The Often Forgotten Tale of the Peaks
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- Опубліковано 29 вер 2024
- Hello everyone! :D
Returning this week to trains, we look back on the tale of a series of three locomotive classes that formed the backbone of the Midland Mainline between London, Leicester, Derby, Sheffield and Nottingham, as well as being a major part of other vital railway corridors in Britain.
However, despite there being nearly 200 of these reliable and sturdy engines in service, the story of the famous Class 44, 45 and 46 Peak locomotives is one that is frequently forgotten, in the face of more famous designs like the Class 37s, 47s, 50s and Deltics.
All video content and images in this production have been provided with permission wherever possible. While I endeavour to ensure that all accreditations properly name the original creator, some of my sources do not list them as they are usually provided by other, unrelated UA-camrs. Therefore, if I have mistakenly put the accreditation of 'Unknown', and you are aware of the original creator, please send me a personal message at my Gmail (this is more effective than comments as I am often unable to read all of them): rorymacveigh@gmail.com
The views and opinions expressed in this video are my personal appraisal and are not the views and opinions of any of these individuals or bodies who have kindly supplied me with footage and images.
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References:
- Derby Sulzers (and their respective sources)
- Wikipedia (and its respective references)
Music - UA-cam Audio Library
I drove these on the Midland MainLine in the early 70's. First from Cricklewood on freight services not only on the MML but also over the Southern Region - they were used to work coal trains to Southfleet. These trains were only partly fitted, loose coupled 16 ton freight wagons and working these over the ups & downs of the SR made for some very interesting driving techniques.
Moving to Cambridge Street (St Pancras) I worked with Peaks on the Nottingham/Derby/Sheffield routes. They were sturdy workhorses with very high reliability, I don't ever recall one failure in traffic. However, they took some 'winding' up to their maximum line speed, particularly on the intermediate stopping services. At that time some were still only vacuum brake fitted but eventually air break stock was introduced widely from St. Pancras and more of the Peaks became air break fitted.
They were a pleasure to drive and I have fond memories of them and my time 'up front'.
Why not write an article on your time with the Peaks for Traction magazine? The 45's were my favourite class - I used to 'bunk' round Cricklewood and saw most of the class, as well as the hydraulic transmission DMU's. Good old days!
Worked on the Southern from 1973. I can recall a dead peak in the Down Sidings at Farningham Rd. failed on one of the aforementioned Southfleet turns. Also caught sight of them when the cane past the D M O at Beckenham.
Hi Ray. Could you expand on the driving technique used when hauling the loose coupled. I find that stuff interesting. Regards, Mike in Australia.
Hi Ray. Could you expand on the driving technique used when hauling the loose coupled. I find that stuff interesting. Regards, Mike in Australia.
@@oooo1950Joooo Hi Mike, When I started work at Cricklewood on the footplate in 1971 there were still loose coupled trains operating over the MML and hauled by class 45's. It wasn't unusual for a train of 60 or more 16t mineral wagons to be used (max speed 45mph) and loaded with coal and a brake van. Southfleet Power Station on the SR was also still receiving coal in 16 wagons trains to and from Toton. Over the rollercoaster gradients of the SR this required exceptional driving technique.
The secret with loose coupled trains, some of which had a 'fitted head' ie wagons with a vacuum brake fitted was to let the train and gravity do most of the work. The wagons were mainly filled with three link 'instanter' couplings which meant the train was either 'stretched out' or 'buffered up. Working out of Brent Empty Wagon Sidings to Wellingborough with a train of empties the idea was to use the brakes only three times unless signals meant otherwise and the gradients and locomotive power to do the rest of the work. I typical journey would go something like this. The train would be pulled towards the sidings outlet signal very slowly. The yard was on a slight gradient and, if the signal wasn't cleared the train's own weight would be used to control stopping it at the signal, the couplings would therefore be stretched out. Once cleared the train would be hauled under power out of the sidings and away to the North. Keeping power on, up hill kept the train stretched out but the speed had to be regulated so that, when the gradient changed to down hill power could be shut off to allow the wagons to buffer up onto the engine by gravity and speed increased.. When the gradient changed to level, or more usually up hill again, power would be gentle applied to stretch the couplings/train out again. However, the speed had to be controlled so as not to go above line speed. A typical example would be to 'haul' the train under power up hill and stay at 30mph in the knowledge that when rising in gradient power would be added that not only stretched the train out but increased the speed. Hence the train was seldom running for long periods at its maximum speed. If the train buffered up to quickly the impact would cascade down the train and give the guard in the rear a nasty jolt - they didn't like this; a very sudden and powerful application or the breaks could cause the train to concertina and derail. If power was added