British Rail Class 52
Encyclopedia
British Rail
(BR) assigned Class 52 to the class of 74 large Type 4 diesel-hydraulic locomotive
s built for the Western Region
of British Railways between 1961 and 1964. All were given two-word names, the first word being Western; thus the type became known as Westerns.
employed a policy of using diesel-hydraulic traction, originally commissioning three classes of main line locomotives— a type 2 and two type 4s (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 the existing orders (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 2700 hp; 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:
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 insurmountable problems. 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.
and Warships
already in service but proving underpowered for top-link 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 1350 bhp 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 90 mi/h 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 class 50s and High Speed Trains provided the speed and comfort increases the Western Region sought. Towards the end, the Westerns were all allocated to Laira (Plymouth).
and Class 47
took over passenger and heavy freight while Class 25
covered the lighter duties. Following completion of the electrification of the West Coast Mainline throughout from London to Glasgow Class 50
was allocated to the Western Region, the introduction of High Speed Train
s 3 years later was the final nail in the coffin for the Westerns.
In 1968–69 the Westerns received train air brake equipment in addition to their vacuum exhausters, thus significantly extending their working lives, unlike the similar but lower-powered, Warship class
. The vacuum brake equipment was retained and to fit the additional equipment, it was necessary to remove one of the fuel tanks. However, as with 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 a significant speed and comfort increase 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 Class 50, equipped with ETH from new, did not share.
place names; the illustration from the portfolio shows D1000 bearing the name Cheddar Gorge. This trend was not followed in production, however and the Westerns were named with general heraldic and regimental terms prefixed with the word "Western" as per the following table:
D1029 was originally named Western Legionaire, 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 "52 0xx" TOPS number. As withdrawal was already planned when the TOPS numbering scheme was introduced and because of the cast number plates, it was not considered cost effective to renumber the locomotives. Some class members did run with the "D" of their number painted over - TOPS classification removed the need for locomotives to indicate their energy type in the running number (D = Diesel, E = Electric), rather grouping locomotives into relevant class number ranges based on power output and energy type combined, 01-69 being diesel, 70 to 99 reserved for electric (this convention has become somewhat blurred in recent years).
When the display of destination headcodes/reporting numbers on the front of trains was dropped in 1975, the instruction was given for them all to be set to "0000". On many Westerns, the headcode was set to display the loco's number in contravention of this directive and most surviving members of the class ran like this until they were scrapped. If used for routeing, such reporting numbers would be interpreted as a passenger express terminating on the Southern Region.
After the adoption of Rail Blue with full yellow ends in 1966 (D1048 was the first of the class painted in this livery in 1966), for some unexplained reason a small batch of locos (D1017, D1030, D1036, D1037, D1043, D1047 and D1057) received this variant married to small yellow warning panels, D1030 even carried red buffer beams for a short while. All other repaints were with full yellow ends which extended from the body line above the buffer beam up to the base of the window frames, along the sill of the cab-side windows onto the vertical end reveal. The valance above the cab windows on the front was also painted yellow, leaving the window frames in their base aluminium. The drive to repaint the locomotives in "Corporate Blue" was outstripped by the safety directive dictating full yellow ends for all powered vehicles and some locomotives ran for a time with their original maroon bodies and full yellow ends.
The last loco to be repainted into Rail Blue was D1046, outshopped from Swindon in May 1971. Some early photographs of the blue livery give it a more metallic shade which is even more evident on the locos with small yellow panels. This has been referred to in the past as "chromatic blue". This however is likely just to be a photographic anomaly with early colour film. It is commonly accepted amongst Western enthusiasts in recent years that none of the class or any other British Rail locomotive of the period were ever painted with a metallic paint.
British Rail
British Railways , which from 1965 traded as British Rail, was the operator of most of the rail transport in Great Britain between 1948 and 1997. It was formed from the nationalisation of the "Big Four" British railway companies and lasted until the gradual privatisation of British Rail, in stages...
(BR) assigned Class 52 to the class of 74 large Type 4 diesel-hydraulic locomotive
Locomotive
A locomotive is a railway vehicle that provides the motive power for a train. The word originates from the Latin loco – "from a place", ablative of locus, "place" + Medieval Latin motivus, "causing motion", and is a shortened form of the term locomotive engine, first used in the early 19th...
s built for the Western Region
Western Region of British Railways
The Western Region was a region of British Railways from 1948. The region ceased to be an operating unit in its own right in the 1980s and was wound up at the end of 1992...
of British Railways between 1961 and 1964. All were given two-word names, the first word being Western; thus the type became known as Westerns.
