D11 was noted on a number of nocturnal test train workings south of Derby during November.
During December D11 moved to Leeds Holbeck (55A) but used by Neville Hill for crew training. Along with D14 & D302 it was used on a turn to Appleby West - reporting number N580, leaving Neville Hill at 9.31am, arriving Appleby West at 11.43am, departing there at 12.55pm. They were also used regularly on a short Stourton - Lancaster van train, leaving Stourton at 9.30am, returning from Lancaster at 2.15pm. Future plans were for the big Type 4’s to take over the ‘Thames-Clyde’ north of Leeds, currently in the hands of Britannias, Royal Scots & A3’s. After these sessions the Peaks would normally be found working south of Leeds.
D12 moved to Holbeck (55A) during February 2/61, then on to Neville Hill (55H) during February with D11.
During January D13 was loaned to the Darnall (41A), to be followed in February by D12/15/16. During the first week of February D13 was used in a series of tests to establish load classification for freight train working for the new diesels. Tests included working from New England with a dynamometer car and brake tender, next day a working to Highdyke, then a Class F from there to Frodingham via Boston with twenty nine 27ton tipplers. Brake tests were conducted at Grantham South, Rauceby, Old Leake, Elsham & Appleby. The locomotive then returned light to Darnall via Doncaster, to be used the next day on a Class F 1,000 ton Woodhouse Yard - Brocklesby & return freight. The next day, Thursday it was another Highdyke - Frodingham trip, this time via Doncaster. The last day of testing involved a Woodhouse - Brocklesby Class C freight. Prior to the use of D13 EE Type 4 209 had been used on these tests and a Brush Type 2 would follow.
On February 5th D14 was sent north on a Neville Hill - Tyneside test train of fourteen bogies. D13 13’s stay at Darnall was brief in February it joined its sisters at Neville Hill, all the Holbeck allocated Peaks would be transferred to Neville Hill in February.
The first few days of May were not pleasant for the Peaks, on May 1st D12 expired on the 4.10pm St Pancras - Sheffield at Westhouses, replaced by Class 4 76053.
In the middle of May D12 was awaiting works attention at Darlington, possibly the first Peak to receive attention here?
Beginning the week of June 12th the Up Thames-Clyde was diesel hauled as much as possible, the first week saw D20 & D26 (twice) in use alongside Royal Scots & Britannias whilst the sleeper services had more Peaks diagrammed, D12 on 16th.
In July a couple of arriving services at St Enoch had steam/diesel combinations, the 13th’s 9.25 ex St Pancras had D11 & 46109 and the 10.27am ex Leeds had D18 & 70044.
In mid December Darlington Works was host to D11/12/15/16/26/28 for attention - not a pretty sight.
D11 - 13 were transferred to Derby (17A) during July, then on to Cricklewood (14A) in September.
The NER retained its two blocks of Peaks during the Class 46 refurbishments at Brush, Loughborough, Gateshead having D166 - 193 and Holbeck with D11 - 32, though D33 was at this time transferred to the NER, the first inter-regional transfer for a Peak in eighteen months. Because of the presence of LMR Peaks at both Holbeck & Gateshead their use on Trans-Pennine or ECML services was a relatively common occurrence.
45001 & 45011 moved to York during May along with many others.
During January 1979 45011 was under repair at Derby Works. 45001 would receive its last classified repair during April.
45001 & 45011 moved south to Tinsley during May along with many others.
45011 was withdrawn during May from Tinsley. The locomotive was moved to Derby Works for spares removal and stripping, by September 1981 it had been broken up.
45001 moved to Toton in January.
On March 6th 1982 the Lea Valley Railway Club ran the 'The Peak Forest Peak' railtour (1Z70) from St Pancras to Liverpool Lime Street, via the Midland Mainline, the Hope Valley and Skelton Junction & Hunts Cross with 45122. 25056 & 25086 took over for a circuitous route to Dee Marsh Junction where 45122 was waiting to return to St Pancras via Wrexham General, Shrewsbury, Wolverhampton, Birmingham New Street, Nuneaton, Wigston South Junction and the Midland Mainline southwards. On the outward journey booked time was pretty much kept all the way with a nine minute early arrival at Lime Street. For some reason departure here was about forty five minutes late, the lateness being maintained when the Class 25's handed over to 45122 at Dee Marsh. 45122 was not able to make up the time on the way up to St Pancras, infact several more minutes were added to the lateness by the time the railtour ended.
Hertfordshire Railtours ran 'The Ollerton Ogdoad' (1Z26) on March 2nd 1985, using a number of locomotives from St Pancras to the Lincolnshire area. 45122 was provided to return the railtour from Toton via the Midland Mainline to St Pancras.
45122 received its last classified repair during September 1985.
45001 was withdrawn in January, whilst 45122 moved to Tinsley in November.
45122 was withdrawn during April.
45001 was finally broken up at MC Metals, Glasgow during December 1988.
45122 was finally broken up at MC Metals, Glasgow during February 1994, some seven years after withdrawal and thirty three years after being rolled out of Derby Works!
Last updated February 5th 2010