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__NOTOC__
The 'British Rail Class 47' is a class of British railway diesel locomotive. A total of 512 Class 47s were built between 1962 and 1968 at Crewe Works and the Brush Falcon Works in Loughborough, making them easily the most numerous class of British mainline diesel. They were fitted with the Sulzer 12LDA28 double straight-six unit producing 2,750bhp (2,050kW). They have been used on both passenger and freight trains on Britain's railways for over 40 years, and despite the introduction of numerous more modern types of traction, a significant number are still in mainline and private use today.
The Class 47 history begins in the early 1960s with the stated aim of the British Transport Commission (BTC) to completely remove steam locomotives from British Rail by a target date of 1968[1]. They therefore required a large build of lightweight Type 4 locomotives to achieve this aim. This required locomotives producing at least 2,500bhp but with an axle load of no more than 19 tons. However, the BTC were far from convinced that the future of diesel traction lay down the hydraulic transmission path of the Western Region, and began looking at various diesel-electric designs.
At least two prototype locomotives were built; ''D0260 LION'', produced by AEI and BRC&W using a Sulzer engine[2], and ''D0280 FALCON'', built by Brush Traction using Maybach engines[3]. However, the need for a large number of locomotives quickly was deemed paramount, and the pilot build of what would become Class 47 began before the prototypes could be comprehensively assessed[4]. This initial build of 20 locomotives (Nos. D1500 to D1519) were mechanically different from the remainder of the type[5], and would be withdrawn earlier. However, based on these and the success of ''LION'', an order for 270 locomotives was made, which was later revised upwards a number of times to reach the final total of 512. Five locomotives, Nos. D1702 to D1706, were fitted with a Sulzer V12 12LVA24 power unit and classified as Class 48s; the experiment was not deemed a success, and they were later converted back into standard 47s.
Eventually, 310 locomotives were constructed at Brush Traction's Falcon Works in Loughborough, and the remaining 202 at Crewe Works[6]. The first 500 locomotives were numbered sequentially from D1500 to D1999, with the remaining twelve being numbered from D1100 to D1111. The locomotives went to work on passenger and freight duties on all regions of British Rail. Large numbers went to replace steam locomotives, especially on express passenger duties[7].
The locomotives, bar a batch of 81 built for freight duties, were all fitted with steam heating boilers for train heat duties. The initial batch of twenty, plus D1960 and D1961, were also fitted with electric train heating (ETH)[8]. With this type of heating becoming the norm, a further large number of locomotives were fitted with this equipment.
In the early 1970s, it was decided to de-rate the engine output of the fleet from 2,750bhp to 2,580bhp (1,925kW)[9]. This significantly improved reliability by reducing stresses on the power plant, whilst not causing a noticeable reduction in performance[10].
In the early 1970s, the fleet were renumbered into the 47xxx series to conform with the computerised TOPS systems. This enabled a number of easily recognisable sub-classes to be created, depending on the differing equipment fitted. The original series were based on train heating capability and were as follows[11];
★ Class 47/0: Locomotives with steam heating equipment
★ Class 47/3: Locomotives with no train heating
★ Class 47/4: Locomotives with electric train heating
However, this numbering system was later disrupted as locomotives were fitted with extra equipment and were renumbered into other sub-classes.[12][13]. This section summarises the main sub-classes that were created.
Originally numbered from 47001 to 47298, these locomotives were the 'basic' Class 47 with steam heating equipment fitted[14]. In the 1970s and 1980s, with steam heating of trains gradually being phased out, all locomotives fitted with the equipment gradually had their steam heating boilers removed. Some were fitted with ETH and became 47/4s, whilst the others remained with no train heating capability and were therefore used mainly on freight work. In the 1990s, the class designation 47/2 was applied to some class 47/0s after they were fitted with multiple working equipment10. The locomotives involved also had their vacuum braking systems removed, leaving them air braked only. This was mainly a paper exercise, however, and the locomotives were not renumbered; in this article they are included in Class 47/0.
