Note: as usual this is an unfinished work, the observations contained herein are based on photographs where the locomotive number is clearly visible. Other resources have been used to complement this information, locomotives identified through these other resources are identified in italics until confirmed with photographic support.

Pre-TOPS

Disc style

D1 - D10 were originally only fitted with the four disc style train identification system. During 1969 following an accident D9 did have one nose end fitted with the standard center headcode panel.

Split boxes with doors

With the decision to use a system of four character alpha/numeric train identification the current locomotive orders saw changes to their designs to accommodate the new train identification system. For the Peaks the initial change was the adding of two boxes on the nose end, split by the gangway doors that had been carried over from D1 - D10.

11, 12, 13, 14, 15

The factory portrait of brand new D11 shows the second nose end style. The gangway doors have been retained from the D1 - D10 series, but the four character alpha/numeric train identification displays are carried in two boxes either side of the gangway doors.

With the discontinuance of the use of the nose end gangway doors these were generally removed and sheeted over as the locomotives went through Works.

Split boxes no doors

The planned use of the gangway doors never reached their expected useage, with the Peaks this is not surprising considering how few workings required a pair of the big Type 4's. Consequently from D16 (Derby) & D68 (Crewe) the doors were no longer incorporated into the nose, but for the time being the headcode boxes remained on the outside edges of the nose front.

16 - 30
68 - 107

An example of the third nose end style can be seen here with D21 at Kettering on May 22nd 1965. The locomotive retains the two split box headcodes either side of the nose, but no longer has any interconnecting gangway doors as found in D11 - D15. Collection of Ian Hammond.

Center box with split

The next change in the nose end design was to bring the two headcode boxes into the center of the nose, but retaining the central break between what had been the two separate headcode displays.

31 - 67
108 - 137
138 - 173

Brand new D132 pulls away from Cheltenham on December 23rd 1961. The locomotive features the fourth style of nose end found on the Peaks. The split headcode boxes have now been moved into the center of the nose, but the two separate displays have not yet been converted into one solid panel. Collection of Ian Hammond.

Center box no split

The final production variant of the headcode panel was to bring the headcode panel together as one unit, with no central split in the display. This final variant would become the standard, particularly when locomotives were refurbished or required accident or corrosion repairs.

174 - 193

The final production version of the nose ends is shown here by 189 at Chesterfield. The headcode panel remains in the center of the nose, but the panel is now one solid piece, the central split has been done away with. The locomotive has lost its 'D' prefix so presumably this is sometime after 1968. Photograph collection of Ian Hammomd.

This style of nose end became the norm for locomotives receiving new nose fronts, either because of corrosion or accident damage. Additionally when the Class 46's were refurbished by Brush, Loughborough in the 1960's many of the batch from 138 - 173 received this type of one piece headcode panel.

Changes to the headcode panels

With four different types of headcode styles in use on the Peaks it would not be too long before changes were made to nose fronts as they went through Works. These changes occurred due to accident damage, corrosion or part of a refurbishment plan.

Refurbishments:
These can be split into three groups, the refurbishment of the Class 46's at Brush, Loughborough starting in 1965, the refurbishment of the Class 45's at Derby starting in 1967 and the general replacement of the nose end indicator panels with sheet metal and marker lights from 1975. For the refurbishments starting in 1965 & 1967 the four charcter single panel headcode, as found on the final production Class 46's became the standard.

Class 46 Brush Refurbishment - 1965 onwards, locomotives include 138 - 166.
Photographic records confirm the following - 140, 144, 148(11/69), 150(5/70), 151(3/69), 154, 155, 159, 160, (all mod undated but with D prefix)

Class 45 Derby Refurbishment - 1967 onwards, locomotives include 12, 13, 14, 15, 16, 17, 53, 60, 61, 115 116

Accident Damage:
When the nose ends sustained damage the opportunity was frequently taken to update the headcode panel with the standard one. Because accident damage might only affect one nose it was possible for the locomotive to have two different styles of nose ends.

Corrosion:
Frequently the Peaks entering the Works for shopping would arrive with corrosion problems in the bodywork. If this affected the nose ends the opportunity, as mentioned in the accident damaged text above, would be taken to renew and if necessary standardise the nose end(s). This could also lead to locomotives running with different nose end styles.

