|Electrical Equipment:||English Electric|
|Mechanical Construction:||English Electric (Vulcan Foundry)|
83012 is a rare example of a troublesome English Electric product. In its early years the class suffered a series of problems and failures, which might have led to withdrawal in the 1960s, but for the extension of the West Coast electrification to Glasgow and subsequent refurbishment. Surviving due to use on empty stock trains, the loco was originally preserved in the early 1990s before passing to the Group in 1997. It became the first in our fleet to receive a full cosmetic makeover, being repainted into Electric Blue in 2000.
83012 appeared at the NRM's big event at the end of May 2008.
English Electric received an order for 15 of the 100 new locomotives for the West Coast Main Line electrification, which were designated Type AL3. Twelve Type A and three Type B locomotives were ordered, the first type As to be delivered being E3023 and E3024 in July 1960. Initially given the number series E3303-E3305, the Type B locomotives were soon renumbered E3098 and E3099, - E3305 (the last to be built) entered traffic as a Type A, numbered E3100, in 1962. This class proved to be the lightest, shortest and lowest powered of the five designs, but this had little impact on performance in the early years. Like Class 82, the AL3s spent their main-line careers allocated to Longsight, except for a brief period in the general allocation AC Lines.
English Electric had always been at the forefront of developing new technologies, and at their insistence, the British Transport Commission agreed to allow the last locomotive (E3305) to be built as a test-bed for Transductor Stepless Tap-Changer control. Financed mainly by EE, the loco was fitted with Silicon rectifiers (as opposed to the Mercury-Arc of the rest of Type AL3), rheostatic brakes and the new control system, and was used in tests for several years. Outshopped as a 100mph Type A loco, numbered E3100, its appearance was also non-standard, with the three corridor-side windows being replaced by louvres. Tests with this loco proved remarkably successful, and provided BR and EE with valuable knowledge for the development of future designs. Plans to take E3100 to Europe for comparitive tests with French, German and Swiss electric locos were proposed in 1963 and much development work on the loco was carried out, including a bogie swap with E3304 (which was then renumbered E3099 as a Type A machine), but the tests were cancelled, and nothing became of this interesing opportunity.
The early careers of standard Type AL3 proved rather more troublesome than that of E3100. Major problems with the water cooled Mercury-Arc rectifiers developed, resulting in the entire Class being withdrawn in 1969 and put to store. English Electric put forward several proposals to cure the problem, but it wasn't until the authorisation of the northern section of the WCML electrification that the plans were carried out, and Silicon Rectifiers fitted to the fleet during refurbishment at Doncaster in 1973-74. E3100 was also converted to a standard Class 83 at this time, not because of any failure as a test bed, but because very few drivers had been trained on it. As a consequence,it was non-standard and difficult to diagram for day-to-day operation. The class was renumbered into the 83001-83015 series, E3100 becoming 83015.
Unfortunately, refurbishment was not the end to Class 83's troubles. Problems with high-current contactors, together with a weight-distribution problem caused further modification work to be carried out. By the mid seventies, however, most of the problems had been ironed out, and the Class was operating efficiently.
Two Type AL3s were extensively rebuilt at Vulcan Foundry in 1965 after collision damage, with E3028 requiring a complete new cab assembly, while E3027 required work to both cabs and one side. E3027 had something of an unfortunate career, as after being renumbered to 83004, it collided with 47163 at Kensal Green Tunnel on December 24th 1977. The damage was so severe that it was withdrawn immediately and returned to Crewe in sections for component recovery. The other Class 83 to be withdrawn early was 83003, involved in a collision with 86209 at Watford in January 1975, writing off the 83 and leaving 86209 on its side at the bottom of an embankment. Both 47163 and 86209 were returned to service.
As a consequence of being low powered and few in number, Class 83 was withdrawn from main-line service in July 1983, along with Class 82. Two locos, nos. 83012 and 83015 were moved south to Willesden with 82005 and 82008, and put to use on empty carriage duties from Euston. A third loco, 83009, was converted to a static current converter at Longsight. This was to convert 25kV AC to 1500V DC for the maintenance of Class 506 1500V DC overhead electric multiple units, then still used on the Manchester - Hadfield/Glossop stub of the former Woodhead Route. These units were withdrawn in 1984 with conversion of the line to 25kV AC overhead, and 83009 was no longer required. Remarkably, it was sent south, returned to working order, and put to work on e.c.s. duties with classmates 83012 and 83015. The remainder of the class was sent for scrap at Vic Berry's yard, Leicester.