Originally numbered from 47301 to 47381, this sub-class were originally built with no train heating equipment and therefore remained freight locomotives almost exclusively for their working lives[15]. They were all fitted with slow speed control for working MGR coal trains (as were a number of Class 47/0s)[16]. However, during the summer months when train heat was not required, 47/3s could regularly be found hauling the extra trains that the holiday season brought.
The designation for standard locomotives fitted with ETH and therefore used for passenger, mail and parcels use. 133 locomotives had been fitted by the time renumbering occurred, and shortly afterwards the sub-class had settled down to 154 locomotives, numbered 47401 to 47555, with one gap. Later, further class 47/0s were converted to class 47/4s and renumbered into the series, which eventually reached 47665[17].
After being severely damaged in a derailment near Peterborough in 1974, locomotive 47046 was selected to be a testbed for the projected Class 56, and was fitted with a Ruston 3,250 bhp engine for assessment purposes. To identify it as unique, it was renumbered 47601. Later, in 1979, it was used again for the Class 58 project, fitted with another Ruston engine (this time of 3,300 bhp), and renumbered 47901. It continued with this non-standard engine fitted until its withdrawal in 1990[18].
In the late 1970s, BR authorities identified a need to replace the ageing trains operating the Glasgow to Edinburgh shuttle services, in order to increase speed and reliability. The trains were operated by pairs of Class 27s, one at each end of this train. It was decided to convert twelve 47/4s to operate the service in push-pull mode. The locomotives would be known as Class 47/7 and would be fitted with TDM push-pull equipment and long-range fuel tanks, and be maintained to operate at 100 mph. The conversions began in 1979 and the service was operated completely by them from 1980. In 1983, the push-pull service spread to Glasgow-Aberdeen services, and a further four locomotives were converted. The sub-class therefore comprised Nos. 47701 to 47716, though a further locomotive, 47717, was converted in 1986 after the fire-damaged 47713 was withdrawn[19].
In the 1990s, further 47/4s were converted with long-range fuel tanks and the ability to be remotely controlled by a type of rolling stock known as propelling control vehicles, which were used on mail trains. They were also numbered into the 47/7 series, from 47721 onwards. With dwindling passenger work for them, a number of 47/8s, already fitted with the extra fuel tanks, were also renumbered into this series[20].
Two locomotives, 47798 ''Prince William'' and 47799 ''Prince Henry'', were dedicated to use on the Royal Train, and were designated as Class 47/7c[21].
The last of the original 47/4 conversions, from 47650 to 47665, were fitted with extra fuel tanks, giving them an extended range. Four earlier Class 47/4s were also converted. In 1989 it was decided to give these locomotives easy recognisability, and so these locomotives were renumbered into their own series from 47801 to 47820. At the same time, further locomotives were fitted with extra fuel tanks and renumbered; the series eventually reached 4785422. After the privatisation of British Rail, the sub-class was mainly used by Virgin Trains on cross-country work until the introduction of their Voyager trains. A combination of relatively recent overhauls, coupled with the versatility provided by the extra range of this sub-class has meant that they have remained operational longer than the majority of their classmates.
By 1986, only five of the original 512 locomotives had been withdrawn from service, all because of serious accident damage[22]. However, with work for the class declining due to the introduction of new rolling stock, and spare parts becoming difficult to source, some inroads started being made.
The first locomotives to be targeted were the non-standard pilot batch of 20, now numbered 47401-47420. Three locomotives were withdrawn as life-expired in February 1986, and the remainder of the batch that had not recently been overhauled followed in the next two years. All 20 were withdrawn by 1992[23].
Meanwhile, BR drew up a 'hit-list' of locomotives for early withdrawal, mainly including those with non-standard electrical equipment, known as ''series parallel'' locomotives[24]. In the outset, withdrawals were slow, mainly due to the surplus of spare parts and new flows of freight traffic which required extra locomotives; only 61 locomotives had been withdrawn by the end of 1992. However, with the introduction of new traction, the rate of withdrawal quickly rose, with 86 more 47s reaching the end of their lives in the next three years22. With most of the non-standard locomotives withdrawn, the reduction of the fleet again proceeded more slowly. The privatisation of British Rail also produced new independent rail companies needing available traction until they could order new locomotives. From 1996 to 2006, an average of around fifteen locomotives per year were taken out of service22.
