British Rail Class 52
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| British Rail Class 52 | |
| Image:D1000-old oak common - 1964.jpg D1000 Western Enterprise at Old Oak Common, desert sand livery, 1964 | |
| Also called: | Westerns |
|---|---|
| Builder: | BR Swindon BR Crewe |
| Years built: | 1961 – 1964 |
| Introduced: | 1962 |
| Early numbers: | D1000–D1073 |
| Engine: | 2 x Maybach MD655 |
| Transmission: | Diesel Hydraulic |
| Wheel layout: | C-C |
| Wheel diameter: | 43 in (1,092 mm) |
| Minimum curve: | 4.5 chains (91 m) |
| Brakes: | Vacuum |
| Brake force: | 50 long tons (50.8 t) |
| Wheelbase: | 54 ft 8 in (16.7 m) |
| Length: | 68 ft 0 in (20.7 m) |
| Width: | 8 ft 8 in (2.6 m) |
| Height: | 12 ft 11.75 in (4.0 m) |
| Weight: | 108 long tons (110 t) |
| Maximum speed: | 90 mph (140 km/h) |
| Engine power: | 2 x 1,350 bhp (1010 kW) |
| Rail power: | 2,000 bhp (1490 kW) |
| Maximum TE: | 66,700 lbf (297 kN) |
| Heating type: | Steam |
| Fuel capacity: | 850 imp gal (3,900 l) |
| Route availability: | 7 |
British Rail assigned Class 52 to the class of 74 large Type 4 diesel-hydraulic locomotives built for the Western Region of British Railways between 1961 and 1964 . All were given two-word names, with the first word being Western, and thus the type became known as Westerns.
Contents |
[edit] The Diesel-hydraulic experiment
When switching to diesel traction as part of the Modernisation Plan of the 1950s BR designed, and commissioned designs for, a large number of locomotive types. At this time (and arguably right up until Sectorisation in the 1980s), BR's regions had a high degree of autonomy, which extended as far as classes of locomotives ordered, and even the design criteria for those locomotives. Whilst almost all other diesel locomotives were diesel-electric, the Western Region employed a policy of utilising diesel-hydraulic traction, originally commissioning three classes of main line locomotives— a type 2 and two type 4's (later designations class 22, class 41 and class 42). With pressure to increase the speed of the transition from steam to diesel, volume orders for the class 22 and class 42 followed in 1957, a mere two years after the original orders, and well before any idea of performance or reliability could be gained. At the same time it was realised that all of the existing orders (both diesel-electric and diesel-hydraulic) were for types 1, 2 and 4; thus orders were placed for 101 Type 3 diesel-hydraulics (later Class 35). However the increasing demands for more powerful locomotives prompted a further order, in 1961, for 74 diesel-hydraulics of 2700hp; so when the first locomotive was outshopped from Swindon Works in December 1961, less than a year after the order was placed, the Westerns were born.
The theoretical advantage of diesel-hydraulic was simple—it resulted in a lighter locomotive than equivalent diesel-electric transmission. This resulted in better power/weight ratio, and decreased track wear. Unfortunately, it had two key disadvantages:
- The technology was proven in continental Europe, particularly Germany, but was new to the UK. It was considered politically unacceptable at the time for the UK government to order trains from foreign companies, let alone German companies so soon after the second world war.
- The most robust hydraulic transmissions were only capable of handling engines with power output of around 1500 hp (1120 kW); to build a more powerful locomotive would involve two diesel engines and two transmissions.
Experience showed that the Bristol-Siddeley-Maybach engines were superior to those made by NBL-MAN, and although the use of twin engines in the same locomotive was new, the process did not produce any problems which were insurmountable. In the end the Diesel-hydraulic experiment foundered on low fleet numbers, poor maintenance conditions, and design issues; not on its German heritage or development of a novel configuration.
[edit] The Western
With the Hymeks and Warships already in service, but proving under-powered for topline services, BR Western Region needed a high-powered locomotive for top-link services - the Western therefore needed two diesel engines to achieve the required power output. In keeping with their policy, a new locomotive with a hydraulic transmission was envisaged. Experience had shown that the Maybach engines in the Hymeks were superior to the MAN engines used in the Warships, particularly in power output. Also Maybach were able to offer their 12 MD engines rated at 1350bhp allied to a Voith transmission; a Mekydro transmission designed to handle such power could not be fitted into the British loading gauge.
