D5000, 5000, 24005
D5000, 5000, 24005


During January production commenced on the first components for D5000/1 with the setting up of various jigs under order D658. By the middle of May D5000 was almost complete, alongside were D5001 - D5006 in various stages of production. Ian Mellor, the Progressman for the Planning Office at Derby Works advised that the power unit for D5000 was delivered to Derby's GNR Friargate station, in a rather substantial wooden crate. After making a trip across Derby to investigate this unusual delivery the wagon was redirected to the Stone Pit sidings at Derby Works. The first ten Class 24's were powered by engines built at Winterthur, Switzerland.

As Derby Works closed for its annual summer holidays on July 11th, D5000 was in the paint shop. After release from Derby a trip was made on July 24th with D5000 running to Marylebone for inspection by the British Transport Commission, then under the leadership of Chairman Sir Brian Robertson. During August D5000 was officially allocated to Crewe South (5B). Also coming onto the roster of the London Midland Region at this time was the second of the MetroVicks, D5701, allocated to Derby (17A); NBL shunters D2907 & 2908, Crewe Built Class 08's D3575 - 3577. The Western Region received new shunters D3594 - 3596 and Crewe built Class 9F's 92233 - 92235. The Eastern Region accepted Type 4's D208 & 209, Type 2's D5516 & 5517, D5301, Type 1's D8405 - 8409 and shunters D2025 - 2027, D3619 - 3624 & D3684 - 3686 and Swindon built 9F 92197. The Scottish Region received shunters D3538 - 3545 & D2728.

On September 15th test trains were initiated for the Type 2's being released from Derby Works. An afternoon round trip Derby - Millers Dale with one coach was the easier of the two diagrams. The second, a morning departure from Chaddesden carriage sidings used a rake of fifteen coaches (460 tons), outward via Cheadle Jct & Allerton Jct to Liverpool Downhill sidings, returning after lunch, over the same route to Chaddesden. Additionally on September 15th D5000 started working the 9.38 Derby - Manchester, 12.30pm Manchester - Liverpool Central, returning with the 2.30 Liverpool Central - Derby, requiring a run round at Manchester.

An official portrait of D5000 shortly after delivery. Unique to this one locomotive was the thin eggshell blue strip at waist level. This did not find favour with the authorities, leading to a change from D5001 onwards. Also of interest is the unique builders plate on the cabside, a little more ornate than those carried by all other Class 24's.

Photograph courtesy collection of Railphotoprints - the late Alan H. Bryant
D5000 heads a 15 coach test train over Newtown Viaduct at New Mills sometime during September 1958.

During January D5000 - D5006 were moved to Hither Green (73C) to cover various workings in the London and North Kent area prior to the completion of the Kent Coast electrification and the arrival of the first BRCW Type 3's (Class 33's). Upon arrival on the Southern Region D5000/01 were used for crew training in the Ashford - Ramsgate - Dover - Faversham area.

An unforseen problem, that of the Type 2's being about five tons overweight led to certain restrictions for D5002 - D5006 (boilers & water tanks temporarily removed), and D5000/01/07-14 (left in original condition). On the Eastern section all were banned between Tonbridge and Bo Peep Junction, Middle Junction to Sheerness on Sea and from the Tilmanstone & Tenderten branches. The heavier machines were also banned from the Allhallows, Grain, Hawkhurst and Westerham branches. Oddly all were allowed down the steeply graded Folkestone Harbour branch. On the Central section the only restrictions applied to the heavier machines, banned between Three Bridges and East Grinstead and onto Ashurst Junction and the Heathfield line. The Cranleigh, Kemp Town, Lavant & Steyning branches were also off limits. On the Western Section all were banned from the Bodmin North, Barnstaple & Ilfracombe, Callington, Halwill, Hayling Island, Lyme Regis and Torrington branches. Double heading of these machines, with themselves or other engines was not permitted except on short trips. Freight workings using the Type 2's included the 3.05pm Hoo Junction - Hither Green freight, noted in April were D5005 (6th), D5009 (7th), D5010 (8th), D5000 (9th) and D5005 (10th).

At about 2.45am on November 10th whilst hauling a coal train from Snowdon Colliery D5000 lost control of its train at Faversham. The train ran through a sand drag, demolished the buffer stops, with the locomotive completely derailed and fouling the main line. The impact severely damaged a short length of the up main line, causing single line working to accommodate the morning rush hour. The engineers then obtained complete possession, having D5000 rerailed by late afternoon, with all lines open by late in the evening. Engines in attendance were 31874 & 31583 with two cranes.

The above view features one of the 6LDA28 power units that were fitted to the first fifty one Class 24's. These differed from D5051 onwards in that excitation was provided by a separate four-pole machine with separate, self & differential series excitation windings. It is belt driven from a shaft extension on the main generator.

