History of 45133 (D40)
45133 was built at Derby Locomotive Works in 1961 as one of 127 British Railways designed Type 4 diesels, ordered as a follow on from the 10 (later class 44) pilot scheme ‘Peak’ locomotives. Originally the loco carried the number D40. It is fitted with a 12 cylinder Sulzer diesel engine developing 2500 horsepower. The engine is coupled to a Crompton Parkinson main generator, which in turn powers Crompton Parkinson traction motors on 6 driving axles. At the time it was one of the most powerful single engined diesel locomotive designs in the world. Externally it was equipped with split type headcode boxes mounted centrally in the nose end and was finished in BR lined Brunswick green livery.
Released to traffic on 26th July 1961, D40 was originally allocated to Derby Loco (17A) and quickly settled into traffic hauling passenger and freight services over a wide area, helping to oust steam from top link duties. With good acceleration and a top speed of 90mph, these locos greatly reduced journey times on the Midland Main Line out of St. Pancras. The first recorded appearance of D40 in the capital was on 28th July 1961, arriving on the 08:15 from Nottingham.
To test the abilities of the design, D40 was trialled on the Lickey Incline, hauling 16 coaches up the gradient from a standing start on 20th September 1961. The success of these trials ended the need for passenger trains to have banking assistance.
Released to traffic on 26th July 1961, D40 was originally allocated to Derby Loco (17A) and quickly settled into traffic hauling passenger and freight services over a wide area, helping to oust steam from top link duties. With good acceleration and a top speed of 90mph, these locos greatly reduced journey times on the Midland Main Line out of St. Pancras. The first recorded appearance of D40 in the capital was on 28th July 1961, arriving on the 08:15 from Nottingham.
To test the abilities of the design, D40 was trialled on the Lickey Incline, hauling 16 coaches up the gradient from a standing start on 20th September 1961. The success of these trials ended the need for passenger trains to have banking assistance.
D40 at Derby Works on 28th August 1965 following completion of a general overhaul. Photo: John Ireland
In 1968, the loco was fitted with dual (vacuum and air) brakes and repainted into standard BR blue livery with full yellow ends. At this time it still carried the number D40, even though the ‘D’ prefix had been made obsolete at the end of steam traction. The next significant event in the history of the loco came in June 1974 when D40 entered Derby Works to become one of fifty class 45s to be fitted with electric train heating (ETH). This work involved the removal of the Stone Vapor steam heating boiler and the fitting of a Brush alternator to generate the train supply. Externally, the roof section above the ETH cubicle was altered to remove the boiler header tank recess and boiler exhaust grille, in addition to the complete removal of the bodyside step recesses which were welded over with steel plate. However, the most obvious change which distinguished an ETH fitted loco was the fitting of jumper cables and sockets to the buffer beams. ‘40’ therefore emerged ex-works in July 1974 reclassified as a class 45/1 and carrying its new TOPS number of 45133!
The ETH conversion programme was to enable locos to haul the new electrically heated and air conditioned Mk 2 coaches being introduced to the Midland Main Line and so 45133 became a dedicated passenger loco allocated to Toton depot. However, it still managed to stray occasionally onto other routes and other duties
The ETH conversion programme was to enable locos to haul the new electrically heated and air conditioned Mk 2 coaches being introduced to the Midland Main Line and so 45133 became a dedicated passenger loco allocated to Toton depot. However, it still managed to stray occasionally onto other routes and other duties
Use of the four character headcode displays on locomotives ceased in 1976 and 45133s display, like many other locos, was wound to show ‘0000’. Then in 1978 the boxes were altered to the white spot on a black background ‘domino’ style. This lasted until October 1981 when 45133 was called in to Derby Works for a Heavy General overhaul. During this overhaul the headcode boxes were removed altogether and replaced with the then standard flush front end and sealed beam headlights.
By May 1983 the majority of passenger services on the Midland Main Line had been handed over to InterCity 125 ‘HST’s and the class 45/1s found themselves relegated to secondary parcels and freight traffic on the route. However, new work was found for them on the revamped Trans-Pennine services between Newcastle/Scarborough and Liverpool/North Wales. 45133 soon became a regular performer on these services.
From late 1985, although in the twilight of their careers, the class 45/1s were fitted with high intensity headlights, mounted centrally on the nose ends. 45133 was one of the last to be fitted, between 22nd August and 3rd September 1986.
On 23rd November 1986 the remaining class 45/1s, including 45133, were transferred en-bloc to Tinsley depot in Sheffield to see out their days on secondary passenger, parcels and freight traffic.
The end of the winter timetable in May 1987 then dealt a devastating blow to the Class 45/1 fleet. The majority of Trans-Pennine services had been taken over by new Class 150/2 ‘Sprinter’ units and the few loco hauled trains that remained were now diagrammed for Class 47/4 haulage.
On 8th May 1987, 45133 worked the 19.58 Scarborough – Holyhead. It then stabled overnight at Holyhead depot and was diagrammed to work the 08.17 Holyhead – Newcastle the following day. However, the following morning the loco would not start due to defective batteries. It was towed dead behind 45103 on the 17.00 Holyhead – York, in order to return it to Tinsley for repairs.
On 23rd November 1986 the remaining class 45/1s, including 45133, were transferred en-bloc to Tinsley depot in Sheffield to see out their days on secondary passenger, parcels and freight traffic.
The end of the winter timetable in May 1987 then dealt a devastating blow to the Class 45/1 fleet. The majority of Trans-Pennine services had been taken over by new Class 150/2 ‘Sprinter’ units and the few loco hauled trains that remained were now diagrammed for Class 47/4 haulage.
On 8th May 1987, 45133 worked the 19.58 Scarborough – Holyhead. It then stabled overnight at Holyhead depot and was diagrammed to work the 08.17 Holyhead – Newcastle the following day. However, the following morning the loco would not start due to defective batteries. It was towed dead behind 45103 on the 17.00 Holyhead – York, in order to return it to Tinsley for repairs.
Because Tinsley had been instructed to withdraw a number of class 45/1s as surplus to requirements it was decided not to repair 45133 and the loco was officially condemned on 11th May 1987. It was then towed to March depot in Cambridgeshire for storage, along with a large number of sister locos pending scrapping. When the Class 45/1 Preservation Society showed an interest in preserving the loco, the helpful staff at March shunted 45133 alongside the depot building so that it was safe from vandalism whilst negotiations took place with British Rail to sell the loco. The loco was eventually offered for sale by competitive tender in late 1989 and the Class 45/1 Preservation Society became the new owners on 21st January 1990. 45133 arrived at the Midland Railway Centre on 23rd May 1990 and operated its first train in preservation two days later.
Since then, 45133 has undergone comprehensive restoration and maintenance and has enjoyed visits to numerous preserved lines including the Severn Valley, North Yorkshire Moors, East Lancashire, Nene Valley, Swanage, Mid Norfolk, North Norfolk and Weardale railways.
Since then, 45133 has undergone comprehensive restoration and maintenance and has enjoyed visits to numerous preserved lines including the Severn Valley, North Yorkshire Moors, East Lancashire, Nene Valley, Swanage, Mid Norfolk, North Norfolk and Weardale railways.
