During January production commenced on the first components for D5000/1 with the setting up of various jigs under order D658. By the middle of May D5000 was almost complete, alongside were D5001 - D5006 in various stages of production. Ian Mellor, the Progressman for the Planning Office at Derby Works advised that the power unit for D5000 was delivered to Derby's GNR Friargate station, in a rather substantial wooden crate. After making a trip across Derby to investigate this unusual delivery the wagon was redirected to the Stone Pit sidings at Derby Locomotive Works. The first ten Class 24's were powered by engines built by Sulzer Brothers at Winterthur, Switzerland.
As Derby Locomotive Works closed for its annual summer holidays on July 11th, D5000 was in the paint shop. After release from Derby a trip was made on July 24th with D5000 running to Marylebone for inspection by the British Transport Commission, then under the leadership of Chairman Sir Brian Robertson. During August D5000 was officially allocated to Crewe South (5B). Also coming onto the roster of the London Midland Region at this time was the second of the MetroVicks, D5701, allocated to Derby (17A); NBL shunters D2907 & 2908, Crewe Built Class 08's D3575 - 3577. The Western Region received new shunters D3594 - 3596 and Crewe built Class 9F's 92233 - 92235. The Eastern Region accepted Type 4's D208 & 209, Type 2's D5516 & 5517, D5301, Type 1's D8405 - 8409 and shunters D2025 - 2027, D3619 - 3624 & D3684 - 3686 and Swindon built 9F 92197. The Scottish Region received shunters D3538 - 3545 & D2728.
On July 22nd D5000 was noted running light in the Derby area, with pristine paint and burnished buffer. The extra upper ventilator had not yet been added to the non-BIS side of the locomotive.
On September 15th test trains were initiated for the Type 2's being released from Derby Locomotive Works. An afternoon round trip Derby - Millers Dale with one coach was the easier of the two diagrams. The second, a morning departure from Chaddesden carriage sidings used a rake of fifteen coaches (460 tons), outward via Cheadle Jct & Allerton Jct to Liverpool Downhill sidings, returning after lunch, over the same route to Chaddesden. Additionally on September 15th D5000 started working the 9.38 Derby - Manchester, 12.30pm Manchester - Liverpool Central, returning with the 2.30 Liverpool Central - Derby, requiring a run round at Manchester.
An official portrait of D5000 shortly after delivery. Unique to this one locomotive was the thin eggshell blue stripe at waist level. This did not find favour with the authorities, leading to a change from D5001 onwards. Because of the pinstripe the location of the Lion & Wheel emblem was unique to D5000, being positioned lower than the other members of the Class. Also of interest is the unique builders plate on the cabside, a little more ornate than those carried by all other Class 24s. The locomotive sports four ventilators in the top row, a fifth would be added later (to this side only), close to the boiler room grille.
During January D5000 - D5006 were moved to Hither Green (73C) to cover various workings in the London and North Kent area prior to the completion of the Kent Coast electrification and the arrival of the first BRCW Type 3's (Class 33's). Upon arrival on the Southern Region D5000/01 were used for crew training in the Ashford - Ramsgate - Dover - Faversham area between February 5th & 13th.
An unforseen problem, that of the Type 2s being about five tons overweight led to certain restrictions for D5002 - D5006 (boilers & water tanks temporarily removed), and D5000/01/07-14 (left in original condition). 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 locomotives was not permitted except on short trips.
On March 2nd D5000 was noted in Ashford Works yard.
Freight workings using the Type 2s included the 3.05pm Hoo Junction - Hither Green freight, noted in April were D5005 (6th), D5009 (7th), D5010 (8th), D5000 (9th) and D5005 (10th).
On July 11th the Birkenhead Woodside - Margate was noted passing Tonbridge with D5000 and twelve passenger coaches.