Prototypes sited the engines behind the driving cabs, but drivers found this too noisy; moving the engines centrally meant making the locomotive heavier, removing some of the design's advantage. In production use, the dual-engine arrangement turned out to have some advantages: in particular, the Westerns were able to continue operating with a single engine running in situations where more conventional single-engine designs would require rescue by another locomotive. This valuable property was intentionally duplicated in the later High Speed Trains, and was one reason for them having two power cars.
The most serious continual problem with the class was the design fault mismatch between the Maybach MD655 engines and the Voith L630rV three speed hydraulic transmissions. The top gear ratio in the transmission was too high for the torque characteristics of the engine: the result was that a single locomotive could struggle to reach its claimed 90mph top speed in the absence of down grades, more so when work-weary and due for overhaul. These factors, combined with the Devon banks' (a major part of their running grounds) deleterious effect on tired engines, all conspired against the Westerns continuing in top-line service; their replacement by High Speed Trains provided the speed and comfort increases the Western Region sought. Towards the end, the Westerns were all allocated to Laira (Plymouth).
[edit] Competition and comfort
Whilst the Class was successful, it was non-standard, which added greatly to its high maintenance costs. In any case, British Rail policy was moving away from diesel-hydraulics. When the Westerns were introduced in 1962, the Western Region had 226 diesel-hydraulics and 10 diesel-electrics (excluding shunters); by 1966 the numbers were 345 and 269 respectively. As a result the early 1970s saw the decision taken to retire all the diesel-hydraulic types. Class 46s and Class 47s took over passenger and heavy freight, while Class 25s covered the lighter duties. Class 50s and the arrival of the High Speed Train provided the final nail in the coffin for the Westerns.
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, or head-end power in US terminology). The Western Region faced particularly stiff competition for its prime inter-city services in the mid to late 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 BR Mark 2d/e/f coaches - a shortcoming that the Class 50s, which were built with ETH, did not share.
[edit] Withdrawal and preservation
| This section is written like a personal reflection or essay and may require cleanup. Please help improve it by rewriting it in an encyclopedic style.(December 2007) |
With ETH being required for most class 1 traffic on the WR Class 50 & 47/4 adopted more of the top-link passenger turns until the High Speed Train was delivered. However, Westerns were always seen and used as true multi-purpose locomotives, at home on oil, coal or stone duties. Away from the cameras they worked much heavy freight in South Wales right up to the end including turns on the overnight Freightliner from Cardiff to Stratford (East London). A main-stay of the class for many years (up to the mid 1970s) was overnight milk and cream workings from Devon and Cornwall, also from Whitland and Marshfield in South Wales to London. They were a useful machine for Control to use on 1 way specials, lack of driver knowledge off the WR would see them quickly returned and not as with other more widespread types 'lost somewhere in Scotland'.[citation needed]
Withdrawal of the Westerns was planned for 1974, but delays in introducing the Class 50s led to a reprieve. Perhaps as a result, the demise of the Western diesels became somewhat of a phenomenon among railway enthusiasts, even stretching to an obituary in the The Guardian newspaper. To a generation too young to have followed the last British Rail steam tours this was an opportunity to catch up on what they had witnessed from a distance; for many it was the last gasp of the Great Western before assimilation into corporate blandness and indeed it was often joked that Western Independence was not among the names selected. A fanatical following engendered a wide selection of railtours over the last 10 months in service as enthusiasts chased the dwindling fleet across the South West. This was then the last railway extinction to mobilise a generation; that of the Deltics 5 years later being merely an echo. Railtour names evoked the feelings of the time; Western Memorial, Western Lament, Western Finale, Western Sunset. The Western Requiem railtour was so over-subscribed that a relief railtour was organised the preceding week. When the British Rail organised Western Tribute railtour finally reached the buffers at Paddington at 23:38 on 26th Februaury 1977, 1023 Western Fusilier proclaimed The End on the front in large letters. For many people it really felt like it.
A total of seven locomotives have been preserved, allowing the sight and sound of these magnificent locomotives to be enjoyed after the 30th anniversary since their withdrawal.
