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INTRODUCTION • • •
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LION is generally regarded as one of the prototypes that eventually led to the Class 47's, but this is something of an exaggeration. The urgency of the British Transport Commission to introduce a large class of lightweight Type 4 locomotives to replace steam traction by their self-imposed deadline of 1968, resulted in full production of the Class 47's commencing before the performance of the prototypes had been fully analysed and evaluated. In fact construction of the Brush pilot order of 20 Type 4's (D1500-D1519) had begun even before LION had turned a wheel!
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OVERVIEW • • •
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Despite bearing the closest resemblance to the Class 47's, both internally and externally; LION, with a 'working' life of barely 18 months, was destined to become the shortest lived Type 4 prototype of all.
This is my second attempt at documenting the short life of LION! The biggest problem has been reconciling a number of differing, supposedly authoritative, accounts; and separating fact from fiction. It is over 40 years since BRC&W's 'White Lion' was consigned to history, and since then a number of attempts to document the locomotive have been penned. Over the years a number of misconceptions and inaccuracies have been woven into the LION story; flaws which have been reiterated and perpetuated to a degree which has changed "The LION Story" into "The LION Myth"! Well - the myth stops here!
In order to dispel the mythology that surrounds LION it is necessary to look closely at those aspects of the story that have been stated, and re-stated, over the years to the point at which they implicitly become 'fact', without regard as to whether they justify such status...
- The BTC offered BRC&W a contract to build 500 Type 4 locomotives based upon the design of LION; an offer that was turned down by the company. FICTION! The BTC expressed some interest in the initial plans put forward by BRC&W and its partners, and the locomotive was built on this basis in the hope of future orders. But at no time did the BTC, who seemed to believe that LION was too sophisticated for their requirements, place an order for any number of new machines.
- BRC&W went into liquidation following the failure to gain orders from the BTC based on LION. FICTION! The absence of firm orders from the BTC, or from any overseas railway companies, prompted the company to 'downsize' by closing the North plant at Smethwick, concentrating what remained of the manufacturing work (and workforce) at the South plant. However BRC&W eventually decided to withdraw from the locomotive and rolling stock market, and the company's sole order at the time (for London Underground) was handed over to Metropolitan-Cammell. But the company were not liquidated. Having shed its manufacturing business BRC&W moved into the financial sector in 1963 having acquired merchant bankers Cassel Arenz Co. Ltd. The name of the company was later changed to the "First National Finance Company", and is still trading under that name today.
- LION was cut-up at BRC&W's Smethwick plant. FICTION! After being withdrawn from BR service LION was stripped of its major components by AEI and Sulzer at AEI's Attercliffe (Sheffield) plant, and was finally reduced to scrap by Ward's of Beighton (South Yorkshire).
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THE CONSORTIUM • • •
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BRC&W: based in Smethwick had previously produced the Class 26, 27, and 33 locomotives as their contribution to the 1957 Modernisation Programme, and were amongst the most successful and enduring classes to emanate from the programme. The Type 2 & 3 locomotives were all Sulzer-engined and featured Crompton-Parkinson (Class 26 & 33) and GEC (Class 27) generators and traction motors.
The company was relying upon the LION project to stimulate large orders from the BTC/BRB in order to keep the rolling-stock manufacturing part of their business as a going concern.
AEI: located in Attercliffe (Sheffield), were manufacturers of electrical equipment who had supplied electric traction motors to Ruston & Hornsby for their Class 07 shunters, and to BR for over 200 Class 25's. AEI were the parent company of both British Thomson-Houston (BTH), who had supplied the traction motors to BR for the Class 24's and early 25's, and built the troublesome Class 15's; and Metropolitan-Vickers who were responsible for the equally unsuccessful Class 28 Co-Bo's. AEI in conjunction with BTH and Metropolitan-Vickers also built the AL1 (Class 81) and AL2 (Class 82) AC electrics for the WCML.
The inclusion of AEI in the consortium as the provider of heavy duty electrical equipment may seem an odd choice at first glance. BRC&W had developed the Class 26 & 33 machines in conjunction with Crompton-Parkinson; and the Class 27's with GEC (later to merge with AEI in 1967), so it would seem a more logical step to have extended one of these relationships to include the development of LION. The most likely explanation is a lack of manufacturing capacity at Crompton-Parkinson, who were producing the traction motors for the BR Class 45's (it was this same lack of capacity that ultimately precipitated BR's decision to switch to Brush traction motors for the Class 46's). Another possible reason is a more aggressive marketing approach by AEI in the railway market, spurred on by financial difficulties.
