British Rail Class 73

History

These locomotives were ordered as part of the British Railways 1955 Modernisation plan which included the extension of the Southern Region electrification to various main lines.

They were intended as mixed-traffic locomotives, hauling parcels, freight and also passenger trains, usually on routes that included some non-electrified sections, such as boat trains.

Accidents and incidents

Description

This class of 49 locomotives were built in two batches using English Electric components. The first six locomotives were built by BR at Eastleigh works in 1962 and were numbered E6001-E6006 and classified as type JA. With the introduction of TOPS in 1968 they were to have been classified as Class 72, to differentiate from the later built units. However, instead they became Class 73/0. In the early 1970s the locomotives were renumbered 73001-73006.

Following successful trials of the initial locomotives, a production run of 43 locomotives were built by English Electric at their Vulcan Foundry between 1965 and 1967. They were initially classified as Class JB and numbered E6007-E6049. They differed slightly from the six earlier machines, most notably having an increased tractive effort as well as a higher maximum speed (90 mph as opposed to 80). Following the introduction of TOPS, they became Class 73/1 and were renumbered 73101-73142. One locomotive, E6027, had already been withdrawn following accident damage and so was not renumbered. Further changes were the use of large round Oleo buffers with a pneumatic withdrawal mechanism rather that the traditional coach style (oval) saddle buffer which relied on a pin and spring mechanism. As the JA examples came in for overhaul over the years, the saddle buffers were also replaced making visual identification of the differing machines almost impossible from a distance.

From new, all members of the class were fitted with the Pullman style rubbing plate between the buffers allowing them to close couple with Southern Region electro-pneumatically controlled electric multiple units and diesel electric multiple units for push-pull train operation - the reason for retractable buffers.

The narrow box-like body allowed use all over the Southern Region network including through the narrow tunnels on the Hastings Line.

Technical details

These locomotives were equipped to operate from the 650 or 750 V DC third-rail or an on-board diesel engine to allow it to operate over non-electrified routes.

Electrical power was gathered in the normal manner of collector shoes which ran along the top of the third rail. There are two shoes mounted on either side of each bogie which could be retracted when not in use to avoid damage as they were prone to drop out of gauge slightly when not under pressure.

A major design flaw with the class was that the traction current circuits of each bogie were not isolated. The third rail supply is generated close to the rail line and there are many areas where it changes from one substation to another. Although great effort is made to ensure the voltages are the same between sections, at the extreme ends of supply there can be very large differences due mainly to voltage drops caused by other electric trains. There are examples of fires in class 73 where the locomotive has acted as an electrical bridge between two different substations causing the traction circuit inside the locomotive to take the brunt of the huge surges in supply as trains move in and out of the sections behind and in front. This problem was particularly noticeable at junctions where conductor rails cannot be separated by a good distance and many of the class were damaged by fire caused in this manner over the years. Class 73s were well known for incredible displays of arcing at the collector shoes for this exact reason.

Power supply

Unlike the previous Southern Region Class 70 and Class 71 electric locomotives, these did not have a booster to maintain traction power over gaps in the conductor rail. However, they could move forward onto an electrified section under diesel power.

The 600 horsepower (447 kW) English Electric 4SRKT Mk II diesel engine was less powerful, but more reliable than the 650 horsepower (485 kW) Paxman 6YJXL fitted to the later Class 74 electro-diesel locomotives.

Traction control

The Class 73 uses two separate power controllers on the driver's desk; one for electric and the other for diesel power.

Multiple working

Multiple working was to the standard SR 27-wire system a design that ensured excellent compatibility. They could work with other 33/1, 71, 74, most Southern Region electric multiple units and diesel electric multiple units built 1956-74. Having electro-pneumatic control, class 73 multiple working was also possible with Blue Star coupling-coded mainline diesel locomotives of types 2, 3 and 4 - though such operational combinations were rare. Delivery of class 73/1 from Vulcan Works was with the locomotives under power, most often as light-engine moves. Many such movements also included deliveries of later-build class 20 (blue-star coded) in tow. Both locomotives would be under power with a single crew and the trip south would constitute part of the "burn-in" of both diesel engines. On such moves, the class 73 would often work into Doncaster yard, drop off the '20 and continue south to Stewarts Lane depot in South London all in a single move. As an aside here, such was the reliability of both the design and build, the '73 would often be put to work the same day of arrival after examination by the reception fitters.

Incompatible coupling codes required two locomotive crews. Waterloo - Exeter services traditionally used locomotives borrowed from the Western Region and this service was a mainstay for "Warship" class 42/43 locomotives. Over the years, this class suffered badly from vacuum train brake failures and the Stewarts Lane standby was often called to assist. 73+42 combinations have been noted leading Exeter trains as far as Basingstoke or Salisbury where the failed locomotive would be replaced. Ironically, the class 73 on electrical power was capable partner for the Warship and any delay in the service leaving was usually made-up by the time the train arrived at Basingstoke.