[edit] Names and numbers
While the first Western was under construction, proposals for livery and names were prepared by the BR design panel. The D1000 series locomotives were going to be named after famous West of England place names; the illustration from the portfolio shows D1000 bearing the name Cheddar Gorge. Subsequently all of the Westerns were named, as per the following table:
| Number | Name | Builder | Disposition |
|---|---|---|---|
| D1000 | Western Enterprise | BR Swindon 20.12.61 | Scrapped 31.07.74 BREL Swindon |
| D1001 | Western Pathfinder | BR Swindon 12.02.62 | Scrapped 08.77 BREL Swindon |
| D1002 | Western Explorer | BR Swindon 19.03.62 | Scrapped 12.06.74 BREL Swindon |
| D1003 | Western Pioneer | BR Swindon 14.04.62 | Scrapped 08.77 BREL Swindon |
| D1004 | Western Crusader | BR Swindon 12.05.62 | Scrapped 19.09.74 BREL Swindon |
| D1005 | Western Venturer | BR Swindon 18.06.62 | Scrapped 17.06.77 BREL Swindon |
| D1006 | Western Stalwart | BR Swindon 06.07.62 | Scrapped 24.03.77 BREL Swindon |
| D1007 | Western Talisman | BR Swindon 01.08.62 | Scrapped 24.02.75 BREL Swindon |
| D1008 | Western Harrier | BR Swindon 04.09.62 | Scrapped 10.10.75 BREL Swindon |
| D1009 | Western Invader | BR Swindon 24.09.62 | Scrapped 11.78 BREL Swindon |
| D1010 | Western Campaigner | BR Swindon 15.10.62 | Withdrawn 28.02.77
Preserved by the Diesel & Electric Preservation Group [1] |
| D1011 | Western Thunderer | BR Swindon 27.10.62 | Scrapped 12.78 BREL Swindon |
| D1012 | Western Firebrand | BR Swindon 17.11.62 | Scrapped 04.79 BREL Swindon |
| D1013 | Western Ranger | BR Swindon 13.12.62 | Withdrawn 28.02.77
Preserved by the Western Locomotive Association [2] |
| D1014 | Western Leviathan | BR Swindon 24.12.62 | Scrapped 13.02.75 BREL Swindon |
| D1015 | Western Champion | BR Swindon 21.01.63 | Withdrawn 04.01.77
Preserved by the Diesel Traction Group [3] |
| D1016 | Western Gladiator | BR Swindon 16.02.63 | Scrapped 08.77 BREL Swindon |
| D1017 | Western Warrior | BR Swindon 15.03.63 | Scrapped 12.03.75 BREL Swindon |
| D1018 | Western Buccaneer | BR Swindon 02.04.63 | Scrapped 20.03.74 BREL Swindon |
| D1019 | Western Challenger | BR Swindon 02.05.63 | Scrapped 03.10.74 BREL Swindon |
| D1020 | Western Hero | BR Swindon 21.05.63 | Scrapped 17.04.74 BREL Swindon |
| D1021 | Western Cavalier | BR Swindon 17.06.63 | Scrapped 02.79 BREL Swindon |
| D1022 | Western Sentinel | BR Swindon 16.07.63 | Scrapped 12.78 BREL Swindon |
| D1023 | Western Fusilier | BR Swindon 23.09.63 | Withdrawn 28.02.77
Preserved as part of the national collection by the NRM [4] |
| D1024 | Western Huntsman | BR Swindon 01.10.63 | Scrapped 14.08.74 BREL Swindon |
| D1025 | Western Guardsman | BR Swindon 01.11.63 | Scrapped 01.79 BREL Swindon |
| D1026 | Western Centurion | BR Swindon 24.12.63 | Scrapped 06.08.76 BREL Swindon |
| D1027 | Western Lancer | BR Swindon 28.01.64 | Scrapped 10.06.76 BREL Swindon |
| D1028 | Western Hussar | BR Swindon 25.02.64 | Scrapped |
| D1029 | Western Legionnaire | BR Swindon 20.04.64 | Scrapped 29.05.75 BREL Swindon |
| D1030 | Western Musketeer | BR Swindon 05.12.63 | Scrapped 22.09.76 BREL Swindon |
| D1031 | Western Rifleman | BR Swindon 20.12.63 | Scrapped 06.10.76 BREL Swindon |
| D1032 | Western Marksman | BR Swindon 31.12.63 | Scrapped 05.12.74 BREL Swindon |
| D1033 | Western Trooper | BR Swindon 17.01.64 | Scrapped 04.79 BREL Swindon |
