British Rail Class 59
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| British Rail Class 59 | |||||||||||||||||||||||||||||||
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 59001 Yeoman Endeavour at Doncaster Works in revised Foster Yeoman livery on 27 July 2003 | |||||||||||||||||||||||||||||||
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The Class 59 Co-Co diesel-electric locomotives were built and introduced between 1985 and 1995 by Electro-Motive Diesel for operation in Great Britain.
Overview
With Foster Yeoman dissatisfied with the availability and reliability of British Rail's Class 56 diesel freight locomotive,[1] and their satisfaction with their EMD SW1001 shunter, four Class 59/0s were ordered from Electro-Motive Diesel (EMD) which arrived at Southampton on 21 January 1986.[2] A new design to the British loading gauge and specifications, derived from the EMD SD40-2, it used the cab layout of the British Rail Class 58 to aid driver assimilation.
They were the first United States built and the first privately owned diesel locomotives to operate regularly on the British main line, although EMD powered locomotives have been the mainstay in both the Republic of Ireland since 1961 and Northern Ireland since 1980.
Following Foster Yeoman's example, Amey Roadstone Construction ordered four Class 59/1 and National Power six Class 59/2s. Foster Yeoman and Amey merged their rail concerns into Mendip Rail, and the rail interests of National Power were taken over by EWS.[3]
Ultimately EMD's diligence and flexibility in designing and constructing such a small order paid off in opening the way for the later, much larger, Class 66 order. This design uses the same body shell but is internally different.
Mendip Rail
To better manage their fleet availability and scale needs, Hanson ARC and Foster Yeoman founded Mendip Rail. The assets are still owned by both parent companies and the staff are seconded. Subsequently Mendip Rail has obtained train operating company status. Mendip Rail's Class 59s work services between various destinations, which have changed over time according to demand and specific contracts. They have worked regularly in the Southern Region, most notably to the Foster Yeoman terminals at Eastleigh and Botley, as well as on Channel Tunnel construction work.
Class 59 derivatives
Class 59/0 - Foster Yeoman
As a result of poor reliability and low availability of the various locomotives used by British Rail to haul stone trains from the West Country, Foster Yeoman negotiated with British Rail to improve service. Foster Yeoman had already supplied their own wagons with a reliability level of 96% and proposed they operate their own locomotives. British Rail's problem was the hard tie-in and control of the rail unions, but accepted the proposal in principle.
Foster Yeoman invited tenders for the supply of six locomotives from a manufacturer with a proven availability record of 95%. It is untrue that British Rail refused to tender, but withdrew having conceded that they had nothing which was of the required combination of power and reliability. Foster Yeoman had already operated an EMD SW1001 shunter in the Merehead Quarry with good results, so approached General Motors, who were able to demonstrate the required long-term 95% availability. Derived from the EMD SD40-2, the cab layout was based on the British Rail Class 58 for easier driver assimilation. To meet the British loading gauge, an estimated 40,000 to 80,000 man-hours of design work was carried out by EMD. Some compromises were required; the large exhaust silencer required to meet BR noise levels left no room for Dynamic Braking equipment. However, it was possible to retain the all-important Super Series wheel creep control which, because of its superior traction, can eliminate the need for double heading. Foster Yeoman therefore reduced their original requirement from six to four locomotives, ordering four in November 1984, and a fifth in 1988. All five locomotives were custom built by General Motors Diesel Division at its La Grange, Illinois plant.
In their first ten years of operation, the five locomotives between them hauled over 50 million tonnes of aggregates away from Merehead.
Class 59/1 - Amey Roadstone Construction
Built by General Motors Diesel Division at their Canadian plant in London, Ontario in 1990. The four Class 59/1 locomotives owned by Hanson (parent company of the former owners Amey Roadstone Construction) are similar to the Class 59/0 locomotives of Foster Yeoman, the main differences being a revised head light and marker light layout and the fitting of yaw dampers to permit the maximum speed to be increased to 75 mph (121 km/h).
Class 59/2 - National Power
Following Foster Yeoman, National Power decided to investigate the possibility of running its own trains, by ordering a single pilot locomotive. Following the trial, National Power ordered a further five locomotives and a fleet of hopper wagons to carry coal and limestone.
Again built at the London plant in 1994 and 1995, the six Class 59/2 locomotives differ from the Class 59/1s in several ways. A carbon dioxide fire control system replaces the original Halon system, NiCd batteries replace lead-acid, and the fleet all have drop-head knuckle couplers fitted. A more advanced slow speed control suitable for merry-go-round power station coal train operation has been fitted, as well as yaw dampers for a higher top speed.
