Eastfield for West Highland duties. A year later it transferred to Inverness for Highland duties in an interesting twist of fate in that these duties were some of the first to lose steam traction in favour of diesel power (in 1960) and the last to retain steam heating. It would spend the next four years in the Highlands before moving back to Eastfield in January 1986. From Scotland its next move was to Wales when it transferred to Cardiff in July 1990 and this was followed in August 1993 by transfer to Bristol. With “Sectorisation” it was nominally transferred to Toton in March 1994 and Stewarts Lane in October 1995 although through out this period it was allocated to Great Western infrastructure duties. In September 1996 it was stored unserviceable, condemned in September 1998 and broken up by CF Booth, Rotherham in January 2000. 37125 stabled in the sidings at Worksop, 7th May 1977. Originally D6825 it entered traffic on the 8th May 1963 allocated to Cardiff Canton. Its first transfer was to York in June 1966 after which it was regularly on the transfer list with spells at Gateshead (1966, 1986), Stratford (1968, 1973 and 1985), March (1972, 1979), Tinsley (1975, 1986) Immingham (1979, 1980) Eastfield (1980, 1985), Motherwell (1981, 1985) and Cardiff (1986). In 1986 four class 37s, were converted to test the Mirrlees MB275T engine and Brush alternator for the proposed class 38. 37125 was one of these locomotives and 37125 became 37904. It was also fitted with new bogies, and had ballast weights to increase their overall weight to 120 tons. Following conversion it was allocated to Canton and operated as part of the Heavy Metals sector. During the late 1990s use of the Class 37/9s declined due to the problems maintaining such a small number of non-standard locos and 37904 was stored unserviceable in May 1996. Following storage at Cardiff Canton it migrated to Carnforth in November 2002 where it would continue to slowly decay until moved to CF Booth Rotherham in October 2004 and broken up in November 2004. March allocated 37038 is about to depart from York with 1P14, 0835 Newcastle – Yarmouth service, 2nd June 1979. 37038 was released from English Electric Vulcan Foundry as D6738 on the 11th May 1961, allocated to Hull Diarycoats MPD and has proved to be a survivor. During the next thirty eight years it was allocated to depots in the Eastern, Western and Scottish Regions until it was withdrawn by EWS in December 1999. However it was not broken up and was sold in January 2000 to Ian Riley who returned 37038 to main line use. In May 2003 37038 was sold to DRS and is still (November 2009) in main line use forty eight years after entering service. 37125 heads west through Retford with a train of “Grampus” engineers wagons and 16 ton minerals, 6th July 1977. 37125 was built by English Electric at the Robert Stephenson and Hawthorns works as D6825 and it entered traffic on the 8th May 1963 allocated to Cardiff Canton. Its first transfer was to York in June 1966 after which it was regularly on the transfer list with spells at Gateshead (1966, 1986), Stratford (1968, 1973 and 1985), March (1972, 1979), Tinsley (1975, 1986) Immingham (1979, 1980) Eastfield (1980, 1985), Motherwell (1981, 1985) and Cardiff (1986). In 1986 four class 37s, were converted to test the Mirrlees MB275T engine and Brush alternator for the proposed class 38. 37125 was one of these locomotives and became 37904. It was also fitted with new bogies, and had ballast weights to increase their overall weight to 120 tons. Following conversion it was allocated to Canton and operated as part of the Heavy Metals sector. During the late 1990s use of the Class 37/9s declined due to the problems maintaining such a small number of non-standard locos and 37904 was stored unserviceable in May 1996. Following storage at Cardiff Canton it migrated to Carnforth in November 2002 where it would continue to slowly decay until moved to CF Booth Rotherham in October 2004 and broken up in November 2004. 37128 leads 37129 light engine through Shireoaks, 6th July 1977. 37128 was built by English Electric at the Robert Stephenson and Hawthorns works as D6828 and it entered traffic on the 7th June 1963 allocated to Cardiff Canton. Its first transfer was to York in June 1966 after which it was regularly on the transfer list with spells at Gateshead (1966, 1971, 1983), Thornaby (1970, 1971, 1987, 1994), Stratford (1971, 1987), Inverness (1989), Tinsley (1970, 1975, 1986, 1992) Immingham (1991, 1993, 1994) Eastfield (1990), Heaton (1993) and Cardiff (1987). In August 1994 37128 was rebogied with regeared cast bogie frame type CP7 Bogie's, the fuel capacity was doubled (by using the redundant boiler water tanks) and was renumbered 37330. It was withdrawn in February 1997 and broken up by TJ Thompson, Stockton in November 2001. 37129 is actually older than 37128 being built by English Electric at the Vulcan Foundry works as D6829 and it entered traffic on the 20th March 1963 allocated to Cardiff Canton. In August 1987 it emerged from Crewe Works following refurbishment as 37669. Stored in 2005 it is still in existence and is currently (December 2009) at Toton. 37125 heads west through Shireoaks with a train of empty 16 ton mineral wagons and 21 ton coal hoppers, 6th July 1977. 