| D1034 | Western Dragoon | BR Swindon 15.04.64 | Scrapped 20.05.77 BREL Swindon |
| D1035 | Western Yeoman | BR Crewe 17.07.62 | Scrapped 30.09.76 BREL Swindon |
| D1036 | Western Emperor | BR Crewe 29.08.62 | Scrapped 24.02.77 BREL Swindon |
| D1037 | Western Empress | BR Crewe 31.08.62 | Scrapped 16.02.77 BREL Swindon |
| D1038 | Western Sovereign | BR Crewe 07.09.62 | Scrapped 20.11.74 BREL Swindon |
| D1039 | Western King | BR Crewe 07.09.62 | Scrapped 05.09.74 BREL Swindon |
| D1040 | Western Queen | BR Crewe 20.09.62 | Scrapped 11.08.76 BREL Swindon |
| D1041 | Western Prince | BR Crewe 10.10.62 | Withdrawn 23.02.77
Preserved by the Bury Diesel Group [5] |
| D1042 | Western Princess | BR Crewe 19.10.62 | Scrapped 18.05.74 BREL Swindon |
| D1043 | Western Duke | BR Crewe 26.10.62 | Scrapped 10.02.77 BREL Swindon |
| D1044 | Western Duchess | BR Crewe 12.11.62 | Scrapped 10.09.75 BREL Swindon |
| D1045 | Western Viscount | BR Crewe 16.11.62 | Scrapped 21.08.75 BREL Swindon |
| D1046 | Western Marquis | BR Crewe 24.12.62 | Scrapped 10.11.76 BREL Swindon |
| D1047 | Western Lord | BR Crewe 04.02.63 | Scrapped 09.09.76 BREL Swindon |
| D1048 | Western Lady | BR Crewe 15.12.62 | Withdrawn 28.02.77
Preserved by the Midland Diesel Group [6] |
| D1049 | Western Monarch | BR Crewe 14.12.62 | Scrapped 03.02.77 BREL Swindon |
| D1050 | Western Ruler | BR Crewe 01.01.63 | Scrapped 08.04.76 BREL Swindon |
| D1051 | Western Ambassador | BR Crewe 21.01.63 | Scrapped 08.77 BREL Swindon |
| D1052 | Western Viceroy | BR Crewe 04.02.63 | Scrapped 22.04.76 BREL Swindon |
| D1053 | Western Patriarch | BR Crewe 11.02.63 | Scrapped 08.77 BREL Swindon |
| D1054 | Western Governor | BR Crewe 02.03.63 | Scrapped 05.77 BREL Swindon |
| D1055 | Western Advocate | BR Crewe 02.03.63 | Scrapped 16.06.76 BREL Swindon |
| D1056 | Western Sultan | BR Crewe 08.03.63 | Scrapped |
| D1057 | Western Chieftain | BR Crewe 06.04.63 | Scrapped 06.77 BREL Swindon |
| D1058 | Western Nobleman | BR Crewe 25.03.63 | Scrapped |
| D1059 | Western Empire | BR Crewe 06.04.63 | Scrapped 21.07.76 BREL Swindon |
| D1060 | Western Dominion | BR Crewe 11.04.63 | Scrapped 03.07.74 BREL Swindon |
| D1061 | Western Envoy | BR Crewe 19.04.63 | Scrapped 07.08.75 BREL Swindon |
| D1062 | Western Courier | BR Crewe 06.05.63 | Withdrawn 22.08.74
Preserved by the Western Locomotive Association [7] |
| D1063 | Western Monitor | BR Crewe 17.05.63 | Scrapped 08.77 BREL Swindon |
| D1064 | Western Regent | BR Crewe 24.05.63 | Scrapped 06.77 BREL Swindon |
| D1065 | Western Consort | BR Crewe 18.06.63 | Scrapped 08.77 BREL Swindon |
| D1066 | Western Prefect | BR Crewe 14.06.63 | Scrapped 21.05.75 BREL Swindon |
| D1067 | Western Druid | BR Crewe 18.07.63 | Scrapped 16.09.76 BREL Swindon |
| D1068 | Western Reliance | BR Crewe 12.07.63 | Scrapped 08.77 BREL Swindon |
| D1069 | Western Vanguard | BR Crewe 21.10.63 | Scrapped 03.02.77 BREL Swindon |
| D1070 | Western Gauntlet | BR Crewe 28.10.63 | Scrapped 05.79 BREL Swindon |
| D1071 | Western Renown | BR Crewe 07.11.63 | Scrapped 11.78 BREL Swindon |
| D1072 | Western Glory | BR Crewe 07.11.63 | Scrapped 04.04.77 BREL Swindon |
| D1073 | Western Bulwark | BR Crewe 03.12.63 | Scrapped 01.08.75 BREL Swindon |
D1029 was named Western Legionaire as above, but renamed Western Legionnaire in 1967, the nameplate being cut to allow the additional letter to be inserted.
