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词条 British Rail Class 40
释义

  1. Origins

  2. Prototypes

  3. Production

  4. The named 40s

  5. BR service

      Withdrawal   Further use 

  6. Accidents and incidents

  7. D326: The Great Train Robbery, 1963

  8. Preservation

  9. Notes

  10. References

  11. Further reading

  12. External links

     Locomotive details  Preservation groups 
{{Other uses|Class 40 (disambiguation){{!}}Class 40}}{{Use dmy dates|date=February 2015}}{{Use British English|date=February 2015}}{{Infobox Locomotive
|name = English Electric Type 4
British Rail Class 40
|powertype = Diesel-electric
|image = 40104 - Ayr (12074017243).jpg
|caption = 40104 at Ayr during BR days{{when|date=March 2019}}
|fleetnumbers = D200–D399, later 40 001–40 199
|builder = {{unbulleted list|English Electric at Vulcan Foundry (180)|Robert Stephenson and Hawthorns (20)}}
|builddate = 1958–1962
|totalproduction = 200
|gauge = {{Track gauge|ussg|allk=on}}
|primemover = English Electric 16SVT MkII
|generator = DC generator
|tractionmotors = DC traction motors
|transmission = Diesel-electric transmission
|Britishclass= 1Co-Co1
|uicclass = (1'Co)(Co1')
|wheeldiameter = Driving: {{convert|3|ft|9|in|m|3|abbr=on}}
Idling: {{convert|3|ft|0|in|m|3|abbr=on}}
|minimumcurve = {{convert|4.5|chain|m|lk=in}}
|trainbrakes = Vacuum; later Dual (Air & Vacuum)
|locobrakeforce = {{convert|51|LTf|kN||sigfig=3|abbr=on|lk=in}}
|wheelbase = {{convert|61|ft|3|in|m|2|abbr=on}}
|length = {{convert|69|ft|6|in|m|2|abbr=on}}
|width = {{convert|9|ft|0|in|m|2|abbr=on}}
|height = {{convert|12|ft|10|in|m|2|abbr=on}}
|locoweight= {{convert|133|LT|t ST|sigfig=3}}
|maxspeed = {{convert|90|mph|km/h|abbr=on}}
|poweroutput = Engine: {{convert|2000|bhp|abbr=on|sigfig=3|lk=in}}
At rail: {{convert|1550|hp|abbr=on|sigfig=3}}
|tractiveeffort = Maximum: {{convert|52000|lbf|kN|sigfig=3|abbr=on|lk=on}}
|nicknames = Whistler
|fuelcap = {{convert|710|impgal|abbr=on}}
|trainheating = Steam
|multipleworking =★ Blue Star
|axleloadclass = Route availability 6
|operator = British Railways
|withdrawndate = 1967 (1), 1976-1985
|disposition = Seven preserved, remainder scrapped
}}

The British Rail Class 40 is a type of British railway diesel locomotive. A total of 200 were built by English Electric between 1958 and 1962. They were numbered D200-D399.[1] They were for a time the pride of the British Rail early diesel fleet. Despite their initial success, by the time the last examples were entering service they were already being replaced on some top-link duties by more powerful locomotives. As they were slowly relegated from express passenger uses, the type found work on secondary passenger and freight services where they worked for many years. The final locomotives ended regular service in 1985.

Origins

The origins of the Class 40 fleet lay in the prototype diesel locomotives (Types D16/1 ordered by the London, Midland and Scottish Railway and British Railways and D16/2 ordered by British Railways between 1947 and 1954) and most notably with the Southern Region locomotive No. 10203, which was powered by English Electric's 16SVT MkII engine developing 2,000 bhp (1,460 kW).[2] The bogie design and power train of 10203 was used almost unchanged on the first ten production Class 40s.

Prototypes

British Railways originally ordered ten Class 40s, then known as "English Electric Type 4s", as evaluation prototypes.[3] They were built at the Vulcan Foundry in Newton-le-Willows, Lancashire.[4] The first locomotive, D200, was delivered to Stratford on 14 March 1958. Following fitter and crew training, D200 made its passenger début on an express train from London Liverpool Street to {{stnlnk|Norwich}} on 18 April 1958.[2] Five of the prototypes, Nos. D200, D202-D205, were trialled on similar services on the former Great Eastern routes, whilst the remaining five, Nos. D201, D206-D209, worked on Great Northern services on the East Coast Main Line.

Sir Brian Robertson, then chairman of the British Transport Commission, was less than impressed, believing that the locomotives lacked the power to maintain heavy trains at high speed and were too expensive to run in multiple – opinions that were later proved to be correct. Airing his views at the regional boards prompted others to break cover and it was agreed that later orders would be uprated to 2500 hp (a change that was never applied). Direct comparisons on the Great Eastern Main Line showed they offered little advantage over the "Britannia" class steam locomotives, when driven well, and the Eastern Region declined to accept further machines as they deemed them unsuitable to replace the Pacific steam locomotives on the East Coast Main Line[5] preferring to hold on until the "Deltic" Class 55 diesels were delivered.

