British Rail Class 52

The British Rail Class 52 is a class of 74 Type 4 diesel-hydraulic locomotives built for the Western Region of British Railways between 1961 and 1964. All were given two-word names, the first word being "Western" and thus the type became known as Westerns. They were also known as Wizzos and Thousands. The final Class 52 locomotives were withdrawn from service in 1977.

Historical context

thumb|left|An early photo of D1005 Western Venturer in 1962.

When switching to diesel traction as part of the Modernisation Plan of the 1950s, British Railways (BR) designed, and commissioned designs for, a large number of locomotive types. At this time 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 using diesel-hydraulic traction, originally commissioning three classes of main line locomotives: a type 2 and two type 4s (later designations , and ). With pressure to increase the speed of the transition from steam to diesel, volume orders for the Class 22 and Class 42 (along with a similar design ) 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 ). However the increasing demands for more powerful locomotives prompted a further order, in 1961, for 74 diesel-hydraulics of ; 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 provided a better power/weight ratio and decreased track wear. Unfortunately, it had several key disadvantages.

The technology was proven in continental Europe, particularly Germany, but was new to the UK. At the time, it was considered politically unacceptable for the UK government to order railway rolling stock from foreign companies, especially German companies so soon after the Second World War. This resulted in most of the engines and transmissions being manufactured in the United Kingdom under licence from the German manufacturers.

thumb|D1015 Western Champion in [[Swindon Works]]

Experience showed that the Bristol-Siddeley-Maybach engines were superior to those made by North British Locomotive Company-MAN and although the use of twin engines in the same locomotive was new, the design 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. BR's Swindon Works maintained all the diesel-hydraulic locomotives, and their early demise resulted in a much reduced workload and hastened its eventual closure in 1986.

The Western

thumb|left|D1023 Western Fusilier at with a train for the South West

With the Hymeks and Warships already in service but proving underpowered for top-link services, BR Western Region needed a high-powered locomotive for these trains – 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 earlier Maybach and MAN engines used in the Warships, particularly in power output. Also Maybach were able to offer their MD655 engines (an intercooled version of the MD650 used in ) rated at allied to a Voith L630rV 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 operational 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.

The most serious continual problem with the class was a mismatch between the Maybach MD655 engines and the Voith L630rV three speed hydraulic transmissions, a design fault. 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 top speed in the absence of down grades, more so when work-weary and due for overhaul. This factor, the South Devon Banks (a major part of their running grounds) and the deleterious effect on worn-out engines, all contributed against the Westerns continuing in top-line service. With fifty locomotives becoming available following completion of the West Coast Main Line electrification, and new High Speed Trains, the speed and comfort increases the Western Region sought could be achieved and the Westerns dispensed with. Towards the end of their careers, the Westerns were all allocated to Laira (Plymouth).

Competition and comfort

{| class="wikitable floatright"

|+Distribution of locomotives,<br />July 1967

|colspan=3 |

!Code ||Name ||Quantity

|style="text-align:center" |82A ||Bristol Bath Road ||style="text-align:right" |15

|style="text-align:center" |84A ||Laira ||style="text-align:right" |59

!colspan=2 scope=row |Total:

|style="text-align:right" |74

Whilst the design was largely successful, the working life of the class was relatively short. Its non-standard design added to its maintenance costs at a time when national 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. and took over passengers and heavy freight, and took over light passengers and freight, and covered the lighter duties. Following completion of the electrification of the West Coast Main Line throughout from London Euston to , the were reallocated to the Western Region; the introduction of High Speed Trains three years later was the final nail in the coffin for the Class 52 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. Four of the class (D1017–D1020) did not receive dual brakes, with these locomotives being among the first withdrawals. 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 significant speed and comfort improvements on the prime - 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 classes 47 and 50, equipped with ETH (the latter from new), did not share.

Performance

The Westerns' highest recorded speed that O. S. Nock was aware of was when D1068 hauled nine coaches (305 tons gross) down 1 in 1,320 (i.e. virtually level) at . The train averaged exactly for between and whilst hauling a service from to Paddington.

However, in terms of drawbar horsepower the Westerns were in some ways less capable than similarly-powerful diesel electrics. Nock states "whilst the Westerns took their rightful place as fast and powerful locomotives it became evident that they were showing the same deficiency in actual power put forth at the drawbar as the [diesel-hydraulic] Warships had done. The highest output that came to my notice was a sustained hauling 560 tons descending 1 in 1,320, which equates to 1,500 edhp (equivalent drawbar horsepower)". A similar result was obtained when Clough & Beckett compared the performance of type 4 diesel locomotives (Classes 45/46/47/50/52) hauling trains up the ascent to Whiteball summit. They deliberately chose data to show each class in their best light and included a Western run which produced 1,775 edhp but they still concluded that "without doubt the Westerns get the wooden spoon; certainly not what one would expect from units of 2,700 bhp". The best performer was the Class 50, a diesel-electric locomotive: on one run this achieved 2,115 edhp.

Despite this apparent limitation, the BR Western Region load-limit book gave the same 550 ton loading figure for both the Class 52 and Class 47 diesels over the South Devon banks between and . The reason for this is that, while the diesel-electric classes could produce high maximum tractive effort for limited periods, diesel hydraulics could produce significantly higher continuous tractive effort. and 7 have been preserved including D1015 which is certified for running on the national rail network, and D1023 which was taken into the National Collection.

While the first Western was under construction, proposals for liveries and names were prepared by the BR design panel. It was suggested that the locomotives were to be named after West of England place names and D1000 was photographed with a mocked up Cheddar Gorge nameplate while it was being built. When it entered service it carried the name Western Enterprise and the other locomotives were all given names prefixed with 'Western' as listed below. 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 at each end and a black roof.

