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British Rail Class 20 Locomotives
De Pip Dunn
Ações de livro
Comece a lerDuração: 500 páginas5 horas
- Editora:
- Crowood
- Lançado em:
- Mar 31, 2016
- ISBN:
- 9781785000997
- Formato:
- Livro
Descrição
The first of the English Electric Type 1 design, what we now know as the Class 20s, appeared in June 1957. With their distinctive 'chopper' engine sound, these single-cabbed locomotives soon gained a reputation for rugged reliability brought about by their simplicity and use of tried and tested components. British Rail Class 20 Locomotives looks back at the operations of these fine locomotives since 1957, covering their varied workings and duties, regional use and railtour operations. The book also covers the technical aspects and specifications of the locomotives, including liveries and detailing. This book will be of great interest to all railway and diesel loco enthusiasts. Fully illustrated with 195 colour photographs.
Ações de livro
Comece a lerDados do livro
British Rail Class 20 Locomotives
De Pip Dunn
Duração: 500 páginas5 horas
Descrição
The first of the English Electric Type 1 design, what we now know as the Class 20s, appeared in June 1957. With their distinctive 'chopper' engine sound, these single-cabbed locomotives soon gained a reputation for rugged reliability brought about by their simplicity and use of tried and tested components. British Rail Class 20 Locomotives looks back at the operations of these fine locomotives since 1957, covering their varied workings and duties, regional use and railtour operations. The book also covers the technical aspects and specifications of the locomotives, including liveries and detailing. This book will be of great interest to all railway and diesel loco enthusiasts. Fully illustrated with 195 colour photographs.
- Editora:
- Crowood
- Lançado em:
- Mar 31, 2016
- ISBN:
- 9781785000997
- Formato:
- Livro
Sobre o autor
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Pip Dunn was born in 1969 and became interested in railways in 1981. In 1984 he joined and started writing for the Class 20 Locomotive Society. Having graduated from the University of Huddersfield with a degree in Transport and Logistics in 1995, he became a writer for Rail magazine in 1996. In 2006 he became editor of Railways Illustrated, until May 2015. He took up the position of editor at Truck & Driver magazine in June 2015.
Relacionado a British Rail Class 20 Locomotives
Amostra do livro
British Rail Class 20 Locomotives - Pip Dunn
INDEX
INTRODUCTION
Surprisingly, given their longevity, very little has been written about the English Electric Type 1 diesel locomotives, better known as the Class 20s, and certainly nothing that brings an account of their full history in one text.
Of course, with a handful of locos still in traffic with main-line operators, the story of the type continues to evolve, and although at a slower pace than before, there is still new history happening for the class each year. However, at some point a time was going to come where their history was reproduced, and this book sets out to do that.
This is not a technical book, and while I touch slightly on the mechanics and design of the class, it is mainly aimed at looking at their lives, which in the main comprises their operations: where they went and what they hauled. I have also concentrated on the unusual operations they undertook, and make no excuses for covering in detail their passenger operations, as these are often of more interest to the rail enthusiast.
As I write this, the class is getting close to the end of its fifty-eighth year in traffic, and that is some feat that cannot be underestimated. The popular Westerns only amassed fifteen years, the 55s a mere twenty-one, and the Class 40s only twenty-eight years in front-line traffic. The Class 20s have eclipsed all of those in fine style.
Although it was not until 1 January 1968 that locos were given their TOPS classifications, for ease they will be referred to as ‘Class 20s’ throughout this book. Likewise it was only from 14 June 1965 that BR used the twenty-fourhour clock, but again, for ease, all trains mentioned in this text will be in this format.
Trying to fit the entire history of fifty-eight years’ worth of operation, by 228 locos, is going to be impossible in a book of this length, but I hope I have covered the main events over those years.
20189/176 wait at Skegness with the 12:54 to Derby on 2 July 1988. These were two of many locos originally allocated to Toton, but in 1983 they moved on to pastures new, to Eastfield and Tinsley respectively, but returned to their spiritual home in 1987. This was 20189’s first visit to Skegness since 1982, and it did not go to plan, as it failed on this train near Ancaster. PIP DUNN
It is certainly not the aim of this book to record pictorially every twist and turn of the fleet’s history, but through the images I hope to depict the main liveries, workings and newsworthy events that have happened over those six decades.
I have tried, where possible, to avoid using pictures that have been published before, but that is not always very easy, especially with images from the 1950s and 1960s.