The London Midland Region was only too pleased as the Eastern Region's decision released additional locomotives to replace their ageing steam fleet, Class 40s managing Camden bank, just north of Euston, with apparent ease. The West Coast Main Line had been starved of investment for many years and the poor track and generally lower speeds (when compared to the East Coast route) suited Class 40 as the need to hold trains at speed for long periods simply did not exist and it better exploited their fairly rapid acceleration.

Production

[[English Electric Class "40" 2,000 hp 1Co-Co1 No.40 125 (ex-D325) in a badly faded BR green with all yellow front ends, gangway doors and split headcode panels at Shrewsbury (General), 05/75. Scanned slide.

Following the mixed success of the prototypes, another 190 locomotives were ordered by British Railways, and were numbered from D210 to D399. All were built at Vulcan Foundry, except a batch of twenty (Nos. D305–D324) which were built at Robert Stephenson and Hawthorns factory in Darlington. All the locomotives were painted in the British Railways diesel green livery, and the final locomotive, D399, was delivered in September 1962.[6]

Batches of the class were built with significant design differences, due to changes in railway working practices. The first 125 locomotives, Nos. D200–D324, were built with steam-age 'disc' headcode markers,[7] which BR used to identify services. Later, it was decided that locomotives should display the four character train reporting number (or headcode) of the service they were hauling, and Nos. D325–D344 were built with 'split' headcode boxes,[7] which displayed two characters either side of the locomotive's central gangway doors. Another policy decision led to the discontinuing of the gangway doors (which enabled train crew to move between two or three locomotives in multiple). The remaining locomotives, Nos. D345–D399, carried a central four-character headcode box.[7] In 1965, seven of the first batch of locomotives, Nos. D260–D266, which were based in Scotland, were converted to the central headcode design.[7][8][9]

From 1973, locomotives were renumbered to suit the TOPS computer operating system, and became known as 'Class 40'. Locomotives D201 to D399 were renumbered in sequence into the range 40 001 to 40 199. The first built locomotive, D200, was renumbered 40 122, which was vacant due to the scrapping of D322 as the result of accident damage.


The named 40s

Locomotives in the range D210–D235 were to be named after ships operated by the companies Cunard Line, Elder Dempster Lines, and Canadian Pacific Steamships, as they hauled express trains to Liverpool, the home port of these companies. The only locomotive not to carry a name was D226 which was to carry the name Media but never did so. From approximately 1970, with Class 40s no longer working these trains, the nameplates were gradually removed.[6]

Names of Class 40 locomotives D210–D235}}
LocoNameShipping line Date named
D210 Empress of Britain Canadian Pacific Steamships 1960|05}}
D211 Mauretania Cunard Line 1960|09}}
D212 Aureol Elder Dempster Lines 1960|09}}{{refn|group=nb|name=Aureol|Originally named at Liverpool Riverside on 20 September 1960.[3]}}
D213 Andania Cunard Line 1962|06}}
D214 Antonia Cunard Line 1961|05}}
D215 Aquitania Cunard Line 1962|05}}
D216 Campania Cunard Line 1962|05}}
D217 Carinthia Cunard Line 1962|05}}
D218 Carmania Cunard Line 1961|07}}
D219 Caronia Cunard Line 1962|06}}
D220 Franconia Cunard Line 1963|02}}
D221 Ivernia Cunard Line 1961|03}}
D222 Laconia Cunard Line 1962|10}}
D223 Lancastria Cunard Line 1961|05}}
D224 Lucania Cunard Line 1962|08}}
D225 Lusitania Cunard Line 1962|03}}
D226 Media2} Cunard Line Never
D227 Parthia|1947|2}} Cunard Line 1962|06}}
D228 Samaria|1920|2}} Cunard Line 1962|09}}
D229 Saxonia Cunard Line 1963|03}}
D230 Scythia Cunard Line 1961|04}}
D231 Sylvania Cunard Line 1962|05}}
D232 Empress of Canada Canadian Pacific Steamships 1961|03}}
D233 Empress of England Canadian Pacific Steamships 1961|09}}
D234 Accra2} Elder Dempster Lines 1962|05}}
D235 Apapa2} Elder Dempster Lines 1962|05}}

A series of unofficial names were applied to the Class 40s by enthusiasts and enthusiastic depot staff. Some locos ran in service with these names applied for many months, others were painted out within days.[10]

The locos to carry these unofficial names were:[10]

  • 40 060 'Ancient Mariner' (while in departmental duties as 97 405)
  • 40 104 'Warrior'
  • 40 129 'Dracula'
  • 40 131 'Spartan'
  • 40 132 'Hurricane'
  • 40 134 'Andromeda'
  • 40 137 'Trojan'
  • 40 145 'Panther'
  • 40 150 'Crewe'
  • 40 155 'Vulcan Empress'
  • 40 164 'Lismore'

BR service

The Class 40s operated in all areas of British Railways although sightings in the Western and Southern Regions have always been exceptionally rare and usually the result of special trains and/or unusual operational circumstances. After the early trials, the majority were based at depots in northern England, notably Manchester Newton Heath and Longsight, Carlisle Kingmoor, Wigan Springs Branch, Thornaby and Gateshead.