In 2007, after more than 40 years of front line passenger and freight operations, only around thirty locomotives are currently operational on the National network[25]. The following is a list of companies currently operating Class 47s.
★ Direct Rail Services (DRS) has a fleet of four active locomotives, which appear on freight, stock movements and occasional spot-hire duties.
★ Freightliner Heavy Haul currently operate four locomotives.
★ Cotswold Rail has a fleet of Class 47s which currently comprises seven operational locomotives. They mainly operate on charter work and hire to other operators.
★ West Coast Railway Company, primarily a charter-train operator based at Carnforth, operates six locomotives.
★ Victa Westlink Rail currently own one operational locomotive (47832) which they inherited from the liquidated FM Rail.
★ Riviera Trains is a spot-hire company based at Crewe with a fleet of nine operational locomotives, which are mainly used to haul charter trains, including the operation of the Blue Pullman tour train[26].
★ Seco Rail owns four locomotives, two of which are operative, for duties hauling its track maintenance trains.
Class 47s have proved very popular with preservationists and private railways, and more than 30 have now entered preservation, with the majority in working order[27]. A full list can be found at list of preserved Class 47s.
Also, a total of 33 withdrawn locomotives have been rebuilt with EMD engines and re-classified as Class 57s[28][29]. The production versions work for the goods train company Freightliner, and the passenger train companies First Great Western and Virgin Trains Limited, with the original prototype being operated by the West Coast Railway Company.
★ 11 January 1965: D1734 was severely damaged after the freight train it was hauling ran out of control near Shrewsbury, eventually demolishing a signal box. It was withdrawn two months later, becoming the first Class 47 withdrawn after a working life of only eight months.[30]
★ 17 December 1965: D1671 ''THOR'' was derailed near Bridgend whilst hauling a train of empty coaches. Shortly afterwards, a freight train collided heavily with the wreckage, killing the drivers of both locomotives. D1671 was withdrawn some four months later. Its nameplates were salvaged, and transferred to No. D1677.[31]
★ 8 April 1969: D1908 was badly damaged when, while hauling a freight train at Monmore Green, it was struck head-on by a passenger train that had passed a signal at danger. D1908 caught fire after the accident and became the third Class 47 withdrawn.[32]
★ 13 March 1971: D1562 was wrecked after its power unit, which had been experimentally uprated, exploded at Haughley Junction while the locomotive was hauling a Liverpool Street to Norwich express.[33]
★ 11 June 1972: D1630 was involved in the notorious Eltham Well Hall rail crash in which six people were killed. The locomotive was repaired, but much later in its life when numbered 47849, it was withdrawn from the Class 57 rebuilding programme after damage was discovered which was thought to have dated back to the accident.[34]
★ 22 October 1979: 47208 became the fifth Class 47 to be withdrawn after suffering severe damage in a fatal accident at Invergowrie in Scotland. 47208 was hauling a Glasgow to Aberdeen service which collided with a local train which had stopped in front.[35]
★ 9 December 1983: 47299 (formerly 47216) was involved in a serious accident at Wrawby Junction in Lincolnshire, when whilst hauling an oil train, the locomotive collided with a diesel multiple unit resulting in the death of a passenger. It later emerged that the locomotive's renumbering was allegedly due to a warning given to BR by a clairvoyant who claimed to have foreseen a serious accident involving a locomotive numbered 47216.[36]