Nicknamed by enthusiasts as ‘choppers’ – because of their sound, or ‘bombs’ and latterly ‘mooses’ on account of their body looking like a big nose – the Class 20s have usually had few serious followers, but likewise also gained few detractors. Crews, while they didn’t especially like driving them nose first, did appreciate their reliability, simplicity and good pulling power. As one driver at Bescot told me, ‘Class 20s will never let you down, they’ll always get you home.’
My own personal interest in Class 20s really started on a January night in 1984 when, due to heavy snowfall, the overhead lines near Carstairs had been brought down. Electrically hauled trains were hauled by diesels from Abington to Carstairs, and my northbound train was rescued by 20002/ 114.
But it was the return train that was noteworthy, when 20083 dragged a dead Class 86 and a hefty load of about twelve coaches. It was pitch black, but a clear night, and I stood at the window listening to the 1,000hp loco working at its maximum to shift this heavy load. The sound was inspiring, and the performance, while slow, was a classic example of the loco getting the job done. That memory has stayed with me forever, and that night I thought to myself, ‘These locos are something special!’ And the following thirty-two years simply reinforced that belief.
The history of these locos over the last fifty-nine years is fascinating, and I hope you enjoy reading this book, which goes some way to telling that story.
Due to weight restrictions on the Leeds to Harrogate line, all locos were barred for a period after 2009 except Class 20s. DRS and Network Rail used 20309 for the Leeds to York section of a saloon trip on 30 September 2010. The 20 hauls saloon 975025 Caroline at Poppleton on the approach to York. DUNCAN McEVOY
CHAPTER ONE
THE NEED FOR THE CLASS 20S
The English Electric Type A, later Type 1, Bo-Bo freight diesel – the ‘Class 20’ as we have known it since 1968 – has been a part of the UK’s rail system since June 1957, yet remarkably, in 2015, with the design fast approaching its sixtieth anniversary, some are still working on the main line and in industry today.
That is testament to the simplicity, robustness and dependability of a type of locomotive, which let’s face facts, certainly has the look of a steam age product.
And that is because, in the mid-1950s, a steam-driven British Railways was in desperate need of cutting costs, and the switch from steam to diesel and electric traction was seen as one solution. The railways were still suffering from the inevitable, and understandable, lack of investment caused by World War II. The nationalization of 1948 had brought together a motley selection of steam locos, some of which dated from pre-grouping, indeed some even from the nineteenth century!
Because of the war, the country’s railways lagged behind in the development and introduction of modern traction, but the late 1940s and early 1950s had seen some drives to embrace the new form of traction by the ‘Big Four’ – the Great Western, Southern, London Midland and Scottish and London North Eastern Railways – and later, from 1 January 1948, the fledgling nationalized British Railways. These companies had dabbled firstly with diesel shunters, and the LMS in particular was on the case for main line diesel traction.
Diesel locos offered major advantages over steam traction. They were cleaner, safer, more efficient and – especially – easier to operate. They offered huge operational savings over steam. In theory they could also be operated by one man – impossible on a steam loco, but in the unionheavy days of the 1950s, single manning was not really on the radar.
Nationalization didn’t stop the quest for diesel power, and if anything it finally accelerated it. In 1955, BR really took the bull by the horns and started its modernization programme, which led to small batches of prototype main line diesels – known as pilot scheme locos – being ordered from different manufacturers, in different power brackets and for different traffic types.
This process has been well documented, but fourteen different designs were ordered in small batches ranging from three to twenty locos, so that 174 new locos were ordered from 1955. The first were to be delivered in 1957, and the first Class 20, D8000, was the first of these locos to be handed over to British Railways. It is also well recorded that the pilot scheme idea did not work as intended because BR scrapped the idea of testing and evaluating these trial locos, and instead went on to make mass orders based on theory rather than practice. For the full story of the pilot scheme locos, recommended reading is The Modernisation Plan by David Clough (Ian Allan 2014).
Of those 174 locos, twenty were English Electric Type A Bo-Bos fitted with EE’s 8-cylinder 1,000hp 8SVT engine. These locos were one of three batches of Type A locos; the other two designs – of which ten locos each were ordered – came from British Thomson Houston and North British Limited.
The twenty EE locos were numbered D8000–19 and featured just one cab with the engine and generator housed in a narrow body so giving a limited forward vision when being driving bonnet first, but similar to driving a steam loco. That said, when driving from the cab end, visibility was superb and better than, or at least as good as, any other type of loco, diesel or electric, and far superior to a steam loco.