to quickly or hard then the train was likely to 'snatch' and this to would shake the guard up. I was taught by very experienced driver's how to master this and the greatest compliment always came from the guard who had not been able to tell my driving from a more experienced driver. Stopping to required great attention to gradients and speed. Stopping at signals required the train to be buffered up. This meant using the engine brake only at first. By applying a short amount of low braking (but smooth) at first, and then releasing the brakes, allowed for the wagons behind to progressively buffer up. More and longer applications of the brake, and heaver too, ensure the buffering up was done smoothly. Once it was 'felt' that this had been achieved any 'fitted head' wagons would then be braked using the train vacuum brake. Of course, if you were stopping up hill it would not be possible to do this all by gravity alone and the same technique would apply. Once stopped the guard would be expected to apply his brake van hand brake to stop the train rolling back on the now buffered up wagons suddenly. If done this would 'snatch' the wagons back on the engine or other couplings and could, if excessive' cause one to brake and hence a run way or to derail. The guard would be expected to release his brake in short measure so that all the stopped wagons slowly stretched out again. This would allow the train to pull away from being stopped with the couplings already stretched out. The driving of loose coupled trains meant not only have 'road knowledge' about signal locations etc, but also very much about gradients. The gradients provided a very important action/reaction into the handling of the train by the driver. Add to this fog, rain and other non-ideal weather conditions and this truly became an art. Unlike passenger train or fully fitted freight trains there required a special technique to handling loose couples freight trains and team work with the guard who had a serious role to play, especially where, on some changing gradients you required the guard to assist in keeping the train stretched out through the application of his own brake at the rear. Perhaps the best explanation I can give you is this; On the goods lines from Bedford to Wellingborough the line progressively rose to Wymondly Tunnel. The tunnel itself was built across the peak of the gradient. You would haul the train up to 45mph and hold it at this speed with power on. Some 5 miles or so from the tunnel entrance you would reduce power and allow the weight of the trains, the gradient and gravity to reduce the speed to 30mph. Because you were still going up hill the reduced locomotives power and gradient kept the wagons stretched out. The aim was to enter the south end of the tunnel at 30mph under minimal power. The tunnel would be in total darkness until about halfway through when, because of the change in gradient approaching, you would start to see daylight at the end of the tunnel. At this point power was shut off and as each wagon passed over the peak in the gradient it would start to buffer up to the next one and the engine. Once out of the tunnel the train would be running fully buffered up and still at 30mph but with speed increasing. All done by technique and gravity. Further on the gradient levelled and power could then be gently applied approaching this levelling so as all the train could once again be stretched out and with speed approaching 45 mph. I hope this helps.
Thanks for a very interesting and informative film. I remember clearly seeing members of the 44s in Manchester Central in the late50/early60s ready to haul what I thought was an evening express to St Pancras. It was a strange experience seeing and hearing these newcomers which were to change railways so much.
Love the new video. Some of the photos you chose were beautiful. Cheers 👍🏻
l was working at Loughborough Midland Station signal box from 1966 to 1969, as a train recorder The picture at 9.46 show on the right, 1D12, London to Sheffield, ('The Flyer'), and 1D11, which followed hot on the Sheffield's heels. As a matter of interest, on Don Coffey's, 'London St Pancras to Derby, ( UA-cam), I relate an incident which occured on a night shift. Thank You for the memories.
In the late 70's, I went on an excursion from Chippenham to York. The train rolled in with on a '44. Not a loco you'd see regularly on the Western. The train then took the most convoluted route to York you can imagine. I guess route availability and pathing problems meant that we went on an extensive tour of the Midlands that would make your average track basher green with envy.....
Excellent video, but can you please stop the annoying music in the background? No need for it. Could you please do a video in the same way for the class 58? (No music). Many thanks.
Peaks often snuck around the Western Southern border in the 80s I saw just two at Salisbury and Westbury but had no pennies for a Kodak cartridge for my xg126.
Ah yes. The Peaks, which had beefier electrics than any other BR Diesel class. Loved travelling as a young lad behind 45's and 46's on the TPE route. 45 138 and 46 026 were my favourites - and neither survived.
Fun Fact :- 46 026 was known as the LADY. Not many know why, but I bet you do, Ruairidh!
@@robertwilloughby8050 fanastic memories of the Lady on the Plymouth-Edinburgh(Edinburgh-Plymouth return)
at top speed by Craigentinny depot Ecml in the late 70s.Iirc this arrived around 6pm and returned in the following morning 9.45 Mon-Sat.The Lady guested on this service for a week or so,loved her headcode setup,a real gritty look with a mk2 WR rake behind it at 80mph both ways.Fantastic standing at the bridge with her powering past.
