British Rail Class 55

British Rail Class 55

55012 Crepello approaching London Kings Cross in 1976
Type and origin
Power type Diesel-electric
Builder English Electric at Vulcan Foundry
Build date 1961–1962
Total produced 22
Specifications
Configuration Co-Co
AAR wheel arr C-C
UIC class Co'Co'
Gauge 4 ft 8 12 in (1,435 mm) standard gauge
Wheel diameter 3 ft 9 in (1.143 m)
Wheelbase 58 ft 6 in (17.83 m)
Length 69 ft 6 in (21.18 m)
Width 8 ft 9 12 in (2.68 m)
Height 12 ft 10 in (3.91 m)
Loco weight 99 long tons (101 t; 111 short tons)
Fuel capacity 900 imp gal (4,100 l; 1,100 US gal)
Prime mover Napier Deltic D18-25, × 2
Generator English Electric DC generator
Traction motors DC traction motors
Transmission Diesel electric
MU working Not fitted
Train heating Steam; later Electric Train Heating
Train brakes Vacuum; later Dual (Air and Vacuum)
Performance figures
Maximum speed 100 mph (161 km/h)
Power output Engines: 1,650 bhp (1,230 kW) × 2
Tractive effort Maximum: 50,000 lbf (222 kN)
Continuous: 30,500 lbf (136 kN)@ 32.5 mph (52.3 km/h) [1][2]
Career
Operators British Railways
Numbers D9000–D9021; later 55 022, 55 001–55 021
Nicknames ‘Deltics’
Axle load class Route availability 5

The British Rail Class 55 is a class of diesel locomotive built in 1961 and 1962 by English Electric. They were designed for the high-speed express passenger services on the East Coast Main Line between London King's Cross and Edinburgh. They gained the name "Deltic" from the prototype locomotive, British Railways DP1 DELTIC (the running number DP1 was never carried), which in turn was named after its Napier Deltic power units. Twenty-two locomotives were built, which dominated express passenger services on the East Coast Main Line (ECML), particularly London – Leeds and London – Edinburgh services, until 1978 when InterCity 125 'High Speed Trains' were introduced. 1978–81 saw them gradually relegated to semi-fast or newspaper–parcel–sleeper services along the ECML (destinations including Cambridge, Cleethorpes, Harrogate, Hull, Scarborough and Aberdeen) plus occasional forays 'offline' – York - Liverpool Lime Street semi-fast and Edinburgh - Carlisle via Newcastle stoppers. The fleet was withdrawn from service between January 1980 and December 1981. Three locomotives were retained until 2 January 1982, to work the farewell special, all being withdrawn immediately afterwards, on arrival back at York. Six locomotives entered preservation during 1982 and 1983, one by the National Railway Museum, two by the Deltic Preservation Society, two by the Deltic 9000 Fund and one privately owned. Two cabs were also privately purchased.

Production

A sectioned Napier Deltic engine at the National Railway Museum

Following trials with the prototype DP1 Deltic locomotive, which was built at the Dick, Kerr & Co. works in Preston, an order was placed with English Electric for a production fleet of 22 units (reduced from the originally-planned 23[3]), replacing more than twice that number (55) of Gresley Pacifics. A first, was that the locomotives were purchased under a service contract, English Electric agreeing to maintain them, including their engines and generators, for a fixed price. Additional Deltic engines were produced to enable engines to be exchanged regularly for overhaul while keeping the locomotives in service.

The locomotives were assigned to three locomotive depots: Finsbury Park in London, Gateshead over the Tyne from Newcastle, and Haymarket in Edinburgh. They arrived from the manufacturer painted in two-tone green, the dark BR green on top, with a narrower strip of a lighter, lime green along the bottom. This helped to disguise the bulk of the locomotive body. The cab window surrounds were picked out in cream-white. Although delivered without it, they all soon sported the bright yellow warning panel at each end common to all British diesel and electric locomotives, to make them more conspicuous. Very soon, all were named; the Gateshead and Edinburgh Haymarket locomotives after regiments of the British Army from the North-East of England and from Scotland, respectively, while London Finsbury Park followed the LNER tradition of naming locomotives after winning racehorses.