The heyday of the class was in the early 1960s, when they hauled top-link expresses on the West Coast Main Line[11] and in East Anglia. However, the arrival of more powerful diesels such as Class 47 and Class 55, together with the electrification of the West Coast Main Line, meant that the fleet was gradually relegated to more mundane duties.

In later life the locomotives were mainly to be found hauling heavy freight and passenger trains in the north of England and Scotland. As more new rolling stock was introduced, their passenger work decreased, partly due to their lack of electric train heating (D255 was fitted with electric train heating for a trial period in the mid-1960s) for newer passenger coaches. They lost their last front-line passenger duties – in Scotland – in 1980, and the last regular use on passenger trains was on the North Wales Coast Line between Holyhead, Crewe and Manchester, along with regular forays across the Pennines on Liverpool to York and Newcastle services.

Throughout the early 1980s Class 40s were common performers on relief, day excursion (adex) and holidaymaker services along with deputisation duties for electric traction, especially on Sundays between Manchester and Birmingham. This resulted in visits to many distant parts of the network. It would be fair to say that few routes in the London Midland and Eastern regions did not see a Class 40 worked passenger service from time to time. Regular destinations included the seaside resorts of Scarborough, Skegness and Cleethorpes on the Eastern region, with Blackpool and Stranraer being regularly visited on the West Coast.

Much rarer workings include visits to London's Paddington and Euston stations, Norwich, Cardiff and even Kyle of Lochalsh. The fact that 40s could turn up almost anywhere resulted in them being followed by a hard core of bashers, enthusiasts dedicated to journeying over lines with rare traction for the route.

Withdrawal

Withdrawal of the Class 40s started in 1976, when three locomotives (40 005, 40 039 and 40 102) were taken out of service.[3] At over 130 tons the Class were by then considered underpowered. In addition, some were found to be suffering from fractures of the plate-frame bogies (due mainly to inappropriate use on wagon-load freight and the associated running into tightly curved yards[12]), and spares were also needed to keep other locomotives running.

Also, many Class 40s were not fitted with air braking, leaving them unable to haul more modern freight and passenger vehicles. Despite this, only seventeen had been withdrawn by the start of the 1980s.[13] The locomotives became more popular with railway enthusiasts as their numbers started to dwindle.

Withdrawals then picked up apace, with the locomotives which lacked air brakes taking the brunt of the decline. In 1981, all 130 remaining locomotives were concentrated in the London Midland region of BR. Classified works overhauls on the Class 40s were also gradually phased out, only 29 members of the class had a full classified in 1980, and the final two emerged from Crewe Works in 1981. The last to receive a classified overhaul was 40 167 in February 1981.

After that, numbers dwindled slowly until, by the end of 1984, there were only sixteen still running. These included the pioneer locomotive, 40 122, which, having been withdrawn in 1981, was reinstated in July 1983 and painted in the original green livery to haul rail enthusiasts' specials. The last passenger run by a Class 40, apart from 40 122, occurred on 27 January 1985, when 40 012 hauled a train from Birmingham New Street to York.[3] All the remaining locomotives except 40 122 were withdrawn the next day.[3]

The majority of Class 40s were cut up at Crewe, Doncaster, and Swindon works.

Crewe works dismantled the most 40s, the totals are listed below.

  • Crewe Works scrapped 65 locos
  • Doncaster Works scrapped 64 locos
  • Swindon Works scrapped 54 locos.

The other ten locos to be scrapped were cut at Derby, Glasgow, Inverkeithing, and Vic Berry at Leicester.

1981 and 1983 saw the highest number of Class 40 withdrawals, a total of 41 locomotives being withdrawn both years.

The very last Class 40s to be cut up were 40 091 and 40 195 by A. Hampton contractors at Crewe Works in December 1988.

Table of withdrawals by year
Year Quantity in
service at
start of year 		Quantity
withdrawn 		Locomotive number Notes
1967 200 1 D322Accident damage
1976 199 11 40 005, 021, 039, 041, 043, 045, 053, 089, 102, 189, 19040 039 never received B.R blue livery.
1977 188 4 40 048, 054, 059, 072
1978 184 1 40 051Vacuum brake only
1980 183 20 40 011, 026, 038, 040, 042, 071, 100, 105, 108, 109, 110, 112, 114, 119, 123, 142, 146, 147, 156, 161
1981 163 41 40 010, 014, 016, 017, 018, 019, 023, 031, 032, 037, 062, 065, 066, 067, 070, 075, 078, 083, 095, 098, 107, 111, 113, 116, 117, 120, 122, 125, 134, 137, 144, 149, 151, 165, 171, 173, 175, 176, 178, 179, 19340 122 would be reinstated 24 April 1983.

40 010 withdrawn only 14 months after receiving a full classified works overhaul.