★ 10 July 1984: 47707 ''Holyrood'' was propelling the 17:30 express from Edinburgh to Glasgow from the rear, when the train collided with a cow near Polmont, derailing it and resulting in 13 deaths. The accident raised serious concerns about the safety of push-pull operation where the locomotive was at the rear of the train.[37]
★ List of British Rail modern traction locomotive classes
1. Replacement of steam locomotives The railways archive - Retrieved on 2007-06-15
2. Feature on D0260 LION Class47.com - Retrieved on 2007-05-31
3. Feature on D0280 FALCON Class47.com - Retrieved on 2007-05-31
4. Introduction to Prototypes Class47.com Retrieved on 2007-05-31
5. Class 47 history Gloucester Transport History - Retrieved on 2007-06-04
6. Class 47 History SEMG - Retrieved on 2007-06-01
7. Class 47 History GSWR - Retrieved on 2007-06-04
8. Early diesel locomotives SEMG - Retrieved on 2007-06-01
9. Class 47 history Felgall.com - Retrieved on 2007-06-01
10. Locomotive modifications The Railway Centre - Retrieved on 2007-06-04
11. Class 47 numbering The Railway Centre - Retrieved on 2007-05-31
12. Class 47 sub-classes The Junction - Retrieved on 2007-06-04
13. Class47.com numbering Retrieved on 2007-06-14
14. Class 47/0 Class47.com -Retrieved on 2007-06-15
15. Class 47/3 Class47.com -Retrieved on 2007-06-15
16. Slow speed control Class 58 Loco Group - Retrieved on 2007-06-15
17. Class 47/4 Class47.com - Retrieved on 2007-06-15
18. Class 47/6 Class47.com - Retrieved on 2007-06-15
19. Class 47/7 Felgall Rail - Retrieved on 2007-06-15
20. Class 47/7 Class47.com - Retrieved on 2007-06-15
21. Locomotive pools Class47.com Retrieved on 2007-07-09
22. Class 47 withdrawal data Class47.com - Retrieved on 2007-06-04
23. 47401 History The 47401 Project - Retrieved on 2007-06-10
24. Class 47 Technical Details Railfan page - Retrieved on 2007-06-04
25. Fleet Status wnxx.net - Retrieved on 2007-06-10
26. Blue Pullman tours Hertforshire Railtours - Retrieved on 2007-04-30
27. Class 47 Page Preserved Diesels - Retrieved on 2007-04-30
28. Class 57 page The Junction - Retrieved on 2007-04-30
29. Class 57 conversion The Railway Centre - Retrieved on 2007-04-30
30. locomotive D1734 Class47.com - Retrieved on 2007-07-08
31. locomotive D1671 Class47.com - Retrieved on 2007-07-10
32. locomotive D1908 Class47.com - Retrieved on 2007-07-10
33. locomotive D1562 Class47.com - Retrieved on 2007-06-04
34. locomotive D1630 Class47.com - Retrieved on 2007-05-14
35. Invergowrie accident report Railwaysarchive.co.uk - Retrieved on 2007-04-30
36. Jinxed locomotive 47299 Railfan article - Retrieved on 2007-04-30
37. The Polmont accident in the light of 2001 Selby Crash Danger Ahead - Retrieved on 2007-04-30
Two Class 47s, Nos. 47424 and 47607, at Bangor station with a passenger train in 1987.
The 'British Rail Class 47' is a class of British railway diesel locomotive. A total of 512 Class 47s were built between 1962 and 1968 at Crewe Works and the Brush Falcon Works in Loughborough, making them easily the most numerous class of British mainline diesel. They were fitted with the Sulzer 12LDA28 double straight-six unit producing 2,750bhp (2,050kW). They have been used on both passenger and freight trains on Britain's railways for over 40 years, and despite the introduction of numerous more modern types of traction, a significant number are still in mainline and private use today.
Origins
The Class 47 history begins in the early 1960s with the stated aim of the British Transport Commission (BTC) to completely remove steam locomotives from British Rail by a target date of 1968[1]. They therefore required a large build of lightweight Type 4 locomotives to achieve this aim. This required locomotives producing at least 2,500bhp but with an axle load of no more than 19 tons. However, the BTC were far from convinced that the future of diesel traction lay down the hydraulic transmission path of the Western Region, and began looking at various diesel-electric designs.
