Kearsley / Heysham Electric Locomotives

It is an interesting, though these days often forgotten fact, that industrial railways were among the pioneers of electric traction in the UK, with some industrial electric locomotives predating those designed for the main line networks [1]. Coal mines and power stations were the most typical users of these early electric locomotives including at Kearsley Power Station which had this fleet of four electric locomotives built over an extended period as dictated by demand. The Kearsley locomotives operated off 500v DC overhead supply [2] and were owned by the Lancashire Electric Power Company [3].

Heysham Electric Locomotive 1

Information
Number built:	4
Built:	1928, 1936, 1944, 1946
Builder:	Hawthorn & Leslie / Robert Stevenson & Hawthorn
Motor:	4 BTH traction motors (500v DC OHLE / battery)
Power:	(First 2) 180 hp (134 kW) (Last 2) 260 hp (193 kW)
Wheel arrangement:	Bo-Bo

Following the closure of Kearsley Power Station in 1982 two locomotives were converted to battery operation [4] with the pantograph removed and batteries fitted in the cab. These worked at Heysham Nuclear Power Station until 2009. Three of the four (locomotives 1 to 3 in fact) locomotives have been preserved.

Heysham No. 1 seen at the now defunct Electric Railway Museum

Kearsley Electric Locomotive 1

Another view of Heysham No. 1

[1] R.L. Vickers, DC Electric Locomotives in the British Isles (David & Charles, 1986) p. 95
[2] Electric Railway Museum - Full Stocklist <http://www.electricrailwaymuseum.co.uk/old/collect.htm>
[3] Michael Poulter, Industrial Railways in Colour (North West) (Irwell Press, 2009) p. 51
[4] Industrial Locomotives Handbook 13EL (Industrial Railway Society, 2003) p. 114

Derby Lightweight Railcar / "Iris"

In the early 1950s British Railways built a number of prototype Diesel Multiple Units (DMUs) which became known as "Lightweights" due to the method of construction using light alloy sheets. The first batch used Leyland engines and torque converter transmission but these were soon joined by a second batch which used BUT (AEC) engines and a pre-selector gearbox. This later batch proved to be much more what BR wanted and they set the standard for the production DMUs [1] for the next 40 years and beyond.

Iris at Duffield

Information
Number built:	2
Built:	1956
Builder:	British Railways Derby Works
Motor:	2 BUT (AEC) horizontal 6-cylinder diesels
Power:	300 hp (224 kW)
Formation:	Driving Motor Brake Standard (DMBS)

As well as a number of 2- and 4-car sets a couple of single railcars were also built for the Banbury (Merton Street) to Buckingham/Bletchley route. However, being non-standard they were withdrawn (like the other Lightweights) after just a few years in service [2] by the end of the 1960s.


Some of the Lightweight DMUs avoided scrapping and went into departmental service, one of the single cars became QXV RDB975010 Iris when it was transferred in 1967 to British Rail Research [3]. Following rebuilding it was used for radio control and survey research at Derby [4] later it was used for radio propagation, noise measurement and data transmission tests [5]. It has now been preserved at the Ecclesbourne Valley Railway and has been restored to it's original condition.

Iris at Wirksworth

Comparison of Iris to a Class 122 railcar (left)

Side of Iris

Iris at Duffield

Iris at Wirksworth

[1] Brian Haresnape, Diesel Multiple Units: The First Generation (Ian Allan, 1985) p. 23
[2] Colin J Marsden, DMU and EMU Recogition Guide (Ian Allan, 2013) p. 28
[3] Colin J Marsden, Twenty Five Years of Railway Research (OPC, 1989) p. 96 
[4] Haresnape p. 25
[5] Colin J Marsden, Departmental Stock (Ian Allan, 1984) p. 34

Hunslet Engine Company 9346-9351

These industrial narrow gauge shunters were the last locomotives built at the Hunslet Engine Company's Jack Lane Works. The works in Leeds had, since 1864, built thousands of steam and later diesel shunters mostly for industrial use. These final locomotives were built for the tunnelling of the Jubilee Line Extension project in East London. The Jack Lane Works closed in 1995.

Information
Number built:	6
Built:	1994
Builder:	Hunslet Jack Lane Works
Motor:	Deutz diesel
Power:	90 hp (67 kW)
Wheel arrangement:	4wDH

They were 4 wheel diesel hydraulic narrow gauge shunters to 610mm gauge. A couple have been preserved. 9347, named Peter Wood, is preserved at the Leighton Buzzard Light Railway as one of the line's diesel "thunderbirds" ready to take over if one of the steam locomotives has a problem, as well as perform other duties on the line. 9351 is preserved at the Statfold Barn Railway in original condition.

