 |
|
 |
| |
| |
Main picture: A delightful sight and one typical
of the berks & Hants line in August 1974 shows
a very clean No D1037 Western Empress passing the
site of Wolfhall Junction while descending from Savernake
with an up Penzance-Paddington express, comprising
a rake of Mk2b stock. No D1037, built in August 1962
remained in traffic until May 1976. All pictures:
John Vaughan. |
Built between 1962 and 1964 and withdrawn between
1973 and 1977, it is hard to believe that examples
of the fleet of 74 Class 52 2,700hp diesel-hydraulics
have now spent twice as long in preservation than they
did in service on British Railways. It is equally hard
to believe that examples such as the preserved D1013
Western Ranger are now over 40 years old! John Vaughan,
a man who did more for Western enthusiasts than anyone
else, by arranging many railtours to mark their demise,
looks back at their final two years of operation.
Judging by the popularity of
the 'Westerns' during their last years of
service they were undoubtedly the first of the diesel
classes to enjoy almost a cult following, and although
the Class 55 'Deltics' (and certain other
now withdrawn classes) also enjoyed a huge band of
supporters, this is nothing when compared with the
adulation afforded to the Class 52s. Although, by way
of recent example, many Class 47 followers turned out
for the 'Duffs' last appearances on Virgin
Train passenger train workings, for sheer weight of
numbers, with a sustained obsession the Class 52 scene
in the late 1970s was in a different league.
 |
Left: Back
in 1975 many main lines still operated with
the infrastructure of yesteryear. In this view
of Midgham on the Berks & Hants line, a
down 'Western'-hauled express powers westward
and passes Midgham's home signal, with its
twin Maybach engines on full power. Although
the crossing gates had by then been replaced
by lifting bafflers, lower quadrant semaphore
signals were still extant and the old mechanical
signalbox continued to control all train movements
over this section of line. |
Although
it was in 1955 that the British Transport Commission
announced it was to eliminate steam traction from the
entire British Railways network, there was still considerable
regional autonomy in planning for the transition to
diesel and electric traction and perhaps surprisingly
this included locomotive procurement. Although a broad-brush
statement, the Western Region chose a mainly diesel-hydraulic
design path, drawing considerably on the experience
of German railways, whereas other regions opted for
diesel-electric locomotives (with a handful of exceptions).
German designs from companies such as Voith, Maybach and Krauss-Maffei were tried
and tested and they relied on simpler design fundamentals that reduced complex
electrical components to the minimum. Diesel-hydraulic locomotives could be constructed
with similar power outputs to diesel-electric locos but with a considerable saving
in weight, producing a far better 'power-to-weight-ratio'. There were
problems in 'shoehorning' two high revving V12 diesel engines and all
ancillary components into a locomotive built to the smaller UK loading gauge,
size and weight limitations, but what emerged from the drawing board was arguably
the most handsome diesel locomotive that has ever graced the rails of the erstwhile
BR system.
 |
Left: A grand sight for the diesel hydraulic
connoisseur is a Class 52 at the head of the famous 'Cornish Riviera' that
runs from Paddington to Penzance. The 'give away' is headcode 1B45, a useful
facility for photographers seeking train identity. In August 1975 the train
is passing a group of permanent way workers in their high visibility jackets
just east of Old Oak Common. |
Earlier diesel-hydraulic experiments, such as the rather cumbersome and overweight
2,000hp 117 ton Class 41s, which had a working life of just nine years and the
small 1,000/1,100hp 65/68 ton Class 22s, which lasted only slightly longer, were
not successful. However, while the 1958/62 built 2,200hp 78 ton twin-engined
B-B 'Warship' class put in some sterling performances, and had they
been properly maintained in their later years and not become non-standard once
regional motive power autonomy had been lost, they would have had a longer life
than their diesel-hydraulic predecessors. With the 'Warships', the
Western Region had produced something of a racehorse with a 2,000hp 78 ton diesel-hydraulic
loco sitting on eight wheels, whereas by way of example, the Eastern and Midland
regions were operating with 2,000hp diesel-electric locos in the shape of Class
40s sitting on 16 wheels and weighing no less than 133 tons - 41 per cent heavier
but with a similar power output!
Eventually
the railway operators were seeking to improve schedules and the Western Region
were planning on three-and- a-half-hour London to Plymouth timings. Experiments
were conducted using double-headed 'Warships' on the prestigious 'Cornish
Riviera' and 'Golden Hind' expresses but in economic terms the
answer was a larger and more powerful diesel- hydraulic. Maybach was offering
its MD655 V12 engine at a rating of I,350hp, which, with a twin engined machine
would produce a competitive 2,700hp. By way of comparison the 2,750hp Sulzer
engine had to be derated to 2,580hp in the interests of reliability. With additional
but necessary components incorporated in the design but with an operating need
to keep the axle loading down to 'Warship' standards of 19 tons per
axle, a C-C wheel/bogie arrangement was necessary. A handsome locomotive emerged
from the design teams using Maybach engines and Voith transmission.
 |
Left: No D1053 Western Patriarch at
speed a mile or so east of the summit at Savernake in June 1975, with an
up service. Originally the Class 52s appeared in desert sand, golden ochre,
maroon, chromatic blue and green liveries, but in their later years were
all painted in the rather drab 'BR blue' with initially small yellow warning
panels and later with all yellow cab ends. |
The 74 locomotives were built at Swindon and Crewe. They were to be named, and
whether it was by chance or whether the names were rooted in regional autonomy
or regional arrogance the names all began with 'Western'. The second
of the two words were emotive and evocative words, resulting in such names as
Western Enterprise, Western Pioneer, Western Campaigner, Western Challenger,
Western Champion, Western Ambassador' and Western Glory.