That was really very interesting ... well done :)
I use a salt cellar for applying the ballast. You may need to enlarge the hole slightly.
Well presented and informative video
Very interesting. Remember these when I was a kid. The Midland mainline is still forgotten and rather overpriced
5:41 "the UK network". Not quite: it's the GB network we're talking about. There were two railway networks in the UK: the standard gauge British Railways in Great Britain and the 5'3" gauge network in Northern Ireland.
You failed to mention why the Class 44s were short lived on the WCML and why they had to be sent back to Derby and subsequently limited to the Midland main line. WCML sheds such as Carnforth had drivers trained on the Class 44s.
excellent video, great history! like number 46!
What's that in the other platform at 7:40?
I started my career on British Rail at Toton in 1970. These locos were our bread and butter. I never developed any interest in the locos and was quite hostile to the trainspotters we used to get bothering us especially at weekends. However in later years I realise that I should have recognised that this was all part of our glorious railway history, so thanks for reminding me. Its easy for others to criticise any aspects of this video but without you presenting such an entertaining (to me at least) programme, they wouldn't have anything to gripe about! Thanks for the memories!
Thank you so much for sharing. 🖖
Would you remember John woolley?.
@@stephenmiddleton2340 Yes
Certainly a peak moment
Back in early 60’s I certainly remembered them as ‘Peaks , wasn’t aware of class 45’s and so forth , I was in short trousers then . I do remember standing the end of platform 9 at Bristol Temple Meads seeing the Peaks .
I remember the 45s on the MML well, having been brought up in semi rural Leicestershire. I never learnt them as a Driver, but had many drives of them as a young Secondman. Absoutely fantastic locos, and far superior to a 47. They soldiered on long after they were expected to as the HSTs kept going "POP" for a good while after introduction to the MML. They'd almost keep to HST timings though. Last one I drove was 106, Pancras to Derby, a few months before it went pop. Fast forward to now, and I recently marked my last drive of an HST on the route. Been a privilege to have been involved with all this history.
I was a guard at Derby 'back in the day'. Only ever met one driver who didn't rate the 45's as "The best loco I've ever driven"....
Excellent upload from a ex member of the "Peak Army"
PEAKS! Excellent choice, thoroughly enjoyed this.
The fact that they appeared everywhere by the end, doing all sorts of work, proves how good they were.
Drivers that I know, said that the 46’s were to them, a 47 in disguise.
BR cancelled the building of 20 Class 46 Peaks and instead got Brush to build the first 20 Class 47s. All set out in the book Class 47 50 Years of Locomotive History.
I used to work at Leeds Holbeck shed where we had a large number of class 45s.I used to love working them on the Leeds to London or West country trains. They were always known as Cromptons by footplatemen and the 46s as Sulzers.
@@xxxxxxxxxxhardy
44's known as Peaks,
45's known as Cromptons,
46's known as Brush 4's,
47's known as 4 1/2's here on the Midland.
@@simonlilley Indeed, benearth the skin a 47 was essentially a Class 46 Peak, with the same Brush electrical equipment and an uprated version of the 16 cylinder Sulzer engine.
@@norbitonflyer5625 I think you will find the 47s had a 12 cyl Sulzer engine.
Prior to the arrival of the Peaks, the steam on the Midland main line did actually also include Patriot [rebuilt and parallel boiler originals], Jubilee, Royal Scots and Brits. Thus there was plenty of adequate steam power on the route. I can actually recall seeing 100001 on a northbound express in the Leicester area around 1953.
Oh!
Great video!!
Go away American trains
@@prime6134 Right, so Americans are not allowed to enjoy this content. Got it.
@@blackbirdgaming8147 really commenting on a 8 month comment of mine
@@blackbirdgaming8147 I was joking but to see that you got offended maybe I should make it out
@@blackbirdgaming8147 You are most welcome friend.
Half-expected the Deltics, Westerns, Hoovers or even the Whistlers to take centre stage first; pleasant surprise to see that it's the Peaks out the shed door first. Not had the pleasure of a ride or even the chance to photograph one yet myself, sadly. Hope to change that once lockdown/social distancing is but a distant memory.
If the Midland Main Line had been closed, as seemed to be the covert policy of BR management in the 1960s, four major cities Leicester, Nottingham, Derby and Sheffield would have been left without direct main line connection to London. To this day electrification has only reached as far as Kettering. The UK has for its population fewer miles of electric railway than any country in Europe. Even Greece has managed to electrify all its main line railways.
The reason why electrification is so poor in the UK is because of the very restrictive loading gauge. Modifying low bridges and tunnels to give clearance for the wires is very expensive.
