Wikipedia

British Rail Class 47

TheBritish Rail Class 47orBrush Type 4is a class ofdiesel-electric locomotivethat was developed in the 1960s byBrush Traction.A total of 512 Class 47s were built at Brush's Falcon Works inLoughboroughand at British Railways'Crewe Worksbetween 1962 and 1968, which made them the most numerous class of British mainline diesel locomotive.

Brush Type 4
British Rail Class 47
A Class 47 atBirmingham New Streetin 1987
Type and origin
Power typeDiesel-electric
BuilderBrush Traction
British RailCrewe Works
Build date1962–1968
Total produced512
Specifications
Configuration:
​
•UICCo′Co′
• CommonwealthCo-Co
Gauge4 ft8+1⁄2in(1,435 mm)standard gauge
Wheel diameter3 ft 9 in (1.143 m)
Wheelbase51 ft 6 in (15.70 m)
Length63 ft 7 in (19.38 m)
Width8 ft 10 in (2.69 m)
Height12 ft9+1⁄2in (3.90 m)
Loco weight112long tons(114t;125short tons) to 125 long tons (127 t; 140 short tons)
Fuel capacity850 imp gal (3,900 L; 1,020 US gal)
Prime moverSulzer12LDA28-C
MU workingNot fitted when built. Some now retrofitted with●Green Circle orTDM
Train heating47/0:Steam generator
47/3:None
47/4:Electric Train Heat
Train brakesVacuum,Air,orDual
Performance figures
Maximum speed75 mph (121 km/h) or 95 mph (153 km/h) 100 mph (160 km/h) [47/7]
Power outputEngine:originally 2,750 bhp (2,050 kW), later derated to 2,580 bhp (1,920 kW)
Tractive effortMaximum:55,000 lbf (245 kN) to 60,000 lbf (267 kN)
Brakeforce61long tons-force(608 kN)
Career
Operators
NumbersD1500–D1999, D1100–D1111
later 47 001–47 981
Axle load classRoute availability6 or 7
Withdrawn1965 (2), 1969 (1), 1971 (1), 1980 (1), 1986–present
Disposition32 preserved, 33 converted toClass 57,51 still in service, remainder scrapped

They were fitted with theSulzer12LDA28Ctwin-banktwelve-cylinder unit producing 2,750bhp(2,050 kW) – though this was later derated to 2,580 bhp (1,920 kW) to improve reliability – and have been used on both passenger and freight trains on Britain's railways for over 55 years. Despite the introduction of more modern types of traction, a significant number are still in use, both on the mainline and onheritage railways.

As of July 2024,76 locomotives still exist as Class 47s, including 32 which have been preserved. 31 locomotives, including six which are preserved, retain mainline running certificates. A further 33 locomotives were converted toClass 57sbetween 1998 and 2004.

Origins

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D1941 in the original two-tone green livery, atLandore depotin 1967

The Class 47 history began in the early 1960s with the stated aim of theBritish Transport Commission(BTC) to removesteam locomotivesfromBritish Railby a target date of 1968.[1]It therefore required a large build ofType 4but with anaxle loadof no more than 19 long tons (19 t). The BTC was not convinced that the future of diesel traction lay down thehydraulic transmissionpath of theWestern Region,and concentrated ondiesel-electricdesigns.

Initially, the BTC invited tenders to build 100 locomotives to the new specification. The following responses were received:

Of these bids, the BRCW/AEI/Sulzer bid was the preferred option, but before the prototypes could be assessed, the need to build a large number of locomotives quickly was deemed paramount, and the BTC decided on a new approach: it decided to cancel the final order of twentyClass 46locomotives and invite bids for twenty locomotives of the new Type 4 specification using the Brush electrical equipment intended for the cancelled order. Brush won the contract.[4][5]

This initial build of 20 locomotives (Nos. D1500 to D1519) were mechanically different from the remainder of the type,[6]usingWestinghouse-supplied brake systems, and would be withdrawn earlier than the rest of the class which usedMetcalfe-Oerlikonbrakes.