1982 122 32 40 003, 008, 020, 025, 036, 055, 064, 087, 088, 092, 094, 101, 103, 115, 127, 128, 130, 132, 136, 138, 139, 140, 148, 154, 162, 163, 166, 182, 184, 186, 187, 19940 183 was due for an E exam, the loco was withdrawn but then reinstated and given E exam 8 September 1982. Final withdrawal came on 1 June 1983 with bogie fractures.
1983 90 41 40 006, 007, 027, 030, 046, 049, 050, 052, 061, 068, 069, 073, 076, 077, 080, 081, 084, 090, 093, 096, 097, 106, 121, 131, 141, 145, 153, 157, 158, 159, 164, 169, 170, 172, 180, 183, 185, 188, 191, 197, 19840 185 withdrawn 2yrs overdue a classified works repair.

40 076 provided bogies for the restoration of 40 122.

1984 49 33 40 001, 002, 004, 009, 015, 022, 024, 028, 029, 033, 034, 035, 047, 056, 057, 058, 063, 074, 082, 085, 091, 099, 124, 126, 129, 133, 160, 167, 168, 174, 177, 195, 19640 009 the last vacuum braked Class 40 withdrawn 7 November 1984 with bearings and traction motor problems. 40 126 was the locomotive stopped at Sears Crossing in the 1963 Great Train Robbery.
1985 16 16 40 012, 013, 044, 060, 079, 086, 104, 118, 135, 143, 150, 152, 155, 181, 192, 194All locos were switched off surplus to requirements or life expired by 22 January 1985.[14]

Further use

The Class 40 story was not quite over, however. Upon the joint initiative of enthusiasts Howard Johnston and Murray Brown who noticed 40 122 on the withdrawn sidings at Carlisle Kingmoor depot in summer 1981 ready to go to Swindon Works for breaking up. 40 122 was reinstated by BR and overhauled at Toton depot with parts from 40 076. Now in working condition and repainted in BR green, it was regularly used to haul normal passenger trains in the hope of attracting enthusiasts, as well as special trains. In addition, four locomotives were temporarily returned to service as Class 97 departmental locomotives, numbered 97 405–408. They were used to work engineering trains for a remodelling project at Crewe station.[3] These were withdrawn by March 1987.[3]

40 122 was eventually withdrawn in 1988 and presented to the National Railway Museum. Six other locomotives were preserved, and on 30 November 2002, over sixteen years after the last Class 40 had hauled a mainline passenger train, the Class 40 Preservation Society's 40 145 hauled an enthusiasts' railtour, "The Christmas Cracker IV", from Crewe to Holyhead via Birmingham.[3][15] Following a three-year hiatus, after suffering a traction motor flashover, 40 145 returned to mainline operation in 2014.[16]

Accidents and incidents

  • On 3 June 1962. D244, just 30 months old was at the head of the 22:15 Kings Cross - Edinburgh sleeper from the previous night. The train was diverted from Peterborough via Sleaford with a route conductor taking charge. Approaching Lincoln at 00:45 hours on the Sunday morning, too fast for a 15 mph permanent speed restriction, the locomotive lurched but stayed on the track, though its train of sleeping cars were all derailed. The rear portion of the train narrowly missed demolishing Pelham Street Signal Box. Three people were killed in the incident, including the Sleeping Car Attendant whilst 30 others were injured.[17]
  • On 26 December 1962, D215 Aquitania was hauling the up Mid-Day Scot when it collided with the rear of a Liverpool-Birmingham train. 18 were killed and 34 injured, including the guard. Contrary to popular belief, the infamous D326 was not hauling the train.[18]
  • On 13 May 1966, a freight train became divided between Norton Junction and Weaver Junction, Cheshire. Locomotive D322, hauling an express passenger train, was in collision with the rear part of the freight train, which had run away. Both driver and secondman were killed.[19] The locomotive was withdrawn in September 1967.[20]
  • On 7 May 1965, a freight train was derailed at Preston-le-Skerne, County Durham. Locomotive No. D350 was hauling a newspaper train that ran into the derailed wagons and was itself derailed. Recovery of the locomotive was not until 16 May.[21]
  • On 14 August 1966, locomotive No. D311 was hauling a passenger train which was derailed when it ran into a landslip at Sanquhar, Dumfriesshire.[35]
  • On 6 August 1975, locomotive No. 40 189 was hauling a freight train which was unable to stop due to a lack of brake power. It was in collision with another freight train at Weaver Junction, Cheshire.[22]
  • On 26 October 1975, an express passenger train failed at Lunan, Angus. Locomotive No. 40 111 was sent to its assistance but ran into the rear of the failed train at {{convert|25|mph|km/h}}. One person was killed and eleven were injured.[23]
  • On 24 December 1977, 40 164 was in collision with coaches (due to form the 06:00 service to Mallaig) in platform 5 of Glasgow Queen Street Station. The driver had lost control of the locomotive on the 1 in 45 descending gradient in Queen Street Tunnel. The cause of the accident was identified at the subsequent inquiry to packing pieces not having been inserted into the brake system after the locomotive's wheels had been profiled on the wheel lathe, reducing their diameter.[24]
  • In September 1978, locomotive No. 40 044 was hauling a freight train that ran away and was derailed by trap points at Chinley, Derbyshire.[21]