December 17th saw delivery of the first of the BRCW Type 3's, D6500 to Hither Green. The fifteen LMR Type 2's (D5000-003/005-24/17) on loan to the SR had averaged about 39,250 miles annually.

On October 2nd D5000 came to grief at New Cross Gate whilst working the 9.05pm London Bridge - Deal passenger, the train sustaining an hours delay awaiting a replacement locomotive.

The evening mail trains on the South Eastern Division were regularly hauled by Type 2's, during December they featured in an unusual 'push-pull' maneuver in the Redhill area. Amongst trains affected were the 11.50pm London Bridge - Deal and the 9.28pm Margate - Cannon Street, both running via Redhill. Engineering works required use of the Quarry Line, necessitating the use of a steam locomotive on the Earlswood - Redhill section to draw the train backwards. On December 9th this move featured D5000 on the Deal and D5002 on the Margate.

A somewhat strange innovation implemented by Eastleigh Works was the use of ex-works diesels on the Southampton - Waterloo boat trains, a risky venture as the out shopped locomotives ran alone. D5000 worked the 10.05am Venus boat train on October 27th, but on reaching Brookwood an electrical fault failed the locomotive, necessitating the use of 30765 for the remainder of the journey to Waterloo. D5000 spent several days enjoying the delights of Brookwood yard before being towed back to Eastleigh. The overhaul at Eastleigh took place between September & November.

Photograph courtesy Alec Swain/Transport Treasures.

After release from Derby Works and with the paintwork shining, burnished buffers to boot, D5000 was sent to Marylebone for an official lookover by those at the BRB. The thin stripe did not appear to be liked by those in power, D5000 was the only Class 24 so liveried. Seen here on July 24th 1958.

During July D5000 returned from the Southern Region, now allocated to Willesden (1A). A brief visit was made to Derby Works in August.

During January D5000 was noted at Derby Works, a victim of the severe winter perhaps.

Photograph courtesy Alec Swain/Transport Treasures

A fine pictorial study of D5000 on the London Road curve at Derby on February 13th 1963. Despite the thin stripe being un-popular with the BRB it remained on the locomotive until 1969. A yellow warning panel has been added. The position of the number for D5000 was also different from other members of the class.

During August D5000 moved north to Crewe (5B), but stayed only briefly, returning to Willesden (1A) in September. During its time at Crewe (5B) a visit was made to Derby Works.

At the end of December 1963 D5000 was noted at Willesden with collision damage to one cab.


January & February were spent at Doncaster Works in order to have repairs carried out to the collision damage sustained late in 1963. Between April 1964 and May 1965 a vast amount of time was spent in Derby Works.

A short transfer was made to Camden (1B) during January, then back to Willesden in February.

D5000 at Derby Works on January 3rd 1965. The well lit side view shows off the unique lining carried by D5000 which it would carry until overhaul during 1969. Sometime between this view and the 1969 Shrewsbury view the exhaust was repositioned from the bolier room roof to the engine room roof.
Photograph courtesy John Hancock
D5000 awaits attention in Derby Works yard, believed to be sometime during 1965. Visible are the extra headcode brackets for use on the Southern Region, the unique builders plate and the two-rung step mounted on the bogie.
Photograph collection of webmaster

D5000 was transferred to Bletchley (1E) during September.

During April D5000 became part of the London Division (D01) allocation.

September 3rd was the final day for the Marylebone - Nottingham Victoria through services. Whilst working the 08.15 Nottingham - Marylebone 44872 (16B) failed at Aylesbury, rescue came in the form of D5089, with the return working, the 14.38 to Nottingham being handled by D5000. A brief visit was made to Derby Works in October.

Photograph courtesy the RCTS Archives

Although this view is not officially dated, this could well be the working refered to in the above text, that of the 14.38 Marylebone - Nottingham. The location is Aylesbury and when compared with other views of that 'historic' working, the condition of the locomotive and rolling stock, as well as the weather, provide a very good match. When compared to the first view on this page, the locomotive has gained an extra ventilator, on the top row close to the boiler room grille.

As part of the mass move northwards for the London based Class 24's D5000 moved to the Stoke Division (D05) in April 1967, though sometime was spent at Derby Works during March & April.

A visit was made to Crewe Works during July.

The first twenty of the class, all then allocated to the Stoke Division (D05), were slated for early retirement. Many were due for heavy shopping and lacked certain improvements fitted to later members of the class, with the first withdrawn being 5000/01/05/10/19 whilst stored were 5002/07/11/12/17, with 5000 being withdrawn in January.