Being a Type A, no provision for train heating was made as the locos were intended for working freight trains. They did, however, have a through pipe running the length of the body with a steam-heat hose at each end, enabling them to work in multiple or tandem with a steam-heat loco and still allow heating to the train.
The transition to diesel power at Devons Road shed (1D) on 31 August 1957. A new Class 20 D8003 stands in stark contrast with the two grubby Class 3F ‘Jintys’ 47483 and 47560 on each side of it. BRIAN MORRISON
The locos had multiple working of the Blue Star code, which meant they could work with other similar locos – not just their own class but any type of Blue Star loco – under the control of one driver. Up to four of the locos could work together.
The Class 20s had one major drawback, and that was their poor visibility when being driven with the bonnet end leading; in later days, when single manning was allowed on the railways, it was still a requirement that a single 20 being driven bonnet first was double manned. Its two rival Type A designs, the BTH D8200 Class 15 and the NBL D8400 Class 16, were worse, because their cabs, although offset at one end, still had bonnets whichever way they were driven.
As mentioned, the plan had been to test these forty Type A pilot scheme locos of three designs with a view to ascertaining which was the best, and placing mass orders of that type. It didn’t work out that way, however, and while no more D8400s were ordered, the D8200 design won a repeat order for thirty-four locos, while the Class 20s won repeat orders for, initially, 108 locos, and ultimately another 208 machines.
By the time the first loco of this second order, D8020, was delivered in October 1959, the first twenty machines had been in traffic and were already proving their worth. Those pilot scheme locos were allocated to a new purposebuilt diesel depot at Devons Road, in Bow in East London. They were used on local trip freights but could also work in pairs on heavier trains.
EE had a good reputation for reliable engines, and this was the case with the 8SVT. Maintenance staff had easy access to the power unit via a series of large doors on the side of the body, which made repairing running faults or changing components much easier than the cramped working areas on other diesel types.
Heavier maintenance, like any diesel, required a visit to a works or a major depot, where lifting equipment was available to hoist the loco off its bogies or remove the engine totally, via the roof, as was the case with other designs.
Because the locos did not have steam-heat boilers, their availability was better – all too often early diesel types failed because the steam generators were not working properly and so train heating could not be supplied. Of course, the downside of not having train heating in use on passenger trains was their being restricted to the warmer months, or in times of emergency in which case the passengers would endure a cold journey.
The restrictive view when being driven bonnet first was not a major hindrance in their early days, as crews had been used to driving steam locos with their even more restricted view. However, by coupling two locos together with their bonnets inner facing, the Class 20s went from being a Type 1 to a Type 4 unit of 2,000hp, excellent visibility and the ability to pull a heavy train – heavier than many of the largerpowered Type 4s!
As the railways changed their operating practices in the 1960s as a result of the publication of Dr Richard Beeching’s report Reshaping of the Railways in March 1963, short trip freights were slowly abolished and heavier trainloads were more commonplace. This meant a pair of 20s was a more than capable piece of kit as a ‘Type 4’.
More Locos
D8020–49 were delivered in 1959 and differed slightly from the pilot scheme locos by having round as opposed to oval buffers. Included in the order was a batch of locos, D8028–34, destined for Scotland, while the others, D8020–027/ 035–049 were destined for the Home Counties – working mainly from London and the southern part of East Anglia.
D8006 had been sent to Scotland in 1958 for trials and proved successful enough for the region to request its own locos. Those initial seven locos were destined for the Highlands, based at Inverness and Kittybrewster (in Aberdeen), and differed from the other batch of locos by having snowplough brackets, tablet catching equipment and larger side windows.
The next batch of locos was D8050–69, destined for Tinsley in Sheffield; they were similar in design to the D8020–27 batch, but had different traction motors, the 8B design as opposed to the 5D. These were delivered to BR between March and June 1961, and were soon followed by a larger order for more locos for Scotland, D8070–127, which were the same as D8028–34 in design. These were delivered from June 1961, and it was BR’s intention to stop with a fleet of 128 locos, the last of which was D8127 in July 1962.
All 128 locos had cab-mounted folding discs for train identification and bodyside ladders at No. 1 – the nose-end – to assist staff working on the locos. However, as more lines were upgraded with overhead electrification, these ladders were removed as it was perceived they posed a risk to anyone using them under live OLE.