By 1966 they began to be painted in corporate Rail Blue with yellow ends, the change generally coinciding with a works repair and the fitting of air brake equipment, the locomotives originally having only vacuum braking (the first so treated was D9002; the last to be painted blue was D9014). In the early 1970s they were fitted with Electric Train Heating (ETH) equipment to power the new generation of air-conditioned coaches, while a couple of years later, with the introduction of BR's TOPS computer system, they were renumbered 55 001 to 55 022. In 1979 Finsbury Park restored the white cab window surrounds to their remaining (6) Deltics, making them distinctive although these were later painted over when the locomotives were transferred to York during the rundown of the depot at Finsbury Park.

Performance

The introduction of the Deltics was a step change in locomotive performance on the East Coast Main Line. The recently introduced class 40 diesels had an absolute maximum drawbar horsepower of 1,450[4] and this could be exceeded by a Pacific steam locomotive if worked hard. On one of O. S. Nock's first Deltic runs (the down Heart of Midlothian loaded to 13 coaches 530 tons gross) he states "once the tail of the train was over the 60 mph restriction the throttle was opened to the full, and the surge forward could be felt in the cab. Never previously had I felt a positive thrust in my back when in the second man's seat!" Nock went on to estimate that at 80 mph the locomotive was producing about 2,750 drawbar horsepower.[5] As early as 1963 Deltics were recorded exceeding 100 mph, Nock recording 100 mph for 16 miles south of Thirsk with a maximum of 104 mph, he went on to say that such speeds in 1963 were "terrific".

By the mid 1960s the Deltic hauled Flying Scotsman was achieving a 5-hour 55-minute time from King's Cross to Edinburgh with one stop at Newcastle[6] and this was the fastest ever timing, beating the pre war A4 hauled "Coronation" service's 6 hours, and without the priority over other traffic accorded to the earlier LNER train. As the East Coast Main Line was upgraded times dropped still further and by the mid 1970s the Flying Scotsman was reaching Edinburgh in 5 hours 30 minutes, still with one stop at Newcastle.[7]

55 018 Ballymoss at London Kings Cross in 1976

The ultimate Deltic performance came on 2 February 1978 with a run on the 07:25 from Newcastle to King's Cross. In some respects the run was set up (the driver was about to retire) but the speeds were record breaking. The locomotive was 55 008 The Green Howards, it was hauling 10 coaches (343 tons gross) and on the leg from York to London it achieved a timing of 137 min 15 sec. This included various signal stops and other enforced speed reductions, the nett time is estimated at 115 min 45 sec, an average of 97 mph start to stop. The train achieved 113 mph on the flat between Darlington and York, 114 mph at Offord and 125 mph whilst descending Stoke bank.[8]

The Railway Performance Society estimate that on modern infrastructure (the Selby Diversion etc.) a realistic Deltic hauled schedule from King's Cross to Edinburgh would be around 4 hours 57 minutes (a theoretical unchecked run being around 4 hours 40 minutes).[9] This would be for a train of 11 coaches and include a stop at Newcastle, the latter city being reached in a scheduled 3 hours 6 minutes.

Accidents and incidents

Replacement

A line of seven withdrawn Deltics at Doncaster Works in August 1982

In the late 1970s the Deltics began to be supplanted by the next generation of express trains, the Class 43 High Speed Train (HST), branded as InterCity 125 and the Deltics began to take on secondary roles. British Rail at this time had a general policy of not maintaining small non-standard fleets of locomotives, thus the class had a limited future. When the Intercity 125 fleet took over on the main East Coast services it was never likely to be economic to maintain a small non-standard class of locomotive for secondary services. Thought was given to redeploying all or some of the fleet on either the Midland main line, or the Trans-Pennine route between Newcastle and Liverpool, or the North East - South West cross-country route but was ultimately abandoned as uneconomic, due to maintenance and crew training costs and the end of the decade saw the first withdrawals from service. 55 001 St. Paddy, 55 004 Queen's Own Highlander and 55 020 Nimbus had all been out of traffic for the best part of two years and cannibalised for spares by Doncaster Works. It was decided that 55 001 and 55 020 were too heavily cannibalised to justify resurrection and they were condemned in January 1980. 55 004 was returned to service.

