If you buy after clicking affiliate links on this site we might receive a commission from companies such as eBay, Amazon etc This does not affect the price you pay.
If you buy after clicking affiliate links on this site we might receive a commission from companies such as eBay, Amazon etc This does not affect the price you pay.
Click here to see similar items on eBay, and to buy.
Silverfox Models Built, BR Class16/1 diesel Loco 10000 VERY HISTORIC IN RAILWAY HISTORY, Hardly used. Bought it when I had my railway, 3 weeks later railway was dismantled ready for moving. Still dreaming of re building it.(current situation means it has given me a re start)
Condition of wheels show very slight tarnishing of coating, which verifies its lack of use. It is in the base of the box it was supplied in but transparent top part of box is missing. Hook on one coupling missing, which is not unusual’.
Ist Class tracked /signed for via Royal Mail
Background
LMS No. 10000 and 10001 were the first mainline diesel locomotives built in Great Britain. They were built in association with English Electric by the London, Midland and Scottish Railway at its Derby Works, using an English Electric 1600 hp diesel engine, generator and electrics.Under British Railways, the locomotives became British Railways Class D16/1; they were initially operated primarily on mainline express passenger services on former LMS lines, both in single and in multiple. In 1953, they were transferred to the Southern Region for comparison with O. Bulleid’s British Rail Class D16/2 diesel locomotives.Both units were withdrawn and scrapped in the 1960s.
Introduction[edit]LMS 10000 was officially presented to the Press at Derby Works in December 1947,[19] and the locomotive was also presented at Euston station on 18 December 1947, making a demonstration return journey to Watford.[20]10000 was outshopped only three weeks before nationalisation, and when 10001 appeared in July 1948, it had British Railways livery. Ivatt ‘filed’ all correspondence from British Railways instructing the removal of the LMS letters, which were only finally removed upon his retirement, in 1951.[citation needed]On 14 and 15 January 1948, No. 10000 underwent tests on the line between St. Pancras and Manchester, the schedule being set to timings based on a standard 4-6-0 (5X) passenger express locomotive. The attached load was a 393-ton tare, 12 carriage train including a dynamometer car; No. 10000 performed the services within the accepted schedule.[21]Operations[edit]After initial tests, from February 1948, locomotive No. 10000 was placed on a twice-daily London-Derby (128.5 mile) return passenger service, hauling trains of 300 to 450 gross tons. No. 10001 also began service on the London-Derby route when completed, with a Derby-Manchester service also begun.[22]LMS 10000 in LMS livery at Cricklewood in 1948In late 1948, both units were withdrawn for modifications based on service experience. They then returned to their midland service, before being transferred to operate express Euston-Carlisle-Glasgow passenger trains. The locomotives were operated in multiple: on 1 June 1949, they operated the 16 carriage “Royal Scot” express of 545 gross tons non-stop from Euston to Glasgow,[iii] making a return run on 2 June. At the gradients leading to Shap and Beattock, the engines operated at full power, hauling the trains at 38 and 36 mph in each case. After June 1949, the units operated for over 2 months in multiple formation – working London-Carlisle and later London-Glasgow services.[24]In multiple, the locomotives showed potential for high speed services, on one occasion operating a standard Euston-Carlisle train at an average speed of just over 60 mph, including delays; this was 74 minutes quicker than usually scheduled.[25]From mid 1949, the locomotives began operating singly, with No.10000 worked Euston-Blackpool services, and No.10001 was trialled operating London-Glasgow services. Other services operated included London to Crewe and to Liverpool. On the “Red Rose” express, No. 10001 recorded 82 mph on a down gradient with a gross train load of 490tons.[26]The units were also used on freight services, including express London (Camden) to Crewe, and Crewe-Willesden; the locomotives met the scheduled average speed of 45 mph on the Camden-Crewe trains with a 500-ton train. One notable freight working was the haulage of a 60 wagon, 1100 ton gross coal train, between Rugby and Willesden, achieving 25 mph on a 1 in 133 gradient to Tring Summit.