Shunter Memories - Full by TransportTreasuryPublishing

Shunter Memories

Explore the technical evolution and the pivotal role these engines played post-nationalisation, equipped with the powerful English Electric 6K diesel engine. Learn about the special adaptations, including the higher-speed Class 09 variant designed for the Southern Region’s ISBN 978-1-913893-55-2 freight trips, and the unique Class 13 units tailored for the Tinsley hump yard. Perfect for railway enthusiasts and history buffs alike, this book captures the spirit and significance of Britain’s most widely preserved and beloved shunter, celebrating its past achievements and future potential. �17.50

Compiled by Gary Essex

Discover the enduring legacy of the 08/09 class shunters, the stalwart workhorses of the British railway network. From their origins in the bustling railway workshops of Derby, Doncaster, Darlington, Horwich, and Crewe, to their enduring presence on today’s mainlines and heritage railways, this book delves into the fascinating history of these iconic locomotives.

Shunter Memories

Compiled by Gary Essex

Shunter Memories

Compiled by Gary Essex

© Images and design: Transport Treasury 2024 Text: Gary Essex ISBN 978-1-913893-55-2 First published in 2024 by Transport Treasury Publishing Limited. 16 Highworth Close, High Wycombe, HP13 7PJ. Totem Publishing an imprint of Transport Treasury Publishing. The copyright holders hereby give notice that all rights to this work are reserved. Aside from brief passages for the purpose of review, no part of this work may be reproduced, copied by electronic or other means, or otherwise stored in any information storage and retrieval system without written permission from the Publisher. This includes the illustrations herein which shall remain the copyright of the copyright holder. www.ttpublishing.co.uk Printed in Tarxien, Malta by Gutenberg Press Ltd. ‘Shunter Memories’ is one of many books on specialist transport subjects published in strictly limited numbers and produced under the Totem Publishing imprint using material only available at The Transport Treasury.

Front Cover: The most unusual variation of the class appeared in 1964, when a need arose for a more powerful shunting loco at the newly opened Tinsley Marshalling Yard. The hump shunting technique needed a loco with enough traction and braking power for moving heavy rakes of wagons, and so Darlington Works was given the task of modifying three pairs of 08s into semi permanently coupled master and slave units. One cab was removed and both were controlled from the remaining cab, with extra thick buffer beams added to improve adhesion. At Tinsley depot during an open day on 4 March 1978 13001 and 13002 can be seen, and the extra plates added to the front bufferbeam are just visible. Frontispiece: The Instanter coupling on the front of 08834 is more clearly seen here, with the buckeye behind. Carrying the RFS blue livery, 08834 shunts GNER stock at Bounds Green on 21 May 2000. Built at Derby in 1960, then fitted with air brakes in 1975, 08834 is still in service, with the Harry Needle Railroad Company. (John Tolson) Rear Cover: At Harwich a regular task for shunters was moving wagons to the Sealink ferry, which is carried out here by 08460 in February 1979. The carrying of railway wagons on cross-channel ships started at the end of WW1 for military equipment, with commercial operations between Harwich and Zeebrugge starting in 1924. Post-WW2, several vessels, with rails built into the cargo decks, operated this and the Dover-Dunkirk route, and BR employed carriage and wagon inspectors located in the continental ports to check stock arriving for the ferries. With the advent of containerisation the traffic dwindled and all services had ended by 1995.

Introduction

nce a familiar sight on the British railway network, the 08/09 class shunter was present in almost every depot and yard, with 1193 examples being built at Derby, Doncaster, Darlington, Horwich and Crewe. Today, around 135 still operate on the mainline network and with spot hire companies and contractors. Another 27 are used on industrial sites across the UK. They are the most widely preserved loco in the UK, with over 80 to be found on heritage railways. Most are used as shunters along with providing motive power for some heritage line services.

emerged on 11 October 1952 and was allocated to Tyseley shed, 84E, in Birmingham. Further orders soon followed, with some variations in engine and generator sets, trialling equipment by Blackstone, GEC, British Thompson Houston and Crossley. Eventually, the English Electric engine (now producing 350 horsepower) and generator became the preferred choice, with just 171 having alternative engines and traction equipment out of the 1193 that were built. The loco was air braked, with vacuum brakes provided for train use.

The standard 08 design originates from an LMS loco. Between 1931 and 1934, they ordered nine prototype 0-6-0 diesel shunters of varying designs. One was based on a 300 horsepower English Electric 6K diesel engine with two axle mounted traction motors. This became the preferred design and the LMS produced a batch from 1935, numbered 7059 - 7068. Further loco building was postponed by World War 2, but a further, slightly modified design was produced between 1945 and 1952, which eventually became the BR Class 11.

The basic design consisted of the engine and generator in the main body of the loco with the radiator and fan, known as the cooling group, at the front. The large fuel tank was placed just in front of the cab, with a header tank above. Battery boxes, along with the vacuum exhauster and air compressor were mounted in boxes along the running boards. The front steps were specifically designed to allow shunting personnel to ride on them whilst the loco was moving around yards.

After nationalisation, the British Transport Commission looked at shunter design and based the final loco on the LMS type, although it incorporated elements from prototypes built by the other pre nationalisation railway companies. The final model included the English Electric 6k engine, although provision was made with engine and equipment mountings to allow other manufacturers equipment to be installed. The loco was 29ft 3in long, with an 11ft 6in wheelbase. The wheel diameter was increased to 4ft 6in with a total weight of 49 tons, giving an axle load of 16 tons. The top speed was designed to be 20mph, although a variant, the Class 09, was produced for the Southern Region. The higher gearing on this batch of 26 gave a top speed of 27.5mph, as requested by the Southern operations department, as the locos were intended for use on freight trips on main lines, and the higher speed was considered essential to avoid problems with passenger service timings. The first order, for 25 locos, was placed in 1950 with Derby Works, where previous LMS shunters were built. The engine, traction motors and control equipment came from English Electric and the first loco, No 13000,