At that time Deltics were generally run with only limited maintenance until they became unable to continue running and required rescue by other locomotives after breaking down. Typically the cause would be engine failure, although some Deltics were withdrawn for other reasons. Exchange of operational power units between withdrawn locomotives and running examples was regularly carried out at both Doncaster Works and at Stratford Works. Withdrawn locomotives were then taken to Doncaster Works for stripping and eventual scrapping. For a time the Deltic scrap line was a major draw for railway enthusiasts.

The National Railway Museum selected 55 002 The King's Own Yorkshire Light Infantry for preservation as part of the National Collection. The Friends of the National Railway Museum sponsored the repaint of 55 002 into original green livery for its last eighteen months in traffic, although it carried its TOPS number rather than D9002. As insurance, in case 55 002 should meet with a mishap during its last months, the withdrawn 55 005 The Prince of Wales's Own Regiment of Yorkshire was set aside from breaking up at Doncaster Works until Deltic operation on the main line had concluded.

The final service train run was the 16:30 Aberdeen-York service on 31 December 1981, hauled from Edinburgh by 55 019 Royal Highland Fusilier, arriving in York at just before midnight.[13] The last train was an enthusiast special, the "Deltic Scotsman Farewell", on 2 January 1982, hauled from King's Cross to Edinburgh by 55 015 Tulyar and 55 022 Royal Scots Grey on the return. 55 009 Alycidon shadowed the train in both directions between Peterborough and Newcastle, in case of a failure of the train locomotive. Following the farewell, the surviving Deltics were moved to Doncaster Works, where they were displayed en masse in February 1982, before disposal commenced.

Preservation

All six preserved Deltics at Barrow Hill

Six locomotives were saved after their withdrawal:

55 022 Royal Scots Grey passes Carlton-on-Trent in 2010 with an Oxford-Preston charter
D9008 (55 008) The Green Howards Simulator cab

Two cabs were saved after withdrawal:

Operations after BR withdrawal

55 022 Royal Scots Grey at the Barrow Hill Round House
55 022 Royal Scots Grey at Linlithgow, after a railtour, on 7 December 2007

Despite the ban on privately owned diesel locomotives operating on BR tracks, railway enthusiasts did not have to wait that long after the final withdrawal of the class to see a Deltic back on the mainline. Following participation in the hastily arranged 'Farewell to the Deltics' open day at BREL Doncaster Works on 27 February 1982, 55 002 left Doncaster under its own power and ran back up the ECML to the National Railway Museum light engine; it was to be some years before a Deltic was officially allowed to run again on the mainline.

The next opportunity to see a Deltic back on the mainline and running under its own power was in April 1985 when D9000 was sent (at the request of ScotRail management) light engine from Haymarket Depot to Perth for an open day. Following newspaper comments by ScotRail's manager Chris Green around that time there was hope that D9000 might see regular work north of the border. Chris Green's move to the management team at the newly created Network South East in 1986 put paid to that. However, that did not end his involvement with D9000. He arranged for Network South East depots to provide accommodation for both D9000 and D9016 and when he moved on to head up Virgin Trains D9000 was used on many Virgin Cross-Country service trains.

With the changes taking place on Britain's railways in the 1990s, the outlook changed for preserved diesel locomotives. In British Rail days no privately owned diesel locomotives were allowed to operate on its tracks. With privatisation came open-access railwaysthe track and infrastructure were owned and operated by Railtrack, who for a fee would allow approved locomotives and trains to operate on their track. Suddenly, the owners of preserved locomotives were on an equal footing with everyone else. In fact, the characteristics of the Deltic locomotives, powerful and capable of cruising at 100 mph (160 km/h), enabled them to fit more easily onto the modern rail network than other, slower, preserved diesels.