D326: The Great Train Robbery, 1963

D326 (later 40 126) was the most famous Class 40, but for unfortunate reasons. The engine had an early chequered history, she was classed as a jinxed loco by some railwaymen, with some drivers being reluctant to drive it. In 1963 it was involved in the infamous "Great Train Robbery", a year later in August 1964 a secondman was electrocuted[25] when washing the windows. Finally, in August 1965, it suffered total brake failure with a maintenance train at Birmingham New Street and hit the rear of a freight train, injuring the guard.[25] It then settled down and had a normal life until it was scrapped in 1984.

40126 was withdrawn from service on 15 February 1984. Upon withdrawal the locomotive was offered to the National Railway Museum at York as an exhibit loco regarding its past history, however, the NRM declined and she was reduced to a pile of scrap metal at Doncaster Works with indecent haste, no doubt to stop any pillaging souvenir hunters. Other famous "40s" include 40 106, which was the last one to remain in BR green livery, and 40 009, the last 40 to still have vacuum brakes only.[26]

Preservation

Seven locomotives and one cab end (40 088) have been preserved on heritage railways, including the first built, number D200, and the Departmental Locomotives, 97 406, 97 407, 97 408. Not all locos may be carrying their names so ones noted show they aren't currently carrying their names.{{clarify|date=June 2014}}

Of the seven class 40's to be preserved all except for 40118 have run in preservation and three have run on the main line in preservation, these being Nos D200 (40122), D213 (40013) and D345 (40145). As of 2018 D213 & D345 are operational on the main line.{{citation needed|date=August 2018}}

Numbers (current in bold)NameBuilderLiveryLocationBuiltWithdrawnService LifeStatusNotes
D20040 122Vulcan FoundryBR GreenNational Railway Museum
March 1958
April 1988
30 Years, 1 Month
Static ExhibitHeadcode discs - Part of the National Collection
D21240 01297 407Aureol{{refn>group=nb|name=Aureol}}Vulcan FoundryBR BlueEast Lancashire Railway
May 1959
April 1986
26 Years, 11 Months
OperationalHeadcode discs. Currently located at the East Lancashire Railway, previously at Barrow Hill for overhaul.
D21340 013AndaniaVulcan FoundryBR GreenCrewe Diesel TMD
June 1959
October 1984
25 Years, 4 Months
 Operational & Mainline registered Headcode discs. Mainline certified for operation on main line as part of Locomotive Services Limited's mainline diesel fleet.[27]
D28840 088Vulcan FoundryBR BlueCrewe Heritage Centre
August 1960
February 1982
21 Years, 6 Months
Cab Used As Static ExihibitHeadcode discs - Only one cab saved and is mounted on a road trailer. Owned by the Class 40 Preservation Society.
D30640 106Atlantic ConveyorRobert Stephenson and HawthornsBR GreenEast Lancashire Railway
October 1960
April 1983
22 Years, 6 Months
Operational Headcode discs. Named in preservation. Owned by the Class 40 Preservation Society.
D31840 11897408Robert Stephenson and HawthornsBR BlueTyseley Locomotive Works
February 1961
February 1986
25 Years
Under OverhaulHeadcode discs.
D33540 13597 406Vulcan FoundryBR BlueEast Lancashire Railway
March 1961
December 1986
25 Years, 9 Months
Under OverhaulSplit headcode boxes. Owned by the Class 40 Preservation Society.
34540 145Vulcan FoundryBR BlueEast Lancashire Railway
May 1961
June 1983
22 Years
Operational & Mainline registeredHeadcode Blinds. Named during the East Lancashire Railway 20th Anniversary however currently not carrying nameplate. Owned by the Class 40 Preservation Society.