Historical context
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 RegionWestern Region of British Railways
The Western Region was a region of British Railways from 1948. The region ceased to be an operating unit in its own right in the 1980s and was wound up at the end of 1992...
employed a policy of using diesel-hydraulic traction, originally commissioning three classes of main line locomotives— a type 2 and two type 4s (later designations class 22
British Rail Class 22
The British Rail Class 22 or "Baby Warship" was a class of diesel-hydraulic locomotives designed for the Western Region of British Railways and built by the North British Locomotive Company. They were very similar in appearance to the Class 21 diesel-electrics...
, class 41
British Rail Class 41 (Warship Class)
The British Railways Class D600 diesel-hydraulic locomotives were built by the North British Locomotive Company in Glasgow during 1957 and 1958. Although never assigned a TOPS class as they were withdrawn before TOPS was introduced British Loco enthusiasts coined the term "Class 41"...
and class 42
British Rail Class 42
British Railways' Type 4 Warship class diesel-hydraulic locomotives were introduced in 1958. It was apparent at that time that the largest centre of expertise on diesel-hydraulic locomotives was in Germany...
). 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 the existing orders (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
British Rail Class 35
The British Rail Class 35 is a class of mixed-traffic B-B diesel locomotive with hydraulic transmission. Because of their Mekydro-design hydraulic transmission units, the locomotives became known as the Hymeks....
). However the increasing demands for more powerful locomotives prompted a further order, in 1961, for 74 diesel-hydraulics of 2700 hp; 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 insurmountable problems. 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.
The Western
With the HymeksBritish Rail Class 35
The British Rail Class 35 is a class of mixed-traffic B-B diesel locomotive with hydraulic transmission. Because of their Mekydro-design hydraulic transmission units, the locomotives became known as the Hymeks....
and Warships
British Rail Class 42
British Railways' Type 4 Warship class diesel-hydraulic locomotives were introduced in 1958. It was apparent at that time that the largest centre of expertise on diesel-hydraulic locomotives was in Germany...
already in service but proving underpowered for top-link 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 1350 bhp allied to a Voith transmission; a Mekydro transmission designed to handle such power could not be fitted into the British loading gauge.
InterCity 125
The InterCity 125 was the brand name of British Rail's High Speed Train fleet. The InterCity 125 train is made up of two power cars, one at each end of a fixed formation of Mark 3 carriages, and is capable of , making the train the fastest diesel-powered locomotive in regular service in the...
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 90 mi/h 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 class 50s and High Speed Trains provided the speed and comfort increases the Western Region sought. Towards the end, the Westerns were all allocated to Laira (Plymouth).
Competition and comfort
Whilst the design was largely successful the working life of the class was relatively short. It was a non-standard design adding greatly to its maintenance costs while the national British Rail policy was also 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 46British Rail Class 46
The British Rail Class 46 is a class of diesel locomotive. They were built from 1961-1963 at British Railways' Derby Works and were initially numbered D138-D193. With the arrival of TOPS they were renumbered to Class 46. Fifty-six locomotives were built...
and Class 47
British Rail Class 47
The British Rail Class 47, is a class of British railway diesel-electric locomotive that was developed in the 1960s by Brush Traction. A total of 512 Class 47s were built at Crewe Works and Brush's Falcon Works, Loughborough between 1962 and 1968, which made them the most numerous class of British...
took over passenger and heavy freight while Class 25
British Rail Class 25
The British Rail Class 25 diesel locomotives were also known as Sulzer Type 2 and nicknamed Rats, as it was alleged they could be seen everywhere in Britain, and hence were "as common as rats"...
covered the lighter duties. Following completion of the electrification of the West Coast Mainline throughout from London to Glasgow Class 50
British Rail Class 50
The British Rail Class 50 is a diesel locomotive built from 1967-68 by English Electric at their Vulcan Foundry Works in Newton-le-Willows. Fifty of these locomotives were built to haul express passenger trains on the, then non-electrified, section of the West Coast Main Line between Crewe,...
was allocated to the Western Region, the introduction of High Speed Train
High Speed Train
There are three types of trains in Britain that have been traditionally viewed as high speed trains:* Advanced Passenger Train - Tilting trains which never entered into regular revenue-earning service....
s 3 years later was the final nail in the coffin for the Westerns.