In 1996 the Deltic 9000 Fund registered itself at Companies House as Deltic 9000 Locomotives Ltd (DNLL) with the objective of returning its locomotives to main-line service and on 30 November 1996 D9000 Royal Scots Grey hauled the 'Deltic Deliverance' charter from Edinburgh to King's Cross. Although this tour ended prematurely at Berwick-upon-Tweed, D9000 went on to haul many charter trains and service trains for both Anglia Railways and Virgin Trains until 2003. Subsequently DNLL's other Deltic, D9016 Gordon Highlander returned to main-line working (it was temporarily painted in a purple and grey livery based upon the house colours of Porterbrook Leasing, who helped finance the restoration), as did the Deltic Preservation Society's D9009 Alycidon and D9019 Royal Highland Fusilier. Between 1997 and 2003 all four main-line certified locomotives saw frequent charter and spot hire use, including on the Venice Simplon Orient Express. A highlight of this period was 22 May 1999, when D9000 Royal Scots Grey, D9009 Alycidon and 55 019 Royal Highland Fusilier were all in operation on the East Coast Main Line on the same day - D9000 running the "George Mortimer Pullman" British Pullman between Victoria and Bradford Forster Square and the DPS Deltics working two charter trains between King's Cross and York. On the return run from Bradford, D9000 was held in platform 1 at Doncaster, whilst 55 019 passed on the up through line. D9000 then followed 55 019 as far as Belle Isle, where it diverged for the run around London to Victoria.

In 2003, DNLL went into liquidation with the result that D9000 and D9016 were sold to private individuals. From July 2003 to March 2005 no Deltics hauled a train on the main line. After a brief return to the main line in 2005 the DPS withdrew their last Deltic (55 019) at the end of 2005, having run three tours during the year. D9015 Tulyar is currently undergoing a full overhaul at Barrow Hill, with the aim of main line operation, whilst 55 002 The King's Own Yorkshire Light Infantry is currently painted in BR blue, main line certificated, and operates from the National Railway Museum. 55 019 remains in full working order along with D9009, whilst D9016 is currently able to operate on one engine only.

55 022 Royal Scots Grey at Castleton East Junction in 2007

On 23 September 2006, 55 022 (D9000) Royal Scots Grey returned to the main line after a lengthy and extensive restoration at Barrow Hill, carried out on behalf of the owners by the DPS. It successfully hauled the SRPS 'Moray Mint' railtour from Edinburgh to Inverness, via Perth on the outward trip and back via Aberdeen. On its second working two weeks later, severe damage occurred to the number 2 end engine. The engine suffered from a leg out of bed, a term which means the engine con-rod breaks out of the engine crankcase. This left Royal Scots Grey still able to operate but on one engine only. By January 2007, the faulty power unit was removed from 55 022, put into storage and replaced by an ex-marine Napier Deltic engine modified for rail use; work was completed by Royal Scots Grey's dedicated team in August 2007. After extensive testing at the East Lancs Railway the locomotive hauled its first tour since the previous engine malfunction on RTC's 'Autumn Highlander' with 50 049 and 40 145 in October 2007. 55 022 successfully hauled a number of charter tour services during 2008 but the replacement marine-sourced engine gave rise for concern following the discovery of oil in the coolant and at the end of August the locomotive was removed from future large railtour duties. The locomotive continued working mainline duty by visiting other preserved railway and moving other non-mainline registered locomotives.

In mid January 2007, an agreement was reached between heritage railway Peak Rail and the owner of D9016 Gordon Highlander which entailed the move of the locomotive from Barrow Hill to the preserved line for a period of three years. It had been thought that D9016 would receive certain maintenance and restoration while on the railway. However, the sale of the locomotive to the Harry Needle Railroad Company and subsequent announcements indicated that the weekend runs of 27 and 28 September 2008[18] might be its last prior to component recovery and eventual scrapping. Despite previous indications to the contrary, HNRC put the locomotive up for sale during the last week of September 2008 and although the Gordon Highlander Preservation Group submitted a substantial bid it was not accepted and the immediate future (and owner) of the locomotive was shrouded in some mystery.

On 18 September 2009, 55 022 Royal Scots Grey is seen shortly after arrival from Pickering, during the NYMR’s annual Diesel Gala.

