View allAll Photos Tagged 10203
Taken in about 1964
Withdrawn pioneer diesel-electric locos stored at Derby loco works, in around 1964, including Bulleid SR 10201 10202 and 10203, and Ivatt LMS 10000.. All were scrapped by 1968..
Derby loco works closed down in the 1990s, but today (2025) some parts of the site are still in use by railway engineering companies.. There is an - ambitious - project to recreate one of the Ivatt diesels, using an identical vintage diesel power unit, and almost-identical bogies from an EM2 electric loco, on a modified ex-BR Class 58 chassis.. lms10000.com/
Restored from a cyan-colour-shifted original..
Original slide - property of Robert Gadsdon
German army Henschel during Operation Barbarossa, USSR, in 1941.
Please go here to see more Working Vehicle images -
www.flickr.com/photos/69559277@N04/sets/72157627999222691...
Produced from the original negative in my collection.
40122 departs from Crewe for the North Wales coast, 16th July 1977.
Locomotive History
40122 at first glance looks like any other “run of the mill” class 40, however it is actually the class prototype D200. In 1955 British Railways implemented the start of its Modernisation Scheme and ordered one hundred and seventy four diesel prototype locomotives from various UK manufacturers. In the type 4 category English Electric proposed a 2000 hp. locomotive technically based on the layout of 10203, but with the bodystyle similar to a restyled 10000. British Railways placed an order for ten locomotives and the first locomotive D200 was accepted into BR stock in March 1958 allocated to Stratford MPD for Great Eastern duties. After acceptance trials and various crew-training duties first well-documented demonstration run was on 18th April 1958, from London Liverpool Street to Norwich. D200 would remain on Great Eastern duties until 1967 when it transferred to the London Midland Region and would spend the rest of its career based in the North West. Renumbered under the 1973 TOPS renumbering scheme 40122 it was withdrawn in August 1981 and it was assumed it would be claimed by the National Railway Museum. However the National Railway Museum was not interested and 40122 was dumped at Carlisle. Growing interest in the locomotive prevented it from being dragged to the Swindon works for scrap and a reprieve was eventually granted with 40122 reinstated to traffic. To keep costs to a minimum, the repair work on 40122 was carried out as an apprentice training programme at Toton MPD, using withdrawn 40076 as the 'donor' loco for its power unit and bogies. 40122 re-entered traffic in April 1983, painted in original Brunswick green livery with full yellow ends. It was assigned to special duties (enthusiast railtours) and general freight and passenger traffic in the Carlisle area with a regular duty being a daily out-and-back Carlisle to Leeds passenger train. It would be the last class 40 in service when the surviving class 40’s were withdrawn en-masse in January 1985 and was withdrawn finally in April 1988, almost thirty years to the day after first entering service. Fortunately by that time the NRM had changed their views, and D200 took her rightful place in the National Collection
Praktica LTL, Kodachrome 64
40122 stands “half in, half out” of the old steam shed at Wigan Springs Branch on a wet 21st February 1976.
Locomotive History
40122 at first glance looks like any other “run of the mill” class 40, however it is actually the class prototype D200. In 1955 British Railways implemented the start of its Modernisation Scheme and ordered one hundred and seventy four diesel prototype locomotives from various UK manufacturers. In the type 4 category English Electric proposed a 2000 hp. locomotive technically based on the layout of 10203, but with the bodystyle similar to a restyled 10000. British Railways placed an order for ten locomotives and the first locomotive D200 was accepted into British Railways stock in March 1958 allocated to Stratford MPD for Great Eastern duties. After acceptance trials and various crew-training duties first well-documented demonstration run was on 18th April 1958, from London Liverpool Street to Norwich. D200 would remain on Great Eastern duties until 1967 when it transferred to the London Midland Region and would spend the rest of its career based in the North West. Renumbered under the 1973 TOPS renumbering scheme 40122 it was withdrawn in August 1981 and it was assumed it would be claimed by the National Railway Museum. However the National Railway Museum were not interested and 40122 was dumped at Carlisle. Growing interest in the locomotive prevented it from being dragged to the Swindon works for scrap and a reprieve was eventually granted with 40122 reinstated to traffic. To keep costs to a minimum, the repair work on 40122 was carried out as an apprentice training programme at Toton MPD, using withdrawn 40076 as the 'donor' loco for its power unit and bogies. 40122 re-entered traffic in April 1983, painted in original Brunswick green livery with full yellow ends. It was assigned to special duties (enthusiast railtours) and general freight and passenger traffic in the Carlisle area with a regular duty being a daily out-and-back Carlisle to Leeds passenger train. It would be the last class 40 in service when the surviving class 40’s were withdrawn en-masse in January 1985 and was withdrawn finally in April 1988, almost thirty years to the day after first entering service. Fortunately by that time the National Railway Museum had changed their views, and D200 took her rightful place in the National Collection.