Based on the success of these initial 20 locomotives an order for 270 was made, which was later revised upwards a number of times to reach the final total of 512. 310 locomotives were constructed by Brush in Loughborough, and the remaining 202 at BR's Crewe Works.[7]Five locomotives, Nos. D1702 to D1706, were fitted with a SulzerV1212LVA24 power unit and classified asClass 48s;the experiment was not deemed a success, and they were later converted to standard 47s.

Orders

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The locomotives were ordered in 6 batches as follows:[8]

  • D1500–D1519, 28 February 1961.
  • D1520–D1681, 1 January 1962.
  • D1682–D1706, 4 September 1962.
  • D1707–D1781, 28 September 1962.
  • D1782–D1861, 22 July 1963.
  • D1862–D1999 & D1100–D1111, 24 March 1964.

In service

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Distribution of locomotives,
March 1974[9]
HA
IS
BR
BS
CD
CF
GD
HO
IM
KY
LE
TE
TI
TO
YK
CW
FP
OC
SF
Code Name Quantity
BR Bristol Bath Road 41
BS Bescot 51
CD Crewe Diesel 80
CF Cardiff Canton 53
CW Cricklewood 3
FP Finsbury Park 12
GD Gateshead 28
HA Haymarket 8
HO Holbeck 11
IM Immingham 41
IS Inverness 1
KY Knottingley 10
LE Landore 27
OC Old Oak Common 24
SF Stratford 30
TE Thornaby 11
TI Tinsley 48
TO Toton 21
YK York 8
Withdrawn (1965–71) 4
Total built: 512
Two Class 47s, Nos. 47424 and 47607, atBangor stationwith a passenger train in 1987

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.[10]

The locomotives, bar a batch of 81 built for freight duties, were all fitted withsteam heating boilersfor train heat duties. The initial batch of twenty, plus D1960 and D1961, were also fitted withelectric train heating (ETH).[11]With this type of heating becoming standard, a further large number of locomotives were later fitted with this equipment.

In the mid-1960s, it was decided tode-ratethe engine output of the fleet from 2,750 bhp (2,050 kW) to 2,580 bhp (1,920 kW), significantly improving reliability by reducing stresses on the power plant, whilst not causing a noticeable reduction in performance.[12]

Sub-classes

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In the early 1970s, the fleet was renumbered into the 47xxx series to conform with the computerisedTOPSsystems. 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;[13]

  • Class 47/0: Locomotives with steam heating equipment.[14]
  • Class 47/3: Locomotives with no train heating.[14]
  • Class 47/4: Locomotives with dual or electric train heating.[14]

However, this numbering system was later disrupted as locomotives were fitted with extra equipment and were renumbered into other sub-classes.[15][16]For an overview of the renumbering see theList of British Rail Class 47 locomotives.This section summarises the main sub-classes that were created.

Class 47/0

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Class 47/0 47293 with a relief passenger train atYork stationin 1987

Originally numbered D1520–1781, D1837–74, D1901–59, D1962–99 and D1100 (later given TOPS numbers from 47001 to 47298), these locomotives were the "basic" Class 47 with steam heating equipment fitted.[17][16]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 and class 47/3s after they were fitted withmultiple workingequipment.[18]The locomotives involved also had theirvacuum brakingsystems removed or isolated, leaving themair brakedonly. 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

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Class 47/3, no. 47376, with allocated TOPS number but still in two-tone green livery atFrisby on the Wreake,20 April 1976

Originally numbered D1782–1836 and D1875–1900 (later given TOPS numbers from 47301 to 47381), this sub-class was originally built with no train heating equipment and therefore remained as freight locomotives almost exclusively for their working lives.[17][19]They were all fitted withslow speed controlfor workingMGR coal trains(as were a number of Class 47/0s).[20]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.[21]The sub-type remained stable until withdrawals started, although an "extra" 47/3, 47300, was created in 1992 when 47468 had its train heating equipment removed and was renumbered.[22]This was a direct replacement for collision damaged 47343. Also, 47364 was renumbered to 47981 in 1993 for use on RTC test trains.[23]