Subsequently, in October 2008, DRS announced in a press release[19] that it had acquired D9016 Gordon Highlander from Harry Needle Railroad Company (HNRC): "The company is working with HNRC to return the locomotive to operational condition, although at the time of writing (June 2009) the locomotive was still stored at Barrow Hill awaiting attention. While the locomotive is not planned for an immediate return to service, DRS is confident that the locomotive will be returned to mainline service in the future. DRS intends to retain the locomotive's name". On 29 December 2009, it was announced that D9016 had been purchased by Beaver Sports (Yorks) Limited. It has subsequently operated (on one engine) on the East Lancashire Railway and the Great Central Railway, it moved by road to Washwood Heath in Birmingham for bodywork repairs in January 2015.

In April 2011, 55 022 was chartered by GB Railfreight for bauxite freight working between North Blyth and the Lynemouth aluminium smelter. This charter was scheduled to last from April to July.[20][21]

From May 2013 55 022 has again been chartered by GBRF to transfer class 334 EMU's between Yoker and Kilmarnock for refurbishment and also between Glasgow Works at Springburn and Shields Depot. This work continued for 32 months, during which time the loco worked faultlessly and in addition made the Class 55 debut on the luxury 'Royal Scotsman' charter train. ref>scotrail170434 (4 May 2013). "55022 'Royal Scots Grey' GBRF Class 334 unit move". YouTube. Retrieved 10 April 2015. </ref>


55 022 Arrives at North Blyth on 26 September 2011 with a train of aluminium oxide wagons.

Class list

Original
Number
TOPS
number
Name Withdrawn Status
D9000 55 022 Royal Scots Grey 2 January 1982 Preserved - Mainline Registered
D9001 55 001 St. Paddy 5 January 1980 Scrapped BREL Doncaster February 1980.
D9002 55 002 The King's Own Yorkshire Light Infantry 2 January 1982 Preserved - Mainline Registered
D9003 55 003 Meld 31 December 1980 Scrapped BREL Doncaster March 1981.
D9004 55 004 Queen's Own Highlander 28 October 1981 Scrapped BREL Doncaster August 1983.
D9005 55 005 The Prince of Wales' Own Regiment of Yorkshire 8 February 1981 Scrapped BREL Doncaster February 1983.
D9006 55 006 The Fife and Forfar Yeomanry 8 February 1981 Scrapped BREL Doncaster July 1981.
D9007 55 007 Pinza 31 December 1981 Scrapped BREL Doncaster August 1982.
D9008 55 008 The Green Howards 31 December 1981 Scrapped BREL Doncaster August 1982. (One cab preserved.)
D9009 55 009 Alycidon 2 January 1982 Preserved - Mainline Registered
D9010 55 010 The King's Own Scottish Borderer 24 December 1981 Scrapped BREL Doncaster May 1982.
D9011 55 011 The Royal Northumberland Fusiliers 8 November 1981 Scrapped BREL Doncaster November 1982.
D9012 55 012 Crepello 18 May 1981 Scrapped BREL Doncaster September 1981.
D9013 55 013 The Black Watch 20 December 1981 Scrapped BREL Doncaster December 1982.
D9014 55 014 The Duke of Wellington's Regiment 22 November 1981 Scrapped BREL Doncaster February 1982.
D9015 55 015 Tulyar 2 January 1982 Preserved
D9016 55 016 Gordon Highlander 30 December 1981 Preserved
D9017 55 017 The Durham Light Infantry 31 December 1981 Scrapped BREL Doncaster January 1983.
D9018 55 018 Ballymoss 12 October 1981 Scrapped BREL Doncaster January 1982.
D9019 55 019 Royal Highland Fusilier 31 December 1981 Preserved
D9020 55 020 Nimbus 5 January 1980 Scrapped BREL Doncaster January 1980. [22]
D9021 55 021 Argyll and Sutherland Highlander 31 December 1981 Scrapped BREL Doncaster August 1982. (One cab preserved.)

In film/TV

In the same film during the scene in which Carter is checking his late brother's car in a scrapyard, one end of a Deltic can be seen leaving shot over the viaduct in the background.