9351 at the Statfold Barn Railway

9347 Peter Wood at Stonehenge Works

The narrowness of the locomotive can be seen in this frontal view

Cab of 9351

Peter Wood is #81 in the Leighton Buzzard Light Railway fleet

Rear view of 9351

Derby Lightweight DMU

This first wave of British Railways Diesel Multiple Units (which appeared even before the Modernisation Plan) were known as the "Derby Lightweights" because they were built at BR Derby and had low weight thanks to aluminium bodies and short under frames [1]. The first batch consisted of eight 2-car sets for Leeds-Bradford services and were an instant hit with the public, passenger receipts on the services they were used on increasing 400% in seven years.

Similar improvements with revenue were seen across the board after the introduction of later DMUs. Both cars in this initial batch were powered with Leyland engines and had torque converter transmission. Mechanically these units were based on pre-war LMS designs and proved troublesome in service [2].

Information
Number built:	217 (1, 2 and 4-car sets)
Built:	1954-55
Builder:	BR Derby
Motor:	Leyland or BUT (AEC) 6-cyl horizontal diesels
Power:	(Leyland) 250hp (186kW) (BUT) 300 hp (224 kW)
Formation:	(Preserved set) Driving Motor Brake Standard (DMBS) +Driving Trailer Composite Lavatory (DTCL)

The second batch were built in a variety of configurations (the single railcars have been dealt with separately). They were fitted with BUT (AEC) diesels and had a different transmission and gearbox (fluid flywheel and preselector gearbox). This arrangement proved more reliable and popular with BR and indeed became the standard for the hundreds of BR DMUs which followed in the 1950s and 1960s.

Being non-standard the Derby Lightweight DMUs were withdrawn fairly early and all had gone from revenue service by 1969. However a 2-car set and a railcar survived into departmental use. The 2-car set became an ultrasonic test train and traversed the entire network returning data on track conditions [3]. Following withdrawal in the mid-1980s it has been preserved and in the process of being restored.

M79018 at Wirksworth

Restoration continues

M79018 at Wirksworth (a Class 122 to the left)

Another view of M79018

[1] Brian Haresnape, Diesel Multiple Units: The First Generation (Ian Allan, 1985) p. 22
[2] Colin J Marsden, DMU and EMU Recognition Guide (Ian Allan, 2013) p. 26
[3] Colin J Marsden, Departmental Stock (Ian Allan, 1984) p. 28

LMSR/North British Locomotive 827hp Type A(1) Diesel-Electric

During the mid-1940s the LMS chief engineer H.G. Ivatt decided to order a small diesel-electric locomotive for branch line and medium-sized mixed traffic duties. The locomotive was to have the power rating of 827hp which was the same as a current Class 3MT steam locomotive it was intended to work alongside. North British Locomotive were contracted to build the locomotive for the LMS in 1945 though it did not arrive until after nationalisation and was given the British Railways number 10800 [1].

Information
Number built:	1
Built:	1950
Builder:	North British Locomotive Company
Motor:	Davey Paxman 16RPHXL Mk2 diesel
Power:	827 hp (617 kW)
Wheel arrangement:	Bo-Bo

10800 had a single cab situated to one end (though not at the very end) of the locomotive in the style of US switcher locomotives. This meant it shared the visibility problems of the steam locomotives it was designed to replace. 10800 was the first British Railways locomotive in it's lowest Type A power rating (later Type 1) and the basic design saw series production in the form of the Class 16.

10800 saw service with BR in Scotland, the Midlands and also the South. Performance was disappointing though the fact 10800 was a one-off did not help. It was withdrawn in 1959 but had a second career with Brush Traction as a trials and research locomotive. It was re-engined with a Bristol Siddeley-Maybach MD655 1,400hp engine [2] and used to explore commutatorless traction motors and generators. It was finally withdrawn in 1968 though had a final hurrah being used as an emergency generator to supply power to the Brush works during the 1972 miners' strike [3]. Final scrapping took place in the early 1970s.

10800 in BR days (KD collection)

[1] Brian Haresnape, Early Prototype & Pilot Scheme Diesel-Electrics (Ian Allan, 1981) p. 21
[2] Colin J. Marsden, Diesel & Electric Locomotive Recognition Guide (Ian Allan, 2011) p. 30
[3] Haresnape p. 24

Ruston & Hornsby 165 series (including Class D1/3 and Class 97/6)

Ruston & Hornsby built hundreds of small industrial shunters between 1947 and the mid-1960s [1], they were known as the 165 series and had diesel-mechanical and diesel-electric transmission versions and also versions with both 0-4-0 and 0-6-0 wheel arrangements.

Although most went to industrial users two 165DS 0-4-0 shunters were sold to British Railways as the Class DY1, later renamed D1/3 [2]. Incidentally the prototype of this type of shunter was loaned to the LNER for a short period just before nationalisation for testing and evaluation though nothing more came of this at the time. The two D1/3s worked in the Stratford area until withdrawal in the late 1960s. One was preserved along with a good number of ex-industrial 165s which are a common sight on preserved railways.