One of the reasons Peaks, along with the EE class 40s, found a useful roll on goods trains was their sheer weight, particularly on the last remaining unfitted goods trains, as it gave good adhesion and so good braking, comparable with a 28xx or 8f, and meant they did not require a brake tender on most unfitted jobs.
@Jon Aschenbrenner D199 was a Peak, but D261 and 40125 were class 40s
@Jon Aschenbrenner On a technical basis they are even less like peaks, as there is not one single component that is the same between them.
@Jon Aschenbrenner no they didn't. Not all of the wheels were driven and the 47s 50s, Westerns and Deltics were all more powerful
So why were these heavy locos when working freight, frequently seen propelling a brake tender ??? Locomotives were limited to 60mph when running light because they had a problem to stop themselves !!! On unfitted freight trains the speed was 30mph, again because a locomotive of any type has a seriously limited brake force !!! This means "Heavy locomotive with insufficient wheels on which to brake, simply does not want to stop"
@@JamesSmith-mv9fp they still had rather more brake force than a 25 or 31, and they had better adhesion than a 47,
The fastest mainline of all of them is sadly now long gone..................the GCR. Fastest, because of the way long sections of it were dead straight. If only it hadn't been demolished.......think what could be done with it today were it still around? ........HS2 anyone?
Me too. A beautiful line, Berne loading gauge and no level crossings. Its run-down after the Midland Region absorbed it was as tragic as the Western Region taking over the Somerset and Dorset.
Around 1978/79 I used to watch many of these Classes thundering through Hendon and Cricklewood ... thanks for the memories and the education.
I lived in Leicester and on occasions travelled to London on this route. I can tell you that it was far from quiet and slow. I and my pals used to train-spot at various places near Leicester and there was a constant flow of both passenger and goods traffic. Of course I'm talking about the early fifties. The Thames-Clyde express came through Leicester, usually hauled by a 'Jubilee' and I can remember on one occasion in particular in the early sixties, the 88 miles were covered in 85 minutes, necessitating a stop just short of St Pancras to allow a platform to be freed up. Great days!
Yes certainly great days but on all of these films about the railways I don't see the very large amounts of passengers that now require use of the railways. The railways are operating at very high capacity these days and that is the issue that our modern day railway engineers should be looking at. Plus don't spend £100million on hs2. Please sort out our railway system first otherwise hs2 just wont be effective. Anyway a person can get from Manchester to London in just over 2 hours. Some like the time to relax, some like the time to work. What more do people need?
Good video but for heaven's sake drop the bloody music. It's unnecessary and a complete pain in the backside.
Excellent video, and very evocative. I recall once seeing a named Peak class come down the Cross Country line from Birmingham towards Gloucester - I was an avid train spotter at the time. This would have been in 1960 or the first half of 1961, and it all looked very futuristic and impressive. I also found their names to be very evocative.
In the early 80s my work occasioned some journeys from London to Sheffield. St. Pancras was very run down, and the journeys were not fun - by then the Class 45s seemed slow, they were usually looked scruffy, and the coaches in use - Mark IIs, I think - were just dirty, inside as well as out. When I eventually moved to Sheffield in late 1983 and started doing the reverse journey (Sheffield to London) I was very pleased that this coincided almost exactly with the replacement of loco-hauled trains with the HSTs, and I wasn't sad to see this happen. But looking back at them now, I can see that the Peaks had their place in the development of diesel traction on the UK's railways.
I enjoyed this getting more knowledge of the PEAK CLASS , nicely done!
Never regarded the Peaks as a forgotten class though makes the story more interesting. Also carriages in the 1970s were more comfortable not less. Mk1 or Mk2 would beat the ironing board 800s easily. Rot set in from the Mk 4s onwards. Todays trains have more features and look sleek but space and comfort gone. I lived at Chesterfield 1969-76 and the idea that the MML had a dark age I just don't get. I actually used those trains. Notwithstanding these slight reservations I thoroughly enjoyed this.
I'm one of the few of my generation who experienced the last of the old coaching stock, having travelled in the slamdoor third rail electrics on the branchlines of the south shortly before they were all withdrawn. The corridor coaches were extremely comfortable, and offered wonderfully quiet and private cabins. Should one wish, a person could buy an entire cabin to themselves, and enjoy their plush seats in solitary contemplation of the passing countryside.
By contrast, the hard plastic seats of voyager units made rail travel an absolute chore and I've really never understood the logic behind this downgrade.
@@bulletz9280 I think the reason for the decline in passenger comfort and space can be summed up in the phrase "rate of return on capital".
@@cefnonn wh-
@@theextremeanimator4721 That is cryptic, or just incomplete. Are you a Peak fan?