The first locos introduced were painted in BR black, with red bufferbeams and the lion on wheel BR logo on the engine room doors. Progressively the standard BR livery green was applied, with the later lion and wheel logo applied to the engine room doors or battery box. Early additions to the livery included various trials of higher visibility warning panels on the loco ends. First attempts included black and white stripes on the ends of 13297, progressing onto a black and yellow chevron on the lower half, known as a ‘wasp end’, trialled on D3682 and D3683 at Doncaster in 1958. These proved effective and from 1962 wasp ends were applied to locos during overhauls. From 1967 the livery changed again, with the emergence of the new BR blue livery, and full wasp ends and a white double arrow. Also during the late 1960’s, the new BR loco classification was introduced, with the standard shunters becoming 08 class, the Southern Region higher speed locos classed as 09, and the batch fitted with Blackstone engines and GEC electrical equipment became Class 10. The five digit TOPS renumbering commenced in 1973, and the majority of locos were renumbered within a year, although the Class 10’s had all been withdrawn by this time.

Over their heyday, the 08’s have seen various modifications and alterations, from a lowered body to basic additions made by depots such as nameplates and liveries. The most unusual included the lowered cab and superstructure of five locos based at Llandore depot, in order to allow working on the restricted clearances of the Burry Port and Gwendraeth Valley line in West Wales. When air braked rolling stock became much more widespread in the 1970’s, the fitting of air brakes took place across most of the 08 fleet as they were sent for overhaul. Southern Region locos often had high level pipes fitted to allow easy connection to the waist level pipes used on their multiple units.

Shunter Specifications Wheel arrangement

0-6-0

Weight

49.6-50.4 tonnes

Height

12ft 8” 3.88m

Width

8ft 6” 2.59m

Length

29ft 3” 8.91m

In 1965 three pairs of 08s were transformed into Class 13 units, specifically for the hump shunting yard at Tinsley, Sheffield. Each pair were semi permanently coupled together with one cab removed and both controlled from the rear cab. With a reduction in traffic the hump yard closed in 1984 and all three were scrapped. The durability of the locos is evident from the remaining examples in use, the oldest is 13000, the first of the class, built at Derby in 1952 and currently based at Peak Rail in Derbyshire. Over 50 others built in the 1950’s are preserved, and the oldest working example on the mainline network is 08389, a spot hire loco owned by Harry Needle.

Wheelbase

11ft 6” 3.5m

Wheel diameter

4ft 6” 1.37m

Min curve radius

3 chains 60.35m

Engine

English Electric 6KT inline 6 cylinder

Displacement

5,655 cu in 92.67 Ltr

Bringing the class into the 21st century, two are currently undergoing conversion to alternative power sources, D3802 (08635) is being rebuilt with a hydrogen-battery hybrid traction system in a joint project by the University of Birmingham’s Vanguard Sustainable Transport Solutions and the Severn Valley Railway. A start up rail engineering company, Positive Traction, has rebuilt 08308 with battery power for zero emission shunting, which is currently undergoing trials. Although just over 20% of those built remain in service the class shows no sign of being retired anytime soon.

Power output

350hp 261 Kw

Max speed

15-20mph (09 class 27mph)

Tractive effort

35,000lb 156 Kn

Main Generator

EE801-8E or EE801-14E

Brake force

19 tonnes

Most of these images come from the Trevor Davis Collection. This is held by Trevor and marketed by The Transport Treasury. The collection consists of over 90,000 images taken by a group of friends in John Tolson, Graham Taylor, Brian Walker and Trevor Davis himself.

Fuel capacity

668 gallon 3040 ltr

Engine oil

45 gallons 204 ltr

Cooling water

140 gallons 635 litres

Route availability

5 or 6

One of the LMS shunters built in 1947 that the 08 class was based on, 7126, later numbered 12039 under BR, is seen at Saltley in June 1948. It is still awaiting its new British Railways livery, along with the unidentified shunter behind and the Fairburn 2-6-4 tank in the background. Some external differences between this and the 08 class are apparent, the air whistle above the cab window, which was often replaced by an air horn under BR, and the ladder to access the radiator filler. As electrification expanded the ladders were removed, and replaced with pipes running down either side of the grille, enabling the radiator to be replenished from ground level, a tube fitted to the top right hand side indicated the level. No train coupling brake pipes are fitted, air brakes were installed for the loco only. The loco was eventually withdrawn in 1968 and scrapped at Bescot in 1969. (J. S. Cockshott Archive)

This scene at Derby Works on 10 June 1958 shows the just outshopped D3520 (08405) with the famous North Midland Railway offices and clock tower in the background. There’s a wide variety of rolling stock, including a small crane. Note the radiator access ladders, which were removed from the class when electrification became widespread, replaced by filler pipes on the front panel. The North Midland Railway offices, and the roundhouse behind, were saved from demolition at the last moment and are now part of the Derby College campus. The loco is still in service, as part of the RSS spot hire fleet. (Alec Swain)

One of three experimental shunters designed by Richard Maunsell of the Southern Railway and built at Ashford in 1937, using English Electric traction motors and their 6K engine that would end up in most of the 08 class. The proved to be successful and a further order was placed, but cancelled due to the outbreak of World War Two. Under British Railways in 1948, 26 of a modified design were built and became the BR class 12. The three pre-war locos were withdrawn in the mid-1960s, with 15201, seen here at Eastleigh in 1965, being scrapped in 1969. (Trevor Davis)

Built at Derby and entering service in the Autumn of 1949, at a cost of £15,000, 12058 is seen here at Willesden DED (District Electric Depot) in March 1966. Externally very similar to later build 08 class locos, some minor differences are evident such as the smaller fuel gauge and larger battery boxes. Even in a busy main line depot such as this, it can be seen that wooden track keys, securing the rail into the chairs, were standard at the time. 12058 never saw the introduction of the TOPS numbering system, being withdrawn in April 1971 and scrapped two years later. (Trevor Davis)

Arriving at Fort William for a pick up freight on 22 July 1967 is D4098, with just a brake van, later in the day it will pick up several wagons for the return journey. Arriving in service at Perth in 1961, it worked its way south, being allocated to Eastfield in Yorkshire in 1970, followed by Willesden, eventually being scrapped in 2011. (Trevor Davis)