At least two prototype locomotives were built; ''D0260 LION'', produced by AEI and BRC&W using a Sulzer engine[2], and ''D0280 FALCON'', built by Brush Traction using Maybach engines[3]. However, the need for a large number of locomotives quickly was deemed paramount, and the pilot build of what would become Class 47 began before the prototypes could be comprehensively assessed[4]. This initial build of 20 locomotives (Nos. D1500 to D1519) were mechanically different from the remainder of the type[5], and would be withdrawn earlier. However, based on these and the success of ''LION'', an order for 270 locomotives was made, which was later revised upwards a number of times to reach the final total of 512. Five locomotives, Nos. D1702 to D1706, were fitted with a Sulzer V12 12LVA24 power unit and classified as Class 48s; the experiment was not deemed a success, and they were later converted back into standard 47s.
In service
Eventually, 310 locomotives were constructed at Brush Traction's Falcon Works in Loughborough, and the remaining 202 at Crewe Works[6]. The first 500 locomotives were numbered sequentially from D1500 to D1999, with the remaining twelve being numbered from D1100 to D1111. The locomotives went to work on passenger and freight duties on all regions of British Rail. Large numbers went to replace steam locomotives, especially on express passenger duties[7].
The locomotives, bar a batch of 81 built for freight duties, were all fitted with steam heating boilers for train heat duties. The initial batch of twenty, plus D1960 and D1961, were also fitted with electric train heating (ETH)[8]. With this type of heating becoming the norm, a further large number of locomotives were fitted with this equipment.
In the early 1970s, it was decided to de-rate the engine output of the fleet from 2,750bhp to 2,580bhp (1,925kW)[9]. This significantly improved reliability by reducing stresses on the power plant, whilst not causing a noticeable reduction in performance[10].
Sub-Classes
In the early 1970s, the fleet were renumbered into the 47xxx series to conform with the computerised TOPS systems. This enabled a number of easily recognisable sub-classes to be created, depending on the differing equipment fitted. The original series were based on train heating capability and were as follows[11];
★ Class 47/0: Locomotives with steam heating equipment
★ Class 47/3: Locomotives with no train heating
★ Class 47/4: Locomotives with electric train heating
However, this numbering system was later disrupted as locomotives were fitted with extra equipment and were renumbered into other sub-classes.[12][13]. This section summarises the main sub-classes that were created.
Class 47/0 No. 47293 with a relief passenger train at York station in 1987.
Class 47/0
Originally numbered from 47001 to 47298, these locomotives were the 'basic' Class 47 with steam heating equipment fitted[14]. In the 1970s and 1980s, with steam heating of trains gradually being phased out, all locomotives fitted with the equipment gradually had their steam heating boilers removed. Some were fitted with ETH and became 47/4s, whilst the others remained with no train heating capability and were therefore used mainly on freight work. In the 1990s, the class designation 47/2 was applied to some class 47/0s after they were fitted with multiple working equipment10. The locomotives involved also had their vacuum braking systems removed, leaving them air braked only. This was mainly a paper exercise, however, and the locomotives were not renumbered; in this article they are included in Class 47/0.
Class 47/3 No. 47332 with a summer passenger train at Wainfleet station in 1988.
Class 47/3
Originally numbered from 47301 to 47381, this sub-class were originally built with no train heating equipment and therefore remained freight locomotives almost exclusively for their working lives[15]. They were all fitted with slow speed control for working MGR coal trains (as were a number of Class 47/0s)[16]. However, during the summer months when train heat was not required, 47/3s could regularly be found hauling the extra trains that the holiday season brought.
Class 47/4 No. 47523 in standard BR Blue, at Birmingham New Street station in 1988.
Class 47/4
The designation for standard locomotives fitted with ETH and therefore used for passenger, mail and parcels use. 133 locomotives had been fitted by the time renumbering occurred, and shortly afterwards the sub-class had settled down to 154 locomotives, numbered 47401 to 47555, with one gap. Later, further class 47/0s were converted to class 47/4s and renumbered into the series, which eventually reached 47665[17].
Class 47/9 No. 47901 on a railtour at Westbury station in 1987.