Photographer not known at this time

The authorities recognised a continuing excess in the smaller power range, so in January 1969 D5000 was taken out of service, along with a number of others. The above picture shows D5000 in store at Shrewsbury, April 6, 1969 looking quite the worse for wear but still in its original livery with the eggshell blue waist level stripe in place. Its original condition is reflected in the frame level valencing still being in place. When compared to the January 1965 view at Derby shed (see above), the Shrewsbury view shows three step footsteps to the cab, instead of two and a shortened boiler water tank.

Another view of D5000 in store at Shrewsbury on April 7th 1969, still carrying its unique builders plate.
Photograph from the collection of Barry Edwards.

During October the Eastern Region experienced an upswing in traffic volumes, so much so that their diesel allocation could not handle the extra traffic. In looking to other regions for help the LMR had available a number of stored Type 2's. Most of these machines had been in store for at least nine months, clearly reflected in their external appearance. Thus in October 5000/01/13/18 and November 5090 were reinstated to Leeds Holbeck, though most visited Derby Works prior to being handed over to the ER. In outshopping these machines Derby chose to repaint 5000 into blue but left 5090 in green!

The result of Derby's handiwork is seen in the picture below.

Photographer not known at this time

Here is 5000 at York probably during 1970. Clearly visible in this view is the 'split' radiator frost screen, the removal of the majority of the valencing is evident. In addition the axles were of the 'Athermos' type, this being highlighted by the unusual axle box covers - this suggests a bogie swap since also the three step cab footsteps are now of the two step variant. From the views taken at Reddish in 1975/76 it seems it ran with these bogies until withdrawn. At this point the gangway doors had not yet been sheeted over. It appears the unique builders plates have also been removed.

On Easter Monday (April 30th) a Sheffield - Bridlington excursion (1G11) had 5000 with ten coaches. Other holiday makers travelling out of Scarborough had the opportunity for Type 2 haulage with the 9.25 Scarborough - Manchester, so noted was 5172 (July 4th) and 5180 (July 11th) and 5000 (August 22nd).

5000's next move came in October with a transfer to Polmadie (66A) to assist the Scottish Region in removing its final North British and Clayton machines from service.

Following the closure of Polmadie 5000 moved cross town to Eastfield.

A visit to Glasgow Works in October & November 1973 was possibly its last for a major repair, which seemed to include the plating over of the gangway doors. Other changes done at this time (?) include the plating over of the hand/footholds to the roof level boiler water filler and the fitting of a solid blanking plate over the boiler room grille. Whilst under repair its identity changed to 24005, taking the place of long retired D5005 in the new renumbering scheme. The TOPS computer would not accept '000' as the number of the first machine in its class.

24005 was noted at Polmadie late in January with damage to one cab.

1975 - 1977
In January 1975 24005, (accompanying 24001/004) headed south to its last shed, Longsight. It remained in service for a further six months, being caught up in the major storage/withdrawals of the summer of 1975, 24005 went into store in July at Reddish with final condemnation coming on January 31, 1976.

From September 1975 24005, 24020/21/22/24 were stored at Reddish, 24005 seen here on ???? out of service at Reddish. During its last repair at Glasgow the gangway doors were sheeted over, and, in true Glasgow fashion the centre discs were centred on the cab front. The boiler room grille has been replaced by a solid blanking plate. These locomotives remained at Reddish until February 1977, when all except 24022 were towed down to Swindon Works.

A grainy shot of 24005 at Reddish on December 12th 1976, which started out as a foggy, frosty day as can be seen in this view.

Photograph courtesy Neil Phillips
24005 stands in the rain whilst in the yard at Swindon on March 27th 1977. After the locomotive had been taking into the Workshops for the removal of any items for reuse or of significant scrap value the stripped bodyshell & bogies were taken out into the yard to the scrapping area. When the locomotive was next in line for scrapping it was lifted of its bogies and dumped on the ground, similar to the view below. Then it was just a matter of cutting up the body and bogies, putting the scrap into nearby wagons, then onto the next item to be scrapped.

In recognition of its historical nature the National Railway Museum was notified of the impending fate of the first Class 24. The request was not taken up, the NRM apparently prefering the products of a private locomotive builder, in this case that of D5500, a machine which no longer contained its original power plant. And so it was that in April 1977, like many others, 24005 was reduced to just so much scrap.

Two of the recipients of the Sulzer 6LDA28 engine feature in an advert from 1958/59.
D5000 stands in undercoat by the Test House at Derby Works during the Spring of 1958 - its first time out of the Workshops? A full complement of those involved with the design & construction of the Type 2 stands in front of and inside D5000. Photograph courtesy Ian Mellor (who is one of those in the photograph) from an official BR(LMR) print.

Page added May 2000.
Page updated December 1st 2013.

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