@@cefnonn What is rate of return on capital?
An excellent review, thanks. In the 1960's, locos still had to cope with occasional unfitted freights, which put the weight and braking effort of the Peaks at a premium.
The LMS 10000/1 were powered by English Electric 16SVT Mk I, & not a 12 cylinder engine.
Update on 45015: This locomotive has since been scrapped as of November 2021
Awww
Nice loco's and interesting documentary, however it deserves pointing out that the Sulzer 12LDA28 is a double bank engine, with the 2 crankshafts coupled by the flywheels. A pretty unique construction tailoring the modular base engine design to fit the available space in a locomotive.
Woohoo! I love the peaks!
A few inaccuracies in the commentary though ! To put the record straight only one 44 was uprated to 2500 BHP as a test bed for the B version of the engine . After successfully completing it's trials it was de-rated again . There would have been 20 more 46's but at the last minute the engines and generators already ordered were used to build the first 20 47's
Many thanks for this. I always liked the Peak locomotives when I was growing up so it was good to find out more about the class.
I remember these as the early Peaks were the first main line diesels seen by me at Watford Jct.
Very interesting video - Peaks on BR were magnificent machines - first ones I saw were 1 (I'd just started 'spotting and saw 1!) and 60, both plodding along the South Staffs in 1970. The Sulzer engines sounded impressive under load and I have many sound recordings of them hard at work.
Saw all of the first 44's brand new and resplendent in BR green when they emerged from Derby Works with their superb names, lovely locos. My last trip from Derby to London on my way to a new life in Oz in 1971 was behind a 45, almost 50 years ago!!!
The demise of 46 009 has to be one of the most spectacular ends to a locomotive ever. I remember watching that happen live on TV and it certainly made an impression, even if the train really didn't on the flask, thank goodness...
Such an informative & engaging style! A vid on the Class 37s history and how it's managed to survive in use all these years would be icing on the cake 😁
I was a regular traveller out of St Pancras on Peaks in their final years. Their glory days were behind them, the locos were unreliable and unkempt. However they had spacious guard's vans from which the passing scenery could be taken in. On balmy summer evenings you could spend the whole trip hanging out the window taking in the sights, sounds and smells and no guard ever moved me on. So unlike modern airline style accommodation. Lots of steam age signalling and infrastructure still in evidence, too.
ah the days when you ride in the guards compartment and chat to the gaurd... things were more civilised back then
You failed to mention that the prime mover actually fitted to these locos was an unusual twin bank 12 cylinder design.
A conventional single bank 8 cylinder version was used in the BRCW Class 33.
SteamboatWilley
And 6 cylinder single-bank versions were used in the Rats (class 25) and McRats (classes 26 and 27).
The 12LDA is widely used and goes back to the 12LDA31 of 1938, and as used on BR, shares many components with the 6LDA28A and B engines. (Twin bank engines were also used in Russia).
Great vlog as always. In Scandinavia there was as a diesel loco made in the Swedish city of Trollhættan. It was based on a US design. In Norway it was named the Di3, used from 1954-2000. It is a very sexy loco. Norway and the UK used what nature has given you. Since the UK have lots of coal it was slow to get rid of it. So in Norway we converted to electricity on our main lines fairly quickly. By the mid 60s Oslo- Bergen was the last to be finished. Oslo-Stavanger and Oslo-Trondheim via Lillehammer was already done. Oslo-Trondheim via Røros, Trondheim-Bodø and Dombås-Åndalsnes still have diesel locos. Keep up the good work!
Peaks are rather underrated in my opinion, I do love them. They look especially good in the BR green.
Yes I recall the sad demise of 46009. I was in the UK on holiday in mid 1986 and vividly recall seeing the loco stabled at Oxford as I passed by towards the end of my stay. Only a few months later back in Oz I had a chill go down my spine when I saw on the news the report of the test crash with loco... 46009! What an ending for a fine machine.
Blimey - a Caprotti valve gear Standard 5! .. 73142 ... can't see that in my Ian Allan combined volume! (Remember them?)
Sadly I only ever saw one, D3 Skiddaw, before emigrating
My grandad worked at the Brush Railworks in Loughborough when they were developing those traction motors. He was developing a computerised way to test engine performance automatically, rather than having a team of people measuring different areas of the engine. It’s also where he met my grandma.
Good video, I have fond memories of class 46's working Inter City expresses on the East Coast main line..
Another informative and succinct video. But the music...so low at the beginning I thought another UA-cam video was on, or a radio elsewhere. Your other excellent videos don't have them, so please......