Re-edited 17th November 2015
Praktica LTL, Orwochrome UT18
Leaving Glasgow for Kilmarnock and Cumnock on service X76 is Volvo B11RT / Plaxton 54341 (YX66 WOC).
HG Ivatts' Pioneering loco 10000 seen at the Eastern end of Birmingham New Street somewhere in the late 1950's. The boiler is steaming well, evident from the steam emanating from between the 1st and 2nd mk1 coaches.
To the left is a BR Derby Lightweight two car Diesel Multiple unit, in Brunswick Green with whiskers.
The British Rail Derby Lightweight diesel multiple units, were the first such trains to be built en-masse for British Railways. The units were built at BR's Derby Works from 1954 to 1955. The units were built in various formations, including 12 power-twin 2-car units, 84 power-trailer 2-car units, and four 4-car units. The two single car units were originally built as a two-car unit and then split two years later when demand came about.
Body framing was extruded and riveted together. Panelling was welded into continuous sheets and riveted to the frame. Luggage racks were light alloy. The floors had 2 layers of flameproof hardboard, covered with linoleum. To reduce noise and condensation, the inside structure and undersides were sprayed with asbestos. Lighting was by 60-watt, 24-volt lamps charged by belt driven dynamos. Heating was oil fired. Standard mild steel bogies ran on Timken roller bearings.
British Railways Class 16/1 number 10000
(Partly taken from Wikipedia, the free encyclopedia under the Creative Commons Attribution-ShareAlike License)
British Railways Class D16/1, numbers 10000 and 10001 were the first mainline diesel locomotives in Great Britain. They were built by the London Midland and Scottish Railway at Derby Works, using the EE16SVT 1,600hp diesel engine with electric transmission, in association with English Electric and the Vulcan Foundry with whom the LMS had had a long working relationship.
LMS 10000 was officially presented to the press at Derby Works on the 5th of December 1947.
The official handing-over ceremony of No 10000 occurred at Euston on December 18th 1947 at which Sir George Nelson, Chairman and Managing Director of the English Electric Co, and Sir Robert Burrows, Chairman of the LMS, spoke of 'the importance of the experiment'.
The timing of the hand-over (just prior to nationalisation) was chosen with some deliberation as the LMS was keen to see that their new diesel locomotive - being entirely LMS in origin - should bear the company's insignia in traffic. The former CME of the LMS, Sir William Stanier, was also at the handing-over ceremony, to attend the unveiling of his nameplates on brand new, penultimate pacific No 6256.
After several weeks of proving trials, 10000 entered service on the Midland route in February 1948. The twins operated over a number of routes out of St Pancras or Euston but their low power outputs meant they were not ideal for heavily loaded or express services unless operated as a pair.
The raised LMS letters were removed in March 1951, and the black and silver livery eventually gave way to BR Brunswick green in Sept 1956. When 10001 appeared in July 1948 it had British Railways livery.
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 and 10203 and remained there until spring 1955. 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. Trials of both types proved interesting, with the Southern Region locomotives developing into the English Electric Type 4 design for British Railways (later British Railways Class 40).
Both locos were allocated to Willesden. 10000 was withdrawn in 1963 and scrapped at Cashmores, Great Bridge, in January 1968. 10001 was withdrawn in 1968 and scrapped at Cox & Danks, North Acton, in February 1968.
