D5083, 5083, 24083
D5083, 5083, 24083
Built Crewe Works (from batch 5076 - 5093).
The sixteen year one month career of D5083/24083 was spent entirely on the London Midland Region apart from its very brief (paper only?) allocation to the Eastern Region.
The frames for D5083 were laid down at Crewe Works during January 1960, D5083 was new to March (31B) on April 8th 1960. Further transfers were:
April 1960 to Willesden (1A).
May 1960 to Longsight (9A) on loan, made permanent October 1960.
November 1960 to Willesden (1A).
November 1960 to Longsight (9A).
March 1961 to Willesden (1A).
January 1963 to Crewe (5A).
October 1965 to Willesden (1A).
December 1965 to Crewe (5A).
April 1966 to Stoke Division (D05).
September 1966 to London Division (D01).
January 1967 to Stoke Division (D05).
May 1973 to Crewe.
February 1976 to store unserviceable.
March 27th 1976 - withdrawn (collision damage).
Renumbered March 16th 1974.
24083 was stored at Crewe from February 1976 until March 21st 1977 when it moved from Crewe to Swindon Works, where it was scrapped by the third week of May 1977.
Movement: 24027/30/37/83 9X29 06.50 Crewe - Banbury - Swindon March 21st 1977.
||Class 24 Nos.24083 & 24027 at Swindon Works on April 3rd 1977. The collision damage which caused the withdrawal of 24083 is just visible to the No.2 cab.
Works visits (records incomplete).
Noted Derby Works March 1963.
Noted Derby Works May & June 1964.
Noted Derby Works February & March 1966.
Noted Derby Works September & December 1966.
Noted Derby Works November 1968.
Noted Derby Works February 1970.
Noted Derby Works February & March 1972.
Noted Derby Works June - August 1975.
During May D5083 was allocated to Longsight (9A) for crew training prior to the arrival of a batch from Derby Works later in the year. By November D5083 would be at Willesden joining other members of the class recently transferred from the Eastern Region.
The recent arrival of a number of Type 2’s at Longsight saw them working new turns, one such was the 9.35pm Huddersfield Hillhouse – Willesden Class D freight returning north as far as Northampton on the 2.50pm ex Euston, so noted have been D5083, 5134 – 5137/39.
Introduced during January was a second ‘Condor’ service, from Aston (Birmingham) to Glasgow Gushetfaulds. This service ran overnight each way, on a ten hour schedule, with a maximum of 45 wagons, though usually the train size was half that. Loads comprised containers on Conflat A’s, steel coil and Bird’s tank containers. Departure from Aston was at 7.30pm arriving Gushetfaulds at 5.50am, the return working left here at 7.30pm reaching Aston at 5.27am. Normal power for this train were Crewe allocated BR/Sulzer Type 2s, a BR publicity photograph showed D5083 in charge of January 17th’s ‘up’ working complete with ‘Condor, Glasgow - Birmingham’ headboard. With at least a ten hour layover in Glasgow the locomotives were invariably used by Polmadie for fill-in turns.
D5083 on the 'Up' Condor.
The continuing use of BR/Sulzer Type 2s on the Aston ‘Condor’ service often found them pressed into service whilst laying over in Glasgow prior to the evening’s southbound working. Often employed on local passenger workings, a popular choice being the 11.25 Wemyss Bay - Glasgow service with examples noted in November being D5186/92/94, 7584/92/93. During October the Condor had seen some remarkable loadings on October 12th D5083 & D72 handled forty five vehicles, on 14th it was D269 and fifty vehicles, the next day D5083 & D8117 and forty eight vehicles.
Services over the North Wales mainline were severed on May 24th when a fire seriously damaged the Menai Bridge. Trapped west of the bridge were seventy two coaches and thirteen diesels including 5034/44/83. A local service was instituted between Holyhead and the specially re-opened Llanfair P G station using diesel multiple units 50404 & 56167. Arrangements were made for 5034 & 5083 to have their boilers made serviceable or receive overhauled ones.
On July 10th 5083 and four coaches 16.12 Llanfair P G stopper to Holyhead, the locomotive remained in green livery with full yellow ends.
Condition May - green livery with full yellow ends, still with D prefix.
On June 17th 5083 was noted at Barmouth with the Bridge inspection train.
Condition June: blue & yellow livery, gangway doors still in place, shortened fuel & water tanks, blanking plate fitted, foot/handholds plated over.
On the first Sunday of the summer season, June 9th, three excursions visited the Cambrian coast line, two hauled by Class 40s, the other by a pair of Class 24s. The Mexborough – Barmouth train with 40008 failed at Fairbourne, requiring the locomotive off the following excursion (40028 from Coventry) to push the failure to Barmouth. To get the excursionists home the pair of Class 24’s (at Aberystwyth) were split, one returned on its train to Manchester whilst 24083 was sent to Barmouth to take the Mexborough train home. With ten coaches in tow the climb to Talerdigg must have been quite a challenge.
From June to August 24083 was at Derby Locomotive Works undergoing repair. The locomotive was an exhibit at the Open Day on August 30th.
Shortly after release from the Works, 24083 worked a roundtrip Derby - Matlock service!
In its final condition it was in blue/yellow livery, the gangway doors sheeted over, shortened fuel & water tanks, blanking plates fitted, hand/footholds plated over. Interestingly the boiler water tank and the buffer neam steam pipe connections had been retained.
Having received one of the last Classified repairs given to a Class 24, it should have run for several more years before withdrawal. Regrettably during February 24083 suffered minor collision damage to the 2nd man's side of the No.2 cab, leading to the withdrawal of 24083. It would be stored at Basford Hall until moved to Swindon.
It is perhaps ironic that another Class 24 to receive one of the last Classified repairs at Derby, 24086 also suffered collision damage not long after being outshopped, also leading to its early demise.
Page added May 18th 2016
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