Construction was split between EE’s Vulcan Foundry at Newton-le-Willows in Merseyside and Robert Hawthorn & Stephenson at its Darlington works. The use of two works was because EE’s site did not have the capacity to build at the rate that BR wanted its new diesels (it was also building Class 40s and 55s), so D8020–34 and D8050–127 were built in the north-east.
After release from Vulcan Foundry, locos were tested with a full train of nine or ten coaches along the steeply graded West Coast Main Line to Carlisle, giving EE and BR staff the chance to check that all was well with the locos before their entry into traffic. Those locos built at Darlington were tested on the ECML.
When D8127 was delivered in July 1962, it was expected to be the last Class 20. BR had concern over using Class 20s when running bonnet first, despite the fact that in the 1960s, trains were double manned with a second man – the former fireman from steam days. His role on a freight train was limited (on passenger trains he would operate the train heating boiler), but when running bonnet first with a Type 1, he would help the driver on signal sighting.
But BR was still not happy with this method of operation – though why is mystifying, as steam operation had always been like this. It was no surprise, then, that it was duly wooed by the Clayton Company’s Type 1 design – the twin-engined D8500 Class 17. It duly ordered 117 Class 17s without any testing whatsoever, and when they proved to be very unreliable due to serious engine defects, the easiest option was to replace them with 100 more, proven, Class 20s.
An undated shot from 1957 shows a brand new pilot scheme Class 20 passing Hest Bank water troughs with a test train after construction at EE’s Vulcan Foundry. AUTHOR’S COLLECTION
This meant EE won another order for the 20s. Being four years on from delivery of the last locos, there were some cosmetic changes to their appearance, but the rest of the loco design was the same. Out went the disc headcodes, and instead the four-character train roller blinds for displaying reporting numbers were fitted instead. On the cab end the change was quite crude, a great big box attached on the front, while at the nose end, it was a little subtler in its design.
The locos all had snowplough brackets, but the smaller side windows. Despite BR blue being first seen on Class 47 D1733 in 1964, it was not until 1966 that it was adopted as the standard new livery, so the first locos rolled off the production line in BR green, albeit with yellow panels from new. The change to BR blue happened midway through construction, with D8178 the first delivered in blue.
Technical Appraisal
The locos were constructed with a heavy-duty steel frame with the cab at No. 2 end. No. 1 end is commonly known as the nose end, and locos were referred to as being driven ‘cab’, ‘nose’ or ‘bonnet’ first.
Starting at No. 1 end, the equipment fitted to the locos on the frame comprised the traction motor blower and compressor in the nose end, with filters on each side of them. Next came the exhausters, with the header tank above. This area had the first set of side doors, of which there five sets along the length of the body, and a sixth door on the A side.
The radiator and fan system came next, in between large, full height body grilles. The fan-drive gearbox was then connected to a propshaft, which connected to the engine.
The 8-cylinder ‘V’ engine took up the bulk of the floor space on the frame, and along with its EE 819-3C main generator and EE 911-2B auxiliary generator, fixed towards No. 2 end, was flanked by four sets of opening (and removable) doors. The generator sat behind a set of grilles and another, and final, set of doors. On the B side there was no door but another set of grilles.
Eastfield’s 8123 suffered minor damage in early 1973 and was sent to Derby Works for repair. The repairs cost £950. The loco was renumbered in November of that year, and dual braked the following year. DAVE THORPE COLLECTION
In between the main generator and the cab was the auxiliary equipment frame and another traction motor blower to serve the No. 2 end bogie. Finally there was the control cubicle, which was accessed from the cab.
Inside the cab there were two seats and two driver’s desks; these were on the left-hand side of the cab in opposite corners. It meant that the locos could be driven bonnet first as there was a small vertical window.
Underneath the frame were the two bogies, which had axle-hung traction motors and all the brake rigging; in between the bogies were the batteries and the fuel tank with a capacity of 380gal (1,730ltr).
The EE 8SVT engine produced 1,000hp at 850rpm. It had a bore of 10in and a stroke of 12in, and the cylinders in a 45-degree V-formation in two banks of four, known as A bank and B bank. A ‘bank’ was the left-hand bank when looking towards the free end of the engine – that being the end without the generator connected to it. The firing order on A bank was 4, 2, 1, 3, while that on B bank was 1, 3, 4, 2.
