IC225 and Class 91 commissioning
IC225 and Class 91 commissioning
During February 1988 the first of ten class 91 locomotives rolled out of Crewe Works on time. 91001 was the first of what was eventually to number 31 locomotives which were introduced onto the ECML. Initially built as a batch of ten locos they were each subjected to intensive mileage accumulation running with a rake of coaches. The first locomotive was the subject of an intense acceptance and performance testing programme over the following months. Here is a selection of photos of the class 91 and IC225 vehicles under test. Click on the picture for a bigger image - all pictures are the author's unless otherwise credited |
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91001 pictured on the Old
Dalby test track on 21st March 1988 whilst undergoing pantograph
aerodynamic testing. Bob Osbourne |
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91009 is pictured at
Carstairs on April 27th 1988 with Test Car 10 and probably a
representative test train during acceptance testing
Bob Avery |
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They were delivered to Bounds Green depot (BN) at the south end of the ECML adjacent to Alexandra Palace station and during their mileage -gathering phase ran initially with a rake of Mk2 coaches to Peterborough West Yard and back each day. The return trip usually terminated in Kings Cross Goods yard where a run round loop had been especially installed and electrified for this purpose. Running the loco round here avoided being 'trapped' in Kings Cross station as the stock was not at the time equipped with a DVT. We often used to wait in the shunters cabin and have a brew, whilst a path was sorted out back to BN. Today the site has been buried under the CTRL construction workings for the lines from St Pancras to the North London and the new High Speed route. |
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During initial testing of the first ten locos we used to run to Peterborough West Yard with a train of Mk2 coaches. Pictured at Bounds Green 91002 has arrived from Peterborough blunt end first with the Mk2 stock. |
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91003 is pictured about to unhook to run round in Peterborough West Yard sometime in late 1988 |
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Later when the electrification was completed the running was extended to Leeds |
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Here's a very artistic shot of the reflection of the test train in the windows of a lineside factory near Leeds. Note the train is made up of a class 91 loco plus Mk2 coaches. |
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The locos were intended to run at up to 140 mile/h (hence IC225 km/h) with new Mk4 coaching stock in push-pull mode achieved by having a Driving Van Trailer (DVT) at the opposite end of the rake and a Time Division Multiplex (TDM) control system using dedicated through wiring. As the first ten locos were delivered before the Mk4 coaches and associated DVT's hence a number of HST power cars were converted to act as 'surrogate' DVT's and equipped with TDM, buffers and drawgear. Once the early teething troubles were overcome running with the Mk2 stock, testing was extended to include a 5 car rake of Mk3 sleepers which could be run in push-pull mode with the HST DVT by use of a screened cable running the length of the train. There are a few pictures of 91002 with a train of Mk3 sleepers and also 91003 inside Crewe works on the Rail-Net-Media site here - but you will need to search the site. Initially the DVT's power unit was only used to supply ETS for the Mk3 coaches, as they differed from the Mk4's, and hence the engines were only running at approx 1000 rpm, just above idling. However, prolonged use of the power cars in this way lead to an excessive build up of un-burnt fuel in the silencers and this eventually lead to fires. One occurred at Hornsey, just outside Ferme Park, and this brought the OHLE down too. After a repeat performance it was decided that the PC engines should be powered up as normal and this then meant the test trains had a combined available power of over 7000 HP. A modification to the TDM control arrangements allowed the engine to be controlled from the class 91 and an increase in speed up to the maximum of 125 mile/h was accomplished with ease! Three trips a day from Kings Cross to Retford was the norm at this time, the last trip necessitating a visit to the local chippy which was conveniently situated next to the Down loop at Retford where the train turned round - and there was a gate in the fence too! Click on the picture for a bigger image - all pictures are from the author's collection |
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The technical data for the class 91 was produced in German and English for the Hamburg IVA88 exhibition |
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91001 stands outside the RTC workshop for a photocall during its performance testing |
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The first GEC Official picture had the company logo on the front of the loco. This was replaced by the InterCity swallow |
