The bad weather of January 1963 perhaps prompted Gateshead to use two of its English Electric Type 3s and Peak D177 on freights to Consett, the first time either class had been to Consett, both proved capable of handling the route, being able to handle a double load of eighteen loaded 21ton hoppers from South Pelaw to Consett, and doing so un-assisted.
In 1965 a refurbishment programme commenced for the Class 46's, a similar programme for the Class 45's began during June 1967 and the first locomotive treated was D60. The programme included over two hundred internal & external modifications intended to improve their reliability. Due to the cost only the early examples received for refurbishment received all the modifications.
Some of the obvious alterations included:
Fitting the later style single panel headcode
Other less obvious changes included
Installation of bodyside filters throughout the engine room
As is well reported elsewhere the Sulzer 12LDA28B power unit also received numerous improvements to strengthen the engine and to correct problems brought to light since first entering service in 1960. Traction motors also received new armature shafts, a different gade of carbon brushes were installed along with new brush springs. Lubrication for the axleboxes and bogies was changed from oil to grease, the segmental bearing filler points were plated over.
And presumably for D60 this is when it received its blue livery.
It was therefore no surprise to find 60 'Lytham St Annes' diagrammed for the last scheduled train, the 1M82 21.56 Edinburgh - St. Pancras, with eight coaches and two sleepers. Carlisle was reached over two hours late caused by the boisterous activities of many local people protesting the closure of the route. The Hawick pilot, 8606, was sent ahead light engine to ensure the integrity of the line south of Hawick. A light snow fall had taken place during the day, but the evening saw clearing allowing the sun to set one last time on this run and providing the protesters with a chilly night out.
The four views below, courtesy of Bruce McCartney show the late evening arrival of the last Up Waverley at Hawick with its attendant crowd of passengers and those protesting the closure of the route.
(Additional notes for the above views)
After originally posting the views above further information has come to light surrounding the events of that chilly night. The second view features driver Fleming at the controls of the Up Waverley, out of view is fireman Patterson, both of Haymarket depot. The driver is in the process of receiving verbal instructions to proceed southward, neccessary due to the unruly activities of people further south, particularly in the vicinity of Newcastleton. The gentleman facing the locomotive and staring downwards is none other than David Steel, MP, who would eventually join the train. The Up Waverley had arrived at Hawick at 23.27 and left fractionally after midnight. It was preceded by the Hawick pilot, Clayton Type 1 D8606 in charge of Hawick driver Wylie accompanied by Relief Supervisor Jones and some Permanent Way staff.
The pilot had left Hawick just prior to the arrival of the Up Waverley, proceeding south to inspect the line. It reached Newcastleton safely shortly before midnight, having exploded a good quantity of detonators en-route. With this section of the route considered safe the Up Waverley was allowed to enter the section eventually catching up with the Hawick pilot at Newcastleton where an unruly crowd of about forty villagers had gathered and blocked the line.
At Newcastleton trouble had been brewing for a while. Persons unknown had chained the level crossing gates shut, however the gates were quickly released from this impediment by local Permanent Way staff. A large crowd had gathered intent on ensuring that the level crossing gates remained closed to rail traffic. In this process vandalism occurred and the gates were damaged, the local church minister, Mr Maben taking a significant part in leading the 'uprising'. A Landrover used by a BR Traffic Inspector was commandeered and placed in the middle of the level crossing. With the situation becoming more unruly a large police contingent was summonsed to deal with the crowd, now estimated at some two hundred villagers.
Scuffling broke out when the first police arrived, the Landrover was removed from the level crossing but the police were less successful in clearing the crowd from the level crossing. Whilst all this was taking place Clayton 8606 had been sitting a short distance away from the level crossing. The Up Waverley arrived at the Newcastleton home signal at about 00.45, here David Steel, MP alighted to try and assist with a diplomatic dispersal of the large crowd. His attempts were met by equal rhetoric from minister Maben, who was soon 'escorted' away by the police, leading to the crowd becoming evening more threatening.
Further police arrived to protect the train, a second address to the crowd by Mr Steel and the release of minister Maben without charges being pressed led to the crowd taking on a more peaceable atmosphere, such that the police were then able to clear the level crossing and assist the railway staff in opening the gates to rail traffic. Just after 01.30 the pilot headed south towards Kershopefoot. In attempting to draw clear of the crossing it was found that the hose pipe on the last vehicle of the Up Waverley (BG 80834) had been cut, destroying any vacuum the locomotive was trying to create. The brakes on the vehicle were isolated and the train drew forward only to have the communication chord pulled midway over the level crossing! This was soon corrected and with word received that the pilot had reached Kershopefoot safely the Up Waverley departed Newcastleton at 01.50. Five minutes later the Traffic Inspector was dropped off at Kershopefoot, the section through to Longtown was travelled under caution, clearing Longtown at 02.13 without incident.
The pilot returned north from Newcastleton reaching Hawick shortly after 02.30.
45022 was withdrawn during July in working order but would live to fight another day, being one of several Peaks reinstated during September to assist with the engineering work involved with electrification of the northern end of the ECML. 45022 was renumbered 97409 for this purpose.
On February 3rd 45106 failed whilst working the 07:12 Derby - St. Pancras at Wellingborough, it was rescued by 97472, but then caught fire near Hendon. Withdrawal, not unexpected with the damage sustained came on February 20th 1989.
The withdrawn 45106 eventually returned north to Tinsley, lingering at the depot until shipped off to Booth's Rotherham and broken up there during April 1992.
Page added July 30th 2022.