This grimy scene is Clapham Junction in March 1968, as D3045 shunts a mixed rake of goods wagons. Having been repainted a month prior to the photo being taken in the then fairly new BR blue livery, it makes a stark contrast to its surroundings. Built in Derby in 1954, D3045 spent its working life in the south east, but travelled to Glasgow for scrapping in 1976. Even though steel track securing keys had been in use for many years, wooden keys are still being used here to fasten the rail into the chairs on these busy lines. (John Tolson)

Brighton Kemptown Goods Yard is where D3669 is seen on 3 April 1969 with a rake of 16 ton mineral wagons. This branch, which diverged from the Brighton to Lewes line, was operated pre- grouping by the the London, Brighton and South Coast Railway, and was downgraded to goods only in 1932. Bomb damage to a viaduct halted services in World War Two, but post-war, British Railways kept the branch open as the main Brighton goods depot was already congested. With the downturn in railway traffic it finally closed in 1971. The tunnel portal can still be seen, behind a self storage building, as an industrial estate now occupies the site. (John Tolson)

A snowy scene at Horncastle on 19 February 1970 as D4075 carries out shunting duties, with the guard uncoupling the brake van. At its peak, the station had several private sidings for various agricultural businesses and a busy goods yard. Despite considerable local opposition, the station closed to passengers in 1954. When this photo was taken, closure was approaching and the run down state is apparent, with the station buildings apparently used by an agricultural machinery workshop judging by the equipment in the yard. The freight service ended in April 1971 and the site is now a housing estate. (John Tolson)

The shunter’s step can be seen in use on 12109 at Plaistow in March 1970. The yard with the rows of bagged coal shows the amount still being consumed in London, despite the Clean Air Act of 1956. Note the horizontal lifting lugs on the front bufferbeam, which was a feature of a number of the 12xxx and 13xxx numbered locos. (John Tolson)

A frosty morning at Ramsey North on 31 December 1970 for 3409 (08339). The station, between Peterborough and Huntingdon, was opened by the Great Northern and Great Eastern Joint Railway in 1863, closed to passengers in 1947, with freight operations finishing in 1973. The building behind the Bedford HA van was the somewhat rudimentary station building. Built at Derby in 1958, D3409 was withdrawn in 1984 and scrapped a year later. (John Tolson)

The permanent way crew are seen here unloading rails for relaying on the Wenford Bridge Branch of the Bodmin and Wadebridge line in Cornwall on 29 September 1971. The rails on the flat wagon are attached with chains and wire cables to the existing track and are pulled off as D4009 (later 08841) moves forwards. Although high visibility waistcoats were first introduced on BR in 1964, they weren’t compulsory until 1974, with only one of the team wearing one in the photo. The branch had some very tight curves and narrow clearances and 08s were a common feature. The branch was built solely for clay industry traffic, but closed in 1983. (John Tolson)

Two different styles of BR blue livery are shown here at Swindon on 7 October 1971. On the left, 4121 (08891) has both the number and double arrow cabside, the newly outshopped 3606 has it in the more usual place, on the inspection doors to the generator. The red connecting rods on 4121 can be seen on some examples of the fleet through the 1980s. Although 3606 was scrapped in 1991, 4121 survives in service with Freightliner at Ipswich, after an extensive overhaul by Nemesis Rail in 2021, and carries Railfreight orange livery. (Graham Taylor)

A very grimy 09005 is seen at Waterloo on 5 April 1975, working as the station pilot. A large quantity of BRUTES (British Rail Universal Trolley Equipment) are on the platform behind, a common sight on many stations of the era. Introduced in 1964, they were used for moving parcels and newspaper traffic, speeding up handling times as they could be loaded at the station and then wheeled onto the train. The extra marker lights and high level air pipes particular to the Southern Region can be seen in the grime on the front of 09005. (Trevor Davis)

Westbury Station on 26 April 1974 sees 08668 (D3835) with a freight train, tailed by 47157, passing a semaphore with the active signal describer indicating ‘Up Loop’. The yellow stripes on the BR brake van signify it is fitted with a guard’s air brake setter valve. The siding in the distance under the bridge contains a rake of stone hopper wagons. (Graham Taylor)

In a very scruffy BR Green livery, 12122 is seen at Blaenavon open cast site with 12099 in a very faded NCB orange livery on 29 July 1975. Both seem to have undergone hard working lives at Blaenavon, with 12122 missing a cabside window and some marker lights, alongside bent cab access steps and handrail. Built at Darlington in 1952, most of its BR days were spent in Hull and Immingham until withdrawal in 1971. It then spent several years working at Blaenavon Colliery until it was finally scrapped in 1985. (John Tolson)

A view of 12099 and 12122 from the other direction, again on 29 July 1975. 12099 appears to be in better condition than 12122, with less wear and tear. Built in Derby in 1952, it was withdrawn by BR in 1971 and arrived at Blaenavon in 1972, followed by Cwmbargoed and West Yorkshire, before being withdrawn in 1989. It is now preserved at Kidderminster on the Severn Valley Railway. (John Tolson)

Vauxhall station milk dock in November 1975, 09002 with a single milk tank being unloaded. Milk was unloaded on the platform to storage tanks below ground level, before being pumped through a subway under the road to the United Dairies Vauxhall Depot. Milk arrived at Clapham Junction, often in mixed trains, and many were split there due to the limited platform length at Vauxhall. The coiled pipe hanging above the worker’s head is for the steam lance used to clean the tanks after unloading. Residue from cleaning went straight onto the track, no doubt making the area rather pungent. The cab end carries the six marker lights of a Southern Region loco along with SR high level air brake pipes. Built at Darlington in 1959, 09002 was purchased by the South Devon Railway after being withdrawn, then bought by Harry Needle Rail at Barrow Hill. (Graham Taylor)