I do not own the copyright to this image, and this is retained by the photographer
For many people the sight of this at Euston Station would seem the start of the end of steam but this was 1957 and steam locomotives would still be built until February 1960. Diesels were being thrust into service with many untried and ultimately unsuccessful designs arriving and being sent to steam loco sheds to survive as best as they could in the filthy and gritty atmosphere. Oh well it was only taxpayers money, so what!
I hope this is 10203 at Euston Station. Peter had a similar picture here which I dealt with 4 years ago and, although the platform trolleys and stop light for the stock are identical some of the figures are not. This picture, which Peter decided not to print, was taken from his train as it rolled in, I am assuming that by the time Peter had walked back to take the other shot people had moved around.
In the background is the stock for 'The Comet' The Comet was an express which ran as the 11.50 London Euston to Manchester London Road between 1932 and 1962 (suspended during WWII)
1 Co-Co 1 10203 was built at Brighton Works and put into service in July 1954, it ran from Nine Elms depot from new until 13/08/1955 when it transferred to 1B Camden. The loco was withdrawn 07/12/1963 and cut at Cashmore's (Great Bridge) March 1968, it was stored as unserviceable 15th October 1962 and stayed mouldering at Derby with 10201 & 10202 until scrapping.
Peter Shoesmith 27/04/1957
Copyright Geoff Dowling & John Whitehouse: All rights reserved
York allocated 40078 basks in the early morning sunshine at Edinburgh Waverley, 28th August 1977.
Locomotive History
In 1955 British Railways implemented the start of its Modernisation Scheme and ordered one hundred and seventy four diesel prototype locomotives from various UK manufacturers. In the type 4 category English Electric proposed a 2000 hp. locomotive technically based on the layout of 10203, but with the body-style similar to a restyled 10000. British Railways placed an order for ten locomotives and the first locomotive D200 was accepted into BR stock in March 1958. This was followed by further orders so that the class finally totalled two hundred locomotives. 40078 was originally D278 and was built at the Vulcan Foundry in Newton-le-Willows, Lancashire in June 1960. On entering traffic it was allocated to Gateshead MPD before transfer to York in November 1961. Apart from two spells at Gateshead in 1967 and 1969 it would remain a York engine until May 1980 when it transferred to Healey Mills. 40078 was withdrawn in August 1981 due to fire damage and was broken up at Swindon works in October 1983.
THE STORY OF D200
After just over a month of trials on test trains, Light engine movements and crew training runs, D200 was tasked with hauling its first revenue earning passenger train on the 18th April 1958 which was the 1027 London Liverpool Street to Norwich. Fitted to the leading cab of the locomotive was a large headboard, painted the same colour as the locomotive pronouncing that this was the ‘FIRST 2000hp Diesel, London – Norwich, Progress by GREAT EASTERN. D200 later returned that same day with the 1455 Norwich – London Liverpool Street service.British Railways initially ordered Ten EE Type 4’s these being delivered over the coming months of 1958 with the last of the original ten locomotives being delivered by September 1958. However by late 1958 a decision was made to accelerate the plan and large orders for locomotives had been placed which basically abandoned the pilot scheme and led to an order of a further 190 EE Type 4’s with the final locomotive D399 being delivered by September 1962.
The first few years of D200 service saw her working services on the Eastern Region out of Liverpool Street and Kings Cross alongside her nine other sisters. Although it was noted that she spent a length of time in Crewe Works and Doncaster Works on repair between October 1962 and December 1962. The Locomotive was noted at Crewe Work in Early February 1969 having had its ‘D’ prefix removed. On 10th May 1970 200 emerged from Crewe Works having been painted in the new British Rail Corporate Rail blue. From late in 1973 British Rail introduced the New TOPS computer system for allocation and recording maintenance of Locomotives. The EE Type 4’s were give the classification of Class 40 and 200 was renumbered as 40122 which filed a gap in the number sequence after D322 was involved in a collision running into a divided freight train between Norton Level Crossing and Acton Grange Junction at 2358 hours on the May 1966 which had run back towards Norton after the handbrake applied by the guard for the freight had failed to halt the momentum on the runaway. 40122 was noted light engine at Preston Station 26th May 1974. She was stored unserviceable at Carlisle Kingmoor Depot 8th August 1981 and withdrawn from BR stock on 25th August 1981 where she stayed to wait her fate.