It all rather smacked of the Western Region waving two fingers to the CME/T&RS
Departments of the other regions. Revenge would be achieved some years later
when BR Headquarters at Marylebone produced a 'National Traction Plan' that,
as with the decision to abolish steam locomotives back in 1955, announced that
diesel-hydraulic locos would be phased out. There were some legitimate reasons
for withdrawing the 'Westerns' such as the absence of an electrical
train heating capability, some locos having only vacuum brakes and the decanting
of the newer Class 50 fleet from the London Midland Region to the Western following
electrification of the West Coast main line throughout between Euston and Glasgow.
But perhaps the main reason for withdrawal was that the class was relatively
small in number, which not only impacted the motive power standardisation approach
but resulted in the fleet being more costly to maintain than the large-in-number
diesel-electric classes.
 |
Left: The 'C' in this train description
'1C04' always designated that a train was destined for South Wales. In
July 1974 a pristine No D1012 Western Firebrand was photographed entering
Truro, the Capital of Cornwall. On the left is a dmu in the Falmouth branch
bay platform while on the right is what was left of Truro goods yard. This
locomotive was withdrawn in November 1975 and broken up at Swindon Works. |
Although the Class 52s could, over their lifespan, be seen on most Western Region
lines, their primary role was heading London to South Wales, London to Birmingham
and London to Paignton, Plymouth and Penzance express passenger trains, although
they were by no means regarded as 'passenger only' locos. They were
popular with train crews because the ride was smooth; the cabs were comfortable
and the power take-up even throughout the range. There were mechanical problems
with final drives, transmission bearing failures, cracking in bogie frames and
cracking in cylinder heads, the latter not being helped by a sophisticated three
inlet and three exhaust valve per cylinder configuration. Also the highly stressed
turbo-blower gas inlet casings regularly cracked, a problem that was never totally
eliminated. However the majority of these problems were cured, and in their latter
years the fleet became very reliable and in availability terms were comparable
with most Type 4 Co-Co diesel-electrics.
Initially the class was allocated to Plymouth Laira, Bristol Bath Road, Cardiff
Canton and Swansea Landore. However, because most of the primary express train
services were to and from Paddington, London, the class could be seen in considerable
numbers at Old Oak Common. The locos soon settled down and together with Class
47s became an integral part of Western Region main line services on most primary
routes. Other diesel-hydraulics such as the Type 4 'Warships' and the
Type 3 Class 35 'Hymeks' worked some main line and also secondary services,
while 'Peak' 1Co-Co1 Type 4s worked alongside the 'Westerns' (and
Class 47s) on inter-regional north east/south west services. Many early photographs
show Class 52s at work on the old Great Western route from Paddington to Birmingham
via Banbury. In the early years of service the class was so dedicated to main
line expresses, that photographs of the class on freight workings became newsworthy.
 |
Left: Brunel's great terminus of Paddington was the starting point for
thousands of Class 52 'Western' hauled services. On 26 February 1977, the
all over roof reverberated to the sound of the last of the 'Western' diesel
hydraulics in every day service for the very last time, thus ending nearly
15 years of service. In this September 1974 view No D1021 Western Cavalier
waits to depart with a Paddington-Plymouth service. |
The maintenance of the locos called for complete overhauls only every four to five
years and the high revving engines required light overhaul every 6,000 running
hours, which would normally be achieved at approximately 18 month intervals.
The engines were so light and accessible, due to extensive use of alloys, that
they could be changed within a single working day. Sadly towards the end of their
working life the 'Westerns' were deliberately neglected in terms of
major overhauls and just basic servicing was carried out. If major faults occurred
the locos were simply withdrawn from service, unless it was easy to cannibalise
another class member. As the prime movers became worn in later years, many of
the class could be quite smoky and plumes of exhaust could be produced, especially
when the engines were cold or had been idling for a lengthy period.
