The sixteen year ten month career of D5002/24002 was spent allocated to London Midland Region, Southern Region & Scottish Region depots.
Built Derby Locomotive Works.
The frames for D5002 were laid down at Derby Works during September 1958 and was delivered new to Crewe South (5B) on December 3rd 1958, but then immediately loaned to Derby (17A). Further transfers were:
January 20th 1959 to Hither Green (73C) on loan.
Renumbered April 1974.
24002 was stored at Carlisle from July 1975 until March 15th 1976 when it was forwarded to Glasgow Works and broken up during July 1977, although the cabs lingered until July 1978.
Movement: 24002/04/10/11 Carlisle – Glasgow Works March 15th 1976.
Works visits (records incomplete).
Noted Derby Works January, March & August 1960.
It was well known that these early machines were considerably overweight, to alleviate this D5002 - D5006 had their steam heating boilers and boiler water tanks removed, giving these five machines a slightly better route availability.
The loaned Southern Region Type 2s now numbered fifteen but had been subdivided into two distinct groups, those with their boilers removed (D5002 - D5006), and those still as built (D5000/01/07-14). On the Eastern section all were banned between Tonbridge and Bo Peep Junction, Middle Junction to Sheerness on Sea and from the Tilmanstone & Tenderten branches. The heavier machines were also banned from the Allhallows, Grain, Hawkhurst and Westerham branches. Oddly all were allowed down the steeply graded Folkestone Harbour branch. On the Central section the only restrictions applied to the heavier machines, banned between Three Bridges and East Grinstead and onto Ashurst Junction and the Heathfield line. The Cranleigh, Kemp Town, Lavant & Steyning branches were also off limits. On the Western Section all were banned from the Bodmin North, Barnstaple & Ilfracombe, Callington, Halwill, Hayling Island, Lyme Regis and Torrington branches. Double heading of these machines, with themselves or other engines was not permitted except on short trips.
From the middle of June the Margate - Birkenhead through train was diesel hauled from Margate to Redhill and back, D5001 noted on June 15th, D5002 (16th), D5005 (17th) & D5004 (18th - 20th).
On March 24th D5002 worked a late afternoon Redhill - Tonbridge stopping service.
The evening mail trains on the South Eastern Division were regularly hauled by Type 2s, during December they featured in an unusual ‘push-pull’ maneuver in the Redhill area. Amongst trains affected were the 11.50pm London Bridge – Deal and the 9.28pm Margate – Cannon Street, both running via Redhill. Engineering works required use of the Quarry Line, necessitating the use of a steam locomotive on the Earlswood – Redhill section to draw the train backwards. On December 9th this move featured D5000 on the Deal and D5002 on the Margate.
Condition no month: green livery with frame level stripe, gangway doors present, headcode disc brackets fitted (for use with SR six disc headcodes), full size fuel & water tanks, no blanking plates, hand/footholds present, cantrail water filler cover present, ridge sided sandboxes, two-rung bogie mounted footsteps, five upper & four lower ventilators on non-BIS side, split radiator screens fitted (both sides), all valencing fitted.
The recently improved LM electric service suffered a major disruption on February 28th following a collision at the Birmingham end of Stechford station, at the junction of the Aston loop line. The 13.15 Manchester - Coventry powered by green liveried AM4 026 traveling at about 70mph ran into the side of D5002 running light, coming off the down line of the Aston loop. The locomotive escaped major damage but the two leading coaches were seriously damaged, the driver, W D Burt of Stoke on Trent was killed in the wreck along with eight other passengers. Several other Stoke drivers learning the road were seriously injured. All lines were blocked with much damage to the overhead equipment. It took the permanent way department three days of hard work to clear the wreckage and make the lines reusable. The leading coach of the AM4 unit, M75670 was cut up on site whilst 70493, 61638 & 75690 were removed to Wolverton where the badly damaged 70493 languished, not being broken up until 1976. Stechford had seen a similar collision on March 4th 1962 when 46150 on a Holyhead - Broad Street meat train had a sidelong collision with the 16.35 Birmingham - Coventry diesel multiple unit at Stechford No.2 box, the line being closed for eighteen hours.
