British Rail Class 55
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| BR Class 55 "Deltic" | ||
|---|---|---|
| TOPS numbers | 55 001–55 022 | |
| Early numbers | D9000–D9021 | |
| Builder | English Electric (Vulcan Foundry) | |
| Introduced | 1961-1962 | |
| Wheel Arrangement | Co-Co | |
| Weight | 104.7 t | 106.4 tonnes |
| Height | ft in | m |
| Width | 8 ft 10 in | 2.68 m |
| Length | 69 ft 6 in | 21.18 m |
| Wheel Dia. | 3 ft 7 in | 1092 mm |
| Wheel Base | ft | m |
| Minimum radius | 4 chains (264 ft) | 80 m |
| Maximum speed | 100 mph | 160 km/h |
| Engine | 2 × Napier D18.25 "Deltic" | |
| Engine output | 2 x 1,650 hp | 2 x 1230 kW |
| Max. Tractive Effort | 50,000 lbf | 220 kN |
| Power at Rail | 2640 hp | 1970 kW |
| Brake type | Vacuum, later vacuum & air | |
| Brake force | 51 tons force | 510 kN |
| Route availability | 5 | |
| Fuel Tank | 825 imperial gallons | 3,750 litres |
| Heating type | Steam, later Dual, later Electric, index 66 only | |
| Multiple working | Not equipped | |
British Rail assigned Class 55 to the English Electric Type 5 express diesel locomotives built in 1961/2 for high-speed service on the East Coast Main Line between London King's Cross and Edinburgh. They gained the name "Deltic" from the prototype locomotive, DP1 Deltic, and their Napier Deltic engines.
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[edit] Production
Following trials with the prototype locomotive, an order was placed with English Electric for a production fleet of 23 units (subsequently reduced to 22), replacing more than twice that number (55) 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 swapped out 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 Haymarket locomotives after regiments of the British Army, while Finsbury Park followed the grand 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 Deltics, making them distinctive.
[edit] Replacement
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. It was soon realised that the class had a limited future; it was not considered economic to maintain such a small and non-standard class of locomotive for secondary services, and the end of the decade saw the first withdrawals from service. 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. They were then taken to Doncaster Works for scrapping. For a time the Deltic scrap line was a draw for railway enthusiasts. The final service run took place on December 31, 1981, hauled by 55 022 Royal Scots Grey, followed by the last enthusiast special, the "Deltic Farewell" on January 2, 1982. Following the farewell surviving Deltics were put on display at Doncaster Works before their final journey to the scrap line.
[edit] Preservation
Six locomotives were saved after their withdrawal:
- D9000 (55 022) Royal Scots Grey was purchased by the Deltic 9000 Fund and was handed over in fully running condition after work and a repaint by BR. Its first base was the Nene Valley Railway. It now resides in Bury at the East Lancs Railway and is owned by Beaver Sports (Yorks) Ltd, who are committed to its preservation in running order with main-line certification. It completed an 18-month overhaul and was re-certified for running on the main line in August 2006. [1]
- D9002 (55 002) The King's Own Yorkshire Light Infantry was donated to the National Railway Museum, York.
- D9009 (55 009) Alycidon was purchased by the Deltic Preservation Society Ltd and has been mostly based at the North Yorkshire Moors Railway.
- D9015 (55 015) Tulyar was purchased by a private buyer, Peter Sansom, and in 1986 it was sold to the Deltic Preservation Society. It has led an itinerant existence on many preserved railways.
- D9016 (55 016) Gordon Highlander was purchased by the Deltic 9000 Fund, initially intended as a source of spare parts for Royal Scots Grey. Enthusiasm quickly prevailed over such practical intentions and Gordon Highlander was restored to running condition.
- D9019 (55 019) Royal Highland Fusilier was purchased by the Deltic Preservation Society and was the first to turn a wheel under its own power in preservation. In April 2005 it became the first Deltic to be fitted with TPWS equipment.
Cabs from D9008 (55 008) The Green Howards and D9021 (55 021) Argyll and Sutherland Highlander are also owned by the DPS.
[edit] Return to service
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 railways—the track and physical plant were owned and operated by Railtrack, who for a fee would allow anyone's approved locomotives and trains to operate. Suddenly, from being pariahs, the owners of preserved locomotives were on an equal footing with everyone else: just another locomotive owner. In fact the characteristics of the Deltic locomotives, powerful and capable of cruising at 100 mph, enabled them to fit more easily onto the modern rail network than other, slower, preserved diesels.
In 1996, the Deltic 9000 Fund reformed itself as Deltic 9000 Locomotives Ltd (DNLL) in order to return its locomotives to main-line service, and on 30 November 1996 D9000 Royal Scots Grey hauled the 'Deltic Deliverance' charter from Edinburgh to Berwick. Although this tour ended prematurely, D9000 went on to haul many charter and Virgin service trains until 2003. Subsequently DNLL's other Deltic, D9016 Gordon Highlander returned to main-line working (it was temporarily painted in the garish purple livery 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 locomotive hire use, including on the Venice Simplon Orient Express.
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. The other two preserved Deltics, D9002 The King's Own Yorkshire Light Infantry, and D9015 Tulyar, are currently (October 2006) non-runners. Tulyar is undergoing a full bodyside restoration at Barrow Hill and D9002 is an exhibit at the NRM, as 55 002 in BR blue. 55 019 remains in full working order while 55 009 and 55 016 are each currently able to operate on one engine only.
On September 23, 2006 55 022 (D9000) Royal Scots Grey returned to the main line after a lengthy and extensive restoration at Barrow Hill 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. Unfortunately on its second working two weeks later a severe failure to one of the power units occurred. This has left Royal Scots Grey able to make runs on one engine only. As of Jan 2007 the faulty power unit has been removed from 55 022. A major fundraising campaign has started, it is likely that the necessary repairs will be completed by mid 2007 and the locomotive will be running on the main line once again.
In mid January 2007, an agreement was reached between heritage railway Peak Rail and the owner of 55 019 (D9016) Gordon Highlander which entailed the move of the locomotive from Barrow Hill to the preserved line for a period of three years. It is projected that D9016 will receive certain maintenance and restoration while on the railway and also be given the chance to run during the two planned diesel galas of 2007.
[edit] Class roster
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[edit] In film
- The opening titles of Get Carter (1971) feature shots of the journey to the north on the East Coast Main Line, filmed from the front of a Deltic, and the interior of the rolling stock. Another Class 55 in rail blue livery passes in the opposite direction.
- 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.