Class 47/6 and Class 47/9
After being severely damaged in a derailment near Peterborough in 1974, locomotive 47046 was selected to be a testbed for the projected Class 56, and was fitted with a Ruston 3,250 bhp engine for assessment purposes. To identify it as unique, it was renumbered 47601. Later, in 1979, it was used again for the Class 58 project, fitted with another Ruston engine (this time of 3,300 bhp), and renumbered 47901. It continued with this non-standard engine fitted until its withdrawal in 1990[18].
Class 47/7a No. 47715 ''Poseidon'' at the National Railway Museum in 2005.
Class 47/7
In the late 1970s, BR authorities identified a need to replace the ageing trains operating the Glasgow to Edinburgh shuttle services, in order to increase speed and reliability. The trains were operated by pairs of Class 27s, one at each end of this train. It was decided to convert twelve 47/4s to operate the service in push-pull mode. The locomotives would be known as Class 47/7 and would be fitted with TDM push-pull equipment and long-range fuel tanks, and be maintained to operate at 100 mph. The conversions began in 1979 and the service was operated completely by them from 1980. In 1983, the push-pull service spread to Glasgow-Aberdeen services, and a further four locomotives were converted. The sub-class therefore comprised Nos. 47701 to 47716, though a further locomotive, 47717, was converted in 1986 after the fire-damaged 47713 was withdrawn[19].
Class 47/7b No. 47757 with a passenger train at Stafford station in 2002.
Class 47/7b and 47/7c
In the 1990s, further 47/4s were converted with long-range fuel tanks and the ability to be remotely controlled by a type of rolling stock known as propelling control vehicles, which were used on mail trains. They were also numbered into the 47/7 series, from 47721 onwards. With dwindling passenger work for them, a number of 47/8s, already fitted with the extra fuel tanks, were also renumbered into this series[20].
Two locomotives, 47798 ''Prince William'' and 47799 ''Prince Henry'', were dedicated to use on the Royal Train, and were designated as Class 47/7c[21].
Class 47/8 No. 47818, in 'one' livery at Cambridge station in 2004.
Class 47/8
The last of the original 47/4 conversions, from 47650 to 47665, were fitted with extra fuel tanks, giving them an extended range. Four earlier Class 47/4s were also converted. In 1989 it was decided to give these locomotives easy recognisability, and so these locomotives were renumbered into their own series from 47801 to 47820. At the same time, further locomotives were fitted with extra fuel tanks and renumbered; the series eventually reached 4785422. After the privatisation of British Rail, the sub-class was mainly used by Virgin Trains on cross-country work until the introduction of their Voyager trains. A combination of relatively recent overhauls, coupled with the versatility provided by the extra range of this sub-class has meant that they have remained operational longer than the majority of their classmates.
Decline
By 1986, only five of the original 512 locomotives had been withdrawn from service, all because of serious accident damage[22]. However, with work for the class declining due to the introduction of new rolling stock, and spare parts becoming difficult to source, some inroads started being made.
The first locomotives to be targeted were the non-standard pilot batch of 20, now numbered 47401-47420. Three locomotives were withdrawn as life-expired in February 1986, and the remainder of the batch that had not recently been overhauled followed in the next two years. All 20 were withdrawn by 1992[23].
Meanwhile, BR drew up a 'hit-list' of locomotives for early withdrawal, mainly including those with non-standard electrical equipment, known as ''series parallel'' locomotives[24]. In the outset, withdrawals were slow, mainly due to the surplus of spare parts and new flows of freight traffic which required extra locomotives; only 61 locomotives had been withdrawn by the end of 1992. However, with the introduction of new traction, the rate of withdrawal quickly rose, with 86 more 47s reaching the end of their lives in the next three years22. With most of the non-standard locomotives withdrawn, the reduction of the fleet again proceeded more slowly. The privatisation of British Rail also produced new independent rail companies needing available traction until they could order new locomotives. From 1996 to 2006, an average of around fifteen locomotives per year were taken out of service22.
Current mainline operation
In 2007, after more than 40 years of front line passenger and freight operations, only around thirty locomotives are currently operational on the National network[25]. The following is a list of companies currently operating Class 47s.