Proposed Deltic locomotives

A 72-ton Bo-Bo locomotive, using a single 18 cylinder Deltic engine, was proposed as an alternative to what became the British Rail Class 37 Type 3 locomotive introduced from 1960.[23]

A Co-Co "Super Deltic" was proposed but not built.[24] There were three potential designs between 4000 hp and 4600 hp weighing between 114 and 119 tons with a maximum axle load of 19 long tons (19 t).[25] The locomotives would have looked very similar to the eventual Class 50s, though slightly longer.[26] All three designs would have had two 18-cylinder turbocharged engines, based on the 9-cylinder turbocharged engine used in the British Rail Class 23 "Baby Deltic" and the locomotive would have been designated Class 51. The Class 55's engines were not turbocharged, although they did have centrifugal scavenging blowers.

References and sources

References

  1. Webb, Brian. English Electric Main Line Diesel Locomotives of British Rail. p. 74.
  2. "BR Class 55 "Deltic"". Trainz Locomotive Database. Auran.
  3. Deltic's at Work by Allan Baker & Gavin Morrison, page 18, 1985, ISBN 0-7110-1536-8
  4. Nock, O.S. (1985). British Locomotives of the 20th Century Vol 3. p. 31.
  5. Nock 1985, p. 74
  6. BR Eastern Region timetable June 1965
  7. BR passenger timetable May 1975
  8. Railway Performance Society : Deltic Fastest Times, J Heaton
  9. Railway Performance Society : Milepost 22 1/4 July 2001
  10. Hoole, Ken (1982). Trains in Trouble: Vol. 3. Redruth: Atlantic Books. p. 46. ISBN 0-906899-05-2.
  11. Vaughan, Adrian (1989). Obstruction Danger. Wellingborough: Patrick Stephens Limited. pp. 20–28. ISBN 1-85260-055-1.
  12. Hoole, Ken (1983). Trains in Trouble: Vol. 4. Truro: Atlantic Books. pp. 13–14. ISBN 0-906899-07-9.
  13. "55019: Timetable 1981". napier-chronicles.co.uk. 2015. Retrieved 10 April 2015.
  14. 1 2 Johnston, Howard (November 1983). "D9000 is saved". Rail Enthusiast (EMAP National Publications). pp. 15–16. ISSN 0262-561X. OCLC 49957965.
  15. "Class 55 Deltics: 55 022 Royal Scots Grey and D9016 Gordon Highlander".
  16. https://www.flickr.com/photos/marcusgilmour/16271405379
  17. "News & Events: DP2 appears at Barrow Hill!". The Deltic Preservation Society. 5 October 2003. Retrieved 25 October 2014.
  18. Archived 30 September 2008 at the Wayback Machine.
  19. Archived 17 July 2009 at the Wayback Machine.
  20. Walker, Martin (10 April 2011). "GB Railfreight hires 55022". . External link in |publisher= (help)
  21. "Deltic locomotive back in service due to freight demand". BBC News online. 30 May 2011. Retrieved 2011-05-30.
  22. Rumours persist that Nimbus was not scrapped and was sighted intact afterwards. However there are also photographs of it already dismantled, as officially claimed."Photographs of 55 020 Nimbus being scrapped".
  23. Haresnape, Brian (February 1983). 4: Production Diesel-Electrics Types 1-3. British Rail Fleet Survey. Shepperton: Ian Allan. p. 9. ISBN 0-7110-1275-X. GE/0283.
  24. Haresnape, Brian (June 1984) [1982]. 3: Production Diesel-Electrics Types 4 and 5. British Rail Fleet Survey (2nd ed.). Shepperton: Ian Allan. p. 6. ISBN 0-7110-1450-7. CX/0684.
  25. Nock, O.S. (1985). British Locomotives of the 20th Century: Volume 3 1960-the present day. London: Guild Publishing/Book Club Associates. p. 75. CN9613.
  26. Webb, Brian. Deltic Locomotives of British Rail. pp. 91, 93.

Sources

Further reading

External links

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