Notes

1. ^http://www.brdatabase.info/locoqry.php?action=class&type=D&id=33
2. ^1 Class 40 History Part 1 {{webarchive |url=https://web.archive.org/web/20070713032405/http://www.cfps.co.uk/40story1.htm |date=13 July 2007 }} Class 40 Preservation Society - Retrieved on 2007-07-17
3. ^1 2 3 4 5 6 7 {{cite magazine|title=Whistler Golden Jubilee|first=Andy|last=Flowers|magazine=The Railway Magazine|pages=14–21|date=October 2008|volume=154|issue=1,290|issn=0033-8923}}
4. ^Class 40 Page The Railway Centre - Retrieved on 2007-07-18
5. ^BRITISH RAIL STANDARD DIESELS OF THE 1960s - p94 - Ian Allan Publishing
6. ^1 Class 40 History Part 2 {{webarchive |url=https://web.archive.org/web/20070804165411/http://www.cfps.co.uk/40story2.htm |date=4 August 2007 }} Class 40 Preservation Society - Retrieved on 2007-07-23
7. ^1 2 3 {{cite magazine|title=Whistle while you work|pages=70–71|issue=84|date=September 1988|magazine=RAIL|publisher=EMAP National Publications|issn=0953-4563|oclc=49953699}}
8. ^{{cite book |last=Haresnape |first=Brian |title=British Rail Fleet Survey 3: Production Diesel-Electrics Types 4 and 5 |edition=2nd |date=June 1984 |origyear=1982 |publisher=Ian Allan |location=Shepperton |isbn=0-7110-1450-7 |id=CX/0684 |pages=22–26, 27 |ref=harv }}
9. ^{{cite book |last=Strickland |first=D.C. |title=D+EG Locomotive Directory |date=March 1983 |publisher=Diesel & Electric Group |location=Camberley |isbn=0-906375-10-X |page=96 |ref=harv }}
10. ^1 [https://www.flickr.com/groups/cfas/discuss/72157623456067202/ The official and unofficial namers!]{{unreliable source?|date=November 2012}}
11. ^{{cite magazine|title=West Coast 'Whistlers'|pages=20–23|magazine=Rail Express|issue=224|date=January 2015|issn=1362-234X}}
12. ^The British Rail Dieselisation Programme: The Type 4s and 5s{{unreliable source?|date=November 2012}}
13. ^Withdrawal list {{webarchive |url=https://web.archive.org/web/20070929155126/http://www.vegwales.connectfree.co.uk/elite/stock/40.htm |date=29 September 2007 }} Class 40 page - Retrieved on 2007-07-24
14. ^Scrap{{SPS|date=November 2012}}
15. ^40145 maiden journey 2002 Six Bells Junction - Retrieved on 2007-07-24
16. ^{{cite magazine|title=Compass takes 'Whistler' to Saltburn|pages=32–33|magazine=Rail Express|issue=224|date=January 2015|issn=1362-234X}}
17. ^{{cite journal |url=http://www.railwaysarchive.co.uk/documents/MoT_Lincoln1962.pdf |title=Report on the Derailment that occurred on 3rd June 1962 at Lincoln in the Easter Region of British Railways |publisher=Her Majesty's Stationery Office |location=London |accessdate=1 July 2017}}
18. ^{{cite web|url=http://www.railwaymagazine.co.uk/news/our-role-in-piecing-together-britain-s-railway-history |title=Archived copy |accessdate=2014-10-05 |deadurl=yes |archiveurl=https://web.archive.org/web/20141006143001/http://www.railwaymagazine.co.uk/news/our-role-in-piecing-together-britain-s-railway-history |archivedate=6 October 2014 |df=dmy }}
19. ^Report on the Collision that occurred on 13 May 1966 at Acton Grange Junction in the London Midland Region British Railways Accident report at The Railways Archive
20. ^Incidents in 1967 Railblue.com - Retrieved on 2007-07-23
21. ^1 {{cite book |last=Earnshaw |first=Alan |title=Trains in Trouble: Vol. 6 |year=1990 |publisher=Atlantic Books |location=Penryn |isbn=0-906899-37-0 |pages=44–45 }}
22. ^1 {{cite book |last=Hoole |first=Ken |authorlink=Ken Hoole |title=Trains in Trouble: Vol. 4 |year=1983 |publisher=Atlantic Books |location=Truro |isbn=0-906899-07-9 |pages=9–10, 26–27 }}
23. ^{{cite book |last=Trevena |first=Arthur |title=Trains in Trouble: Vol. 2. |year=1981 |publisher=Atlantic Books |location=Redruth |isbn=0-906899-03-6 |page=43 }}
24. ^http://www.railwaysarchive.co.uk/documents/DoT_Glasgow1977.pdf
25. ^1 {{cite magazine|title=40126 - Loco with a dark history|first=C.H.|last=Wrate|pages=28–29|date=November 1983|magazine=Rail Enthusiast|publisher=EMAP National Publications|issn=0262-561X|oclc=49957965}}
26. ^{{Cite web |url=http://cfps.co.uk/class40story.htm# |title=Archived copy |access-date=23 July 2014 |archive-url=https://web.archive.org/web/20140726165633/http://cfps.co.uk/class40story.htm# |archive-date=26 July 2014 |dead-url=yes |df=dmy-all }}
27. ^{{cite web|url=http://www.iconsofsteam.com/2018/01/andania-class-40-joins-growing-diesel-fleet/|title=Class 40 Andania joins the LSL TOC diesel fleet - Icons Of Steam|date=14 January 2018|publisher=|accessdate=15 October 2018}}