At about 2.45am on November 10th whilst hauling a coal train from Snowdon Colliery D5000 lost control of its train at Faversham. The train ran through a sand drag, demolished the buffer stops, with the locomotive completely derailed and fouling the main line. The impact severely damaged a short length of the up main line, causing single line working to accommodate the morning rush hour. The engineers then obtained complete possession, having D5000 rerailed by late afternoon, with all lines open by late in the evening. Locomotives in attendance were Class N 2-6-0 No.31874 & 31583 with two cranes.
The above view features one of the 6LDA28 power units that were fitted to the first fifty one Class 24s, including D5000. These differed from D5051 onwards in that excitation was provided by a separate four-pole machine with separate, self & differential series excitation windings. It is belt driven from a shaft extension on the main generator.
December 17th saw delivery of the first of the BRCW Type 3's, D6500 to Hither Green. The fifteen LMR Type 2's (D5000-003/005-24/17) on loan to the SR had averaged about 39,250 miles annually.
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.
D5000 worked the 12.35 Rugby - Euston on December 23rd.
During August D5000 moved north to Crewe (5B), but stayed only briefly, returning to Willesden (1A) in September. During its time at Crewe (5B) a visit was made to Derby Locomotive Works.
At the end of December 1963 D5000 was noted at Willesden with collision damage to one cab, believed to be the No.1 end cab, with much damage to the driver's side of the cab.
January & February were spent at Doncaster Works in order to have repairs carried out to the collision damage sustained late in 1963. Between April 1964 and May 1965 a vast amount of time was spent in Derby Works.
On June 7th D5000 was noted on a local passenger service at Rugby.
D5000 was transferred to Bletchley (1E) during September.
September 3rd was the final day for the Marylebone - Nottingham Victoria through services. Whilst working the 08.15 Nottingham - Marylebone 44872 (16B) failed at Aylesbury, rescue came in the form of D5089, with the return working, the 14.38 to Nottingham being handled by D5000. A brief visit was made to Derby Locomotive Works in October.
On Easter Monday (April 30th) a Sheffield - Bridlington excursion (1G11) had 5000 with ten coaches. Other holiday makers travelling out of Scarborough had the opportunity for Type 2 haulage with the 9.25 Scarborough - Manchester, so noted was 5172 (July 4th) and 5180 (July 11th) and 5000 (August 22nd).
5000's next move came in October with a transfer to Polmadie (66A) to assist the Scottish Region in removing its final North British and Clayton machines from service.
24005 was noted at Grangemouth on June 16th.
1975 - 1977
On February 1st 24005 was noted at Manchester Piccadilly. On Sunday February 2nd 24001/005/021/022/027 were stabled at Newton Heath. 24005 was the Manchester Victoria banker (T42) on February 6th & 7th.
24005 was the Manchester Victoria banker (T42) on March 8th, 9th (as T42?) 10th, 25th & 26th.
On May 11th 24005 was noted at Manchester Victoria. On May 14th & 15th 24005 was noted at Manchester Victoria with the 5J83. On May 16th 24005 was noted at Manchester Victoria.
On June 5th 24005 was stabled at Newton Heath. 24005 was the Manchester Victoria banker (T42) on June 9th, 10th & 26th.
At about 7am on July 3rd 24005 was noted at Manchester Victoria with a down van train.
From September 1975 24005, 24020/21/22/24 were stored at Reddish, 24005 seen here on ???? out of service at Reddish. During its last repair at Glasgow the gangway doors were sheeted over, and, in true Glasgow fashion the centre discs were centred on the cab front. The boiler room grille has been replaced by a solid blanking plate. These locomotives remained at Reddish until February 15th 1977, when all except 24022 were towed down to Swindon Works.
In recognition of its historical nature the National Railway Museum was notified of the impending fate of the first Class 24. The request was not taken up, the NRM apparently prefering the products of a private locomotive builder, in this case that of D5500, a machine which no longer contained its original power plant. And so it was that in April 1977, like many others, 24005 was reduced to just so much scrap.