Class 47/4

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Class 47/4 47523 in standardBR Blue,atBirmingham New Street stationin 1988

The designation for standard locomotives fitted with ETH and therefore used for passenger,mailand parcels use. The original batch of twenty locomotives (D1500–D1519) were built with dual steam and electric train heating,[17]the electric heating being tapped from the locomotive's DC generator. However, no more were constructed in this way until 1967 when the final two Brush-built locomotives, D1960 and D1961,[18]were fitted with a new type of electric heat system using an ACalternator.[24]Approximately 112 more locomotives had been fitted with this system by the time TOPS renumbering occurred (some of which retained the steam heat facility following ETH fitment whilst others had it removed at that time),[25]and shortly afterwards the sub-class had settled down to 154 locomotives, numbered 47401–47547 and 47549–47555. Later, further Class 47/0s were converted to Class 47/4s and renumbered into the series from 47556 onwards, which eventually reached 47665.[18]

Class 47/6 and Class 47/9

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Class 47/9 47901 on arailtouratWestbury stationin 1987

After being severely damaged in a derailment near Peterborough in 1974, locomotive 47046 was selected to be a testbed for the projectedClass 56,and was fitted with a 16-cylinderRuston16RK3CT engine rated at 3,250 bhp (2,420 kW) for assessment purposes.[26]To identify it as unique, it was renumbered 47601 (at the time the number range for Class 47s only extended as far as 47555). Later, in 1979, it was used again for theClass 58project, fitted with a 12-cylinder Ruston engine (this time of 3,300 bhp (2,500 kW)), and renumbered 47901. It continued with this non-standard engine fitted until its withdrawal in 1990.[16]

Class 47/7

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British Rail Class 47 no. 47704 at Glasgow Queen Street in 1984.

In the late 1970s, BR authorities identified a need to replace the ageing trains operating theGlasgowtoEdinburghshuttle services, in order to increase speed and reliability. The trains were operated by pairs ofClass 27s,one at each end of this train. It was decided to convert twelve 47/4s to operate the service inpush-pullmode. The locomotives would be known as Class 47/7 and would be fitted withTDMpush-pull equipment[27]and long-range fuel tanks, and be maintained to operate at 100 mph (160 km/h). The conversions began in 1979 and the service was operated completely by them from 1980. In 1985, the push-pull service spread to Glasgow-Aberdeenservices, and a further four locomotives were converted. The sub-class therefore comprised 47701 to 47716, though a further locomotive, 47717, was converted in 1988 after the fire-damaged 47713 was withdrawn.[28]

Class 47/7b and 47/7c

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Class 47/7. 47787 parked in a bay platform atRugby station

In the 1990s, further 47/4s were converted with long-range fuel tanks and equipment to allow them to work with a type ofrolling stockknown aspropelling control vehicles-PCV,which utilised RCH (Railway Clearing House) cables to allow the PCV driver to signal to the driver on the locomotive to apply power and operate the brakes - neither these locomotives nor the PCVs were equipped withTDMpush-pull equipment. 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.[16]

Two locomotives, 47798Prince Williamand 47799Prince Henry,were dedicated for use on theRoyal Train,and were designated as Class 47/7c.[16]The two locomotives were replaced by a pair ofClass 67locomotives in 2004, and were subsequently withdrawn for preservation.

Class 47/4 (extended range)

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47817 inVirgin Trainslivery atExeter St Davidsstation.

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 make these locomotives easily recognisable and so they 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 47854.[18]After theprivatisation of British Rail,the locomotives in the 47/8 number range were mainly used byVirgin CrossCountryoncross-countrywork until the introduction ofClass 220Voyagertrains. These duties have kept them maintained in serviceable condition, allowing them to remain operational longer than the majority of their classmates. As a consequence most of them received relatively recent overhauls. The locomotives in this number range are officially Class 47/4s under the TOPS system.[16]

Decline

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By 1986, only five of the original 512 locomotives had been withdrawn from service, all because of serious accident damage.[29]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.[30]

