British Rail Class 33
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| British Rail Class 33 | |
 D6547 in original green livery without yellow warning panels near Sundridge Park in 1963. |
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| Also called: | Cromptons |
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| Builder: | BRCW |
| Years built: | 1960-1962 |
| Early numbers: | D6500-D6597 |
| TOPS numbers: | 33001-33065 33101-33119 33201-33212 |
| Engine: | Sulzer 8LDA28 |
| Transmission: | Diesel Electric |
| Wheel layout: | Bo-Bo |
| Wheel diameter: | 43 in (1,092 mm) |
| Minimum curve: | 4 chains (80 m) |
| Brakes: | Dual (Air & Vacuum) |
| Brake force: | 35 LTf (350 kN) |
| Wheelbase: | 39 ft 0 in (11.9 m) |
| Length: | 50 ft 9 in (15.5 m) |
| Width: | 8 ft 10 in (2.7 m) 8 ft 1.5 in (2.5 m) 33/2 |
| Height: | 12 ft 8 in (3.9 m) |
| Weight: | 73 long tons (74 t) to 77 long tons (78 t) |
| Maximum speed: | 85 mph (137 km/h) |
| Engine power: | 1,550 bhp (1,160 kW) |
| Rail power: | 1,215 bhp (906 kW) |
| Maximum TE: | 45,000 lbf (200 kN) |
| Continuous TE: | 26,000 lbf (120 kN) |
| Heating type: | Electric |
| Multiple working: | Blue Star |
| Fuel capacity: | 800 imp gal (3,600 l) |
| Route availability: | 6 |
The British Rail Class 33 also known as the BRCW Type 3 or Crompton is a class of Bo-Bo diesel locomotives ordered in 1957 and built for the Southern Region of British Railways between 1959 and 1963.
A total of 98 class 33s were built by the Birmingham Railway Carriage and Wagon Company, and they were called "Cromptons" after the Crompton Parkinson electrical equipment installed in them. [1]
The original (1957) number sequence was D6500—D6597. [2]
Contents |
[edit] Early years
They began service on the South-Eastern Division of the Southern Region but rapidly spread across the whole Region, and many were used much further afield. They were built with the ability only to supply the new type of electrical train heating, not the more traditional steam heating which most passenger carriages then used, so in the early years their use as winter-time passenger locomotives was restricted to the more modern passenger carriages.
[edit] Class 33s today
Most of these locomotives have now been withdrawn from active duty, though some of preserved members are in Railtour services with both the heritage spot hire rail companies called the West Coast Railway Company and Cotswold Rail, whilst other preserved class 33s remain operational on preserved heritage railways.
[edit] Sub-classes
There were three different types, later known as Class 33/0, 33/1 and 33/2.
[edit] Class 33/0 - standard locomotives
A total of 86 were built as standard locomotives, and the remainder of this type which were not converted into Class 33/1 (see below) were classified 33/0 under the TOPS numbering scheme as 33001-33065. The remaining two locomotives did not survive long enough to receive TOPS numbers: in 1964 D6502 ran through signals at Itchingfield near Horsham on a freight working, running into another freight train that was ahead of it - damage was so extensive that the loco was cut up on site. In 1968 D6576 was involved in a collision at Reading, but was not considered worth repairing and was cut up at Eastleigh Works.
[edit] Class 33/1 - push-pull fitted locomotives
While third-rail electrification was expanding on the Southern region, it was not considered to be justified to extend beyond Bournemouth, and so in 1966, D6580[3] was fitted with experimental push-pull apparatus and high-level brake pipes and jumper cables to make it compatible with Multiple Unit stock. Tests were carried out on the Oxted Line using a 6-coach rake of unpowered multiple unit coaches (designated TC, the T standing for Trailer). The use of this equipment removed the necessity for the locomotive to run around to the front of its train at each terminus, as it could be controlled from the driving position of a TC unit and hence could propel its train from the rear. This prototype was the only member of class 33 to run in green livery with this Multiple Unit control equipment (not to be confused with preserved members of class 33/1 that have been repainted into green). Following successful completion of trials, D6580 and eighteen other members of the class entered Eastleigh works in 1968 to be converted Class 33/1, fitted with a modified version of the push-pull apparatus (fully compatible with Class 73 Electro-Diesels) and painted in the new BR corporate blue with full yellow ends. With the advent of TOPS, these modified locomotives were numbered 33101–33119 and settled into sterling work, proving themselves highly useful and reliable. Early during the roll-out of TOPS, Class 34 was earmarked for these modified Class 33 locomotives but was never used.
[edit] Class 33/2 - narrow-bodied locomotives 'Slim Jims'
For the Hastings Line, the last 12 locos were built with bodies which were 7 inches narrower than standard to fit the narrower "Hastings" profile[4], a change that cost BRCW dearly.