Sulzer Brothers: the Swiss engine manufacturers had supplied the 6 cylinder engines installed in the Class 24, 25, 26, and 27 machines, and the 8 cylinder engines for the Class 33's. They had also supplied BR with 'A' and 'B' variants of their 12 cylinder 12LDA28 engine for the 'Peak' locomotives (Classes 44, 45 & 46), and had a more powerful pressure-charged version of this capable of producing 2,500hp, with an additional 250hp available for ETH generation, waiting for a suitable home.
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ON THE DRAWING BOARD • • •
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The LION story begins in 1959 when design work for a wholly new diesel locomotive began, the aim being to produce a machine, matching the BR Type 4 specification, that would be the basis of a numerically large class of light-weight, powerful locomotives needed to ensure the obsolescence and removal of BR's large fleet of ageing steam locomotives by the end of the 1960's. The initial design was discussed with the BTC on November 4th 1960, and following an encouraging response from BTC HQ, construction commenced shortly afterwards. The project was undertaken by a consortium of companies which consisted of the Birmingham Railway Carriage and Wagon Company (BRC&W), Associated Electrical Industries (AEI), and Swiss engine manufacturer Sulzer Brothers. The proposed name for the new prototype was originally to have been "TRIGON", this being a three-sided harp used in ancient Athens and Rome.
A major factor in the design was a desire to restrict the axle loading to a maximum of 19 tons using 6 axle 'Commonwealth' type bogies, rather than the 8 axle schemes that had been problematic in previous Type 4 diesel-electric designs. The basic design included the new Sulzer 12LDA28-C engine as the prime mover driving all 6 axles in a Co-Co arrangement through AEI TM253 axle-hung, nose-suspended, force-ventilated traction motors. The main generator group consisted of three AEI built machines:
- AG106 800v generator for electric train heating.
- 780v TG503 main generator for the traction motors.
- 110v AG105 auxiliary generator.
Steam train heating was supplied by the tried and trusted Spanner MK3B boiler. The braking system was provided by Westinghouse vacuum controlled air brakes (for the locomotive only) and train vacuum brakes.
The design included a number of innovations. The Co-Co bogies incorporated the Alsthom system of twin-rubber cone body support and radius arm guided axleboxes, intended to reduce noise and vibration thereby providing a smoother ride. This was the first time the Alsthom system had been used on a British locomotive. The translucent fibre glass roof panels could be raised pneumatically six inches to provide extra ventilation and faster heat escape making life more bearable in the engine compartmemt for fitters carrying out repairs when the loco was in service.
The external design paid due regard to guidelines that had been recently issued by the newly formed BR Design Panel and their design consultants, Wilkes & Ashmore. Grilles and radiators were roof mounted to reduce contamination, resulting in a 'cleaner', less cluttered, load bearing body when compared with previous diesel designs, and the competing Brush FALCON prototype. A significant departure from the Design Panel guidelines was a unique, and startling, all-over white livery with five narrow gold bands running along the lower half of each bodyside, gold cabside numbers, and a distinctive Nameplate incorporating the names of the three companies involved in the project in etched black lettering.
Work began at BRC&W's Smethwick plant during 1961 and was completed in April 1962. The BR running number of D0260 was derived from the works number, DEL260.
The final result was an impressive, technically advanced, visually striking locomotive with a total weight of just 114 tons, a power rating of 2,750hp, and a maximum speed of 100mph.
The annoucement issued to the Stock Exchange in particular, and to the world in general, may be read here
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ON TRIAL • • •
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LION's early workings, primarily test and driver training runs, commenced early in May 1962, apparently causing something of a stir amongst the local press and rail enthusiasts; certainly one can imagine that a ghostly white locomotive suddenly hoving into view would generate more than the normal amount of interest! The first appearance on the main line is known to have been a test run from Birmingham to Shrewsbury; which was followed by a number of other runs around Birmingham, mainly along the lines to Banbury and Kidderminster, with loads of 16, 18, and 20 coaches.
A number of tests were also performed on the 1:37.7 Lickey incline. One test, involving a dead start with 16 bogies (519 tons) in tow was acheived with a speed of 20mph being attained at the summit.
It was reported (unofficially) that although the locomotive had a maximum speed of 100mph, this had been comfortably exceeded on a number of occasions during these test runs.
During August 1962, LION was taken off its customary WR duties for a number of further tests to be performed. A standard test involving a standing start on the Lickey incline with the Hawksworth dynamometer car and 20 coaches weighing 638 tons, without the banker normally employed to assist trains, was apparently accomplished with an ease which more than matched FALCON's performance during the previous February. On August 8th LION travelled from Swindon to Plymouth over the Devon banks, again with a Swindon dynomometer car, and 16 coaches weighing 569 tons, producing another impressive performance matching that of FALCON.