Meanwhile, BR drew up a 'hit-list' of locomotives for early withdrawal, mainly including those with non-standard electrical equipment, known asseries parallellocomotives.[citation needed]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 locomotives, the rate of withdrawal quickly rose, with 86 more 47s reaching the end of their lives in the next three years.[29]With most of the non-standard locomotives withdrawn, the reduction of the fleet again proceeded more slowly. The privatisation of British Rail also resulted in 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 service.[29]

During the decline in passenger work a number of locomotives were painted in "celebrity" colours, depicting various liveries that the type had carried during its history. This continued a tradition of painting 47s in unusual liveries, which dates back to 1977, whenStratford depotin East London painted two locomotives with hugeUnion Flagsto celebrate theSilver Jubilee of Queen Elizabeth II.[31]

Fleet summary

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Main article:List of British Rail Class 47 locomotives

Mainline registered locomotives as of January 2023.This table does not include 47375, which was exported to Hungary in 2015.[32]West Coast Railways is currently the largest operator of the type,[33]though they began scrapping their stored locomotives in January 2023.[34]

Owner Operational Total Non-operational Total
Nemesis Rail 47701 1 47744 1
GB Railfreight 47727, 47739, 47749 3
Harry Needle Railroad Company 47703, 47843, 47847 3
Locomotive Services Limited 47790 (running as 47593), 47805, 47810, 47830, 47853 (running as 47614) 5 47501, 47811, 47816, 47818, 47841 5
West Coast Railways 47237, 47245, 47746, 47760, 47772, 47786, 47802, 47804, 47812, 47813, 47815, 47826, 47832, 47848, 47851, 47854 16 47355, 47492, 47526, 47768, 47776, 47787 6
Preserved locomotives with mainline certificates 47270, 47580, 47712, 47773, 47799, 47828 6 47715 1
Total 31 17

Preservation

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Main article:List of preserved British Rail Class 47 locomotives
Restored Class 47, D1935 "Roger Hosking MA", heading North with a complement of Pullman Coaches at Dent Station on the Settle - Carlisle line

There are 31 Class 47 locomotives in the ownership of preservationists and private railways.[35]

Class 57

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Thirty-three locomotives were rebuilt withEMDengines and re-classified asClass 57s.[36][37]Freightlinertook 12,Virgin Trains16 andFirst Great Westernfive. Today these are owned byDirect Rail Services(17),Great Western Railway(4),Rail Operations Group(4), andWest Coast Railways(8, including the prototype passenger engine 57 601).