References

{{Reflist|30em}}

Further reading

  • {{cite book|title=Rail portfolios 1: The 40s|first=Murray|last=Brown|publisher=Jane's|location=London|year=1984|isbn=9780710603050|oclc=15790305}}
  • {{cite book|title=Class 40s In Action|first=Martin|last=Buck|publisher=Peter Watts|year=1982|isbn=9780906025420|oclc=650498303}}
  • {{cite book|title=English Electric Class 40s|first=Martin|last=Buck|publisher=Peter Watts|year=1984|isbn=9780906025550|oclc=17550963}}
  • {{cite book|title=Named diesel and electric locomotives of British Rail - Part 5: The 40s|first=John|last=Chalcraft|publisher=Rail Photoprints|location=Bristol|year=1984|isbn=9780906883051|oclc=60032700}}
  • {{cite book|title=Class 40s in and around Manchester|first1=John|last1=Chalcraft|first2=Steve|last2=Turner|publisher=Rail Photoprints|year=1979|isbn=9780906883006|oclc=16541723}}
  • {{cite book|title=40 Country|first=Stephen|last=Chapman|publisher=York Railpress|location=York|year=1982|isbn=9780946371006|oclc=16606288}}
  • {{cite book|title=Diesels in depth - Class 40|first=David|last=Clarke|publisher=Ian Allan|year=2006|isbn=9780711031661|oclc=64960461}}
  • {{cite book|title=Looking back at Class 40 locomotives|first=Kevin|last=Derrick|publisher=Strathwood|year=2010|isbn=9781905276356}}
  • {{cite book|title=BR Class 40 Diesels|first=Malcolm|last=Dyer|publisher=Bradford Barton|year=1982|isbn=9780851534305|oclc=}}
  • {{cite book|title=British Rail Fleet Survey 3: Production Diesel-Electrics Types 4 and 5|first=Brian|last=Haresnape|publisher=Ian Allan|year=1989|isbn=9780711018594|oclc=499095615}}
  • {{cite book|title=Heritage Traction in Colour: The Class 40s|first1=David|last1=Hayward|first2=Kevin|last2=Derrick|publisher=Trans Pennine Publishing Ltd.|location= Appleby-in-Westmorland|year=2005|isbn=9781903016435|oclc=931362807}}
  • {{cite book|title=The Class 40s an appreciation|first=Tom|last=Heavyside|publisher=Battenhall Books|year=1984|isbn=9780950857718}}
  • {{cite book|title=The last years of the Class 40s|first=A. Wyn|last=Hobson|publisher=Ian Allan|location=London|year=1985|isbn=9780711014671|oclc=16224331}}
  • {{cite book |last=McManus |first=Michael |title=Ultimate Allocations, British Railways Locomotives 1948 - 1968 |publisher=Wirral. Michael McManus }}
  • {{cite book|title=British railway diesels in colour: In focus - Class forties to Holyhead|first=Steve|last=Morris|publisher=Cheona Publications|location=Caernarfon|year=2004|isbn=9781900298308|oclc=931405354}}
  • {{cite book|title=The Heyday of the Class 40s|first=Gavin|last=Morrison|publisher=Ian Allan|location=Hersham|year=2005|isbn=9780711030589|oclc=57575553}}
  • {{cite book|title=Book of the Forties|first=Norman E.|last=Preedy|publisher=Peter Watts|location=Gloucester|year=1983|isbn=9780906025437|oclc=655339007}}
  • {{cite book|title=In memory of the 40s|first=Steve|last=Turner|publisher=Rail Photoprints|location=Temple Cloud|year=1985|isbn=9780906883099|oclc=16921488}}
  • {{cite book|title=25 years of the 40s|first=Steve|last=Turner|publisher=Rail Photoprints|location=Bristol|year=1983|isbn=9780906883068|oclc=12452888}}
  • {{cite book|title=Class 40s at work|first=John|last=Vaughan|publisher=Ian Allan|location=London|year=1981|isbn=9780711011205|oclc=9196199}}
  • {{cite book|title=Indian Summer of the 40s|first=Alan|last=Whitaker|publisher=Autobus Review|location=Bradford|year=1985|isbn=9780907834090|oclc=16352567}}
  • {{cite book|title=Profile of the 40s|first1=J.S.|last=Whiteley|first2=G.W.|last2=Morrison|publisher=Oxford Publishing Co.|location=Oxford|year=1981|isbn=9780860931447|oclc=9853553}}
  • {{cite book|title=The Power of the 40s|first1=J.S.|last1=Whiteley|first2=G.W.|last2=Morrison|publisher=Oxford Publishing Co.|location=Oxford|year=1978|isbn=9780860930334|oclc=6378719}}
  • {{cite magazine|title=Prototype '40' could be doomed|first=|last=|magazine=Rail Enthusiast|publisher=EMAP National Publications|date=December 1981 – January 1982|p=53|issn=0262-561X|oclc=49957965}}
  • {{cite magazine|title=Project D200|first=|last=|magazine=Rail Enthusiast|publisher=EMAP National Publications|date=June 1982|p=57|issn=0262-561X|oclc=49957965}}
  • {{cite magazine|title=The Whistlers' last stand|first=Tim|last=Knight|magazine=Rail Enthusiast|publisher=EMAP National Publications|date=October 1982|pp=42–43|issn=0262-561X|oclc=49957965}}
  • {{cite magazine|title='Whistlers' wearing out fast|magazine=Rail Enthusiast|publisher=EMAP National Publications|date=October 1982|p=50|issn=0262-561X|oclc=49957965}}
  • {{cite magazine|title='Cracking' tour brings £3,000 Class 40 boost|first=Howard|last=Johnston|magazine=Rail Enthusiast|publisher=EMAP National Publications|date=March 1983|p=48|issn=0262-561X|oclc=49957965}}
  • {{cite magazine|title=D200: The transformation begins|first=Howard|last=Johnston|magazine=Rail Enthusiast|publisher=EMAP National Publications|date=July 1983|pp=6–7|issn=0262-561X|oclc=49957965}}
  • {{cite magazine|title=D200: From rusting hulk to mobile masterpiece|first=Howard|last=Johnston|page=42|date=September 1983|magazine=Rail Enthusiast|publisher=EMAP National Publications|issn=0262-561X|oclc=49957965}}
  • {{cite magazine|title='Not bad for an old banger'|first=Howard|last=Johnston|pages=6–9|date=October 1983|magazine=Rail Enthusiast|publisher=EMAP National Publications|issn=0262-561X|oclc=49957965}}
  • {{cite magazine|title=The day I cornered the black widow|first=Robert H.|last=Cruikshank|pages=29–30|date=November 1983|magazine=Rail Enthusiast|publisher=EMAP National Publications|issn=0262-561X|oclc=49957965}}
  • {{cite magazine|title=The 'Queen' abdicates|first=Howard|last=Johnston|pages=6–7|issue=81|date=June 1988|magazine=RAIL|publisher=EMAP National Publications|issn=0953-4563|oclc=49953699}}
  • {{cite magazine|title=Two celebrity 'Whistlers' saved for preservation|first=Howard|last=Johnston|page=18|issue=83|date=August 1988|magazine=RAIL|publisher=EMAP National Publications|issn=0953-4563|oclc=49953699}}
  • {{cite magazine|title=Preservation for Class 40 Nos. 40118 and 40013|first=Howard|last=Johnston|page=16|issue=84|date=September 1988|magazine=RAIL|publisher=EMAP National Publications|issn=0953-4563|oclc=49953699}}
  • {{cite magazine|title=The man with appeal|first=Paul|last=Hill|pages=24–31|issue=115|date=8–21 February 1990|magazine=RAIL|publisher=EMAP National Publications|issn=0953-4563|oclc=49953699}}