[edit] Push-pull operation
Trains operating on the Weymouth line started at London Waterloo where they were powered by third-rail electric traction via Winchester and Southampton until Bournemouth. They usually consisted of 12 carriages divided into three blocks of four coaches – one of these blocks would be a powerful 3200hp 4 REP electric multiple unit, while the leading blocks would be "trailing" – unpowered – 4TC multiple units. At Bournemouth, the block at the rear would be detached, and a class 33/1 locomotive would be attached to the front unpowered carriages so that they could continue over the non-electrified tracks to Poole and Weymouth. The electric unit remained at Bournemouth or returned back to London with another train. Meanwhile the unpowered carriages, when returning from Weymouth to Bournemouth, had the locomotive remain at the rear, pushing them; and a separate driving compartment at what was then the front of the first carriage was used to control the train.
The section of route from Weymouth to the ship terminal at the quay is actually tramway, following the harbour road – and mostly right in the middle of it! Any trains operating over public thoroughfare tramway are required to be fitted with warning equipment for the general public. Two warning units were built and housed in a cabinet at the track side of the quay spur at the throat of Weymouth yard (the quay spur did not pass through the station proper but diverged westwards at the throat; thus it was not possible for boat trains to call at Weymouth station). Boat trains were usually made up of conventional coaching stock and the locomotive would run-round its train on arrival at the sea-terminal. In later years 4TC units were employed which, being able to control the locomotive remotely, removed the necessity for the run-round. Trains for the quay would halt at the station throat and the warning equipment was attached and tested by the train guard. This equipment comprised a yellow box which fitted on a lamp bracket on the cab front and had an amber rotating beacon and bell which served to warn street traffic and pedestrians – this can be seen below the centre cab window in the above picture. The bell did not ring continuously but could be controlled by the driver – the train horn was to be used only in emergencies to prevent annoyance to residents although it was often "given a toot" as the train started away from the terminal. Each member of class 33/1 and all TC stock had a small socket (below the left hand cab window [driver's position] on the TC and just above the rubbing plate on class 33/1) where the bell/beacon units plugged in and drew power from the train systems. In addition trains on the tramway were 'walked' by railway staff with flags, clearing the route of people and badly parked cars all the way to the point at which the tramway reverted to conventional track adjacent to the station. On arrival at the ship terminal the guard would remove the warning equipment to the tail end of the train in readiness for the return journey thus only the leading end carried the bell and beacon. The usual configuration was 4TC+4TC+Loco with the locomotive at the seaward end. Light traffic would result in 4TC+Loco and in rare operational circumstances 4TC+Loco+4TC was noted, though this combination was non-preferred as it led to operational difficulties and annoyance to unfortunate waiting passengers who found themselves confronted with the side of the locomotive when their train has drawn to a halt.
[edit] Gallery
 Class 33/0 33 025 Sultan at Weymouth. |
 Class 33/2 No. 33 208, one of those built with narrower bodies, at Dorchester with a nuclear flask train. |
[edit] Preservation
A list of preserved Class 33 locomotives and their locations is available here - http://preserved-diesels.co.uk/engines/index_33.htm
[edit] References
- ^ Class 33 - Overview. Southern E-Group (SEMG). Retrieved on 2007-02-16.
- ^ Class 33 - Technical Details. Southern E-Group (SEMG). Retrieved on 2007-02-16.
- ^ Tiller, Robert (1982). BR Class 33 Diesels. Truro: D Bradford Barton. ISBN 0 85153 431 7.
- ^ Marsden, Colin J (November 1985 - January 1986). "The Southern Type 3's". Modern Railways Pictorial Profile (11): pp4–6. Weybridge: Ian Allen Ltd.
[edit] Sources
- Marsden, Colin J. (1981). Motive power recognition:1 Locomotives. Shepperton: Ian Allen Ltd. ISBN 0 7110 1109 5.
- Stevens-Stratten, S.W.; Carter, R.S. (1978). British Rail Main-Line Diesels. Shepperton: Ian Allen Ltd. ISBN 0 7110 0617 2.
- Williams, Alan; Percival, David (1977). British Railways Locomotives and Multiple Units including Preserved Locomotives 1977 Combined Volume. Shepperton: Ian Allen Ltd. ISBN 0 7110 0751 9.
[edit] External links
- Southern E-Group (SEMG) – Class 33 details and photographs
- South East Locomotive Group – owners of 33063 & 33065
- http://members.tripod.com/~Class33/
- http://rail.felgall.com/c33.htm
- Spa Valley Railway - Operating 33063 & 33065
- Preserved Class 33 Website
- http://www.biglowe.freeserve.co.uk/Crompton/CromptonFrames.htm
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