Accidents

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  • 11 January 1965: D1734 was severely damaged afterthe freight train it was hauling ran out of controlnearShrewsbury,eventually demolishing asignal box.It was withdrawn two months later, becoming the first Class 47 withdrawn after a working life of only eight months.[38]Withdrawn in March 1965, it was cut up in April.[39]
  • 17 December 1965: D1671THORwas derailed nearBridgendwhilst hauling a train of empty coaches.[40]Shortly afterwards, a freight train collided heavily with the wreckage, killing the driver and second man of this locomotive.[16]D1671 was withdrawn in April 1966; its nameplates were salvaged, and transferred to No. D1677; and D1671 was cut up in June 1966.[41]
  • 8 April 1969: D1908 was badly damaged when, while hauling a freight train atMonmore 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. The driver of the freight train and the passenger train driver were killed.[16]Withdrawn in August 1969, it was cut up in October.[42]
  • 13 March 1971: D1562 was wrecked after severe fire damage atHaughley Junctionwhile the locomotive was hauling aLiverpool StreettoNorwichexpress.[16]It was withdrawn in June 1971 and cut up in September.[43]
  • 11 June 1972: D1630 was involved in theEltham Well Hall rail crashin 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.[16]
  • 25 August 1974: 47236 was hauling a passenger train that passed a signal at danger and was derailed atDorchester West.Eighteen people were injured.[44]
  • 16 March 1976: 47274 collided with a lorry that had fallen from a bridge onto the line nearEastriggs.The drivers of both the train and the lorry were killed.[45]
  • 5 September 1977: 47402 was hauling a mail train when it was in a head-on collision with adiesel multiple unitat Farnley Junction,Leeds,West Yorkshiredue to a signalling fault. Both drivers were killed and fifteen were injured.[46]
  • 22 October 1979: 47208 suffered severe damage in a fatalaccident at Invergowrie in Scotland.It was hauling aGlasgowtoAberdeenservice which collided with a local train which had stopped in front.[47]The locomotive was withdrawn in January 1980 and cut up in April.[48]
  • 8 December 1981: 47409 was hauling a York to Liverpool express which derailed 1,600 feet (500 m) north ofUlleskelf.Whilst the locomotive stayed upright, all the carriages derailed and carriages six and seven rolled down a steep bank. This resulted in 24 people requiring hospitalisation with nine of those being serious. One man later died of his injuries. The cause of the derailment was found to be a crack in one of the rails of the Up Normanton line.[49]
  • 9 December 1983: 47299 (formerly 47216) was involved in aserious accident at Wrawby JunctioninLincolnshire,when whilst hauling an oil train, the locomotive collided with a local train 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".[50]
  • 30 July 1984: 47707Holyroodwas propelling the 17:30 express fromEdinburghtoGlasgowfrom the rear, whenthe train collided with a cow near Polmontand was derailed, 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.[51]
  • 20 December 1984:Summit Tunnel fire:Locomotive 47125 was hauling a freight train of petrol tankers which derailed and caught fire inSummit Tunnel,on theLancashire/West Yorkshireborder.[52]
  • 18 January 1986: 47111 was run into by aClass 104diesel multiple unitwhich had a brake failure and had passed three signals at danger atPreston.Forty-four people were injured.[53]
  • 9 March 1986: 47334 was one of two light engines that were hit head-on by a passenger train atChinley,Derbyshiredue to a signalman's error. One person was killed. Lack of training and a power cut were contributory factors.[54]
  • 20 February 1987: 47089Amazonwas hauling a freight train that ran away and was derailed by trap points at North Junction,Chinley,Derbyshire.Another train ran into the wreckage and was derailed.[55]
  • 24 March 1987: 47202 was hauling a freight train that overran signals and was in a head-on collision with a passenger train (hauled by33 032) at Frome North Junction,Somerset.Fifteen people were injured, some seriously.[56][57]

Miscellany

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In 1976, 47155 was moved to West Thurrock power station for use as a stationary generator while problems with one of the plant's auxiliary generators were investigated. The locomotive was removed from its bogies and mounted on a heavy timber frame.[58]

Model railways

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In 1976Hornby Railwayslaunched its first version of the BR Class 47 inOO gauge.[59] Limaproduced a range of Class 47 models in OO gauge.[60]In 2009, Italian manufacturer ViTrains introduced their OO gauge model of the Class 47 in three liveries.[61]In 2013, aBR Blueversion of D1662Isambard Kingdom Brunelwas commissioned byModelzone,based onBachmann'sOO gaugemodel. The production run was a limited edition of 512 models.[62]

In 2009,Bachmannreleased aBritish N gaugeversion of 47404Hadrianin BR Blue.[63]In 2010, Bachmann issued a British N gauge model of 47474Sir Rowland Hillin Parcels Sector red and grey livery.[64]

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Cuba

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Between 1963 and 1966, ten locomotives similar to the British Rail Class 47 were supplied toFerrocarriles de Cuba(CubanNational Railways).[65]Although built by Brush, they were publicly stated to be supplied byClayton Equipment Company.[66]