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After arrival at RTC Derby 91001 is pictured in the yard together with 90001 |
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The blunt end, note the cables. |
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91001 on the weighbridge to check weight distribution |
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Inside the cab of 91001 at RTC, Derby. Author's collection |
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91004 propels its train of five
Mk3 sleepers and surrogate DVT 43014 past
Welwyn Garden City on August 3rd 1988 David Percival |
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Eventually in the Autumn of 1988, the locos were introduced into passenger service, with Mk3 coaches ETH being supplied by the HST DVT. The first trip in passenger service was the 17.36 KX to Peterborough which had nearly as many technical staff and project people on board than passengers. Click on the picture for a bigger image - all pictures are the author's unless otherwise credited |
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The locos were delivered under their own power from Crewe. Pictured at Stonebridge Park at the bottom of the WCML on 16th July 1988 is 91002. The loco was on its way back to Crewe for modifications and the train crew were waiting for 91006 with which they would return to BN |
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The old and the new................ |
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............and the two locos together before they went their separate ways |
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Yet another end of film shot
shows a test train with TC10 behind the loco in Platform 1 at Kings Cross For more details of the various test cars which have been used by the DM&EE over the years look here |
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Pictured inside the depot at Bounds Green is an unidentified class 91 with a rake of Mk3 coaches and surrogate DVT (HST power car) |
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91001 with Test Coach 'Prometheus'
and 5 Mk 3 sleepers plus an HST DVT approaches Leeds on the 11th August 1988 - the
first 91 to do so. The Yorkshire Post |
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An unknown member of the class
pictured at Crewe en route to BN D Bower |
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91003 pictured at Bounds Green |
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Once the Metro Cammell-built Mk4 coaches had arrived these also began mileage accumulation too and as the electrification was extended up the ECML so the destinations changed. Initially running to Grantham - this was moved to York then to Leeds and eventually Newcastle, Edinburgh and finally via Carstairs to Glasgow. The locomotives also worked out of Glasgow Polmadie on driver training runs to Carlisle for a time either light engine or with a full rake. I remember that there were concerns about traversing the tight curves and pointwork at Carstairs when running between Edinburgh and Glasgow and that we ran a few initial trial trips when we were monitoring the clearances between vehicles on the curves. The test and driver training trains were normally based at Edinburgh Craigentinny Depot but in the early days we had to be content with stabling at Millerhill Yard - which was the back of beyond. There were also a few problems with train length as there was only one road which had been partially electrified and we ran off the wires a couple of times and had to be dragged back by a diesel and undertake a pantograph examination before running again. Aah, what memories! |
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Another trip down the East Coast
Main Line during August 1989 was terminated at Huntingdon for some reason.
The train is seen here on the Up platform waiting to return to Bounds
Green via the Hertford loop Garry Brookes |
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A quick changing ends by
train crew saw the train quickly setting off back south, so as not to block
the platform for too long. Garry Brookes |
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91001 heads north from York with
a five coach MkIV test train Unknown |
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During this period the line speed between Peterborough and Grantham was increased to 140 mile/h to allow the 91's to show their paces. This was the famous Stoke bank where the A4 'Mallard' had broken the world speed record for steam in 1938. The signalling was modified to have a 'fifth aspect' utilising a flashing green to indicate that there were at least two blocks clear ahead of the train. Many was the time we had to brake for the last curve in the Down direction which had a 135 mile/h restriction! |
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The
scene at Peterborough on the occasion of the Mk4 train high speed tests,
around 08:45 hrs on Sunday 17th September 1989. The set has just completed
the third (and fastest) run from Grantham, recording 162.8 mile/h south of
Little Bytham. Garry Brookes |
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The
first working of a complete Mk4 train to reach Peterborough pictured in
platform 2 one day during August 1989.