37125 was built by English Electric at the Robert Stephenson and Hawthorns works as D6825 and it entered traffic on the 8th May 1963 allocated to Cardiff Canton. Its first transfer was to York in June 1966 after which it was regularly on the transfer list with spells at Gateshead (1966, 1986), Stratford (1968, 1973 and 1985), March (1972, 1979), Tinsley (1975, 1986) Immingham (1979, 1980) Eastfield (1980, 1985), Motherwell (1981, 1985) and Cardiff (1986). In 1986 four class 37s, were converted to test the Mirrlees MB275T engine and Brush alternator for the proposed class 38. 37125 was one of these locomotives and became 37904. It was also fitted with new bogies, and had ballast weights to increase their overall weight to 120 tons. Following conversion it was allocated to Canton and operated as part of the Heavy Metals sector. During the late 1990s use of the Class 37/9s declined due to the problems maintaining such a small number of non-standard locos and 37904 was stored unserviceable in May 1996. Following storage at Cardiff Canton it migrated to Crewe in November 2002 where it would continue to slowly decay until moved to CF Booth Rotherham in October 2004 and broken up in November 2004. 37237 is stabled outside of the shed at Motherwell, 27th March 1976. Although now a diesel depot Motherwell MPD still had the feel of a steam shed in 1976 as it utilised the original Caledonian Railway eight road straight steam shed and as can be seen for a diesel depot is very mucky and grimy underfoot. 37237 was originally D6937 and was built by English Electric at the Vulcan Foundry, Newton Le Willows. It entered traffic in May 1964, allocated to Cardiff Canton MPD. It transferred to Scotland (Eastfield) in March 1968 and would remain a Scottish engine for the next seventeen years until transferred back to South Wales (Landore) in March 1985. 37237 entered Crewe Works for refurbishment in the summer of 1987 and emerged as 37893 in October 1987, allocated to Stratford. 37893 transferred to Immingham in April 1990 and this was followed by a period of frequent transfers between Immingham, Thornaby, Motherwell, Toton and finally Crewe. In July 2001 it departed for Italy for a twenty month spell on infrastructure duties, arriving back in the UK in March 2003. Occasionally used since on its return it was finally withdrawn in January 2005. Following withdrawal 37893 was dumped at Bescot until the 21st December 2009 when it was removed by road on and has been taken to Allely's Yard at Studley, where it can currently (January 2010) be found apparently secured for preservation. 33006 awaits departure at Waterloo, 17th November 1978. In December 1957 the British Railways ordered forty five type 3 diesel-electric locomotives from the Birmingham Railway Carriage & Wagon Company (BRCW) for Southern Region duties. They were required as part of the general modernisation resulting from phase I of the Kent Coast Electrification scheme. The number was later increased to a total of ninety eight including twelve special ’slim line’ locomotives for use on the width-restricted Tonbridge-Hastings line. Based on the BRCW type 2’s (class 26/27) of the Scottish Region, the Southern locomotives are powered by a Sulzer 8 cylinder in-line engine of 1550 bhp, designated 8LDA. The main generator and the four traction motors were supplied by Crompton Parkinson. All were delivered to Hither Green MPD with the first D6500 arriving at Hither Green MPD on the 17th December 1959, although not officially accepted into traffic until January 1960. All the class 33 locomotives were fitted with dual brakes and electrical train heating only when built, which was revolutionary at that time as virtually all other new diesel types were being delivered with steam heating boilers and vacuum brakes. 33006 was originally D6506 and entered traffic in April 1960. In September 1962 D6506 was transferred to Eastleigh which would become its home depot for the next twenty six years before a final transfer to Stewarts Lane in February 1989. 33006 received its last classified repair at Eastleigh in February 1985 and this would keep it in traffic until August 1991 when it was withdrawn after suffering a turbo-charger failure. Following withdrawal it was broken up by CF Booth, Rotherham in June 1994. 33008 Eastleigh is stabled between duties in one of the short bay non passenger platforms at Waterloo, 6th May 1982. 33008 was originally D6508 and entered traffic in May 1960, allocated to Hither Green MPD. In September 1962 D6508 was transferred to Eastleigh which apart from twelve months spell from April 1964 as a Hither Green engine would become its home depot for the next twenty six years before a final transfer to Stewarts Lane in February 1989. 33008 survived both collision damage (November 1989) and fire damage (July 1990) at a time when other members of the class were being withdrawn and received its last classified repair at Eastleigh in March 1992. This would keep it in traffic until February 1996 when it was withdrawn after suffering a generator failure. Following withdrawal it has been sold for preservation and can currently (January 2010) be found on the Battlefield Line under going restoration.