When the head shunter at Stechford allowed D5002 to begin its unusual run-round manouevre (this would normally have been accomplished by using the Grand Junction line platforms, but today the train was too long for the siding) the action contravened the operating procedures for this location. Such run-round manouevres were permissible, but they were for emergency situations only and required the authority of the Regulator at Birmingham New Street power box - this manouevre met neither of these conditions and should have been approached by splitting the train and using the cross overs at the Coventry end of the station. Although New Street power box was contacted to allow the release of the local ground frames the full detail of the manouevre was not communicated to the staff involved.
With the locomotive now in motion proper operating procedures would still have brought to light the dangerous position the locomotive was in. Confusion over the meaning of a hand signal issued by the head shunter, believed to be intended for the guard, but witnessed by the second man led to the locomotive moving off towards Stechford station. At this point the driver was still in the cab used since leaving Coventry, with the locomotive now in reverse the leading cab should have been occupied by an authorised person, however the secondman was in the same cab as the driver, leaning from the cab door watching down the line as it curved back towards Stechford station.
Perhaps the most frightening observation came to the secondman on the approach to the diamond crossover - their intended route was blocked by a Birmingham bound multiple unit waiting in the down platform for departure. On seeing this the driver was told to stop as something was very wrong, of course driving the locomotive from the rear cab had probably not revealed the full nature of the dangerous position they had placed themselves, especially now as the locomotive had come to an almost complete stop on the diamond fouling the 'up' Stour Valley line. Should anyone have been watching this movement on the panel in New Street box it must also have seemed that something was seriously wrong.
That D5002 had almost completely come to a stop on the diamond crossover was the worst of all situations, to have stopped short or to have cleared the crossing completely, whilst still a dangerous situation would have removed the locomotive from harms way in relation to traffic on the 'up' line, which was operating as if there was no conflicting manouevre at Stechford, because the staff at Stechford had not properly advised New Street power box of their intended actions. What the crew of D5002 now intended to do in light of this precarious situation was not allowed to unfold as the sudden arrival of the Coventry bound service ended the normality of this day at Stechford.
Eight lives were lost in a situation that had been reviewed when the line had been modernised & electrified, a review which effectively banned the manouevre from day to day operations. But only a short while after the inception of the new electric services the 'banned' manouevre takes place suggesting that no matter how one might strive to make things as safe as possible, that success will be only brief & temporary.
D5002 was present at Derby Works during May.
5002 was reinstated during March.
Condition August: green livery with full yellow cabfronts, gangway doors present, headcode disc brackets fitted (for use with SR six disc headcodes), full size fuel tank, shortened water tank, no blanking plates, hand/footholds present, ridge sided sandboxes, two-rung bogie mounted footsteps, five upper & four lower ventilators on non-BIS side, split radiator screens fitted (both sides), all valencing fitted.
Condition August: green livery with full yellow cabfronts, no frame level stripe, gangway doors sheeted over, headcode disc brackets fitted (for use with SR six disc headcodes), headcode discs centered on cabfront, full size fuel tank, shortened water tank, no blanking plates, hand/footholds plated over (footsteps on bogie to hand/footholds not removed), ridge sided sandboxes, two-rung bogie mounted footsteps, five upper & four lower ventilators on non-BIS side, split radiator screens fitted (both sides), all valencing on bodysides removed.
With the WCML electrification complete and its resultant cascading of locomotives creating a surplus in the lower powered category the decision was made to store/withdraw the greater part of the Class 24 fleet. 24002 was stored during July and withdrawn during October 1975.
Condition final: blue/yellow livery, gangway doors sheeted over, headcode discs centered on cabfront, headcode disc brackets fitted (for use with SR six disc headcodes) both cabs, full size fuel tank, shortened water tank, blanking plates fitted, hand/footholds plated over, ridge sided sandboxes, two-rung bogie mounted footsteps, five upper & four lower ventilators on non-BIS side, split radiator screens fitted (both sides).
Page added August 28th 2016.