Class 47/3 No. 47316 'Cam Peak', carrying the livery of Cotswold Rail at Doncaster Works in 2004.
Class 47/7 No.47714 owned by Cotswold Rail but carrying the livery of Anglia Railways at Norwich Station in 2005.
Class 47/8 No. 47851 'Traction Magazine', owned by West Coast Railway Company stands at Ely Station with a Charter train in 2004. The locomotive carries its original number D1648.
★ Direct Rail Services (DRS) has a fleet of four active locomotives, which appear on freight, stock movements and occasional spot-hire duties.
★ Freightliner Heavy Haul currently operate four locomotives.
★ Cotswold Rail has a fleet of Class 47s which currently comprises seven operational locomotives. They mainly operate on charter work and hire to other operators.
★ West Coast Railway Company, primarily a charter-train operator based at Carnforth, operates six locomotives.
★ Victa Westlink Rail currently own one operational locomotive (47832) which they inherited from the liquidated FM Rail.
★ Riviera Trains is a spot-hire company based at Crewe with a fleet of nine operational locomotives, which are mainly used to haul charter trains, including the operation of the Blue Pullman tour train[26].
★ Seco Rail owns four locomotives, two of which are operative, for duties hauling its track maintenance trains.
Other working locomotives
Class 47s have proved very popular with preservationists and private railways, and more than 30 have now entered preservation, with the majority in working order[27]. A full list can be found at list of preserved Class 47s.
Also, a total of 33 withdrawn locomotives have been rebuilt with EMD engines and re-classified as Class 57s[28][29]. The production versions work for the goods train company Freightliner, and the passenger train companies First Great Western and Virgin Trains Limited, with the original prototype being operated by the West Coast Railway Company.
Incidents
★ 11 January 1965: D1734 was severely damaged after the freight train it was hauling ran out of control near Shrewsbury, eventually demolishing a signal box. It was withdrawn two months later, becoming the first Class 47 withdrawn after a working life of only eight months.[30]
★ 17 December 1965: D1671 ''THOR'' was derailed near Bridgend whilst hauling a train of empty coaches. Shortly afterwards, a freight train collided heavily with the wreckage, killing the drivers of both locomotives. D1671 was withdrawn some four months later. Its nameplates were salvaged, and transferred to No. D1677.[31]
★ 8 April 1969: D1908 was badly damaged when, while hauling a freight train at Monmore Green, it was struck head-on by a passenger train that had passed a signal at danger. D1908 caught fire after the accident and became the third Class 47 withdrawn.[32]
★ 13 March 1971: D1562 was wrecked after its power unit, which had been experimentally uprated, exploded at Haughley Junction while the locomotive was hauling a Liverpool Street to Norwich express.[33]
★ 11 June 1972: D1630 was involved in the notorious Eltham Well Hall rail crash in which six people were killed. The locomotive was repaired, but much later in its life when numbered 47849, it was withdrawn from the Class 57 rebuilding programme after damage was discovered which was thought to have dated back to the accident.[34]
★ 22 October 1979: 47208 became the fifth Class 47 to be withdrawn after suffering severe damage in a fatal accident at Invergowrie in Scotland. 47208 was hauling a Glasgow to Aberdeen service which collided with a local train which had stopped in front.[35]