The second locomotive, D1001 was delivered in an all-over maroon livery with yellow buffer beams and further locomotives D1002-D1004 in all-over green with small yellow warning panels.

Incidents

15 August 1963. Knowle and Dorridge rail crash. D1040 Western Queen collided with a freight train, crushing the cab and killing the three traincrew. The locomotive was repaired and returned to service.
11 January 1967. St Annes Bristol rail crash. No. 1071 Western Renown in charge of the diverted 12:00 to collided with the rear of the 11:45 Paddington to hauled by No. 1067 Western Druid. The collision resulted in very severe damage being caused to the leading cab of locomotive No. 1071, but the three men in the cab escaped injury by moving into the centre of the locomotive. Nineteen passengers required first aid or medical treatment but there were no fatalities or serious injuries. The locomotive was repaired and returned to service.
19 December 1973. Ealing rail crash. 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 were killed. The locomotive did not return to service.
29 January 1975 (Oxford). No. 1023 Western Fusilier derailed with a London Paddington to Birmingham train whilst approaching the platform. This was due to a failed axle which had split due to the growth of a previously undetected crack. There were no reported injuries and the locomotive was later preserved.
3 January 1976 (Worcester Tunnel). No. 1055 Western Advocate crashed into a stationary parcels train killing the driver and guard of the Western. The locomotive did not return to service.

Withdrawal

Withdrawal of the class began in May 1973 when D1019 Western Challenger and D1032 Western Marksman were taken out of service. The final five engines in service were withdrawn in February 1977. D1062 made a brief appearance in 1980 during the Rocket 150 parade at Rainhill.

{|class="wikitable sortable"

!Number

!Name

!Based at

!Livery

!Status

|D1010

|Western Campaigner

|West Somerset Railway

|Maroon

|Undergoing maintenance

|D1013

|Western Ranger

|Severn Valley Railway

|Rail blue

|Undergoing maintenance

|D1015

|Western Champion

|Severn Valley Railway

|Rail blue

|Operational

|D1023

|Western Fusilier

|Didcot Railway Centre

|Rail blue

|Static display

|D1041

|Western Prince

|East Lancashire Railway

|Rail blue

|Undergoing maintenance

|D1048

|Western Lady

|Severn Valley Railway

|Rail blue

|Undergoing restoration

|D1062

|Western Courier

|Severn Valley Railway

|Rail blue

|Operational

D1010 Western Campaigner

thumb|alt=Western Campaigner in maroon livery with yellow buffer beams|D1010 Western Campaigner in 2023

D1010 was built at Swindon and put into service from Old Oak Common Depot in October 1962. It was transferred to Laira in January 1964 and remained there for the rest of its mainline service except for a ten-month period from March 1968 when it was based at Landore.

After being one of the standby locomotives for the Western Tribute Railtour in February 1977 and then it was withdrawn. Initially preserved by Foster Yeoman with the identity of D1035 Western Yeoman, it was moved to Didcot in 1986 and then the West Somerset Railway in 1991. It is painted in maroon livery but has been out of service since June 2018.

D1013 Western Ranger

thumb|alt=Western Ranger in rail blue livery with full yellow ends|D1013 Western Ranger in 2023

D1013 was built at Swindon and placed in service at Cardiff Canton in December 1962. It moved to Laira in April 1966 then returned to Wales in April 1968 before coming back to Laira in October 1971.

It hauled the Western Tribute Railtour on 26 February 1977 (with D1023), the last Western-hauled train on British Rail after which it was withdrawn

D1015 hauled the return working of Winston Churchill's funeral train in 1965.

D1022 Western Sentinel was a candidate for preservation and was planned to be purchased by the Diesel Traction Group but it was scrapped so D1015 Western Champion was purchased instead.

D1015 was purchased by the Diesel Traction Group in January 1980 after which it took several years to restore. It arrived on the Severn Valley Railway in February 2001. It is mainline certified, its first railtour being from to and on 23 February 2002.

D1041 Western Prince

thumb|alt=Western Prince and a Hymek in rail blue livery with full yellow ends|D1041 Western Prince with 'Hymek' D7076 in 2023

D1041 was built at Crewe and entered service in October 1962 at Old Oak Common, was moved to Bristol Bath Road in 1964 and then Laira in 1968. It also spent short periods at Cardiff Canton (in 1963) and Landore (in 1968). D1041 was one of the last locomotives that was in service until February 1977. After periods at Newton Abbot and Swindon Works and Horwich Works, it was moved to the East Lancashire Railway in February 1981.

D1062 Western Courier

thumb|alt=Western Courier in rail blue livery with full yellow ends|D1062 Western Courier in 2023

D1062 was built at Crewe Works and entered service in May 1963 at Old Oak Common. After short periods at Cardiff Canton and Landore it was transferred to Laira in April 1966.

Models

The first model of a Class 52 was produced by Trix to its unusual compromise scale of 3.8mm to 1ft with OO gauge/HO gauge (16.5mm) track. This model, however, was quite crude.

In 1979 Hornby Railways launched its first version of the BR Class 52 (type 4) Western in OO gauge. Lima also produced a model to OO gauge. Since then, OO gauge models have been produced by both Heljan and most recently Dapol.

Dapol have also produced a model in British N gauge. The Dapol models were produced from a 3D scan of D1015 Western Champion at Tyseley Locomotive Works in February 2011. An earlier British N gauge model was produced by Graham Farish.

An O gauge model has been produced by Heljan.

British Rail Class 52

Historical context

The Western

Competition and comfort

Performance

Incidents

Withdrawal

D1010 Western Campaigner

D1013 Western Ranger

D1041 Western Prince

D1062 Western Courier

Models

See also

References

Further reading