This unconventional looking loco, wearing its departmental number ADB966506, is one of several withdrawn class 08s converted to snowplough use. Formerly D3078 / 13078, it was converted at Doncaster Depot in 1973/1974. The connecting rods were removed and, as can be seen, the radiator grille was blanked off, though the power unit was kept to retain some weight in the unit. Some accounts say the conversions were less than successful, certainly they were short lived, with many being scrapped in 1979/80. (Graham Taylor)

A very battered and rusty D3497 sits on the quayside at Fowey, out of use and being stripped for spares. The English China Clay company obtained several 08s when they were withdrawn, where they were subject to a life of little maintenance and numerous clay wagons. The loco remained on the quayside for several years before being scrapped in 1990. (John Tolson)

Sat under a loading gauge at Doncaster Works in August 1977, 08510 has recently emerged from the paint shop. The gauge attached to the front step appears to be connected with a hose to the air tanks, which are under the front bufferbeam. The loco appears to have had its vacuum brakes removed, as only air pipes are evident on the front bufferbeam. (Graham Taylor)

Just out of the paint shop at Doncaster on 14 August 1977 is 08331. The lettering on the side of the running plate refers to fittings below, towards the centre are a hand lamp socket and heating return drain, under the fuel tank are the fuel oil drains, for the service tank on the left and main tank on the right. At the very rear is the fuel tank filler. This lettering didn’t appear on all examples in BR blue and rarely on other liveries. (Graham Taylor)

Just the frames and cab of 08372 are in evidence here at Doncaster Works on 14 August 1977, which appears to be undergoing a full overhaul, mounted on a works road trailer. There are still controls in the cab, although all the brake pipes and even the fuel tank filler has been removed. Built at Darlington in 1957, 08372 worked mostly in the north east of England and survived until 1985, returning to Doncaster for scrapping. (Trevor Davis)

The blanked out number here is 08247, replaced by PO1 when the loco operated as the depot shunter at Polmadie, a depot on the south eastern side of Glasgow, which stables and cleans sleeper train stock. Built in 1956 at Darlington, it spent most of its working life in Scotland and Northern England, though its final journey was to Swindon for scrapping in 1981. Note the piles of brake blocks in front of the loco, these were a consumable part that needed changing regularly. (Graham Taylor)

The unusual sight of a loco with two British Railways lion and wheel logos, on 08528 (D3690) at Ripple Lane TMD, East London on 6 November 1977. It was built in Darlington in 1959, still with wooden cab doors, as metal ones were not introduced until 08705 (D3872) onwards. The loco also has the air brake equipment cabinet between the battery box and fuel tank. It was based at Stratford depot during the 1970s and 1980s, working as the Liverpool Street Station pilot. Withdrawn in 2005 it is preserved on the Derwent Valley Railway. (Graham Taylor)

Based at Stratford depot, the well turned out 08531 was a long term station pilot at Liverpool Street Station, where it can be seen in December 1977 shunting a rake of CCT (Covered Carriage Truck) parcel wagons, with an unidentified carriage at the rear. The loco is now operated by Freightliner at Felixstowe North Intermodal Terminal and carries Freightliner Powerhaul livery. (Graham Taylor)

Bricklayers Arms Goods Depot was originally a station, opened by the London & Croydon and South Eastern railways, but became a goods depot in 1852 when passenger traffic moved to London Bridge Station. On 22 January 1978, 08378 (D3463) is moving GUV (General Utility Van) and other parcels wagons in the yard. The adjacent depot served as an important refuelling point during the steam era, but closed in 1961, with the goods depot continuing until 1981, when the entire site was sold for redevelopment. The same year saw 08378 withdrawn and taken to Swindon for scrapping. (Graham Taylor)

The works at Cardiff Canton are the location for this July 1978 photo of D3019. The centre wheel set, connecting rods and shunter’s step have been removed. Although it was allocated the TOPS number 08012 in 1973 it was never actually added to the loco, as it was withdrawn the same year, starting a new life in the South Wales coalfields. It worked at Gwaun-cae-Gurwen coal washery in South Wales until 1990. Initially moved to the South Yorkshire Railway, it is now in service at the Cambrian Heritage Railway, Oswestry. (Trevor Davis)

Carlisle was one of over 30 destinations for BR sleeper services in the 1970s, and 08844 can be seen shunting two sleeper carriages at the station on 8 April 1978. Carlisle and Barrow in Furness were destinations on the Euston - Glasgow service and during the late 1970s BR sleepers carried over 750,000 passengers a year. On the left of the photo the concrete lamp post carries a GEC Z8288 fluorescent light with the station name on the diffuser, once a common sight across the railway network. (Graham Taylor)

This well weathered example is 08431 Runcorn at Northwich on 3 March 1979. With dented step, handrail and radiator shutters it certainly seems to have experienced life. There appears to be a fishplate bolt lodged in the pole socket on the shunter’s step. The socket in the rear corner of the step corresponds with a spring clip above it just below the running board where a shunter’s pole could be stored. Built in Derby in 1958, 08431 was stationed at various locations including Aberdeen, Leith and Derby, finally being scrapped at Allerton in 1987. (Graham Taylor)

The famous traverser inside Swindon’s ‘A’ shop is the location here, as 08529 is prepared for departure, on 5 March 1979. Regular visits to the Works were possible during the 1970s and this was presumably one of those events, as evidenced by the gentleman in the tweed attire. Note the large smoke extraction hood over the one end of the traverser. Booths of Rotherham scrapped 08529 in 2008. (Graham Taylor)

The bare bones of 08001/13004 are sat alongside a building at Swindon Works in March 1979, with most components having been removed. A very early example, built in Derby in 1952, it was finally withdrawn from Gateshead in June 1978 and taken to Swindon, where a large number of 08s were scrapped during the late 1970s and early 1980s. The locos were first taken into the workshops and stripped for spares, then moved to a scrapping yard area outside where the final wheels were removed and they were cut up. (Graham Taylor)