After a campaign by staff at RAIL Enthusiast magazine began to lobby British Rail to save 40122 and began a fund to save her. On 20th April 1983 40122 was marshalled at the front of a freight service bound for Tyne Yard and was hauled by 37083, seemingly the campaign to restore this historic locomotive had succeeded within British Rail and four days later on 24th April 1983 40122 was reinstated while enroute to Crewe Works, arriving there three days later on the 27th April. 40122 was then moved to Crewe TMD on the 6thMayand on the 11th May she was transferred to Toton TMD along with withdrawn sister locomotive 40076 which had been chosen to donate its power unit to allow 40122 to be returned to service. After almost 2 years after being withdrawn 40122 departed Toton Depot freshly painted Brunswick Green and carrying her original running number of D200 and her TOPS number 40122, as she travelled light engine to Finsbury Park in readiness to work her first railtour which was called the ‘Hadrian Pullman’from London Kings Cross to Carlisle via the Settle and Carlisle line. D200 would now take over as a Railtour favourite as several months earlier on18th April Sister locomotive 40106 which had also been kept painted in green livery had been withdrawn form service.
D200 had been returned to her last allocated depot of Carlisle Kingmoor where she when to not been selected for charter and railtour work, she would earn keep hauling the 1040 Carlisle – Leeds and 1600 Leeds – Carlisle return service. With the exception of D200 the last Class 40 hauled revenue passenger service fell to the honour of 40012 ‘Aureol’ which worked 1E08 1616 Birmingham New Street – York on the 27th January 1985 and all remaining Class 40’s were withdrawn from BR service leaving D200 to soldier on. For the next three years D200 was utilised to operate numerous Railtours around the BR network, being a favourite of ‘Traintours’ which took D200 to places like Penzance, London Paddington, London Waterloo to name just a few destinations. D200 was also a favourite for being displayed at Depot open days.
The final curtain was drawn on the historic Locomotive on 16th April 1988 after 30 years nearly to the day of British Rail service she worked her final rail tour from London Liverpool Street where she had started her revenue earning career D200 was fitted with a replica head board similar to her first working but this time it stated ‘LAST 2000hp Diesel, London – Norwich, Progress by INTERCITY with the tour terminating at York having earlier taken the tour to Norwich. On arrival at York D200 was detached from the train and she ran light engine directly to the National Railway Museum where she would become part of the national collection. She wasn’t official withdrawn until two days later at 1510 hours on the 18th April 1988 completing exactly 30 years in BR service.D200 made a number of visits to preserved lines such as The East Lancashire Railway where class mates 40135 and 40145 were kept and owned by the Class Forty Preservation Society and also a visit to the North Yorkshire Moors Railway. Sadly D200 suffered an issue with her main generator bearing which side lined her from running under power and she was placed back at the National Railway Museum in York as a static exhibit. Although presently stored under cover and protected from the elements, this pioneering locomotive has an uncertain operational future? Hopefully the formation of ‘The D200 Group’ will change that future for the better.
Origins
OriginsThe 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).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 They were built at the Vulcan Foundry in Newton-le-Willows, Lancashire.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 Norwich on 18 April 1958 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, 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 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 general 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
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.
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, 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, 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. In 1965, seven of the first batch of locomotives, Nos. D260–D266, which were based in Scotland, were converted to the central headcode design.
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.
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 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 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.
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.The locomotives became more popular with railway enthusiasts as their numbers started to dwindle.
Decline
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 resplendent from Crewe Works in 1981. The honour of the very last classified overhaul falls to 40 167 being complete 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 re-instated 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. All the remaining locomotives except 40 122 were withdrawn the next day.
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 eleven machines were cut at Derby, Glasgow, Inverkeithing, and Vic Berry at Leicester.
1981 and 1983 were the worst years for Class 40 withdrawals, a total of 41 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.