In April 1998, EWS took over National Power's rail operations.[3] With the locomotives under EWS management, they were used more widely over the network until 2005 when they were allocated to work beside the Mendip Rail fleet. The 59/2s are also now maintained by Mendip Rail at Merehead.
Sanding gear
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Classes 59/0 and 59/1 feature automatic sanding gear which releases fine sand under the wheels when wheelslip is detected. If this occurs when the locomotive is running "light engine", i.e. without pulling a train, it can become electrically isolated from the rails by the fine layer of sand, albeit temporarily, and "disappear" from a track circuit as if there were no train occupying the section. Drivers are therefore instructed to isolate the sanding gear (via a cut-out switch on the control panel) when running light. This anomaly is peculiar to the Class 59 and well known to signalmen. A Class 59 pulling a load does not exhibit this behaviour because the other vehicles in the train can complete the track circuit.
Notable workings and accidents
Designed for reliability and 95% availability, the Class 59 has achieved a 99.8% level during ten years evaluated from the first four locomotives.[4] On 26 May 1991, 59005 set the European haulage record for a single locomotive, with a stone train weighing 11,982 tonnes (11,793 long tons; 13,208 short tons) and 5,415 feet (1,650 m) long.
On 19 September 1997, 59101 was involved in the major Southall railway accident. The locomotive had just passed across the main line, under clear signals, and escaped damage, but the oncoming InterCity 125 struck the hopper wagons in its train immediately behind.
While working the 6A20 Whatley to Acton stone train, 59103 and the first ten hopper wagons derailed at 23:20 on 12 September 2000 between Great Elm Tunnel and Bedlam Tunnel on the single track branch line to the Hanson Quarry at Whatley. The locomotive and the first two hoppers rolled and 59103 came to rest on the parapet of a small bridge on the driver's side (left by direction of travel) with the trailing bogie partially torn off by the following hopper wagon. The locomotive was pulled upright on 19 September 2000 and removed to Whatley Quarry where an initial assessment of the damage was made and repairs made to make the locomotive safe for removal by road. The locomotive was then moved by road to Derby on 2 November 2000 for further assessment before moving to Eastleigh for repairs.
Export
In 1997, one of the Foster Yeoman locomotives, 59003 Yeoman Highlander was exported to Germany, renumbered 259003, and operated by Yeoman/Deutsche Bahn hauling stone trains.[5][6] It was sold in 2001 to Heavy Haul Power International.[7]
In August 2014, it was purchased by GB Railfreight.[8] It was repatriated back to Great Britain from Germany via the Port of Immingham in October 2014 and then moved by rail to Eastleigh Works for recommissioning by Arlington Fleet Services.[9]
Fleet details
| Specification | Sub-class | ||
|---|---|---|---|
| 59/0 | 59/1 | 59/2 | |
| Built for: | Foster Yeoman | ARC, subsidiary of Hanson plc | National Power |
| Currently owned by: | Foster Yeoman, GBRf | Hanson | DB Cargo UK |
| Operated by: | Mendip Rail, GBRf | Mendip Rail | DB Cargo UK |
| Built: | 1985 and 1989 by General Motors, La Grange, Illinois | 1990 by General Motors, London, Ontario | 1994-1995 by General Motors, London, Ontario |
| Engine: | General Motors 16-645E3C two stroke of 2,460 kW (3,300 hp) at 900 rpm | ||
| Main alternator: | General Motors AR11 MLD-D14A | ||
| Traction motors: | General Motors D77B | ||
| Maximum tractive effort: | 506 kN (114,000 lbf) until 14.3 mph (23.0 km/h) | ||
| Continuous tractive effort: | 291 kN (65,000 lbf) | ||
| Power at rail: | 1,889 kW (2,533 hp) | ||
| Train brakes: | Air brakes | ||
| Brake force: | 69 t (67.9 long tons; 76.1 short tons) | ||
| Dimensions: | 21.35 m × 2.65 m (70.0 ft × 8.7 ft) | ||
| Mass: | 121 t (119 long tons; 133 short tons) | ||
| Wheel diameter: | 42 inches (1,067 mm) | ||
| Design speed: | 60 mph (97 km/h) | 60 mph (97 km/h) | 75 mph (121 km/h) |
| Maximum speed: | 60 mph (97 km/h) | 60 mph (97 km/h) | 75 mph (121 km/h) |