British Rail operations

During 1984, a small subfleet of Class 73s were dedicated to working the upgraded Gatwick Express service, which would feature a Class 73 at the southern end, a rake of air-conditioned Mk2f coaches which had been modified to carry Southern Region multiple unit control jumpers, and a Class 489 "GLV" (themselves converted from former Class 414 driving Motor coaches) at the north end. Both the Class 73 and the GLV provided power, and the trains ran non-stop between London Victoria and Gatwick Airport.

Post-privatisation operations

Since privatisation, the Class 73 fleet has been reduced in size following the large-scale withdrawals of the EWS and Gatwick Express fleets. However, many smaller operators have acquired locomotives, so their continued use is assured for the foreseeable future.

Eurostar

Eurostar owns and formerly operated two Class 73 locomotives, which were specially modified to enable them to haul a Eurostar unit. The two locomotives; 73118 and 73130, have additional coupling equipment fitted and were primarily used to rescue failed Eurostar sets, or to haul them over non-electrified routes. They were rarely used away from North Pole depot. When Eurostar moved its operations to the new Temple Mills depot and onto the overhead wiring of High Speed 1 in 2007, the Class 73 locomotives became redundant and were loaned to educational initiatives: 73130 went to RailSchool in East London and 73118 went to Barry Rail Centre in South Wales. Subsequently, when RailSchool failed, 73130 was loaned to the Bluebell Railway but is stored away from the railway.

FM Rail

FM Rail (previously Fragonset Railways) bought several redundant locomotives from EWS. Most of these were initially stored at various locations around the country, including preservation sites, such as the Mid-Hants Railway, the Peak Railway and the Dartmoor Railway. Some of these locomotives were repaired for use on these heritage railways, such as no. 73134 on the Dartmoor Railway.

One locomotive, no. 73107 "Spitfire" returned to mainline traffic in 2004 following overhaul. It was repainted in Fragonset's black freight livery, and was expected to be used on empty coaching stock moves associated with charter trains. It was regularly hired to FirstGBRf from late 2004 as cover for their fleet and was based at C2C's East Ham Depot along with the Blue Pullman Rake. In 2007 it was acquired by RT Rail and has been overhauled and repainted in a GBRf-esque livery at St. Leonards Depot.

Gatwick Express / Southern

Until mid-2005, Gatwick Express operated several Class 73s with Mk 2 EMU sets with GLV luggage vans. Most have now been withdrawn and replaced by EMUs. However 73202 "Dave Berry" has been retained as a "Thunderbird" engine to rescue failed EMUs. Along with the rest of the Gatwick Express franchise, it has now passed to Southern. The locomotive was named at Brighton Lovers Walk Depot on 11 December 2015 after Graham Stenning, the company's Apprentice Manager.

GB Railfreight

GB Railfreight is the newest operator of Class 73 locomotives, having bought six redundant Gatwick Express locomotives, numbers 73203-207 and 73209. Four of these (73204-206 and 209) have now been returned to traffic after overhaul by Fragonset at Derby. They have been repainted in the company's blue and orange livery, and named after female employees. The locomotives are primarily used on engineering trains originating from Eastleigh and Tonbridge. The former company FirstGBRf has purchased 73208 and repainted it into BR Blue. In early 2009 73207 was repainted in Large Logo Blue and used for shunting duties in Whitemoor Yard. FirstGBRf has also acquired 73141, 73212 and 73213, with all three painted in the new First Group livery; however, 73212 lacks the FirstGroup logo. 73141 was named 'Charlotte' in July 2009, which was known for being named twice in February 2009. Now operated by the Eurotunnel Group, the trains are now being de-branded from the First Group branding. 73119 was purchased from Knights Rail Services in September 2011 and returned to service in June 2012. In 2013, Class 73s 73109 and 73136 were brought by GB Railfreight. They have since been repainted along with FirstGRBF liveried 73141, 212 and 73213 at St. Leonards Depot into GB Railfreight livery.

GBRf are planning to use re-engined Class 73/9 locomotives to haul the Caledonian Sleeper. They will be used for the non-electrified sections of the route, running from Edinburgh to Aberdeen, Inverness and Fort William. The first Class 73/9 hauled stock movement for the Caledonian Sleeper contract came when 73966 worked 5B26, the lowland sleeper empties from Edinburgh Waverley to Polmadie.

Merseyrail Electrics

Merseyrail Electrics had a fleet of four Class 73/0 locomotives (Nos. 73 001, 73 002, 73 004*, 73 005 & 73 006), based at Birkenhead North TMD, for use on shunting and other departmental duties. Two, nos. 73001 and 73006 were repainted into Merseyrail's yellow livery. They were later fitted with sandite discharging equipment and reclassified as Class 73/9. The locomotives were withdrawn from traffic by 2002, and all four were later sold for preservation.

Network Rail

Network Rail inherited two redundant Gatwick Express locomotives, nos. 73212 and 73213, from its predecessor Railtrack. These were overhauled and painted in the company's blue and green livery. They are used on engineering trains associated with an upgrade of electrical supply systems on the former Southern Region.