A shame no mention was made of the work done by the Peaks on the old GSWR main line between Carlisle and Glasgow, principally on the Thames-Clyde Express and also the mid-morning Leeds to Glasgow and return service!
As a student at Bath University in the early 1970s, I had the choice of the overnight Peak-powered Cross-Country Expresses from Bristol Temple Meads to Birmingham New Street and on to the Leeds/ Doncaster area with a DMU home to Barnetby; or daytime Hoovers direct from Bath to Paddington, a tube to Kings Cross, then a Deltic to Doncaster and the same DMU. But BR then started charging extra for the trip via London route, so it was back to X-Country. Loved the old corridor rolling-stock, with many beers and great conversations with fellow travelers in the small hours. The journeys were more memorable than the destinations!
Having worked at Derby as a guard in the 90's I asked many drivers which was the best loco they had ever driven. With only one exception they all answered "Peaks".
I was on the last driver training course at Gateshead for Class 45 and 46 locomotives. I drove them to Leeds for the Liverpool service, and we used them on the freighliners to and from Kingmoor Yard to and from Darlington via the Newcastle to Carlisle Route. On the return journey from Kingmoor, you had to be guaranteed a through run up the bank from How Mill otherwise you could struggle with a train of 25 freightliner containers to get over the top at Gelt viaduct, especially in the autumn with a greasy rail.
I remember these well from my younger days, travelling from St Albans into St Pancras. They were also used on commuter relief services too. There was a direct (non-stopping) service from St Pancras to St Albans (first stop) at 6:15 pm on weekdays that I often caught, hauling a train of corridor coaches. This was around 1977. On one occasion I recall that service covering the 32km (the distance marker is at the station exactly) to St Albans in just 16 minutes, an *average* speed of 120km/h (75 mph).
Lord bless Betjemen for saving us all that wonderful mock-Gothic St Pancras Station & hotel. I truly cannot understand the mindset of anyone who could look up at that wonderful work of art and contemplate its destruction. You'd have to be a lunatic. Though heaven knows someone - probably the same nutcase - got their way further up the road and destroyed Euston station...
Grand video. Remember being excited to see Class 45's (or maybe 46's) at St Pancras in the early 80's when I drank at the Midland Bar(?, where the Betjeman Arms is now); in the days when the station was as depressing and as quiet as a communist kebab shop.
As an aside: St Pancras was saved largely thanks to John Beteman being a inspirational figurehead, but that was built on his, and many other's, failed fight to save the Euston Station Arch. The destruction of the London & Birmingham Railway's masterpiece was a sacrifice that saved the overblown and showy St Pancras.
Really interesting. I remember seeing my first class 44 at Nottingham as a small child and was impressed by the sheer size of it. At the time I had only seen diesel multiple units so this was an eye-opener.
Great Vid. Back in 80's I used to travel a lot between Bristol and Lincolnsire. I often used to get a 5:50am departure from BTM. More often than not the train would be 45 hauled, and on quite a few occasions the damned thing would break down, at least twice with in seconds of departure. This resulted in the train being hauled by whatever Bath Road had to hand, 31s, 33s, 47s and once a pair of 25s. The 45 was quite often kept in stitue and towed dead, making the train look odd as it looked like a train of 5 mark 1s was double (or even triple) headed!
Still, I always loved the peaks, they looked impressive and when looked after gave sterling service.
PS - I wonder if the neglect of the Bristol allocated ones was due to left over GWR dislike of all things Midland?
45062 was game to the last on Camden bank in 1987 when she expired on a special.
33s at Bristol? Do you mean class 37?
@@beeble2003 Nope 33's, you couldn't move for them in the early 80's, loads of picks in the vid
@@stashyjon Huh, never knew that. I wasn't really old enough to know what was going on where until the late '80s, by which time I think all the 33s were at Eastleigh and Stewarts Lane.
To clarifiy - Meant my vid 'Trainspotting at Temple Medes in the 80;s'on my channel :)
Interesting video, only error being where it implies class 46 locos were regular visitors to St Pancras which is incorrect in my experience, in fact they were a lot more likely to be found next door at Kings X !
You forgot to mention that the Class 46 was more or less a heavy Class 47.
It was decided to curtail the 46's and the final 20 Class 46's were built as Class 47's D1500 - D1519.
Further modifications commenced from D1520.
What a nice looking locomotive this is! Typical of the time. Thank you!
Why old diesels and steam engines don't have proper headlights ? Yellow fronts have anything to do with this ?
UserName Unlike Continental and American locomotives, the British railway system is completely fenced off from the public. Thus headlights are not necessary to warn the public of an approaching train except at unprotected level crossings.