External links

{{commons category|British Rail Class 40|
British Rail Class 40}}
  • [https://www.flickr.com/groups/cfas/ The Class 40 Appreciation Society] Photo gallery with over 9,000 Class 40 images, topics, and discussions.
  • Class 40 motherlist Just about everything you need to know about the Class 40s

Locomotive details

  • Detailed photoguides (annotated):
    1. {{cite web|url=http://tyseley.40118-web.co.uk/What%20is%20a%20Class%2040%20cab.pdf|title=Class 40 Drivers Desk – an explanation|archiveurl=https://web.archive.org/web/20040513181611/http://tyseley.40118-web.co.uk/What%20is%20a%20Class%2040%20cab.pdf|archivedate=13 May 2004 }}, including driver's desk, secondman's position, AWS equipment
    2. {{cite web|url=http://tyseley.40118-web.co.uk/What%20is%20a%20Class%2040%20nose.pdf|title=Class 40 Nose Area – an explanation|archiveurl=https://web.archive.org/web/20110831165827/http://tyseley.40118-web.co.uk/What%20is%20a%20Class%2040%20nose.pdf|archivedate=31 August 2011}}, including sanding gear, hand brake, vacuum brake controls
    3. {{cite web|url=http://tyseley.40118-web.co.uk/What%20is%20a%20Class%2040.pdf|title=Components of a Class 40 Bogie – an explanation|archiveurl=https://web.archive.org/web/20110831165909/http://tyseley.40118-web.co.uk/What%20is%20a%20Class%2040.pdf|archivedate=31 August 2011}}, including bogie structure; brake, heating and electrical connections
    4. {{cite web|url=http://tyseley.40118-web.co.uk/What%20is%20a%20Class%2040%20cam%20shaft.pdf|title=Class 40 cam shaft equipment |archiveurl=https://web.archive.org/web/20110831165647/http://tyseley.40118-web.co.uk/What%20is%20a%20Class%2040%20cam%20shaft.pdf|archivedate=31 August 2011}}, camshaft and associated components
    5. {{cite web|url=http://tyseley.40118-web.co.uk/What%20is%20a%20Class%2040%20control%20cubicle.pdf|title=Class 40 Control Cubicle – Principle Components|archiveurl=https://web.archive.org/web/20110831165728/http://tyseley.40118-web.co.uk/What%20is%20a%20Class%2040%20control%20cubicle.pdf|archivedate=31 August 2011}}

Preservation groups

  • Class 40 Preservation Society, operators of 40 145 on the mainline and 40 106 & 40 135 on the East Lancashire Railway.
  • The Class 40 Appeal, owners of 40 012 (and 37 109).
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