Although designated Class 52 under the TOPS scheme, no Western ever carried its TOPS number. As withdrawal was already planned when the TOPS numbering scheme was introduced, and because of the cast numberplates, it was not considered necessary. If the class had lasted longer it would have been interesting to see whether similar cast numberplates bearing 52 xxx would have been used.
[edit] Liveries
When the initial batch of Westerns was being built in 1961-2, British Rail had not decided on a corporate colour scheme. As a result, D1000 was rolled out of Swindon Works in November 1961 painted in Desert Sand. Initially the numbers, borne on the left hand cab when viewed from the side, were painted on in white, but soon individual numbers and letters, looking like they were cast but apparently made of wood, were fitted. This was in turn replaced by the final design of cast nameplate and numberplate; metal with a black background. This handsome livery was later altered by the addition of a small yellow warning panel and black roof. After this D1001 was delivered in all over maroon livery, and D1002-D1004 in all over green. The remaining deliveries were all in maroon, with small yellow warning panels after D1006. Exceptions to this were the initial Crewe-built batch D1035-D1038 which were in green with red backgrounds to the nameplates, and D1015 which was outshopped in the experimental "golden ochre" livery with one of the small yellow warning panels having narrow whiskers at the top which extended round and onto the bodyside. Some locos retained their original livery while sporting the later full yellow ends.
After the adoption of Rail Blue in 1967, initial application of blue paint was of a more metallic shade, often referred to as "chromatic blue". D1030, D1043, D1047 and D1057 received this variant married to small yellow warning panels, but after this repaints were in the more usual shade. The last loco to be repainted into Rail Blue was D1046 which was outshopped from Swindon in May 1971. Rumours that a loco was experimentally painted in gloss black cannot now be substantiated.
[edit] Gallery
D1026 & D1071 at Reading, May 1964.jpg
D1026 Western Centurion nearer the camera with D1071 Western Cavalier behind at Reading, May 1964 , both in maroon livery. |
D1005 - swansea - aug 1967.jpg
D1005 Western Venturer at Swansea, 1967 in BR blue livery. |
D1005(2) - swansea - aug 1967.jpg
front end detail of D1005 |
Western Ranger.jpg
Preserved D1013 "Western Ranger" awaits departure at Kidderminster Town on the Severn Valley Railway |
[edit] References
- Ford, H L (1973). Diesels on Cornwall's main line. Truro: D Bradford Barton.
- Hall, Stanley (2006). Railway Milestones and Millstones. Hersham: Ian Allen Publishing, pp125-130. ISBN 0 7110 3110 X.
- Judge, Colin (1977). The Power of the Westerns. Oxford: OPC. ISBN 0 902888 98 6.
- Kitchenside, Geoffrey (1975). Farewell to the Westerns. Newton Abbot: David & Charles. ISBN 0 715370 69 3.
- Preedy, Norman E; Gillham, G F (1974). WR Diesel Hydraulics. Truro: D Bradford Barton.
- Taylor, Ken. A Decade After. Walsall: Midland Railfans.
- Till, J O (1977). Western Stock List. Camberley: Steam & Diesel Publications.
- Vaughan, John (1977). Western Diesels in Camera. Shepperton: Ian Allen. ISBN 0 711008 31 0.
- Watts, Peter (1977). Western Memories. Gloucester: Peter Watts. ISBN 0 906025 00 1.
British Rail non-steam locomotives | |
|---|---|
| Diesel shunters: | |
| Diesel shunters (pre-TOPS): | |
| Main-line diesels: | |
| Main-line diesels (pre-TOPS): | |
| Electrics: | |
| Electrics (pre-TOPS): | |
| Departmental: | 97 · 97/6 · Eastern · Southern · Other Series |
| Prototypes: | 15097-15099 · 18000 · 18100 · D0226/D0227 · D0260 · D0280 · D9998 · DHP1 · DP1 · DP2 · GT3 · HS4000 · Janus/Taurus |