D8310–15 were based at Hull Dairycoates briefly in the late 1960s, but pictures of them working from the depot are relatively rare. D8310 stands on the depot in between duties on 26 April 1968. RAIL PHOTOPRINTS
The rotation of the crankshaft when looking towards the free end of the engine was anticlockwise. There was a 100gal (455ltr) capacity for the lubrication oil needed to keep the engine running smoothly.
Fuel was sucked from the tank by a suction strainer, fed through a fuel supply pump and filter to the fuel rails, one on each bank of the engine. Any excess fuel was drained via a relief valve and returned to the fuel tank before it got to the fuel rails. There were gauges on either side of the loco to advise how much fuel was on board the loco. An overflow pipe with a filter prevented the fuel tanks being overfilled. The fuel pipes were painted light brown.
Each loco had two lubricating oil pumps – a low-pressure pump and a high-pressure pump, and these were driven by the engine balancer shafts. The low-pressure pump drew oil from the bedplate via a suction strainer when the engine was running. When the oil was warm it was pumped through two oil-cooling radiators connected in series and on to the high-pressure pump. If the oil was cold it was too thick and so bypassed the radiators until it was warm.
Early Days in Use
Like so many diesel designs, the entry into traffic for the Class 20s was something of a learning curve for British Railways. Crews had to like them, they had to be able to cope with the traffic and routes they were intended for, and also other types might prove superior in differing situations.
From the crew’s point of view, the cabs were infinitely cleaner than a steam loco’s, but they were still quite cramped – even though there was no need for a fireman to be moving about, as was the case in a steam loco. In that respect, the cab interiors were adequate. Although up to four staff could travel on the loco on the move, only the driver and secondman had seats – any other staff would have to stand, and therefore four bodies inside the cab did make it a bit crowded!
A delightful scene from 11 June 1969 as 8178 and 8196 pass Spalding with a Cotgrave to Whitemoor coal train. The train was routed via Sleaford, Spalding, and then took the direct line towards March, a line that closed in 1982, so as to avoid having a slow 35mph freight vying for paths on the busy East Coast Main Line. NIGEL WALLS COLLECTION
Several Class 20s were in the wars over the years, but those damaged in the late 1960s tended to be repaired. D8163 looks in a sorry state as it stands in the yard at Crewe Works on 19 September 1968 with a crushed cab; however, the loco was rebuilt. DAVE THORPE COLLECTION
Preparing a diesel loco at the start of a shift could be done much more quickly than a steam loco, as was ‘putting it to bed’ afterwards. It was no surprise, then, that diesels were more popular with the majority of crews.
Once accepted, the locos were moved to their home depots and put straight into traffic. Pioneer D8000 was officially handed over to the British Transport Committee on 3 June 1957. It was then allocated to Willesden from 18 June, and then to Devons Road, Bow, in East London four days later. It was joined by D8001 on 13 July, and deliveries of approximately two a month followed, with D8019 on 4 March 1958.
The first of the second batch, D8020, was also initially allocated to London, but to Hornsey depot on the Great Northern Lines, where it arrived on 3 October 1959. D8021–27 followed, but the opening of the new purposebuilt diesel depot at Finsbury Park in April 1960 saw the Hornsey allocation move a few miles south towards King’s Cross to be based at the new shed along with locos from other early pilot-scheme diesel types such as Classes 15, 21, 23, 24, 26 and 30. This allowed good comparisons to be made of locos in the Type A and B power outputs.
When new, D8028–34 were all sent to Scottish depots, following on from a trial of D8006 in October 1958. D8028–30 were allocated to 64H (Leith Central, the main depot in Edinburgh before Haymarket opened to diesels) in December 1959, D8031 to 61A (Kittybrewster) in January 1960 and D8032–34 to 60A (Inverness) in the first three months of 1960.
Like most fleets of locomotives being built around the time, delivery was rarely in numerical order, and with Vulcan Foundry and Darlington both building the machines, it was inevitable that the sequence of Class 20 deliveries would be haphazard. D8035 was initially to be allocated to Norwich (32A) in September 1959, followed by D8036–44, but this move was never made, and instead they were all sent to Devons Road or Willesden in October/November as BR sought to concentrate the class in London or Scotland. D8045–49 were new to Hornsey in December 1959 – again moving to 34G in April of the following year.
There was a hiatus in deliveries of Class 20s, with D8050 – the first with new traction motors – being sent to Sheffield Darnall (41A) on 2 March 1961, followed by D8051–69. All were reallocated to the new diesel depot at Tinsley – (also coded 41A) in April 1964, but this switch did not affect their work.