The consternation had been caused by the shattering of the outer skin of one of the glazing units in the Tourist Open End (TOE) coach next to the Class 91 locomotive. Garry Brookes |
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DVT 82200 waits to lead the train back to Bounds Green
after a successful day's testing. Note the "Metro-Cammell" branding on the
front of the DVT, this was applied to 82200 only, all other DVTs were
fitted with the InterCity 'Swallow'" motif from new. Garry Brookes |
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We also undertook a few demonstration runs when we ran at 140 mile/h where the line speed was 125 mile/h all the way from KX to Edinburgh arriving there in record time! During early testing of the Mk4 coaches it was discovered that the SIG bogies did not ride very well in the UK and extensive riding tests were conducted over the route to find a solution to the problem. |
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A SIG bogie on the production
line at Washwood Heath Met-Cam |
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.... and pictured at Crewe in September 2005 |
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A close up of the triple disc brakes |
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In late 1987 the first SIG bogie had been trialled under a Mk3 coach M12140 in a special test train which achieved speeds of nearly 150 mile/h on the ECML between York and Darlington during the test running. HST power cars were used as traction, 43102 and 43159 were on the train during the high speed tests. |
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Neville Hill, Leeds with the
SIG bogie fitted to Mark 3 coach M12140 on test with an HST power car
providing traction D Bower |
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M12140 is pictured in the Up Loop outside Darlington Station on a test run. D Bower |
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A closer view of the bogie D Greenwood |
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The SIG Mk3 test train
consisting of 43155, 3 x Mk3 TSO, M12140 and 43102 passes Dringhouses en
route from Derby to Heaton. D Greenwood |
When it arrived the first Mk4 coach was similarly evaluated in February and again in July 1988.
The following pictures are courtesy D Bower
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With Test Car 10 in a much reduced rake standard HST 43051 power car is pictured in the sidings at the back of Bounds Green on initial riding tests with the first Mk4 coach. |
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PC 43116 was marshalled at the north end of the test train and it's pictured here at the back of Bounds Green. |
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A closer view of 12201 TOE |
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Inside the Mk4 coach had been turned into a test car |
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Another shot of the instrumentation fitted to the Mk4 vehicle |
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Later the coaches were tested over the section from Newcastle to Edinburgh and as this was still not fully electrified at this time two back-to-back HST DVT power cars were utilised. They were also used for motive power to York and back - the following photos were taken on 21st and 22nd March 1991. Click on the picture for a bigger image - all pictures are the author's unless otherwise credited |
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The test train sits in Heaton depot with 43123 and 43080 at the head coupled in front of the Mark4 DVT. These provided 5,000 HP for the train, allowing running at up to 125 mile/h between Newcastle, York and Edinburgh where line speed permitted |
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A closer view of the two HST DVT's marshalled with the Mk4 DVT 82220 |
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The train heads north past Tyne Bridge Junction |
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The train heads through Manors in the north Newcastle suburbs |
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In this view the engineers are cabling up the leading power car in readiness for the trip. Note the class 143 railbuses in the background |
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The next morning at Craigentinny Author's collection |
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Ready to depart for the south -
note the class 304 which was used at the time on the North Berwick services Author's collection |
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The power cars can be seen in the distance after running round the train following arrival in York |
More testing was carried out prior to full introduction
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91022 is pictured coupled to
Test Car No:2 at Bounds Green on a test train having run blunt end first on the main
line
D Bower |
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It wasn't all hard work! Here is
91003 on the occasion of a 'Jim'll Fix It' special when the BBC filmed a
lucky lad who had cab ride to Grantham and back. The BBC film crew are
boarding the loco in this shot. I accompanied the train riding shotgun but didn't get the free lunch which he had! |
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The locos weren't without problems - the Time Division Multiplex (TDM) system had a nasty habit of tripping out when passing through neutral sections. If the train was being propelled by the loco this meant a long walk for the driver to reset it - but the MCB did not always trip - the system just 'crashed'. We eventually resorted to having a rider on the locos all the time until a solution to the problem was found. |
The final format is now all too familiar although today they wear the blue and red livery of GNER
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The now familiar formation of the IC225 sets - at the south end was the Mk4 DVT - this one's at Leeds Author's collection |
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In the middle were various Mk4 coaches - this is 12201 a TOE pictured within a test train. D Bower |
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91001 brings up the rear at Leeds on a wet day Author's collection |
A few in-service pictures of recent times
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An unidentified Class 91 pictured north of Offord in the summer of 2001 |
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Another unidentified member of the class approached Tempsford crossing north of Sandy on a Down service on 14th October 2004 |
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Propelling down Stoke Bank at Little Bytham on 4th February 2005 |
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91103 waits to leave Peterborough for the North on 2nd July 2005 |
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91104 at Grantham on 29th June 2006 |
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A Down service passing Peterborough on 6th July 2006 |
More pictures will be added as time permits