★ 9 December 1983: 47299 (formerly 47216) was involved in a serious accident at Wrawby Junction in Lincolnshire, when whilst hauling an oil train, the locomotive collided with a diesel multiple unit resulting in the death of a passenger. It later emerged that the locomotive's renumbering was allegedly due to a warning given to BR by a clairvoyant who claimed to have foreseen a serious accident involving a locomotive numbered 47216.[36]
★ 10 July 1984: 47707 ''Holyrood'' was propelling the 17:30 express from Edinburgh to Glasgow from the rear, when the train collided with a cow near Polmont, derailing it and resulting in 13 deaths. The accident raised serious concerns about the safety of push-pull operation where the locomotive was at the rear of the train.[37]
Fleet details
| Class | No. Built ( ★ Converted) | No. Range | Locomotives Still Operative | No. in Traffic |
|---|---|---|---|---|
| 'Class 47/0' ''(inc Class 47/2)'' | 298 | 47001-47299 | 47237/245 | '2' |
| 'Class 47/3' | 81+1 ★ | 47300-47381 | 47316 | '1' |
| 'Class 47/4' | 133+130 ★ | 47401-47665 | 47501 | '1' |
| 'Class 47/7a' | 17 ★ | 47701-47717 | 47703/714 | '2' |
| 'Class 47/7b' | 48 ★ | 47721-47793 | 47727/749/769/787/790 | '5' |
| 'Class 47/7c' | 2 ★ | 47798-47799 | - | '0' |
| 'Class 47/8' | 54 ★ | 47801-854 | 47802/804/805/810/811/812/813/815/816/818/826/828 47830/832/839/841/843/847/848/851/853/854 | '22' |
| 'Class 47/9' | 7 ★ | 47901, 47971-976 | - | '0' |
| 'Total' | 512 | '33' |
See also
★ List of British Rail modern traction locomotive classes
References
1. Replacement of steam locomotives The railways archive - Retrieved on 2007-06-15
2. Feature on D0260 LION Class47.com - Retrieved on 2007-05-31
3. Feature on D0280 FALCON Class47.com - Retrieved on 2007-05-31
4. Introduction to Prototypes Class47.com Retrieved on 2007-05-31
5. Class 47 history Gloucester Transport History - Retrieved on 2007-06-04
6. Class 47 History SEMG - Retrieved on 2007-06-01
7. Class 47 History GSWR - Retrieved on 2007-06-04
8. Early diesel locomotives SEMG - Retrieved on 2007-06-01
9. Class 47 history Felgall.com - Retrieved on 2007-06-01
10. Locomotive modifications The Railway Centre - Retrieved on 2007-06-04
11. Class 47 numbering The Railway Centre - Retrieved on 2007-05-31
12. Class 47 sub-classes The Junction - Retrieved on 2007-06-04
13. Class47.com numbering Retrieved on 2007-06-14
14. Class 47/0 Class47.com -Retrieved on 2007-06-15
15. Class 47/3 Class47.com -Retrieved on 2007-06-15
16. Slow speed control Class 58 Loco Group - Retrieved on 2007-06-15
17. Class 47/4 Class47.com - Retrieved on 2007-06-15
18. Class 47/6 Class47.com - Retrieved on 2007-06-15
19. Class 47/7 Felgall Rail - Retrieved on 2007-06-15
20. Class 47/7 Class47.com - Retrieved on 2007-06-15
21. Locomotive pools Class47.com Retrieved on 2007-07-09
22. Class 47 withdrawal data Class47.com - Retrieved on 2007-06-04
23. 47401 History The 47401 Project - Retrieved on 2007-06-10
24. Class 47 Technical Details Railfan page - Retrieved on 2007-06-04
25. Fleet Status wnxx.net - Retrieved on 2007-06-10
26. Blue Pullman tours Hertforshire Railtours - Retrieved on 2007-04-30
27. Class 47 Page Preserved Diesels - Retrieved on 2007-04-30
28. Class 57 page The Junction - Retrieved on 2007-04-30
29. Class 57 conversion The Railway Centre - Retrieved on 2007-04-30
30. locomotive D1734 Class47.com - Retrieved on 2007-07-08
31. locomotive D1671 Class47.com - Retrieved on 2007-07-10
32. locomotive D1908 Class47.com - Retrieved on 2007-07-10
33. locomotive D1562 Class47.com - Retrieved on 2007-06-04
34. locomotive D1630 Class47.com - Retrieved on 2007-05-14
35. Invergowrie accident report Railwaysarchive.co.uk - Retrieved on 2007-04-30
36. Jinxed locomotive 47299 Railfan article - Retrieved on 2007-04-30
37. The Polmont accident in the light of 2001 Selby Crash Danger Ahead - Retrieved on 2007-04-30
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