When the end of diesel-hydraulics was announced, the 'Westerns' strangely
were given an extended lease of life because the policy was to eliminate the
less efficient MAN engined fleets first and then the 'Warships' followed
by the 'Hymeks'. The first Class 52 to be withdrawn was in May 1973,
and by the end of 1975 only 35 of the fleet remained in service. By February
1977 the entire class of 74 had been taken out of service. As more Class 47s
became fitted with electrical train heating, which included the ability to provide
air conditioning in the latest generation of Mark 2 coaches, and as the 100mph
Class 50s arrived in increasing numbers from the London Midland Region, the number
of Class 52s on class one services diminished. They were largely removed from
the Birmingham and South Wales services and both Canton and Landore lost their
allocations. They were then withdrawn from Bristol Bath Road, and by 1976 the
class was officially restricted to freight services so that engine ratings could
be slightly reduced and the slower speeds would result in the remaining locos
lasting a little longer. However, despite the ruling the 'Westerns' regularly
headed express trains and during their last year or so in service any news that
one of the class was working a 'passenger' would see hoards of enthusiasts
coming out of the woodwork to either travel behind (bash!) or photograph the
relevant train.
 |
Left: The classic time honoured location of Sonning Cutting in August
1974, finds now preserved No D1015 Western Champion making its way up to
Paddington with a mixture of Mk1 and 2a stock in tow. The 'Westerns' were
capable of the magic 'ton' in favourable conditions. |
A delay in the delivery of High Speed Trains provided a stay of execution for
the 'Westerns' and in their last year of service they could be seen
almost anywhere on the Western Region including boat trains from Paddington to
Fishguard, summer Bristol to Weymouth workings, freight from Yeovil Junction
to Westbury, stone trains from Merehead and Whatley Quarries to various terminals,
including one at Leagrave, just north of St Albans on the Midland Region, on
the Paignton and Newquay workings on summer Saturdays, on china clay trains in
Cornwall and even forays into Birmingham from both London and Bristol. It is
interesting to note that the Class 52s defeated the new TOPS numbering system
where locos numbers within a class were prefixed by the class number. The cast
name and number plates were presumably not worth removing from a doomed class
and although on some locomotives the 'D' was painted over the I0xx
numbers were retained to the end.
Towards the end of their lives the Class 52s were repeatedly requested as the
preferred motive power for enthusiast specials. The locomotives made such a tremendous
sound that the leading coach, normally 'Coach A', was in great demand.
The class reached many obscure corners of the BR network, including several off
region trips, during their final months and some of the specials were so popular
that repeat tours and relief trains were required. There was even one excursion,
in fact the last privately organised tour (organised by the author!), which ran
on a Thursday!
 |
Left: A great place for 'Western' spotting was Reading, where the trains
from the greatest chance of a Class 52 sighting. Not only did Western Region
routes join each other at Reading but also Southern Region lines from Waterloo
and from Tonbridge, Gatwick and Redhill, all merged with the WR line. On
the left a 4CIG Class 421 emu bound for Waterloo waits in the up bay at
Reading, while between the unit and the BRUTES on the right a 'Western'
arrives with a Paddington-Plymouth express. |
Fact File
Western technical data |
1957 BR number range: D1000-D1073
Former class codes: D27/1, later 27/1
Built by: BR Swindon & Crewe
Introduced: 1961-1964
Wheel arrangement: C-C
Weight (operational): 108 tonnes
Height: 12ft 11 7/8in
Width: 9ft
Length: 68ft
Min curve negotiable: 4 1/2 chains
Maximum speed: 90mph
Wheelbase: 54ft 8in
Bogie wheelbase: 12ft 2in
Bogie pivot centres: 42ft 6in
Wheel diameter: 3ft 7in
Brake type: Originally - Vacuum, most later fitted with dual
Sanding equipment: Pneumatic
Route availability: 6
Heating type: Steam - Spanner Mk 111
Multiple coupling restriction: Not Multiple Fitted
Brake force: 82 tonnes
Engine type: 2 x Maybach M D655
Engine horsepower: Total - 2,700hp
Power at rail: 2,350hp
Tractive effort: 72,600lb, later reduced to 70,000lb
Cylinder bore: 7 1/4in
Cylinder stroke: 8 1/4in
Transmission type: Voith L630rU
Fuel tank capacity: 850gal
Boiler water capacity: 800gal |
|
The final day came on 26 February 1977 when a triangular main line tour called 'Western
Tribute' was operated by the Western Region from Paddington to Swansea,
Swansea to Plymouth and then from Plymouth to Paddington. This was a moving occasion
watched by thousands and experienced by the 650 participants that wedged the
train, with D1013 Western Ranger and D1023 Western Fusilier double heading. Ironically
the majority of the class were cut up at Swindon, which was the birthplace of
30 of the class. Fortunately the preservationists were soon on the scene and
half a dozen examples were saved from oblivion. Thus it is still possible to
hear the 'Maybach music' from these very distinctive locomotives.
From a personal perspective I think that except for Cornwall and the Western
States of the USA, the happiest days of a 40-year 'career' in railway
photography was spending sunny summer days on the 'Berks & Hants' line
watching a string of expresses running through the Bedwyns and climbing towards
Savernake, taking thousands of people on their annual summer holidays in the
West Country. Sometimes with a Southwest wind blowing the Class 52s could be
heard on the wind at least a couple of miles distant, especially with over 400
tons in tow. Strangely what goes around comes around and some of the latest diesel
units incorporate diesel hydraulic transmission. But they will never have the
aura or charisma of the classic and unique 'Westerns'.
Article kindly reproduced with
permission of John Vaughan and Railways Illustrated. |
|
|
|
|