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ON WESTERN LINES • • •
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LION's first revenue earning diagram was performed on May 14th 1962 when it hauled the 7.25am service from Wolverhampton to Paddington, returning as far as Wolverhampton with the 12.10pm Paddington to Birkenhead service; it then returned to Paddington with the 3.35pm service, and back again to Wolverhampton with the 7.10pm Paddington to Shrewsbury.
On the following day the same diagram was repeated with LION recovering 16 minutes from a 17 minute signal check incurred on the Wolverhampton-Paddington service. On the return run, arrival at Birmingham Snow Hill was 19 minutes ahead of schedule with 22½ minutes having been recovered; overall journey time was 1 hour, 46½ minutes.
An unofficial account of the "up" service from Wolverhampton on May 17th with about 400 tons trailing, notes the following speeds: 40mph at Aynho Junction, 66mph at Ardley, and 103mph at Bicester. Average speed from Bicester to Blackthorne was 100mph, thereafter: 35mph at High Wycombe, 66mph at Seer Green, and 100mph at Gerrard's Cross. Net time for the 87½ mile journey was 81 minutes, and the scheduled timing of 102 minutes was attained despite numerous signal checks caused by the preceding steam hauled 7:35 Birmingham-Paddington service, three of which resulted in dead stops.
Also on May 17th it was hoped to provide a clear path from Paddington to Birmingham with the intention acheiving a journey time of just 90 minutes; but unfortunately LION suffered a severe flashover on the main generator near Leamington Spa and was returned to Smethwick for rectification. The fault, when identified, was blamed on Sulzer engineers who had fitted some special test equipment which resulted in an over-wired fuse on the ETH generator. Repairs were complete by May 25th in time for LION to travel light to London following a rousing civil send off, involving local dignitaries, from Smethwick. On May 28th the locomotive was placed on show at Marylebone Station where the formal handover to the BTC and the Crown Agents was performed. Old Oak Common MPD (81A) played host to LION prior to, and following, the appearance at Marylebone.
The Eastern Region had sponsored the development of LION and it was expected that the prototype would travel to Doncaster Works following the official handover for acceptance tests. However the Western Region had also expressed an interest in LION and it was decided that it would be evaluated on both regions; as was FALCON. Initially LION remained on the Western Region based at Wolverhampton Stafford Road (84A), this being conveniently close to BRC&W's Smethwick works. Further revenue earning runs consisted of one, often two, trips from Wolverhampton to Paddington and back. The locomotive returned to BRC&W for a short time during June 1962 to have a few minor problems rectified, but was back on its usual main line duties in July.
Despite showing considerable promise with these early successes, a number of serious problems wih the electrical systems began to manifest themselves in late 1962, necessitating a return to BRC&W during September. LION did not reappear until March 1963 when it went back into the routine of revenue earning service and test runs on the Western Region. This was to be LION's final visit to BRC&W.
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ON EASTERN LINES • • •
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On September 9th 1963 LION was transferred to the Eastern Region and allocated to Finsbury Park depot (34G). The reason for this switch is unclear; it might have been to compare the performance of the prototype against the depot's new Class 47's, maybe because Finsbury Park was, by this time, the depot most experienced with the vagaries of the 12LDA28C engine, but might have been to facilitate comparative tests to be performed with the rival FALCON and DP2 prototypes, which were also working on the ER at that time.
LION's work on the ER consisted of hauling local services in and out of King's Cross (these appear to have been Cambridge diagrams which were worked in November 1963 along with other 34G Type 4's such as DP2 and the 47's, to cover for an acute lack of the usual Type 2 motive power), and the more prestigious "Master Cutler" and "Sheffield Pullman" services between King's Cross and Sheffield (regular FALCON diagrams), and the "Yorkshire Pullman" between King's Cross and Leeds.
The allocation of LION to 34G seems to have presented the traffic managers with a dilemma. The "Master Cutler" (1G6X) and "Sheffield Pullman" (1B2X) were rostered for a 41A loco. When FALCON (being allocated to 41A) was rostered to these diagrams it was able to handle the 'up' and 'down' runs for each service, but because LION needed to return to 34G each day it was only able to perform three runs each day! A 'typical' day began with the 'down' 1G6X leaving King's Cross mid-morning. This was followed by the 'up' 1B2X from Sheffield Victoria in the afternoon, and the return service from King's Cross in the evening. In order to return LION to 34G by the following morning it was given a southbound overnight freight duty.
By this time BRC&W played no part in the running or maintenance of LION but the remianing members of the original triptych; AEI and Sulzer, continued to support the project, placing engineers in the cab on each run to deal with any problems that might arise.