In 1968–69 the Westerns received train air brake equipment in addition to their vacuum exhausters, thus significantly extending their working lives, unlike the similar but lower-powered, Warship class
British Rail Class 42
British Railways' Type 4 Warship class diesel-hydraulic locomotives were introduced in 1958. It was apparent at that time that the largest centre of expertise on diesel-hydraulic locomotives was in Germany...
. The vacuum brake equipment was retained and to fit the additional equipment, it was necessary to remove one of the fuel tanks. However, as with the Warships, it proved impossible to equip them with electric train heating
Head end power
Head end power or electric train supply is a rail transport term for the electrical power distribution system on a passenger train. The power source, usually a locomotive at the front or “head” of a train or a generator car, generates all the electricity used for lighting, electrical and other...
(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
M4 motorway
The M4 motorway links London with South Wales. It is part of the unsigned European route E30. Other major places directly accessible from M4 junctions are Reading, Swindon, Bristol, Newport, Cardiff and Swansea...
and it was generally felt within BR that a significant speed and comfort increase 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
British Rail Mark 2
The Mark 2 family of railway carriages were British Rail's second design of carriages. They were built by British Rail workshops between 1964 and 1975...
— a shortcoming that Class 50, equipped with ETH from new, did not share.
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 to be named after famous West of EnglandWest of England
The West of England is a loose and locationally unspecific term sometimes given to the area surrounding the city and county of Bristol, England, and also sometimes applied more widely and in other parts of South West England.-Use in the Bristol area:...
place names; the illustration from the portfolio shows D1000 bearing the name Cheddar Gorge. This trend was not followed in production, however and the Westerns were named with general heraldic and regimental terms prefixed with the word "Western" 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 http://www.depg.org/ |
| 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 http://www.westernloco.com/ |
| D1014 | Western Leviathan | BR Swindon 24.12.62 | Scrapped 13.02.75 BREL Swindon |
| D1015 | Western Champion | BR Swindon 21.01.63 | Withdrawn 13.12.76 Preserved by the Diesel Traction Group http://www.westernchampion.co.uk/ |
| 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 National Railway Museum The National Railway Museum is a museum in York forming part of the British National Museum of Science and Industry and telling the story of rail transport in Britain and its impact on society. It has won many awards, including the European Museum of the Year Award in 2001... |
| 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 Crewe 05.12.63 | Scrapped 22.09.76 BREL Swindon |
| D1031 | Western Rifleman | BR Crewe 20.12.63 | Scrapped 06.10.76 BREL Swindon |
| D1032 | Western Marksman | BR Crewe 31.12.63 | Scrapped 05.12.74 BREL Swindon |
| D1033 | Western Trooper | BR Crewe 17.01.64 | Scrapped 04.79 BREL Swindon |
| D1034 | Western Dragoon | BR Crewe 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 (see also #Incidents) |
| D1041 | Western Prince | BR Crewe 10.10.62 | Withdrawn 23.02.77 Preserved by the Bury Diesel Group http://www.burydiesel.freeserve.co.uk/index.htm |
| 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 http://www.dieseltraction.org.uk/ |
| 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 http://www.westernloco.com/ |
| 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 originally named Western Legionaire, 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 "52 0xx" TOPS number. As withdrawal was already planned when the TOPS numbering scheme was introduced and because of the cast number plates, it was not considered cost effective to renumber the locomotives. Some class members did run with the "D" of their number painted over - TOPS classification removed the need for locomotives to indicate their energy type in the running number (D = Diesel, E = Electric), rather grouping locomotives into relevant class number ranges based on power output and energy type combined, 01-69 being diesel, 70 to 99 reserved for electric (this convention has become somewhat blurred in recent years).
When the display of destination headcodes/reporting numbers on the front of trains was dropped in 1975, the instruction was given for them all to be set to "0000". On many Westerns, the headcode was set to display the loco's number in contravention of this directive and most surviving members of the class ran like this until they were scrapped. If used for routeing, such reporting numbers would be interpreted as a passenger express terminating on the Southern Region.