Warning permanent way crew is a different matter, of course. The yellow front end was the first move in this direction. Modern train sets and locomotives do carry lights but attitudes were different forty, fifty, sixty years ago. Hell, track crews did not even wear high viz vests back then!
@@thomasm1964 All clear. 👍🏻👍🏻👍🏻
@@thomasm1964 I was on the P way on the MML in the late 70s, as a lookout man I'd agree the yellow front did help somewhat, though by that time most were filthy, on a misty day they could be almost invisible, what was more important was reading the signals, you were never very far from a set, what also helped was hearing the welded rail 'sing' especially around a blind bend, that sound could travel many hundreds of yards through the rails.
Wow, Amazing video, Ruairidh. Much appreciated, thank you :) They also operated down the Midland route from Leeds to Morecambe via Lancaster Green Ayre. A fact I never knew myself despite living in Lancaster most of my Life, until I saw a photo online of one passing the old Sidings at Caton Road, Lancaster (Close to "Standfast Works", which was formerly "Lancaster Railway Carriage & Wagon" works, notorious for their work with the Lancaster firm "Waring & Gillows", on Trams & Pullman Cars). Green Ayre was Closed in 1968 & the Peak was in Green livery, working a Passenger train to Leeds. All the best :)
I waited in vain for a mention of the early Southern region diesel electrics. Whilst the LMS twins were important in giving derby experience of diesel construction, the southern trio provided much of the underpinnings of both the class 40s and, to a lesser extent, the Peak series. If you argue that the peaks descent from the LMS twins, you have to also acknowledge the influence of the Southern locomotives too.
That definitely explains the bogie similarity
I'm curious, because you don't say why they went to Sulzer for engines which necessitated substantial engineering changes instead of using the English Electric engines that had already been used in the prototypes, and which achieved a higher top speed
As s relative youngster I was surprised these old diesels had Swiss engines. I had been lead to believe that back then everything was 100% British unlike the foreign trains we use in the 21st century but that is obviously not the case!
The Midland Mainline classically displayed the error of closing the Great Central, had this line been shut down, the GC would now be the route for HS2, for which it was designed on the continental gauge. The Peaks could have had the larger engines as the gauging issue on the Midland were not a problem and of course electrification program could have done been easily and earlier. I travelled on the Midland behind the Peaks and well remember them, fitted with the brake tender on non fitted freight between Leicester and the south. I did see the occasional Peak on the GC, but the Brush locos were preferred.
No Black Five's?
with the flask test you could have had a loco crush a flask between it and an unused overbridge for the ultimate test but in this test it was almost like a push test with far less force on it so agree it was not the be all and end all test..
Hi , my name is Phil I did 50yrs on the footplate I started at edgeley shed on the 4th of April 1961 on 1962 I was made a fireman in 1962 I moved to Trafford Park shed and I worked on the peaks as well as steam I finished my time out at 9A as a driver Regard Phil.
Great & awesome video as always....True rail therapy...I like IT!!!! Thumbs UP from Romania
I only learned about the class 45 on train sim world
Another great report and I particularly like the reference to D60 (Lytham St Annes) and it's notorious trip on the Waverley Route. It spent a couple fo hours at Newcastleton after the locals, led by the vicar, chained themselves to the level crossing gates. The Midland Main Line while a backwater for passenger services and run down by British Rail at least survived unlike the Great Central; although it's loss arguably kept the Midland going. For freight though until the late 60s and the demise of household coal traffic the line was the main artery for Midland coal to reach London so it was still a busy route. Unfortunately these trains did rather hold up the express services that tended to be relatively slow compared to the East and West Coast routes.
Very interesting details on the locos and their development from the last LMS diesels.
Keep the videos coming!
I saw lines of withdrawn "Peaks" at Tinsley Yard in 1991 when I did regular delivery runs up the M1 past Sheffield. Never got to get a close up though. However I did see all but 15 of the "45s and 46s" in my spotting days. Classed the 44s twice in old D and TOPS numbers. I suspect some of the ones needed were in the Tinsley lines :-(
I grew up in Harpenden right next to the MML and saw all the 44/45s on various haulage between 76-81.
Oh dear, you need to do better research. Class 46 production was curtailed 56 as BR had decided to develop a Co-Co Type 4 diesel electric (which was the original intended configuration for the Peaks with bogies similar to those used on the LMS' 10000 and 10001). The new locomotives that came out of this were the Class 47 and Class 50. The equipment for the first 20 Class 47s was originally intended for 20 more Class 46.