Swindon Works A shop has a row of shunters under repair on 5 March 1979. Alongside 08921 are three other unidentified 08s as well as two 04 class shunters in Ford livery. After being withdrawn in the late 1960s and early 1970s, several 04s were purchased by Ford for use on the internal rail network at their Dagenham plant. The rails for the workshop wide traverser can be seen at the front of the photo. (Graham Taylor)

Photographed outside Swindon Works in 1979, 08529 is in ex-works condition, fresh from the paint shop. Built in Darlington in 1959, it had air brakes fitted in 1971. Although, like the rest of the class, the radiator filler access ladder has been removed, the adjacent handrail is still in situ. The red painted hand light socket point can be seen between the centre and rear wheels, just above the engine oil sump drain cock. This example still has an air whistle rather than a horn, located above the front cab window. After spending its working life at Hornsey, Hitchin and Finsbury Park, it was condemned in 2005 and scrapped at Booths of Rotherham in 2008. (Graham Taylor)

Although 12071 was owned by the National Coal Board (NCB) at this point, in March 1979, it has still been returned to Swindon for overhaul. It carries the NCB livery of blue bodywork and yellow cab, with the NCB fleet number painted on the fuel tank access panel. Built at Derby in August 1950, it was withdrawn in 1971 and worked at Nantgarw Coke Works and Aberaman Coke Works, before being withdrawn after mechanical failures. Initially preserved at the South Yorkshire Railway it was stripped for spares to restore 12082, before being broken up in 1995 by Coopers Metals of Sheffield. (Graham Taylor)

Consett Steelworks in County Durham is the location for the ‘County Durham Crusader Railtour’ on 19 May 1979. 08081 is moving the stock around the steelworks yard before 37085 takes the tour on to South Pelaw Junction and Washington. Several of the bystanders appear to have found more interesting subjects than the tour, pointing their cameras in other directions around the soon to close steelworks. Although people appear to be wandering the tracks at random, several stewards in orange high vis waistcoats are stationed alongside the operating area. The RPPR headboard has even made it onto the shunter for the short trip. Railway Pictorial Publications Railtours were a frequent operator of main line tours through the 1970s and 1980s. (Trevor Davis)

A number of 08s were converted to snowplough use, but the conversion caused problems; on some locos the traction motors had been removed, which raised the centre of gravity, and the cranks and side rods had been removed but the balance weights were still part of the wheels, causing them to be unbalanced at speed. In the photo the blanking plates for the radiator grille can be seen along with the heavy front framework that the plough was mounted on. ADB968011 was formerly 08119, built in 1955 at Derby, and is seen here at Doncaster in July 1979, where it was scrapped less than a year later. (Trevor Davis)

The more conventional British Rail snowplough can be seen on the left of the photo; known as an independent snow plough, they were built on the tenders of redundant steam locos, and there are still around 20 in service with Network Rail today. The lettering beneath the departmental number on ADB968011 says ‘Max 40 MPH’, although there are accounts of these ungainly 08 conversions being unstable at lower speeds and of derailments when used for ploughing. (Trevor Davis)

One of the more unusual tasks for an 08 class was piloting this replica of Sans Pareil in the Rocket 150 celebrations on 24 May 1980. The replica was built by BR apprentices at Shildon Works, where it is now displayed in the National Railway Museum’s ‘Locomotion’ centre. Initially Sans Pareil had operating problems so it was hauled by 08815 on the first morning of the event, but managed to operate successfully on its own later in the day. The 08 pilot did not survive however and was scrapped in 2005. (John Tolson)

Felixstowe docks is the location for this November 1980 photo of D3489 Colonel Tomline, which was purchased in 1969. It was retired in 2001 and is now on the Helston Railway in Cornwall, in BR black. The loco, and its replacement, are named after the founder of the Felixstowe Railway & Pier Company. Note the twin air horns, an unusual feature. BR locos were usually equipped with a single horn, or whistle. In the background are Mk1 Transit and Morris Minor vans, both appear to be fleet vehicles, the Morris being at least 9 years old at this point, production stopped in 1971. (John Tolson)

Sat on the outdoor traverser at Swindon on 26 August 1981 is 08689 in ex-works condition. With several access panels removed part of the engine can be seen, with the individual covers to access the crankcase. The main generator assembly is behind the 4 air louvres. At this overhaul the loco had air brakes fitted and the vacuum brake system removed. It remained in service for another 25 years, finally being withdrawn in 2007. (Trevor Davis)

The cutting line at Swindon on 26 August 1981, with 08294 nearest the camera. Behind it are 31017, 25070, 25263, 08084, 08126, 25040, 08280, 08124 and 08366. All have been partially dismantled for spares, although the engine remains in 08294. Built at Derby in 1957, it remained on the cutting line for several months, until December 1981. (Trevor Davis)

Clapham Junction is the location for 09005 as it shunts a mixed train in June 1985, with a GUV (General Utility Van) with TOPS code NJV nearest the loco. Note the oxygen bottles and permanent way trolley left in the triangle between the running lines. In the background is the long footbridge connecting the station’s 17 platforms. (John Tolson)

The apparently recently painted 08556 is seen here at Marylebone on 16 November 1985 in Chiltern Line livery, with 08422 behind. A cable is seen running from the battery box into the cab, possibly for battery charging. The bright blue stopcock and pipe adjacent to the front coupling are the radiator drain valve and outlet. Withdrawn in 1990, 08556 is now located on the North Yorkshire Moors Railway, 08422 was scrapped at Birds of Long Marston in 1988. (Graham Taylor)

Marylebone Station on 24 November 1985 sees 08422 shunting 4498 Sir Nigel Gresley during a steam excursion. Post the end of BR steam services, 4498 was the first steam loco allowed into London, and Marylebone was the location for the locomotive’s naming ceremony in 1937. The additional logo next to the double arrow on 08422 is the “Chiltern Line” logo. It was scrapped at Birds of Long Marston in 1988. (Graham Taylor)

Derby Works is the location for this shot of 08757 on 18 January 1986. A new sign using the standard Rail Alphabet font now adorns the front of the former North Midland Railway offices, now home to Derby College. The footbridge accessing the Works has been demolished and much of the area behind the loco is now a car park. The photo was taken from the station platform. Built at Horwich in 1961, 08757 is now in service at the Telford Steam Railway. (John Tolson)