Accidents and incidents
On Boxing Day 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.
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.The locomotive was withdrawn September 1967.
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.
On 14 August 1966, locomotive No. D311 was hauling a passenger train which was derailed when it ran into a landslip at Sanquhar, Dumfriesshire.
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.
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 25 miles per hour (40 km/h). One person was killed and eleven were injured.
In September 1978, locomotive No. 40 044 was hauling a freight train that ran away and was derailed by trap points at Chinley, Derbyshire.
D326 The Great Train Robbery 1963D326 (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 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. It then settled down and had a normal life until it was scrapped in 1984.
40126 was withdrawn from service on the 15th February 1984. Upon withdrawal the locomotive was offered to the National Railway museum at York as an exhibit loco regarding it's 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.
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.
Information is Courtesy of the D200 Group
Mt.Pinneshiri, Shintotsukawa, Hokkaido. Visit beautiful Hokkaido.
Canon T50, Tokina RMC 24mm F2.8, Kodak Microfilm Imagelink HQ exposed as ISO 50, developed with SPD from Fujifilm at 25 Deg.C. for 10 minutes, pushed for 4 minutes in alkaline buffer (pH 9.6 ), scanned with Plustek OpticFilm 8100 at 7200 dpi, edited with GIMP. Bigger sizes: www.flickr.com/photos/threepinner/48718973373/sizes/l . The original : 10203 x 6816 pixels compatible.
Red Foxes at Bombay Hook NWR, DE
The female made it in to the marsh/woods and he followed her in. A minute later the two of them came racing out. You can see her slightly submissive posture in the above...
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This is photo #6 in the story. Stay tuned for a few more photos and text...
BR 1750 hp 1Co-Co1 diesel 10202 (BR Ashford, English Electric/1951) outside Derby Works.
This and sister locomotive 10201 were designed for the Southern Railway by Oliver Bulleid but were actually built under BR auspices in 1951. A third locomotive 10203, higher rated at 2000 hp, was built in 1954. All three initially worked on the Southern Region until they were transferred to Camden shed in 1955 and later to Willesden in 1959.
They were all withdrawn in late 1963 and stored at Derby Works until they were scrapped in 1968.
01/03/1964 [GB 829].
Mikulov German: Nikolsburg; Yiddish: ניקאלשבורג, Nikolshburg) is a town in Břeclav District in the South Moravian Region of the Czech Republic. It has about 7,700 inhabitants. The historic centre of Mikulov is well preserved and is protected by law as an urban monument reservation.
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Mikulov Castle is a castle in the town of Mikulov in South Moravian Region of the Czech Republic. The castle stands on a place of historic Slavonic settlement, where since the end of the 13th century the original stone castle was erected. The present castle is the result of a reconstruction in 1719–1730 under the princes of Dietrichstein. The end of World War II meant a complete disaster for the castle, as it was destroyed by fire whose origins are unclear.
During the war, the anthropological collection from the Moravské zemské muzeum had been moved to Mikulov Castle for safekeeping purposes. Many of the most important discoveries from Předmostí u Přerova, Dolní Věstonice and the Mladeč caves were destroyed by the fire.
After an extensive reconstruction in the 1950s, the castle became the seat of the Regional Museum in Mikulov, housing art and historical collections, including artifacts relating to the history of local wine production. The Renaissance wine barrel, dating from 1643 and one of the largest, 1,014 hectolitres (22,300 imp gal; 26,800 US gal), wine barrels in Central Europe, is on display.
Derby Locomotive Works, March 1965.
Pioneers 10201, 10202, 10203 & 10000 are lined up alongside the Test House with a very bleak future.
LW51 ZMX is a Volvo B7TL/Alexander ALX400 H49/27F bus in the fleet of Heyfordian, Bicester, Oxfordshire. It was new to Dublin Bus as 01-D-10203, carrying fleet number AV203 in January 2002. It passed to Heyfordian in September 2015.
Want to find out more? Join The PSV Circle - Details at www.psvcircle.org.uk
Copyright © P.J. Cook, all rights reserved. It is an offence to copy, use or post this image anywhere else without my permission.