Locomotives reported running with different style nose ends with pre-TOPS numbers include;
9, 41, 81, 105, 109, 135

Post-TOPS Class 45's

The somewhat haphazard renumbering of the Class 45's broke up the original order of the numerical series carrying the various types of headcodes. The lists below are an attempt to identify which type of nose end the TOPS numbered locomotives carried.

Split boxes

45004, 45013, 45017, 45025 ( at WD), 45027 (at WD), 45029, 45046, 45047 ( at WD), 45049, 45051, 45053 (at WD), 45057, 45058, 45059, 45060, 45061 (at WD), 45062, 45063, 45113, 45115, 45120, 45127, 45132, 45135, 45142, 45150.

Center box with split

45003, 45007, 45009, 45012, 45014, 45023, 45030, 45031, 45032 (at WD), 45034, 45035 ( at WD), 45036 (at WD), 45037, 45038, 45039, 45040, 45044, 45065, 45066, 45070, 45072, 45073, 45074, 45075, 45077, 45117, 45118, 45125, 45128, 45129, 45130, 45133, 45137, 45143, 45144, 45145, 45148

Center box no split

45008 (at WD), 45009, 45011, 45015, 45016, 45018 ( at WD), 45019, 45022, 45024 (at WD), 45041, 45067 (at WD), 45104, 45105, 45108, 45109, 45112, 45114, 45121, 45147,

From the above list it can be determined that the following Class 45's were withdrawn without having been fitted with the simplified nose ends with marker lights: 45008, 45018, 45024, 45025, 45027, 45032, 45035, 45036, 45047, 45053, 45061 & 45067.

Post TOPS Class 46's

Center box no split

46002, 46005 (at WD), 46007, 46010, 46012 (at WD), 46013, 46020 (at WD), 46021, 46024 (at WD), 46026, 46027, 46032, 46033, 46037 (at WD), 46041 (at WD), 46043, 46045, 46052

Locomotives reported running with different style nose ends with TOPS numbers and prior to fitting with the simplified nose ends and marker lights include;
45115 after accident at Buxton, November 18th 1974.

Repanelled, twin headlights

The discontinuance of train identification by the four character alpha/numeric displays made immediately redundant all the headcode equipment on many classes of locomotive. The Peaks were no exception and it was left to accident damaged 125 (45071) to be outshopped from Derby during 1975 with all evidence of its headcode panels replaced by sheet metal. Two marker lights were also added to the front panel, the style carried by 45071 was unique, all the other members of the class carried a different style of marker light. Additionally over time the number of brackets and handholds on the cab fronts was simplified, prinicipally with those situated on the upper part of the nose being removed. Compare the view of 45071 with those of 45059 & 45124 below.

45071 at Cricklewood on August 19th 1978. 45071 was the first of the Class 45/46's to receive the repanelled nose fronts. As 125 the locomotive had been severely damaged in the rearend collision at Bridgwater on October 23rd 1974 and spent some time out of service at Derby Works prior to outshopping.

Following the repanelling of the nose ends of 45071 during repair at Derby in 1975, the modification was applied to other Class 45/46 locomotives as they went through the Works. This view of 45059 at Tyseley on June 18th 1983 is an example of the modification. The style of headlights as fitted to 45071 was changed to a larger but flatter profile as seen here. Photograph courtesy Jerry Glover.

Mis-matched headcode panels -Post TOPS

The decision to simplify the nose ends with sheet metal and marker lights led to a number of locomotives running with the new design at one end and the old headcode panels at the other. This situation was invariably due to accident damage, and was generally corrected when the locomotives were later received for Classified repairs. Locomotives so noted include:

45042 from January 1977 after collision at Dorridge.
45056 from May 1977.
45031 from March 1978.
45120 from November 1978.

Large Headlight

Late in the career of the Peak's a program was instituted to fit a large high intensity headlight to the locomotive fleet. Although the lifespan of the Peak's at this time was very short a number of the Class 45/1's were so equipped.

45103, 45104, 45106, 45107, 45108, 45110, 45113, 45116, 45118, 45119, 45120, 45122, 45124, 45128, 45129, 45132, 45134, 45138, 45139, 45140, 45141, 45143, 45145, 45146, 45150

An additional refinement to the nose ends was the fitting of a high powered headlight in between the smaller nose end lights. By the time this modification started to appear the Class 45's were close to retirement and this modification was only applied to a number of the Class 45/1's. An example is seen here with 45124 at Thornaby on February 15th 1987. 56130 is visible behind 45124. Photograph courtesy Jerry Glover.

Page added February 23rd 2008

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