Information for Class D1/3
Number built:	2
Built:	1956
Builder:	Ruston & Hornsby
Engine:	Ruston 6VPHL diesel
Power:	165 hp (123 kW)
Wheel arrangement:	0-4-0

Five 0-6-0 165DE shunters were also bought for departmental service by BR Western Region's civil engineering department, the first arriving in 1952 and the rest 1959 [3]. These were known as the Class 97/6 [4] and served until the late 1980s and early 90s at locations like Radyr, Taunton, Reading and Swindon [5] mainly shunting long welded rail trains [6]. Three of these locomotives have been preserved.

Former 97/6 PWM654 preserved at the Heritage Shunters Trust, Rowsley South

D2961 at Bridgnorth, SVR

Former BIP Chemicals shunter 31920 (165DM) seen at Highley, SVR

GEC 424841 165DE Roman at Foxfield Railway

Another view of PWM654

[1] Ray Hooley, Engine Production Years <http://www.oldengine.org/members/ruston/Production5.htm>
[2] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 52
[3] Paul Smith & Shirley Smith, British Rail Departmental Locomotives 1948-1968 (Ian Allan, 2014) p. 19
[4] Haresnape, Shunters p. 79
[5] Colin J. Marsden, Departmental Stock (Ian Allan, 1984) p. 108
[6] Heritage Shunters Trust Stock List (2016) p. 12

Vale of Rheidol Number 10 (BMR002)

Diesel shunter Number 10 (works number BMR002) performs shunting and hauls engineering trains on the narrow gauge Vale of Rheidol railway between Aberystwyth and Devil's Bridge. The locomotive was bought while the railway was still part of British Rail (until 1989) and thus was the last shunter bought by BR!

Information
Number built:	1
Built:	1987
Builder:	Brecon Mountain Railway / Baguely Drewry
Engine:	Caterpillar diesel
Power:	165 hp (123 kW)
Wheel arrangement:	0-6-0

The locomotive was built at the Brecon Mountain Railway at Pant from parts obtained by Baguely Drewry [1] when that company went out of business. Number 10 is a diesel hydraulic. Two similar locomotives are also operated by the Ffestiniog Railway.

Number 10 shunts coaching stock at Aberystwyth

Bringing the train in

Number 10 is painted in GWR Brunswick green to match the VoR's steam fleet

[1] Vic Mitchell, Corris & Vale of Rheidol (Middleton Press, 2009) p. 90

LMS 7400 (7050)

The LMS was an early pioneer of diesel traction and built a number of experimental diesel shunters in the early 1930s. Number 7050 (originally allocated the number 7400) was the smallest of these. It was built by Drewry (establishing what would become the very familiar look of their shunters) at the EE Dick Kerr works in Preston [1].

Information
Number built:	1
Built:	1934
Builder:	Drewry Car / EE Dick Kerr
Engine:	W H Allan 8RS18 (Later) Gardner 6L3
Power:	160 hp (120 kW) (Allan) 153 hp (114 kW) (Gardner)
Wheel arrangement:	0-4-0

Although a small shunter, 7050 had an impressive performance and was able to haul up to 400 tons. It was sold to the War Department in World War 2 and remained in MoD service until being preserved in 1979 [2]. It is during its military service that the original Allan engine was replaced by a Gardner one. It is now part of the national collection at York.

LMS 7050 at the National Railway Museum, York

At the time 7050 was in the NRM Great Hall

Front view of 7050, note the taper on the bonnet

[1] Brian Haresnape, Diesel Shunters (Ian Allan, 1984) p. 6
[2] Colin J. Marsden (ed.), "The LMS Designs", Modern Locomotives Illustrated No 217 February-March 2016 (SR, GW, LNER, LMS & Trial Shunters & Class 03) p. 4

BEL 2 / NSR 1 Battery Locomotive

Battery powered trains go back quite a bit further into railway history than many people imagine. BEL 1 and BEL 2 were two similar battery electric shunters built in the early 20th century for the LMS' predecessor railways. BEL 1 was built for the Midland Railway at it's Derby Works later working in British Railways colours at Poplar Dock in East London [1]. It was withdrawn and cut up in 1964.

Information
Number built:	2
Built:	1913, 1917
Builder:	Derby Works / NSR Stoke Works
Engine:	2 BTH traction motors (battery electric)
Power:	82 hp (61 kW)
Wheel arrangement:	Bo

BEL 2 was built as NSR 1 for the North Staffordshire Railway at Stoke during the First World War, originally working at a copper works. It was withdrawn and restored to its original livery at Crewe in the mid-1960s and joined the National Collection at York [2].

Two views of BEL 2 at NRM York

[1] Brian Haresnape, Electric Locomotives (Ian Allan, 1983) p. 20
[2] Paul Smith & Shirley Smith, British Rail Departmental Locomotives 1948-1968 (Ian Allan, 2014) p. 22