Two serious problems occurred during LION's short spell on the ER: firstly, an explosion in the control cubicle on November 12th 1963 at Newark whilst hauling a freight train. The problem was rectified by re-building the damaged cubicle (where this work took place is not known but Doncaster Works is the likeliest option). The second problem involved a major flashover on the main generator on January 20th 1964 near Huntingdon whilst hauling the "Sheffield Pullman" at 70mph ¹. Although LION managed to complete the journey it was subsequently moved to BR's Doncaster Works for examination. When examined it was found that the engine sump was cracked and leaking considerable amounts of oil, also that several leaks had developed in the engine's cooling system. It was probably at this time that LION was finally withdrawn. ²
¹ This incident is documented in Robert Tufnell's book "Prototype Locomotives", and I have been unable to verify its authenticity. Although full details (such as date and location) of LION's withdrawal have never been revealed, the general concensus among writers is that withdrawal occurred in "late 1963"; if Mr. Tufnell's report is correct then, clearly, this was not the case.
² Further evidence of LION's continued existence into 1964 comes from a report that it was dragged from Finsbury Park to Doncaster in February 1964 by D9008. Source: The Chronicles of Napier
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ON THE SCRAP HEAP • • •
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Full details of LION's final withdrawal have never been fully made public, and even the BRC&W workforce were not informed of its fate. But at some time LION was moved to AEI's works at Attercliffe where AEI became responsible for stripping the locomotive, primarily to recover their electrical components, but during this process Sulzer recovered their 12LDA28C power unit and radiators (the engine was sent to be reconditioned at Vickers in Barrow-in-Furness, and was subsequently installed into an unknown production Class 47). What remained, principally the body shell and bogies, were sold to Beighton scrap merchant T.W.Ward for the princely sum of £355. The date on which Ward's finally cut up the remains is unclear; one report puts it as late as 1965.
The uniquely distinctive brass nameplates have never been seen or heard of since, so it must be assumed that they were melted down along with the rest of the body (possibly upon the specific orders of AEI Directors). Slight lack of foresight here as, had they been retained, each would probably yield a 5-figure sum at auction today - which would have made Ward's £355 the investment of the century!
In total LION's life extended to barely 18 months, with some of those spent out of service; during which just 80,000 miles were recorded. The 'White Lion' - or 'White Elephant'?
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RESURRECTION? • • •
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In July 1999 a magazine article entitled "LION set to roar once more?" was published which revealed an astonishing plan to rebuild LION using a preserved Class 47. The scheme was originated by an organisation known as the "Diesel Prototype Group" who had, apparently, received encouraging responses from both AEI and Sulzer, as well as gaining access to the original design drawings.
In earler versions of this feature I dismissed this story as a belated April Fools' joke. However I have now had contact with David Rogers, the DPG archivist, who assures me that the plan was a serious attempt to recreate a part of Britain's railway history. For my earlier scepticism I apologize unreservedly. However, I claim some mitigation in the fact that the original magazine article lacked certain salient facts which, had they been mentioned, would have given the story a more authentic feel.
For the record, David Rogers' account of the plan, and the reasons for it's failure, are as follows:
"The 'Diesel Prototype Group' was not an April Fools' joke; it really did exist. I was the Archivist of the group almost from its exciting beginnings. Unfortunately it never really got much beyond that for one simple reason - funds. As LION was scrapped, the plan was to recreate the loco from a
scrapped Class 47. The entire project could have gone forward if lottery funding had been available and funds would only be forthcoming for a 'Historic Restoration' using at least one original major component. As the only known surviving major component was the engine block, I, together with other members of the group set out to ascertain the number of the first 12LDA28C engine built which we knew had been reconditioned by Vickers at Barrow-in-Furness for reuse in the Class 47 fleet.
We thought that this would be a relatively easy task but all attempts to obtain this information proved fruitless. We hoped that this engine may still be running or might be stored under a tarpaulin somewhere in a yard. Without it, the small number of people in the group could not hope to raise the funds to recreate even a static exhibit.
That is the true story about the DPG and its aims. It was always a long shot and would have been difficult even with Lottery funding. The preservation movement quite understandably thought we were a laughing stock which compounded the difficulties of our fundraising."
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TECHNICAL DETAILS • • •
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BRC&W No.DEL260 Diagram depicting internal and external components. For a descriptioon of a component, move mouse pointer over a number; or refer to the list below.
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BRC&W No.DEL260 Diagram illustrating external dimensions. Refer to the list below for figures.
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ACKNOWLEDGEMENTS • • •
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I am indebted to Stephen & Colin Wheeler for supplying me with fresh information on BRC&W and LION, for pointing out inaccuracies in my original article, and for supplying items of photographic and documentary material. Stephen, together with his father, Colin (who worked for BRC&W during the 'LION' years), have written a book on the history of BRC&W, details of which can be found in the Books & Videos section. Stephen and Colin are also in the process of building a new web site dedicated to BRC&W.
Also, to David Rogers, for sharing his knowledge, photograph collection, and documentary material.
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