Liveries
When the initial batch of Westerns was being built in 1961-2, British Rail was considering a new unified corporate colour scheme but had not yet made a final decision on what it would be. 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 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 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 with yellow buffer beams and D1002-D1004 in all over green and small yellow warning panel. The remaining deliveries were all in maroon, with small yellow warning panels after D1009 and D1043 of the Crewe built locomotives. Exceptions to this were the initial Crewe-built batch D1035-D1038 which were in green with red backgrounds to the nameplates and D1015, outshopped in the experimental "golden ochre" livery with small yellow warning panels. On one end of D1015, the yellow panel was embellished by the addition of a yellow band which extended sideways from each of the top corners and round and onto the cabside for a short distance, resembling a T shape.After the adoption of Rail Blue with full yellow ends in 1966 (D1048 was the first of the class painted in this livery in 1966), for some unexplained reason a small batch of locos (D1017, D1030, D1036, D1037, D1043, D1047 and D1057) received this variant married to small yellow warning panels, D1030 even carried red buffer beams for a short while. All other repaints were with full yellow ends which extended from the body line above the buffer beam up to the base of the window frames, along the sill of the cab-side windows onto the vertical end reveal. The valance above the cab windows on the front was also painted yellow, leaving the window frames in their base aluminium. The drive to repaint the locomotives in "Corporate Blue" was outstripped by the safety directive dictating full yellow ends for all powered vehicles and some locomotives ran for a time with their original maroon bodies and full yellow ends.
The last loco to be repainted into Rail Blue was D1046, outshopped from Swindon in May 1971. Some early photographs of the blue livery give it a more metallic shade which is even more evident on the locos with small yellow panels. This has been referred to in the past as "chromatic blue". This however is likely just to be a photographic anomaly with early colour film. It is commonly accepted amongst Western enthusiasts in recent years that none of the class or any other British Rail locomotive of the period were ever painted with a metallic paint.
Incidents
- 15 August 1963. Knowle and Dorridge rail crashKnowle and Dorridge rail crashThe Knowle and Dorridge rail crash was a fatal rail crash that occurred at Dorridge railway station in the West Midlands, England, on 15 August 1963...
. No. 1040 Western Queen collided with a freight train, crushing the cab killing the three train crew. The locomotive was repaired and returned to service. - 19 December 1973. Ealing rail crashEaling rail crashThe Ealing rail crash was an accident on the English railway system that occurred on 19 December 1973. The 17:18 express train from London Paddington to Oxford—with approximately 650 passengers on board—was derailed while travelling at around between Ealing Broadway and West Ealing...
. No. 1007 Western Talisman derailed while hauling an express passenger train, after an unlocked battery box door fell open, broke off and changed points under the locomotive. Ten people died. - 3 January 1976 (Worcester Tunnel). No. 1055 Western Advocate crashed into a stationary parcels train killing the Driver and Guard of the Western.
- 4 October 1976 (Stoke Canon, Exeter). No. 1001 Western Pathfinder was working an overnight parcels train from London Paddington to when the train was in collision with a workers van at a level crossing. One workman in the van died in the accident. The locomotive was removed to Exeter St Davids depot. Despite sustaining relatively minor damage, the imminent demise of the entire fleet of Class 52's resulted in condemnation of the locomotive. Up to this point, Western Pathfinder had been a serious contender for preservation.
See also
- Krauss-Maffei ML 2200 C'C'Krauss-Maffei ML 2200 C'C'The diesel-hydraulic locomotive ML 2200 C'C was a 6 axle variant of the DB Class V 200 series of locomotives, which were built for Yugoslav State Railways by manufacturer Krauss-Maffei....
, RENFE Class 340RENFE Class 340The Class 340 of Renfe were a class of 4 axle diesel hydraulic locomotives built by Krauss-Maffei for the Spanish Railways. The design is similar in outward appearance and technology to the DB Class V 200...
, contemporary twin engined, twin transmission C'C' diesel hydraulic locomotives - Voith MaximaVoith MaximaThe Voith Maxima locomotives are a new family of diesel-hydraulic locomotives built by Voith Turbo Lokomotivtechnik GmbH & Co. KG., a subsidiary of Voith. According to Voith, the Maxima 40CC is the most powerful single-engined diesel-hydraulic locomotive in the world, rated at 3,600 kW...
, modern (2000s) single engined, single transmission high power diesel hydraulic locomotive