Carrying an Express Parcels livery, 08721 Starlet is seen here at Manchester Piccadilly on 5 September 1987. Built at Crewe in 1960, 08721 is now owned by Alstom West Coast Traincare and is used as a depot shunter. (John Tolson)

Marylebone was one of the few London termini where steam excursions were allowed through the 1970s and 1980s and on 27 April 1986 4498 Sir Nigel Gresley is seen at the platform with ‘The Shakespeare Limited’, whilst 08556, wearing green Chiltern Line livery, shunts 4472 Flying Scotsman. The two locomotives operated together on this route to Stratford Upon Avon several times during the 1980s. The area in front of the Rossmore Road bridge has changed dramatically since the photo, during the 1990s remodelling the taxi access ramp was removed to create two new platforms and the area where the photographer is standing was sold for development. (Graham Taylor)

Another of the five lowered height conversions for the Burry Port & Gwendraeth Valley line, 08994 Gwendraeth, is seen here at Landore in April 1988. The batch were all modified to air brake only operation, boltholes in the bufferbeam can be seen to the right of the left buffer, where the vacuum pipe was removed. Two of the class survived, 08993 Ashburnham, which is in operation at the Keighley and Worth Valley Railway, and 08995 Kidwelly, which has returned to the line now that a preservation group has started work to restore the route.

One of a batch of five 08s modified with a reduced height to work the Burry Port & Gwendraeth Valley line between Llanelli and Burry Port, originally numbered 08687. The route closed to passengers in 1953, with coal traffic continuing until 1998. Built on the route of an old canal, it had restricted clearance in several places. Previously operated by lowered Class 03s, the 08s were converted in 1986/7 with a cab height of 11ft 9in, rather than the standard 12ft 8in. All were renumbered, from 08991995, and given names of route locations, with a cast cabside nameplate. Seen here at Pantyffynnon in 1988 carrying Trainload Coal livery, 08995 Kidwelly was converted at Landore in 1987 and fitted with headlights front and rear for ungated crossings on the route. One of the five survived, 08993 Ashburnham, which is in operation at the Keighley and Worth Valley Railway. (Bob Wallen)

Based in South Wales for most of its working life, 08898 was built at Horwich in 1962. Shortly after this photo was taken in April 1998 it met a disastrous end when it was somehow rostered for the Burry Port line, for which a batch of five 08s had been specially converted to fit the restricted clearances. The entire superstructure was pushed forward and torn from its mountings. After being recovered to Landore it was taken to Doncaster and spent a decade as a source of spares before being scrapped in 1998. The mounting brackets for the long removed radiator access ladder can still be seen at the top of the side grille of the cooling group.

The naming ceremony for 08772 Camulodunum appears to be complete at the Colchester Open Day on 2 May 1988. (Camulodunum is the Roman name for Colchester.) The notice says “How well do you know the 08? 08772 is exhibiting a deliberate mistake! Can you spot it”? The error may well be the builder’s plate, all the available records show that 08772 was built at Derby, not Crewe, as the plate indicates, although of course the error may well be out of shot of the camera. Withdrawn in 1994, 08772 is now in service on the North Norfolk Railway. (Trevor Davis)

Wolverton Works open day on 1 October 1988 sees 08011 (D3018) Haversham with wheels chocked and on display, sandwiched between two other unidentified 08s. Built in Derby in 1953, it was based at Willesden, followed by Cricklewood. In 1971 it moved to Bletchley where it was used mainly at Wolverton, frequently on Royal Train Duties. In June 1974, when renumbered 08011 in the TOPS system, it became the oldest working diesel on British Rail. The depot staff at Bletchley repainted its original green livery and added the name Haversham along with its pre- TOPS number, D3018, on the other cab side. It clocked up an impressive 38 years in BR service, was withdrawn in 1992 and is still in service on the Chinnor and Princes Risborough Railway. (Trevor Davis)

The large chemical plant owned by ICI at Wilton, North Yorkshire is the location for the May 1989 Branch Line Society tour of the Works. Here, 08503 is double heading with ex-BR class 07, 07 011 Cleveland, one of two Class 07s that operated in the plant. Note the addition white and red working lights in the centre of 08503’s radiator grill, and the shunter’s pole laid across the buffers, a common occurrence, despite the purpose made holder for it on the shunter’s steps. Both locos are preserved, 07011 at St Leonard’s Railway Engineering and 08503 at The Barry Island Railway. (John Tolson)

ICI Wilton, at Middlesbrough, on 6 May 1989 is the location for this photo of 08503. Built in 1958 at Doncaster, it spent most of its working life in Yorkshire and the north east before being withdrawn in 1988 and sold to ICI at Middlesbrough. The BR number has been retained, and it appears on the front and rear bufferbeams as well as the usual cabside location. A shunter’s pole rests across the front buffers and it carries an Instanter coupling as well as the usual screw coupling. (John Tolson)

The Southend Victoria Centenary on 28 August 1989 saw 08833 (D4001) put on display for visitors, along with several steam locos and historic items of rolling stock. Based at Stratford depot at the time it served as the Liverpool Street Station Pilot, as can be seen from the livery. Painting depot locos and station pilots in earlier BR green liveries was not unusual, the previous Liverpool Street Pilot, 08531, carried the earlier BR green, with the lion and wheel logo. The photo shows the Southern Region waist level air brake connectors clearly, with the red painted handle used for moving them. (Trevor Davis)

Sheffield Tinsley Depot had a practice of unofficially applying names to locos, and 08691 Escafeld (the old pre-Norman name of Sheffield) was no exception. Some of the fitters would hand paint the names during their lunch breaks, along with the white rose that also adorned most locos based there. Seen here at Sheffield station in October 1989, it is still in service, with Freightliner, at Ipswich. The Class 142 on the other platform (142004 - 55545 & 55595) is now in preservation, at the Telford Steam Railway. (John Tolson)