Inspired in part by LMS prototypes 10000/1 and Southern Railway 10201-10203, the Class 44 diesels were some of the first big diesels commissioned for the British Railways modernisation project and were the precursors of the Class 45 and Class 46 locomotives of similar design. Originally designed with two six-axle bogies, it proved impossible to keep below the 20-ton axle-loading limit imposed by the Civil Engineer and four-axle bogies were adopted instead. Construction began in the summer of 1958, although the first example was not completed until April 1959. The ten locomotives were originally allocated to Camden motive power depot and used on the West Coast Main Line, although also often seen on the Midland Main Line. With the advent of large numbers of Class 45s, the 44s were transferred to Toton for heavy freight use. Thanks to Wikipedia for the historical background (04-Nov-22).
You are welcome to link to this image but it would be a criminal offence to post a copy of the image itself to Facebook or anywhere else. Additional information about my Flickr collection and the techniques used can be found here:
Stagecoach London 10203, SL64HZC - Route 136 | Elephant & Castle / Keyworth Street With a Grove Park Bound Service
Saturday 20th December 2014
@ Londontransport3/Mark Mcwalter 2014
Best viewed Original size.
During the Summer of 1957, the Midland Region of British Railways switched some selected main services on the West Coat Main Line from steam to diesel operation, to compare the reliability & performance of both forms of traction.
This second offering features former BR(SR) 1Co-Co1 2000bhp diesel-electric 10203 in charge of the up "Royal Scot, and running through the delightful Lune Gorge to the south of Tebay - 07/1957.
Built at Brighton Works in 1954, 10203 was initially allocated to Nine Elms (70A) shed, but moved to Camden (1B) on 13/08/1955, and then to Willesden (1A) on 21/11/1959. The locomotive was then stored on 15/10/1962 and withdrawn in December 1963. It was finally scrapped by Cashmore's (Great Bridge) in March 1968.
© 2013 - 53A Models of Hull Collection. Scanned from the original 120 format negative; photographed by the late Antony M S Darnbrough.
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Biei, Hokkaido.
Canon AV-1, FDn 135mm F2.8, negative ISO 100 from Fuji expired 9 years ago exposed as ISO 100, developed with reversal processing ( 1st: Korectol 30 DegC. 2 minutes 15 seconds, 2nd: BAN1 ) scanned with Plustek OpticFilm8100 + VueScan at 7200 DPI, edited with GIMP. Bigger sizes: www.flickr.com/photos/threepinner/54005536449/sizes/ up to 10203 × 6805 pixels compatible.
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Class D16/2 diesel locomotive 10203 photographed at Derby Works in 1966. Built at Brighton Railway Works 07/1954 and withdrawn from service 07/12/1963.
Class D16/2 was a class of prototype diesel locomotive built by British Railways. They had been designed by Oliver Bulleid for the Southern Railway and were authorised in February 1947, but did not appear until after the nationalisation of British Railways - a total of 3 were built.
Having being withdrawn on 07/12/1963, the loco, along with sister loco's 10201 and 10202, were stored on the scrap line at Derby and were eventually cut up at Cashmore's, Great Bridge in 1968.
40080 pauses at York with the 10:40 Manchester Victoria – Newcastle service, 2nd June 1979.
Locomotive History
In 1955 British Railways implemented the start of its Modernisation Scheme and ordered one hundred and seventy four diesel prototype locomotives from various UK manufacturers. In the type 4 category English Electric proposed a 2000 hp. locomotive technically based on the layout of 10203, but with the bodystyle similar to a restyled 10000. British Railways placed an order for ten locomotives and the first locomotive D200 was accepted into BR stock in March 1958. This was followed by further orders so that the class finally totalled two hundred locomotives. 40080 was originally D280 and was built at the Vulcan Foundry in Newton-le-Willows, Lancashire in June 1960. On entering traffic it was allocated to Gateshead MPD. After twenty three years service it was withdrawn on the 12th September 1983, overdue classified repair and broken up eleven months later in August 1984 at Doncaster works
Praktica LTL, Ektachrome 200