| Fuel capacity: | 1,000 imp gal (4,550 L; 1,200 US gal) | ||
| Route availability: | RA 7 | ||
| Electric train supply: | Not equipped | ||
| Multiple working: | AAR System | ||
| Number | Works No | Commissioned by | Build Date | Ship | Arrive UK | Revenue | Owner | Name | Notes |
|---|---|---|---|---|---|---|---|---|---|
| 59001 | 848002-1 | Foster Yeoman | 1985 | MV Fairlift | 21 January 1986 | February 1986 | Foster Yeoman | Yeoman Endeavour | |
| 59002 | 848002-2 | Foster Yeoman | 1985 | MV Fairlift | 21 January 1986 | February 1986 | Foster Yeoman | Alan J Day | Renamed from Yeoman Enterprise at Merehead Quarry on 21 June 1996 by Alan J Day, Managing Director of Day Aggregates |
| 59003 | 848002-3 | Foster Yeoman | 1985 | MV Fairlift | 21 January 1986 | February 1986 | GB Railfreight | Yeoman Highlander | Transferred to Germany in 1997 and renumbered 259003, sold to GB Railfreight August 2014[9] |
| 59004 | 848002-4 | Foster Yeoman | 1985 | MV Fairlift | 21 January 1986 | February 1986 | Foster Yeoman | Paul A Hammond | Renamed from Yeoman Challenger at Merehead Quarry on 21 June 1996 by Paul A Hammond, Managing Director of Yeoman Aggregates |
| 59005 | Foster Yeoman | 1989 | MV Fairlift | 4 June 1989 | June 1989 | Foster Yeoman | Kenneth J Painter | ||
| 59101 | 878029-1 | Hanson (formerly ARC) | 1990 | MV Stellamare | 20 October 1990 | 11 November 1990 | Hanson | Village of Whatley | |
| 59102 | 878029-2 | Hanson (formerly ARC) | 1990 | MV Stellamare | 20 October 1990 | 11 November 1990 | Hanson | Village of Chantry | |
| 59103 | 878029-3 | Hanson (formerly ARC) | 1990 | MV Stellamare | 20 October 1990 | 11 November 1990 | Hanson | Village of Mells | |
| 59104 | 878029-4 | Hanson (formerly ARC) | 1990 | MV Stellamare | 20 October 1990 | 11 November 1990 | Hanson | Village of Great Elm | |
| 59201 | 918273-1 | National Power | 1994 | MV Haskerland | 16 February 1994 | 26 April 1994 | DB Cargo UK | Carries DB Schenker Livery | |
| 59202 | 948510-1 | National Power | 1995 | MV Condock V | 4 August 1995 | October 1995 | DB Cargo UK | Carries DB Schenker livery (Was the last 59 to carry EWS livery.) | |
| 59203 | 948510-2 | National Power | 1995 | MV Condock V | 4 August 1995 | October 1995 | DB Schenker | Carries DB Schenker livery | |
| 59204 | 948510-3 | National Power | 1995 | MV Condock V | 4 August 1995 | October 1995 | Carries DB Schenker livery | ||
| 59205 | 948510-4 | National Power | 1995 | MV Condock V | 4 August 1995 | October 1995 | Carries DB Schenker livery | ||
| 59206 | 948510-5 | National Power | 1995 | MV Condock V | 4 August 1995 | October 1995 | John F Yeoman | Carries DB Schenker livery (First locomotive to carry the verkehrsrot livery. Previously named Pride of Ferrybridge under EWS.) |
All of the DB Cargo UK locomotives apart from 59206 are nameless.
References
- ^ http://www.semgonline.com/diesel/class59_1.html
- ^ "The 'Leaders' have arrived". Rail Enthusiast. No. 55. EMAP. April 1986. p. 12. ISSN 0262-561X.
- ^ a b "EWS to acquire National Power's entire rail division from next April" Rail issue 312 27 August 1997 page 6
- ^ Heavy Haul Power International:The track record of Heavy Haul Power EMD General Motors locomotives over ten years Archived 8 October 2007 at the Wayback Machine, as of April 7, 2012
- ^ "Mendip Rail confirms Class 59's German transfer" Rail issue 298 12 February 1997 page 9
- ^ "59003 handed over to DB" The Railway Magazine issue 1153 May 1997 page 59
- ^ "59003 departs Yeoman fleet as new company orders 66s" The Railway Magazine issue 1206 October 2001 page 12
- ^ "GB Railfreight brings hardy 'Yeoman Highlander' back to the UK" (Press release). GB Railfreight. 19 August 2014.
- ^ a b "Yeoman Highlander to return to the UK". Rail Express. 20 August 2014. Archived from the original on 18 October 2014.
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Other sources
- Fox, Peter; Hall, Peter; Pritchard, Robert (2004). British Railways Locomotives & coaching stock 2004. Sheffield: Platform 5. ISBN 1-902336-39-9.
Further reading
- Sharp, Russell T. (January 1986). "Enter the Class 59". Rail Enthusiast. No. 52. EMAP National Publications. pp. 34–37. ISSN 0262-561X. OCLC 49957965.
External links
Media related to British Rail Class 59 at Wikimedia Commons