Oh dear, oh dear, another major composition failure here (a common failure of mine around this time), neither a shot of the locomotive or a shot of the train, with the front of the locomotive also far too close to the left hand edge of the frame.
45111 Grenadier Guardsman stands in platform 2 at Sheffield having arrived on an express from London St Pancras, 1st April 1983.
Locomotive History
45111 was originally D65 and was to have been constructed at Derby Works during the latter part of 1961, but the order for D50 - D67 was transferred to Crewe works and D65 was delivered during 1962, allocated to Derby MPD. It was the start of a career that would last just over twenty five years most of which would consist of charging up and down the Midland Main Line. It was named Grenadier Guardsman during July 1965. It was one of fifty Peaks selected in the first half of the 1970’s to lose their train heating boiler for electric train heating (a Brush BL100-30 ETH auxiliary alternator) and emerged from Derby Works as 45111 in August 1973. It received a general classified repair at Derby works during May 1981 and is believed to have been the last Peak to carry its original nameplates, at least up to January 1987. 45111 would fall victim to the large class 45/1 fleet reduction that took place in May 1987 when twelve were condemned (almost 25% of the class 45/1 sub-class). Following withdrawal it was dumped at March until in 1989 when along with 45125/26/36/46/48 it was transferred to Egginton Junction to be used as dead-load vehicles by the Research Department at Mickleover. 45111 eventually reached MC Metals, Glasgow and was broken up in April 1992.
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Oh dear, oh dear, another major composition failure here (a common failure of mine around this time), being far to close to the locomotive and losing a bit of it on the bottom edge of the frame.
Steam heat on the East Coast Main Line during the day was by the spring of 1983 becoming rather rare. Here we have 46018 with its Stone Vapour 3625 train heating boiler in action working I suspect a holiday relief, Doncaster, Good Friday, 1st April 1983
Locomotive History
46018 was originally D155 and was built at Derby works in 1962. Initially allocated to Derby MPD for Midland Main Line and North East – South West cross country duties it would remain a Midland engine (although allocated to Toton) until 1971, when a major fleet re-organisation occurred. 46018 was part of a batch of class 46 locomotives transferred to Bristol Bath Road as replacements for the then rapidly disappearing diesel-hydraulic fleet on the Western Region and was transferred to Laira in October 1974. After eighteen years service it was stored at Swindon works in November 1980, its last classified repair had been two years earlier at Derby works in October 1978. A year later in November 1981 46018 was reinstated and departed Swindon works on the 1st December for Bristol Bath Road for an A Exam before entering traffic. After a further two years in traffic 46018 was withdrawn in December 1983 and dumped at Tinsley until March 1984 when it was towed to Stratford DRS for component recovery. On the 4th June 1984 it made its last journey when it was towed, along with 46014/17/44 to Swindon works. It was broken up ten months later in April 1985.
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A brand new Class 58 stands in Doncaster Works yard still requiring completion of its paintwork and application of its number, 1st April 1983. This is actually 58002 and would depart from Doncaster Works six weeks later on the 16th May 1983 and enter traffic allocated to Toton. It was withdrawn in November 2000 and eventually broken up by EMR on site at Eastleigh MPD during December 2013.
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Mark IIf Tourist Second Open (TSO) 5950 at Sheffield, 1st April 1983.
Coach History
The Mark II fleet were British Rail's second design of coaching stock and were built by British Rail workshops between 1964 and 1975. They were of steel construction. The Mark II has a semi-integral construction, giving it more strength than a preceding Mark I coaching stock in the event of an accident, although a key driver of the changed construction method was to overcome the serious corrosion problem point in the Mark I at the base of the body, where it was attached to the underframe. The Mark IId introduced air conditioning and the Mark IIf was the final version of the Mark II fleet. 5950 is one of a batch of two hundred and seventy seven Mark IIf TSO’s built between 1973 and 1975 at Derby Litchurch Lane and is part of lot 30846 built in 1973. 5950 is still in existence (January 2022), although stored and is currently owned by Riveria Trains.
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The derelict remains of Driving Motor Second Open 65257 one of the three vehicles that made up electric multiple unit Class AM6 (306) 057, Doncaster, 1st April 1983.
Unit History
The Class 306 Electric Multiple Units were built in 1949 by Metro Cammell and the Birmingham Railway Carriage and Wagon Co. and were equipped with English Electric traction equipment. Ninety two sets were built with each carriage having two sets of twin air-operated sliding passenger doors, which could be opened by either the guard or the passengers using the passenger operated buttons fitted next to them, on both the outside and inside of the trains. When first built they operated at 1,500V dc, being collected by a cross-arm pantograph located above the cab on the Driving Motor Brake Second Open vehicle. In the early 1960s the overhead lines were converted to 25,000V ac and the units electrical equipment was modified with the addition of a transformer and rectifier unit located on the underframe of the Trailer Second Open. At the same time the location of the more modern Stone Faiveley pantograph was moved to this carriage as well. Because this reduced the headroom inside the carriage, the guards brake compartment was relocated to be directly below the pantograph and the original guards compartment absorbed into the passenger saloon. The last unit was withdrawn from service in 1981 with unit 017 saved for preservation.
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