A third locomotive, no. 73141, was originally bought for spare parts, but was returned to traffic in case of failure of one of the other two locomotives. The locomotives were later repainted into Network Rail all-over-yellow with red buffer beams.

In 2009, 73141 was acquired by FirstGBRf, with 73212 and 73213 following shortly afterwards.

RT Rail

RT Rail acquired loco no. 73107 from FM Rail in 2007, and had it overhauled and repainted at St. Leonards Depot.

South West Trains

South West Trains inherited one locomotive, no. 73109, which is used as a "Thunderbird" rescue locomotive. It was named in 1990 to commemorate the 50th anniversary of the Battle of Britain. It is affectionately known as "BoB" by rail enthusiasts.

South West Trains later expanded its fleet, by leasing two more locomotives from Porterbrook, nos. 73201 and 73235. Both are former Gatwick Express locomotives. The first of these, no. 73235, was overhauled in early 2005 and repainted in the new Desiro blue livery. It was joined by no. 73201 later in the same year. Around the same time, no. 73109 was also repainted into the new blue livery. 73109 was acquired by Transmart Trains in 2009.

Transmart Trains (formerly The Class 73 Locomotive Preservation Company)

The Class 73 Locomotive Preservation Company (C73LPC) formed in 2004 to manage locomotive 73136 at Stewarts Lane Depot, London. 73136, the last 73 operated by EWS was renamed "Perseverance", is now fully fitted with TPWS and OTMR equipment following the implementation of OTMR during the summer of 2006. The locomotive is registered for use on the national rail network and is available for either short term 'spot' hire or medium term contracts. The loco was hired to the Bluebell Railway during 2009 to assist with its Northern Extension to East Grinstead. In August 2006, the company was contracted by GBRf to repaint GBRf's 73208 into BR Blue for future use on charter work with 73136. The company has also restored 73210 at Stewarts Lane Depot, this locomotive is privately owned. The loco moved to its new home on the Mid Norfolk Railway in September 2008.

The Class 73 Locomotive Preservation Company changed ownership in 2009 and was renamed Transmart Trains in 2010. Following the takeover, the company expanded its operations and managed five Class 73 locomotives. These were 73109, 73118, 73133, 73136 and 73211. Number 73211 had been stripped for spares and is unlikely to return to service in its original form. 73133 has since been sold to a partner group of Transmart, and left Selhurst by road for a new life at Barry Island. Subsequently the loco was transited by rail to South West Trains Bournemouth Depot on long term hire.

In 2013, Class 73s 73109 and 73136 were sold on for further use with GB Railfreight. They have since been repainted along with FirstGBRf liveried 73141, 73212 and 73213 at St. Leonards Depot into GB Railfreight livery.

Cummins engines

Two locomotives, numbers 73211 and 73104, were completely rebuilt by Rail Vehicle Engineering Limited (RVEL) of Derby. The 600 hp diesel engine was removed and replaced by a pair of Cummins QSK19 750 hp diesel engines, increasing the total diesel horsepower to 1,500. The locomotives are used by Network Rail and are classified 73/9. The Cummins QSK19 is the same engine used in the Class 220 and Class 221 diesel multiple units. 73101 has been sold from preservation and will be added to the overhaul program. The first prototype of Network Rail’s new ‘Ultra73′ locomotives was unveiled on Friday 13 June 2014 at Railway Vehicle Engineering Limited (RVEL) in Derby.

MTU engines

Commencing in 2013, five GB Railfreight Class 73 were re-engined as Class 73/9 by Brush Traction Wabtec at their factory in Loughborough. The first three converted locomotives, renumbered 73961-3 from 73209, 73204 and 73206 respectively, were fitted with MTU 1,600 hp V8 engines. All existing mechanical and electrical components were removed prior to the re-fit, and the frontal appearance of the locomotives has been altered by the provision of light clusters and the installation of a more central location for the jumper cables. The dual driving positions have been retained although with a new design for the driver's controls. The refurbished locomotives will be capable of working with existing Class 73/1 and 73/2 units in either diesel or electric mode.

The first completed locomotive, 73962 (ex-73204), was unveiled on 3 August 2014 at Brush Loughborough. Another GBRF Class 73/9 locomotive, 73961 (ex 73209), has also been completed, and had undergone high-speed running tests on the Great Central Railway.

Preservation

Several locomotives have been preserved on heritage railways, where perforce they run on their diesel engines: no preserved line has third rail electrification. They are particularly popular because they have a small diesel engine and hence are efficient with speeds normally limited to 25 mph, yet they are big mainline locomotives and thus more attractive than diesel shunters with similar-sized engines. Of note are the first built locomotive, No. 73001 (an ex-Merseyrail Class 73/9), and the former Pullman locomotive, No. 73101.

73136 was rescued from a scrapyard and rebuilt by a group of enthusiasts to main-line standards. It was the first privately preserved electric locomotive to be certified for use on Network rail lines at a speed of 90 mph.