Ipswich yard, adjacent to the carriage and wagon workshops, sees 08752 shunting in January 1990 with a ‘Seacow’ ballast wagon. The wagons in the siding on the left are Mermaid side tipping ballast wagons. Introduced into service in 1960, 08752 is dual braked, with its air brakes being installed in 1968. Still in operation, it is now part of the RSS spot hire fleet. (John Tolson)

A shunter is about to uncouple a rake of 4 wheeled Presflo wagons from 08528 at Peterborough on 1 October 1990, which is fitted with an Instanter Link coupling. Presflo is short for Pressure flow and over 1,800 of these bulk powder carrying wagons were built by BR between 1954 and 1961. Predominantly designed to carry cement, though some were used for salt, fly ash and powdered slate, they had compressed air pumped into them to loosen the powder for ease of removal. Before moving to Peterborough, 08528 spent most of its main line life on the Eastern Region, including much of the 1970s and 1980s as Liverpool Street Station pilot, and is now preserved at the Derwent Valley Light Railway. (John Tolson)

This unusual location for a loco is a short length of isolated track at Lincoln Station, between the platform and High Street crossing signal box. D3167 spent most of its working life at Lincoln Central Station, was withdrawn in 1988 and sold to Lincoln City Council. For several years it stood on this plinth before being transferred to the Lincolnshire Wolds Railway on long term loan in 1994. (John Tolson)

Lion, formerly 08022, is one of a pair that were purchased by the Guinness Company of Park Royal in 1985 after withdrawal by BR. The other was 08060, renamed Unicorn. They arrived at the same time as a contract was agreed between Guinness and Railfreight to transport keg beer from the Park Royal Brewery. Overhauled in Swindon and delivered via Old Oak Common, they continued in service at Guinness until 1998 when they were purchased by the Cholsey and Wallingford Railway. Photographed at the Old Oak Common open day in August 1991, where 59001 Yeoman Endeavour can just be seen in the background. The latter was the first American main line diesel built for operation in the UK and the first privately-owned main line diesel in the country when it started operation in 1986 with Foster Yeoman. (John Tolson)

The stabling point at York sees 08776 parked on 27 February 1992. Carrying the Railfreight grey livery, complete with an aluminium double arrow on the battery box side panel. The black hoses are for refuelling locomotives, the orange cover behind the cab steps is the fuel filler. When an 08 is connected for refuelling, a transfer pump on the locomotive moves the diesel into the main tank. Built in March 1960 at Derby and entering service as D3944, it spent much of its working life in the north, at Hull, York, and Toton, before being withdrawn in 2008 and scrapped at Booths of Rotherham in 2011. (Trevor Davis)

Wearing a somewhat unconventional livery, 08526 is seen here at Harwich Parkeston Quay on 6 June 1992 with a rake of car transporter wagons, carrying Austin Montegos and a Metro, presumably destined for export. The loco number has appeared on the battery boxes, and all the handrails and access panel handles have been painted white, which occurred on a few other examples, though rather more than the black and yellow hazard stripes painted on the connecting rods, which were most likely a locally applied feature. (John Tolson)

The rear end view of D3489 Colonel Tomline with a BLS ‘Port of Felixstowe’ rail tour on 18 April 1993, made up of two brake vans, showing the red and white chevron end. The electrical conduit for the rear marker lights and the fuel filling line are painted in a similar orange colour to the one used for them under BR. (John Tolson)

Another image of D3489 Colonel Tomline at Felixstowe Docks, although by 18 April 1993 it has received a new, but still somewhat garish livery. The orange pipework is electrical conduit tube. The clamp on the rear section of the connecting rod attaches to a crank that is connected to a Smiths Distance Counter mounted on the frames between the two rear wheel sets. (John Tolson)

RFS 002 Prudence, formerly 08164, is seen at Doncaster on 17 September 1993. The age of the Works is illustrated by the water tower in the background, built c.1860 for the Great Northern Railway. An unidentified RFS class 20 can be seen on the left. Doncaster Wagon Works became the first part of the national rail engineering operations to be privatised on 16 October 1987 when it was sold to the newly formed company, R. F. S. Industries Limited. (John Tolson)

The rather eye catching orange livery applied to 08715 was an experiment at making the loco more visible at its Stratford LIFT (London International Freight Terminal) home. LIFT was opened in 1967 on part of the old Great Eastern Stratford works site and handled freight going to and from the continent via Dover and Harwich. Note the additional vacuum exhauster boxes on the running plate in front of the battery box and the dented bufferbeam end. This was one of the last 08s that only had vacuum brakes fitted, which limited its usefulness, and it ended up in long term storage with EWS at Currock Wagon Works in Carlisle, where it was claimed to have been in regular unofficial use until the Works closed in 2007, being scrapped in 2009.

The distinctive livery of Powell Duffryn, who operated several collieries in South Wales, was carried by several of the 08 class. Although this photo was taken at the South Yorkshire Railway in August 1994, D3019 worked at Gwaun-cae-Gurwen washery in South Wales from its withdrawal in 1973 until 1990. Initially moved to the SYR it is now in service at the Cambrian Heritage Railway, Oswestry. Built in 1957 it has a wooden cab door and window, although it’s unclear why there is a large hole cut in the cab door. (Trevor Davis)

Meadowhall, on the South Yorkshire Railway, is the location for this photo of 08436 in August 1994. Built at Derby in 1958, it was stabled at Aberdeen, Inverness, Doncaster and Immingham before being withdrawn in 1992. Apparently under restoration, with a freshly painted bufferbeam and front handrails, but missing the rear half of the connecting rod and with a noticeable bend in the running plate. Now based on the Swanage Railway in Dorset with a BRML (British Rail Maintenance Ltd) Eastleigh Works livery. (Trevor Davis)

A rake of assorted wagons, including a departmental engineer’s wagon, is being shunted at Newport by 09015 (D4103) on 23 September 1994. Built at Horwich in 1973 its early life was spent on the Southern Region, like the rest of the 09 Class; it is now preserved on the Avon Valley Railway. The building in the background is the Newport City Council office, built in 1937 and designed by Thomas Cecil Howitt, a prominent architect of late era Art Deco public buildings. (John Tolson)

