British Rail Class 47

The British Rail Class 47 is a class of British railway diesel locomotive. A total of 512 Class 47's were built between 1962 and 1968 at Crewe Works and the Brush Falcon Works in Loughborough, making them the most numerous class of British mainline diesel. They were fitted with the Sulzer 12LDA28 double straight-six unit producing 2,750bhp, though five were fitted with a V12 12LVA24 power unit (see separate article - British Rail Class 48).

D1941 at Swansea Landore Depot, in 1967. It carries the original two-tone green livery.

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. They therefore required a large build of lightweight Type 4 locomotives to achieve this aim. This required locomotives producing at least 2,500 bhp 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, and D0280 FALCON, built by Brush Traction using Maybach engines. 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. This initial build of 20 locomotives (D1500-D1519) were mechanically different from the remainder of the type, and would be withdrawn earlier.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.

In service

Eventually, 310 locomotives were constructed at Brush Traction's Falcon Works in Loughborough, and the remaining 202 at Crewe Works. They were numbered D1500-D1999, and D1100-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.

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). 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 2,750 bhp to 2,580 bhp. This significantly improved reliability by reducing stresses on the power plant, whilst not causing a noticeable reduction in performance.

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;

• 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. 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. 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 equipment. 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. They were all fitted with slow speed control for working MGR coal trains (as were a number of Class 47/0s). 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.

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.

Class 47/7a No. 47715 Poseidon at the National Railway Museum in 2005.

Class 47/7a

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. 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.

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 remotely control 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.

Two locomotives, 47798 Prince William and 47799 Prince Henry, were dedicated to use on the Royal Train, and were designated as Class 47/7c.

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 47854. 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.

Incidents

• 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.
• 11 June 1972: D1630 was involved in the notorious Eltham Well Hall rail crash in which six people were killed. Much later in its life, the locomotive was withdrawn from the Class 57 rebuilding programme after damage was discovered which was thought to have dated back to the accident.
• 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.
• 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 forseen a serious accident involving a locomotive numbered 47216.
• 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.

Decline

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

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. However, withdrawals were slow, as new flows of traffic required locomotives, and withdrawals provided new spare parts. Only 61 locomotives had been withdrawn by the end of 1992. However, with the introduction of new traction, this quickly picked up, with 86 more reaching the end of their lives in the next three years. After that, withdrawals again proceeded more slowly, with the privatisation of British Rail producing independent companies vying for available traction. Reduction of the fleet only started in earnest as this fluid situation stabilised and freight companies started ordering their own new locomotive fleets.

Current operations

In 2007, after more than 40 years of front line passenger and freight operations, fewer than 30 examples are currently operational on the National network. 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.

• Direct Rail Services (DRS) has a fleet of three active locomotives, which appear on freight, stock movements and occasional spot-hire duties.
• Freightliner Heavy Haul currently operate five 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 four locomotives.
• Victa Westlink currently own one operational locomotive which they inherited from the liquidated FM Rail.
• Riviera Trains is a spot-hire company based at Crewe with a fleet of eight operational locomotives, which are mainly used to haul charter trains, including the operation of the Blue Pullman tour train.

Preservation

Main article: List of preserved Class 47s

Class 47s have proved very popular with preservationists and private railways, and more than 30 examples have now entered preservation.

Re-engineering

Main article: British Rail Class 57

Between 1997 and 2004, a total of 33 Class 47s were withdrawn & rebuilt with EMD engines and re-classified to introduce the Class 57. 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.

Fleet details

Class	No. Built (*Converted)	No. Range	Locomotives Still Operative	No. in Traffic
Class 47/0 (inc Class 47/2)	298	47001-47299	47150/237/245	3
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	47769	1
Class 47/7c	2*	47798-47799	-	0
Class 47/8	54*	47801-854	47802/805/810/811/812/813/815/816/818/826/828 47830/832/839/841/843/847/848/851/853/854	21
Class 47/9	7*	47901, 47971-976	-	0
			Total (correct to May 7, 2007)	28

See also

• List of British Rail modern traction locomotive classes