Lovely film. I used to be lucky as we had 4 a day on The Waverley Route. All St. Pancras Edinburgh. The Up and Down '' Waverley '' and the Up and Down Sleeper
I travelled on the Thames-Clyde Express in early 1970s (12 hours Glasgow - London, 3 reversals afair, Leeds, Derby, Nottingham?). 45 or 46 throughout. Almost a sightseeing tour, from S&C to the industrial heartlands.
Minor gripe, the 46s mostly operated from Kings Cross rather than St Pancras, regularly handling ECML passenger services - typically overnights - until close to the bitter end
Excellent presentation. You didn't mention the regular iron ore import workings of the Class 44's from Immingham to Corby. As a child, I can recall seeing them constantly trundling across the Harringworth Viaduct heading back and forth from Corby.
Hi and great look into the Peaks 👍🏻 Oh how I remember the class 44s at Toton depot stood down 😢 Manchester Central was my home station living in Urmston on the CLC railway. But unfortunately it was just about shut when we used too catch the train to Manchester with my Mum and Dad so I missed a lot of action there but did see some steam and diesels 😩 With our local DMUs being diverted into Oxford Rd as they are today.
Nice! One of the earlier types of locomotives equipped with the Sulzer LDA engine were the Swiss prototype diesels from 1939 Am 4/4 (later Bm 4/4 II after reducing the gearing) No. 1001 and 1002, they had a relatively long service life and one of the locomotives survived today.
The engine in them was a 8LDA28 8 cylinder inline delivering 1200hp.
I have seen pictures of classes 45 and 46 as far north as Dundee and Aberdeen in the 1980s in Scotland, could these have been infill duties in between running to Edinburgh via the ECML?
Because, apart from D170 and D176 stationed at Haymarket very briefly in 1970 the most northern sheds were Gateshead, and Carlisle Upperby, the last one in the 1960's when peaks still worked over the WCML to Glasgow as well as the Waverly route.
Many of the images show the importance of the High Peak route between Derby and Manchester. Beeching axed the Buxton and Matlock section, removing one of the few northern cross country routes.
What a lovely line it is between Matlock and Buxton, leastways from a bicycle!
I remember visiting Toton depot in 1973 as 14 year old, specifically to see the 1- 10 Peaks , we walked straight through the main gate on to the Depot , there was 8 off the first ten peaks on the depot.....happy days.
Great job mate.l remember these coming through the Peak District where l lived running from Sheffield to Manchester.A long time ago now....Blimey!👍
In recent years it's become clear what a valuable asset was lost to scrap values forever.
Excellent video!! Very well put together, very professional and informative. Very interesting too. Great work.
As a young trainspotter in March we used to have a daily Class 44 freight from Toton into Whitemoor round the curve from Peterborough. If I remember correctly one of the 44’s had a head code panel at one end rather than discs. I think it may have been Snowden?
I enjoyed this review of the Peaks. The cross country operations were not restricted to the NE - SW route. In the late 1960's there was a Summer Saturdays only Sheffield to Portsmouth working, which was Peak hauled, and another working from the Reading area to Poole. By the 1970's these had been taken over by the class 47's. I remember a trip to Bristol in December 1968, where I saw my first 7 Peaks. Happy days.
Very enjoyable, especially your narration,thanks for posting!
I remember photographing 45115 'Apollo' at Leeds in the late 1980s. The name was painted directly onto the locomotive's side. I assume the name was unofficially applied by the depot. It was a surprise to see it while waiting to get a train to Keighley.
It’s pronounced “Scawf’l Pike”. Sorry!
I would love to see a video comparing the good and bad points of the Peaks, compared to the Whistlers, I remember being hauled by Peaks, as well as living not too far from Kingmoor depot where they always had Whistlers sitting idling away, a comparison would be greatly appreciated.
What about Class 33 ,20 ,37,40 . P.s l love Your videos and keep Doing them
I'm sure I remember these in the mid/late 1980s hauling stuff up the Calder / Cone valleys and even then thinking how 'old fashioned'' they looked. This makes sense given others say in the comments: good, heavy engine to give traction and breaking on the hills of West & South Yorkshire.
And yes, remember the crash-into-flask end of one them repeated on a video loop when visiting Sellafield over the years.
Excellent piece of industrial history. Re grammar, it was "wound" not 'winded" as past tense of "wind" when I last attended school.
The Class 46 locos did sterling work on the Liverpool Lime Street - Manchester Exchange (then Victoria) - Leeds - Newcastle service. All Gateshead locos (52A). If a 46 was unavailable Edge Hill had to provide double headed Class 40 EE locos for the job.
The last train to Consett, County Durham, 17/3/1984, was a peak, 46026 ‘Leicestershire & Derbyshire Yeomanry’.
Just about remember the occasional Peak passing through Stockport during my schoolboy trainspotting days.