Cost of Modernisation Plan Locomotives
In contrast to the cost of the new diesels shown above, below are the prices for the last built of the BR Standard Classes (between 1952 & 1960)
External changes summary
Ventilators As originally built only four ventilators were fitted on the top row on the side NOT containing the battery isolating switch module, but prior to delivery from new to traffic a fifth ventilator was added close to the boiler room grille.
Livery changes summary
Renumbered November 1973.
The following paper 'The Design and Construction of the Two Derby Diesel Electric Locomotives' by G R Mahy was presented at the Midland Centre, Derby on March 17th 1959.
The paper discussed the Derby Type 2 and Type 4 locomotives, the sections relevant to the Type 2 locomotive is recorded below (some editing and paraphrasing has taken place).
Planning & Scheduling
With the erecting time known it was then possible to break it down into erecting stages and in conjuction with the schedule allow the creation of manufacturing schedules and material delivery dates. The drawing office covered all the major items of material and components required from contractors. Detail drawings were created, followed by the production office preparing specification sheets, operation layout sheets, route cards, material requisitions and wages tickets.
In general the planning and documentary work for the Type 2 & Type 4 was twice that of the Derby built BR Standard Class 5 Locomotive (see below); the first number represents the diesels, the number in parentheses is for the Class 5 steam locomotive:
Items included in specifications: 9,762 (4376)
Allocation of Work
Decisions taken included:
2/ the sheet metalworking shop would handle the engine housing roof, radiator ducting, water ducting and numerous aluminium items. The staff requirement for this shop would be increased, with some work also allocated to contractors.
3/ the Brass Foundry would manufacture the nine cab, gangway and bulkhead doors as alumimium castings. This area would also handle other items as weight saving measures took place with future Type 2 orders.
4/ the electrical section was provided with an annex to facilitate the increased workload. At most stages of production there was some form of electrical work ongoing. The annex allowed for the production of power and control cables with connection sockets and terminals, where possible the conduits were pre-assembled. The locomotives contained about 2.5 miles of cable comprised of about 450 separate cables, each requiring terminals / fitting to accessories and continuity testing. Mobile battery charging equipment and mobile external starting equipment was produced here. The instrument section (repair & testing) also saw its workload greatly increase.
5/ in the erecting shop No.3 bay was partitioned for diesel production with the floor fitted with oil-resisting tiles. Customised engine stands were built (the existing cast-iron stands for steam locomotives were not suitable), since the power units were installed after the bodysides were completed there were clearance / height issues. The crane had clearance of 21 feet, in lifting a power unit the Type 2 the stands were 2ft 6in tall and for the Type 4 2ft 3in tall.
6/ the machine and fitting shop contained five hundered machines and employed eight hundred staff. This shop required careful management as it transitioned from steam to diesel production. Some jobs required considerable fine machining before welding of parts commenced, such as the bogie side frames, whilst other compoments required only rough machining, with fine machining carried out after fabrication, as with the axlebox guide blocks and brake hanger bosses. Correctly judging and controlling shrinkage and distortions during fabrication was a critical part of the processes in this area.
7/ the work of the paintshop frequently became a battleground between late erecting shop completion and expected date into traffic, so important to Headquarters. The diesel locomotives had the added burden of requiring much more internal painting than the steam locomotives and many surfaces required multiple coats of paint, each having to dry before the next coat was applied.
With the extensive use of aluminium in the Class 24s, particularly the cabs, staff training was required in the technique of Argon arc welding.
Jigs, Fixtures and Pattern Equipment
Templates: 1,931 & 2,241
Fabrication of Body Side Truss
The top hat sections after pressing were ground on the foot portion, this being the surface that made contact with the body side (skin) panels. Any imperfections would be greatly magnified when the skin plates were positioned and welded. The longitudinal angles, the extreme outer angles, top hats and gussets were then brought together in the welding fixture. Welding moved from the center outwards bringing together the top hats and appropriate gussets, once this was completed the welds to the longitudinals were made. This method reduced distortion to a minimum and allowed for the accurate placement of the members.
