R.o.B Motive Power
The Class 37's
Introduction: Between mid 1960 and January 1 1966 English Electric built 300 type 3 Diesel-Electric locomotives as part of the order for the British Rail modernisation plan. These locomotives very similar to the previous type 4 class 40's were to become known as one the most popular classes of locomotive, the class 37's. Built to a top speed of 90mph these locomotives became familiar sites on express passenger, special, slow local and inter regional passenger services as well as freight services in the above categories, they really are a maid of all work and really do live up to their classification as mixed traffic locomotives. Today this class that at one time numbered 308 is now greatly reduced as more modern powerful locomotives take over their work. Despite this they have still out lasted some of their younger colleagues in service such as the class 56's and 58's. However they can still be seen and two are regular visitors to Clapham Junction as they potter around in the employ of Eurotunel and do not forget there are also quite a few preserved.
1). A class 37 at Eaglescliffe
History: In 1948 when British Railways was born there were very few Diesel locomotives on Britain's railways. The Southern railway had been looking in to the development of high power high speed diesel locomotives for its main line services from London Waterloo to Exeter and sent over to America, where there had been Diesel locomotive use for some time, some of their engineers. They must have been impressed because they were quick to announce the development of 3 1co-co1 diesel locomotives of 1,600hp for this route. However the first locomotive to be built by what had become the southern region were the 10201-10203 locomotives. However the LMS had already produced in connection with English Electric the 10000 and 10001 locomotives which were to set the standard for EE locomotives and for main line locomotives in the future. As was mentioned above the class 37's are very similar in appearance to the class 40's which were again main line locomotives with the 1co-co1 wheel arrangement. It was found that these locomotives could be too heavy for some of the routes as were the class 44, 45 and 46 Peak locomotives which were also built on the large size. Something needed to be doe to produce a locomotive that was large enough to haul varied types of train with the minimum of axle loading but ample tractive effort.
2). A 37 in Tees Yard, Thornaby with a P-Way train
The Locomotives: EE had developed a vee type engine classified as 12CVST which had a medium speed output, 4 stroke, and single acting power unit with direct injection that had 45 degrees between each bank of cylinders. These engines were based on the type used on the 10000 class locomotives, briefly mentioned above, for the LMS. The power unit was then to be connected to an electrical generator that would give the locomotives tractive effort. The locomotives were shorter than the type 4's and had a wheel arrangement of Co-Co but had the required tractive effort and low axle loading. One of the familiar signs of EE locomotives was the nose which was also used on the 37's. Not only was this practice based on the American principle but they also housed electrical and cooling equipment that would otherwise have had to be fitted in to the already cramped engine compartment. An oddity surrounding the use of noses on locomotives was part of the early belief that the driver may suffer from sleeper sickness or Hypnotisation as the sleepers passed under the front of the train. Needless to say this was found to be an over cautious practice. In 1959 the first order, for 42 machines, was placed and were for operation on the Eastern region. The first locomotive D6700 (37 119) was delivered from the Vulcan foundry, where part of the fleet were constructed with the remaining locomotives built at the Robert Stephenson and Hawthorn locomotive works in Darlington, to Doncaster for initial trials and testing in December 1960. The machine was soon a great success as the managers and enginemen soon found that it could handle much of the traffic normally carried out by the type 4's and were just as versatile as the type 2's providing good availability between services. The 365th machine was delivered to British Rail in November 1965 after construction of the fleet was completed in 15 batches.
3). 37 670 in EWS on a China clay working passing St Blazey
Operations: The Eastern region were the first to receive the production batch of locomotives from 1960 onwards and were put to general mixed traffic duties. In 1962 the class started to visit other regions on through workings and turned many heads when the Western region was given two for trials. By November of that year an order had been put in at a cost of 8.5 million pounds for locomotives on the western region. As sheds and routes were converted to diesel traction the locomotives were allotted as replacements for the aging steam fleet and even some of the newer classes of steam locomotive were ousted. One example of the powerful nature of theses machines was the Consett Steel works run in County Durham. These trains were operated by Gateshead shed which had received its allocation of type 3's originating with D6784 for the dieselisation of the Newcastle to Carlisle route. The steel run was normally operated by two Q6 class 0-8-0 locomotives one at each end of the train due to the heavy gradients and trains operated. The 37's were found to be able to storm the route with 18 loaded 21 ton coal hoppers without any assistance. Needless to say this proved extremely satisfactory to the drivers and management.
4). A class 37 on passenger duties
With the wide spread of the locomotive more and more experimental runs took place to test their capabilities. One such area was the coal fields of South Wales where the 37's were to become a regular site on the heavy coal trains. In 1976 three coupled 37's were used to haul triple headed trains of iron ore from Port Talbot to Llanwern steel works. The trains consisted of 27 24 ton wagons carrying 76 tons of ore in each wagon making a grand weight of 2700 tons. The locomotives and the wagons had to have their couplings strengthened for these 50 mile long duties where punctuality was paramount as the slightest delay could affect steel production. Apart from freight the 37's regularly hauled passenger services. In 1965 the Western region experimented with express passenger services on the circular route from London Paddington and return via Plymouth and Bristol. For these duties the top operating speed of 90mph was lifted. No's D6881 and D6882 set a new time record for this run with a speed achieved of around 102-104mph! The class becoming a regular site on this run until the introduction of the 125's. 1965 also saw the delivery of the 309th locomotive delivered but only 308 were to remain in service to the 1980's as D6983 was so badly damaged in a collision that it was soon withdrawn and scrapped. Scotland received their first 37's in 1963 with experiments taking place five years later on the Edinburgh to Glasgow services. D6700 was fitted with push pull controls for the operation of trains along this route. Though the experiment was successful the push pull duties went instead to the class 27's and later the class 47's before services went to Sprinter operation when East coast main line electric services served Glasgow Central directly from Edinburgh. Another route familiar with class 37's were the Kyle of Lochalsh runs which with its tough gradients and heavy trains saw double headings until conversion to Sprinter services.
5). A line up of out of use locomotives in Tyne Yard
Conclusion: Today it is much rare to see these machines with the introduction of more and more 2nd Generation DMU's and the introduction of more powerful locomotives on freight duties. But the 37's have played their part in railway history even by becoming familiar on the Settle and Carlisle line when services recommenced on the Leeds to Carlisle section before it also became DMU served. One of the latest withdrawals of not only 37 hauled services, where trains are topped and tailed by two 37's, but loco hauled services is the Rhymney to Cardiff trains that will see the loss of their 37's in December. As one of the members of the Railways of Britain sites has written and with which we will say goodbye to mainline services of the 37's.