See also

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References and sources

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References

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  1. ^The railways archive - Retrieved on 2007-06-15[full citation needed]
  2. ^"Feature on D0260 LION".Class47.co.uk.Archived fromthe originalon 18 July 2007.Retrieved31 May2007.
  3. ^"Feature on D0280 FALCON".Class47.co.uk.Archived fromthe originalon 18 July 2007.Retrieved31 May2007.
  4. ^"Introduction to Prototypes".Class47.co.uk.Archived fromthe originalon 29 May 2007.Retrieved31 May2007.
  5. ^"D0260 Lion & The Birmingham Railway Carriage & Wagon Co. Ltd".Derby Sulzers.Retrieved30 December2018.
  6. ^"The Class 47 Connection".Gloucestershire Transport History.Retrieved4 June2007.
  7. ^"Class 47 History".Southern Railway Email Group.Archived fromthe originalon 10 October 2008.Retrieved1 June2007.
  8. ^Kerr, Fred (August 1983). "Big Brushes that swept clean!".Rail Enthusiast.EMAP National Publications. pp. 34–39.ISSN0262-561X.OCLC49957965.
  9. ^British Railways Locoshed Book 1974 edition.Shepperton:Ian Allan.1974. pp. 32–36.ISBN0-7110-0558-3.
  10. ^"47367".Gloucestershire Warwickshire Steam Railway.Archivedfrom the original on 14 June 2007.Retrieved4 June2007.
  11. ^"Early Diesel Locomotives".Southern Railway Email Group.Archived fromthe originalon 13 June 2017.Retrieved1 June2007.
  12. ^Black, Stuart (2017).The Loco Spotter's Guide.Bloomsbury Press. p. 114.ISBN978-1472820501.
  13. ^"Class 47 Numbering".The Railway Centre.Archived from the original on 27 September 2007.Retrieved31 May2007.{{cite web}}:CS1 maint: unfit URL (link)
  14. ^abcToms 1978,pp. 66–67
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  16. ^abcdefghij"Class 47 Numbering".Class47.co.uk.Archived fromthe originalon 26 June 2007.Retrieved14 June2007.
  17. ^abcStrickland, D.C. (March 1983).D+EG Locomotive Directory.Camberley: Diesel & Electric Group. p. 106.ISBN0-906375-10-X.
  18. ^abcdDunn, Pip (2013).British Rail Main Line Locomotives Specification Guide.Crowood. pp. 96–97.ISBN978-1847976420.
  19. ^Class 47/3Class47 -Retrieved on 2007-06-15
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  27. ^"TDM/RCH specification"(PDF).Mechanical And Electrical Coupling Index.RSSB. Archived fromthe original(PDF)on 16 October 2011.
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  29. ^abc"Scrapped [by year]".Class47.co.uk.Retrieved4 June2007.
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  31. ^"Silver Jubilee Livery".Brush Type 4.Archived fromthe originalon 8 January 2009.Retrieved30 April2008.
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  36. ^"Class 57 Page".The Junction.Retrieved30 April2007.
  37. ^"Class 57 Conversion"(PDF).The Railway Centre.Archived from the original on 28 November 2006.Retrieved30 April2007.{{cite web}}:CS1 maint: unfit URL (link)
  38. ^"Locomotive D1734".Brush Type 4.Archived fromthe originalon 27 September 2007.Retrieved8 July2007.
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  41. ^Marsden 1984,p. 67
  42. ^Marsden 1984,p. 77
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  48. ^Marsden 1984,p. 75
  49. ^"Report on the Derailment that occurred on the 8th December 1981 near Ulleskelf"(PDF).Railways Archive.Department of Transport. 8 December 1982.Retrieved27 September2016.
  50. ^Wilkinson, Sarah (January 2019)."Fate or coincidence?".Rail Express.Retrieved7 January2024.
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  52. ^"Summit Tunnel: from fire to ice".Rail.Retrieved7 January2024.
  53. ^Department of Transport (29 May 1987)."Report on the Collision that occurred on 18 January 1986 at Preston"(PDF).Her Majesty's Stationery Office.Retrieved2 April2017.
  54. ^Vaughan, Adrian (1989).Obstruction Danger.Wellingborough: Patrick Stephens Limited. pp. 240–48.ISBN978-1-85260-055-6.
  55. ^Earnshaw, Alan (1991).Trains in Trouble: Vol. 7.Penryn: Atlantic Books. p. 45.ISBN978-0-906899-50-2.
  56. ^Vaughan, Adrian (2003) [2000].Tracks to Disaster.Hersham: Ian Allan. pp. 10–11.ISBN0-7110-2985-7.
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Sources

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Further reading

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