Scotland was the destination for the rest of the Class 20s on order in the initial batch built in the early 1960s – with D8070–116 new to Glasgow Eastfield (65A), and D8117–27 to Polmadie (66A). These were delivered progressively from 30 June 1961 to 16 July 1962.
Early Operations
Early use for the Devons Road locos was in the London area, and they could be seen on the London Tilbury and Southend routes working all manner of freight trips. Back in the late 1950s wagonload freight was still commonplace, and before the Beeching report called for the closure of hundreds of miles of track, most branch lines still had a regular pick-up goods train serving stations and yards on the way.
On the 13 June D8000 was working an Earlestown–Chester special hauling a single coach, and this is possibly its first ever outing on the main line hauling a train, albeit a short one – if not the first outing, then one of the first. On the 17th it again hauled a single coach from Vulcan Foundry to Edge Hill, and then worked north to Penrith in what would become a regular test run for the brand new Class 20s.
The loco then moved to London on 19 June to start training and acceptance. It was exhibited at Battersea Wharf on 28–30 June. On 5 July, D8000 arrived at London’s Broad Street station at 11:00 with a light engine, and collected a 20-ton brake van; it left at 12:00, then returned at 14:30 with a goods train and left half an hour later. This was one of its first workings in London, and was probably for demonstration purposes.
D8000 was sent to Toton on 16 August, and spent the 19th to 31st at the depot for trials. While it was there, further locos were being tested on the Edge Hill to Penrith test trains, such as D8001 on 4 July, D8002 on 16 July, D8003 on 21 August, D8006 on 29 August, D8007 on 5 September, D8008 on 12 September, D8009 on 24 September, D8010 on 11 October and D8011 on 16 October – which showed how quickly English Electric was turning out the locos off the production line at Newton-le-Willows.
The locos worked cross-London transfer freights, taking them on to the Southern and Western Regions to places such as Norwood Junction and Acton respectively, as well as to docks and railheads in Essex such as Barking, North Woolwich and Shoeburyness.
The Camden (1A) locos were seen on the southern end of the WCML, from Euston through to Rugby on a variety of duties – parcels, empty stock moves, local freights and even passenger work. Again, local yards and branch lines were served by the locos. Those allocated to Stratford did similar work out of Liverpool Street, while those based at Finsbury Park did likewise out of Moorgate and King’s Cross and north to Hitchin, Cambridge and Peterborough.
The first Class 15 to arrive into the BR fleet, D8200, was on 17 November 1957, when the loco arrived at Willesden after construction at BTH at Rugby. On 20 December 1957, D8014 was sent light from Devons Road to Nine Elms depot for trials to be undertaken out of Waterloo. On 15 January 1958 the loco had arrived at Brighton for tests and measurements to be taken. Another ‘wandering’ run was on 27 April 1958, when D8017 arrived at London Victoria on a van train.
In June 1958 D8000 undertook four days of trials between Willesden and Crewe on freight trains to see the feasibility of using the locos on such trains. In truth, unless they were paired, these were not ideal.
They were soon to become a common sight on the southern end of the WCML, working all manner of freight in the area, local workings, fitted freights and heavier trains in multiple. The locos were also used as station pilots at Euston, taking empty coaches into and out of the station for the express trains that served Birmingham, Liverpool, Manchester, Carlisle and Scotland.
The first loco in Scotland was D8006, loaned to 61A in October 1958 for tests, which saw it visit Fraserburgh in December. However, it was the following year, in December 1959, that the first Class 20 was allocated to the region permanently, when D8028 was sent from construction to 64H, and by 1962 several locos were based on the ScR.
The Scottish locos were spread far and wide across the region, working freight in the Highlands, West Highlands and the Central Belt. In fact the only areas in Scotland they did not cover were the lines north from Inverness to Wick, Thurso and Kyle of Lochalsh.
There were some freight trains that were regularly worked by single Class 20s, especially D8031–34, on the former Great North of Scotland lines, including those from Aviemore to Forres via Dava, and from Boat of Garten to Elgin via the junction at Craigellachie. They would have appeared at Lossiemouth, Keith, Banff, Macduff, Fraserburgh and Peterhead working alongside the Class 21s, 24s and 26s allocated to the Highlands. Passenger work in this area was not unknown, but unusual.
While the 20s based in Edinburgh and Glasgow hauled
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