[27]Other operations included a trial on the Settle and Carlisle, and workings to Perth, and, on one occasion, to Aberdeen. Due to boiler problems sometimes leaving them unable to provide carriage heating, they often worked freights in winter and the Royal Scot in summer.[citation needed]In March 1953, they were both transferred to the Southern Region of British Railways to allow direct comparison to be made between them and the SR’s 10201, 10202 & 10203 and remained there until spring 1955, notably working the Bournemouth Belle and occasionally through to Exeter, but also visiting Brighton Works. At a low point of their career in terms of reliability, they (and the SR locomotives) were sent to Derby where they were overhauled and received green livery and then ran side by side on London Midland Region duties, including the Royal Scot again in 195758.[citation needed]Classification[edit]At a meeting between the LMS and English Electric on 20 May 1946, it was agreed that a single locomotive would be equivalent to a Class 5 mixed traffic engine, and that two coupled together would be capable of handling the same loads as a Class 7 locomotive.[28]The original power classification was 5P/5F.[3] Upon transfer to the Southern Region (SR) in 1953, they were given the classification 6P/5F,[3][29] but no. 10000 was later marked 6P/5FA.[30] At this time, SR practice was to show the loading classification on locomotives, whereas other regions applied the statistical classification.[31] They reverted to 5P/5F at some point after their return to the London Midland Region in 1955;[3][32] only no. 10000 was marked 5P/5F; no. 10001 was marked 5P/5FA.[30][33] Their final power classification, allotted in 1957, was simply 5.[3][32][30]In 1957, the two locomotives were placed in the Type 3 power group. The classification system introduced in February 1960 for internal use by the Eastern and North Eastern Regions gave these locomotives the code D16/1; in 1962, this was amended to 16/8. Eventually, they were placed in BR Class 34.[3][4][5]Withdrawal[edit]Both locos were lastly allocated to Willesden. The locomotives were laid up at Derby in 1963 with Bulleid’s diesels; No. 10001 was made functional using parts of both, and continued operating until 1966, fitted with a yellow warning panel. No. 10000 was withdrawn in 1963 and scrapped at Cashmores, Great Bridge, in January 1968; between withdrawal and scrapping, 10000 spent some time in storage at Derby,[34] and was one of the locos on display at the Derby Works Open Day and Flower Show in August 1964.[citation needed]No. 10001’s later workings were said to be mainly on North London freights to Greenwich, but was also photographed on Wolverhampton expresses and WCML freights during this period. Together, the two units clocked more than 2 million miles. 10001 was withdrawn in 1966 and scrapped at Cox & Danks, North Acton, also in January 1968.[citation needed]Legacy[edit]No.10001 at Willesden shed in 1965The bogie design was used practically unchanged on the EM2 electric locomotives (Class 77).[35] The bogie design incorporating equalising beam suspension influenced a large number of subsequent British diesel locomotives designs.[clarification needed]Both locos were subject to preservation attempts from railwaymen who appreciated the change and improvements gained by the switch to diesels. 10000 was offered to Clapham Railway Museum, but was refused on grounds of space and not representing a class. No. 10001 was hidden at the back of Willesden Depot, having been ‘overlooked’ for removal at least twice.[citation needed]Re-creation[edit]In 2011, the Ivatt Diesel Re-creation Society announced plans to build a new LMS 10000,[36] using contemporary parts as well as new build components.The society has sourced a mark1 EE 16SVT diesel engine dating to the 1940s and the sole remaining Metropolitan Vickers bogies dating from the 1950s, formerly used by a class EM2 electric locomotive in England and the Netherlands. These bogies are of the same design as on the original 10000[citation needed] although with weaker springs, which will be replaced. The Society also owns Class 58 diesel 58022 which is planned to form the frame for the new loco.[37] An engineering summary was made public in 2019 followed lengthy discussions with engineers within the railway industry and after ascertaining the most available and practical group of components to include within the locomotive.[38]
If you buy after clicking affiliate links on this site we might receive a commission from companies such as eBay, Amazon etc This does not affect the price you pay.
Click here to buy, and to see similar items on eBay
Category: Collectables:Model Railways and Trains:OO Gauge:Locomotives
Location: Reading