The rotary welding fixture used in the process was 40 feet in length. Truss statistics were:
Total length: 36 ft 6 in
Construction of Underframe
For some of the sub-assemblies it was necessary to fully machine pads, seating and locations at the sub-assembly stage, owing to their inaccessability in the final structure.
The completed underframe created the following details:
Finished size: length 46ft 10 1/2 in, width 8ft 9 7/8 in
With the underframe and side frame trusses complete, the underframe was removed from the jig and placed on floor stands, the side frames were lifted into position and welded to the underframe. The bulkheads, roof girders, C.S. bogie center etc were positioned and welded in sequence. The body unit is then handed over to the erection shop staff. The Type 2 had 138 brackets and snubs which were positioned and welded, these mostly provided floor supports. Water ducting and inter-cooling pipes were located within the main frame members, followed by the sealing plates. These were carefully positioned and welded to each other as well as the main frame, passing through these were snubs for the floor plates and required careful seal-welding. The sealing plates drained into two five gallon containers to capture any leakage / spillage from the engine area.
The empty body was then loaded with weights totalling about 14 tons, representing half of the total weight of equipment to be installed in the body. The body skin was then fitted and welded in position to each member of the side truss. The weights were then removed and cable ducting, water ducting, radiator ducting, radiators, electrical and brake cubicles fitted. Service pipes were fitted along one side of the locomotive whilst cables wrapped in brown impregnated canvas were laid in their ducting on the other side. These pipes and ducting were inbetween the sealing plates and the Kynal floor plates. At this time the battery boxes complete with sliding gear and the underslung fuel and water tanks were positioned.
The locomotive was then lifted off the stands and placed on 'three point stands'. The contractors had laid down a detailed plan for the fitting of the engine and this required the very accurate fitting of the four engine bearers. The special stands allowed for the precise drilling of the engine bearers and included the fitting of steel shims and rubber pads to ensure the engine was perfectly level. Each of the four bearers was monitored by an erector capable of making adjustments and all working in unison to meet the contractor's specifications. Crankshaft alignment was also monitored and all measurements recorded before the final bolting down of the engine.
Completed cabs from the coppersmith's shop were brought to the erecting shop, and after checking for proper fitting were bolted to the bulkheads and secured into the four supports under the floor. Elsewhere many components were added to the engine room, boiler room and cabs, work also proceeded on connecting all electrical circuits and services including the brake work controls from the cabs under the flooring. The steam generator was also wired and the water and steam connections made.
The bogies were then recieved from the bogie shop. Unlike steam locomotives, the bogies were wheeled at the bogie shop in order to save space in No.3 Bay. The locomotive body would then be lifted and positioned on its bogies and any connections completed. It would then be prepared for testing.
Test House, static testing and on-the-road testing
A high voltage test was carried out (twice working voltage plus 1,000 volts with a minimum of 2,000 volts), power and control circuits were tested to earth and to each other. Equipment was then checked to ensure it operated in sequence. The traction motor leads were then disconnected and the generator connected to the test equipment. If all other functions were working correctly the generator was gradually brought up to full load, at which point the fuel rack and governer settings were adjusted as necessary to give the rated horsepower output of the engine. Tests were also made across a variety of speeds to compare the actual output with the declared characteristic curves. The locomotive was then disconnected from the test house equipment, traction motor cables reconnected and tests made to confirm all connections were correct and the traction motors rotated in the same direction.
Braking systems were tested and the steam generator fired up to confirm proper operation.
Testing on the road comprised a light engine run of fifty miles and a two hundred mile run with fifteen coaches. Frequently for the Type 2s the testing was carried out with pairs of locomotives. Painting of the locomotives could occur before or after the test runs.
flk 1021 (3)
Page added May 2000.