A shunter is standing by with shunting pole to uncouple 08879 Sheffield Children’s Hospital from an unidentified Class 47 in Railfreight Distribution livery at Sheffield Tinsley in October 1996. The Yorkshire white rose was the logo for Tinsley and was originally carried by Railfreight Distribution and Trainload Freight locos allocated there. Named in April 1996, 08879 is still in service, but no longer carries the name. Now owned by Harry Needle it operates as a hire loco at Hope Cement Works in EWS livery. (John Tolson)

The Derbyshire Peak District was the location of one of the UK’s very early railways, the Peak Forest Tramway, which opened in 1796. The line ran past Dove Holes Quarry, where 08915 can be seen shunting a rake of RMC bogie roadstone hopper wagons on 17 July 1997. Although the Tramway closed in 1920, the route through the quarry is still operating, as the freight only Great Rocks Line. Built at Horwich in 1962, 08915 was withdrawn in 2004 and is preserved at the Stephenson Steam Railway in North Tyneside. (Trevor Davis)

Originally the 08 class were fitted with a standard screw link coupling, however as buckeye couplings became more widespread, issues arose with shunting this stock, especially HSTs. The remedy was a dual coupling system with a drop down knuckle coupler behind a standard screw or Instanter coupling, allowing either to be used. This example, with the buckeye painted red, is on 08834, moving the ‘Pride of the Nation’ Mark One excursion carriage set owned by Riviera Trains in May 2000. Other coupling modifications, including a variable height coupling at Wolverton Works, were seen over the years. (John Tolson)

It appears that 08480 is recently out of the paint shop, seen in the distinctive EWS livery at Toton Depot, Nottinghamshire on 30 March 2003. The air brake pipes can be seen hanging from the rear bufferbeam, they were fitted in 1977, when the vacuum brakes were removed. It is coupled to a BYA steel coil carrying covered wagon, fitted with a sliding roof. The small access panel that can be seen open houses the battery isolator. The loco was repainted in to a “reverse EWS” livery some years later, an all over sand colour, sporting a wide maroon stripe along the centre with “Toton No 1” in large sand coloured lettering. The loco is currently owned by Railway Support Services (RSS) as part of their spot hire fleet.

The difference between standard 08s and the reduced height 08 class locos specially modified for working the Burry Port & Gwendraeth Valley line between Llanelli and Burry Port can clearly be seen here, with 08995 Kidwelly in front of 08798 at Margam on 15 August 1993. As can be seen, the cab door has been reduced in height by a few inches as well as giving the loco a much flatter roof profile. The headlight on the cab back panel was fitted to illuminate the ungated crossings on the route. Modified in 1987, 08995 Kidwelly was withdrawn in 2013 and spent several years with EWS, but recently returned to the Gwendraeth Valley line with a heritage group who plan to reopen the route.

Despite being part of the National Railway Museum’s collection, 08911 Matey isn’t sat on display, but is regularly used at Shildon, where it is now based. Built at Horwich in 1962, it was based at Carnforth, Barrow in Furness and Carlisle before being withdrawn and moved to the National Railway Museum in 2004. Seen here at York on 16 March 2007, it now carries the NRM branding on BR Blue. (Trevor Davis)

Looking well used in its faded EWS livery, 08676 Dave 2 is seen here at Didcot on 7 April 2007. Built at Horwich in 1959 and originally numbered D3843, it is now owned by the Harry Needle Railroad Company but operates on the East Kent Railway Trust near Dover. (Trevor Davis)

The cab of D3568, based at Bridgnorth, Severn Valley Railway. Very much a working shunter still, like most examples based on heritage railways, as can be seen from the notices and logbook. The main generator ammeter and speedometer in the centre are on a swivel mount to face either driving position. The brass levers either side of the console are the master switch (forwards, reverse, neutral) and the main power controller. Loco brakes are controlled by the lever directly above the control panel, with train brakes operated by the chrome lever either side of the main console. The blue pipe on the far side is hot water for cab heating. The hand brake can be seen at the lower right side of the photo. The brass handle on the centre of the console is a starting key that slots onto a starting switch on the right of the console. These were meant to be kept in a locked box in the cab.

08417 was a regular shunter of the Railway Technical Centre yard at Derby during the first decade of the 21st century. The global facilities management organisation, Serco had the contract to operate infrastructure monitoring trains at the time. But it was only just before that contract ended that this shunter was finally given the company’s house colours of red and grey; previously it had run in blue with just the company name on the side. Seen on 23 February 2010, the livery was still fresh with painted sad and happy faces standing out clearly on the buffers before shunting activity wore them away. (Andrew Royle)

When the class 13s arrived at Tinsley they retained BR green livery, with the BR logo on the master loco only, as seen here on D4500 (13003). The yard control tower can be seen in the background, it was linked by radio with the locos. During its early years the yard handled up to 3,000 wagons per day, however that number rapidly declined during the 1970s with increased road haulage and industrial demise, and the hump shunting yard closed in 1985. By this time the reduction in traffic meant that 13002 had already been withdrawn, with 13001 and 13003 both following in 1985. With no other suitable work available for them, all three were scrapped by 1986. Tinsley depot closed in 1998, the freight yard survives in a lesser capacity compared to its heyday, as the Sheffield International Rail Freight Terminal, a rail-linked distribution and goods transshipment centre. (Graham Taylor)

Another open day photo on 4 March 1978, showing 13001, the control cable connecting the two locos and the blanked off cab control panels are clearly visible, along with the extra thick buffer beams. The total weight of the two coupled units was 120 tons, 24 tons heavier than two standard 08s. Initially, all the sets were coupled cab to cab, however after a short time in service they were reconfigured to operate in tandem, as seen here. Usually, two of the units were in service with the third kept as a spare, or undergoing maintenance at Tinsley Depot. (Trevor Davis)

Shunter Memories

Compiled by Gary Essex

Shunter Memories

Compiled by Gary Essex