The end came in 1988, with the arrival of Class 81s at Willesden for e.c.s. use. The three Class 83s were sent to Crewe, joining the remaining Class 82s at Crewe Electric Depot's "graveyard". The locos were sold in 1993, nos 83009 and 83015 to MC Metals of Glasgow for scrap, while 83012 was bought for preservation.
Built as the last Type A, E3035 entered service on 8th July 1961, allocated to the general "AC Lines" code. Suffering from the rectifier problems afflicting the rest of the Class, it was taken out of service and stored with others of AL3 and AL4 in the unusual location of Bury Steam Shed (adjacent to what is now the East Lancs Railway's Buckley Wells Works) from April 1969 until February 1972. Refurbished at Doncaster, and renumbered 83012, it returned to main-line use in 1974, allocated to Longsight (LG).
83012 became somewhat distinctive during its last years as a 100 mph locomotive, being the only AC electric to retain an operational headcode panel in place of the usual white-dot marker panel. It was still in this state when withdrawn in 1983.
Reinstated to Euston empty carriage (ECS) duties, 83012 became something of a celebrity when in 1985, like 82008, it was repainted into InterCity Executive livery and fitted with a "cross-arm" pantograph. It became the only locomotive ever to carry InterCity livery while still retaining its four-digit headcode panel - indeed, it is thought that it was the last locomotive on BR to be so fitted. Plans were made at Willesden Depot to name 83012, but to date, no details of these have been uncovered. Late in its time at Willesden, a bogie swap with 83015 was made, but final withdrawal came in 1988, following the arrival of Class 81s, nos 81002 and 81004.
82008 and 83012 moved to Crewe, where it remained until purchased by Pete Waterman in 1992.
Following asbestos removal at MC Metals, Glasgow, the loco received a complete cosmetic overhaul at the Lancastrian Carriage and Wagon Company of Heysham. The loco toured various open days around the country, often in the company of 81002 and 85101 before returning to store at Crewe.
Purchased in 1997 by the AC Locomotive Group, the loco was moved to Barrow Hill on 5th December 1998. Since then the loco's cooling fans have been restored to operational order, providing the deafening sound of an 83 in full cry once again. Lighting circuits are also operational and the air-brakes have been fully overhauled. Other systems are gradually being returned to working order, most recently the loco's "Arno" converter.
Plans to repaint the loco into original Electric Blue livery as E3035 coincided with an approach to Virgin Trains in 1999, offering use of one of the fleet for the launch of Virgin's new rolling stock. As a result, Virgin agreed to sponsor the paint for E3035's restoration, and following the repaint the loco was exhibited alongside Virgin's first-built Class 390 "Pendolino" driving car at the Old Oak Common Open Days on 5/6 August 2000.
The 3-phase Arno converter was re-energised during 2001 and this allowed the loco's systems to be powered from the Generator Car. This was done successfully on a number of occasions up until early 2003.
The loco's brakes were again restored to full working order in 2003, including recertification of the air receivers, in time to travel to the Doncaster Plant 150 Open Weekend in July at Doncaster Works where it was exhibited with 84001 and 85101. It also attended Crewe Works Open Days in September 2005.
It received a full repaint in early 2008 and was exhibitted at the NRM's '1968 and all that' event.
|BR TOPS Number||83012|
|Network Rail TOPS Number||86535|
|Current Livery||Electric Blue|
GENERAL DETAILS - CLASS 83
|Type / Class||AL3 / 83|
|Original BR 1957 Number Series||E3023-E3035, E3303-E3305|
|Revised BR 1957 Number Series||E3023-E3035, E3098-E3100|
|BR TOPS Original Number Series||83001-83015|
|Builder||Vulcan Foundry, Newton-le-Willows, Lancashire|
|Electrical Equipment Manufacturer||English Electric|
|Works Number Series||2928/E264-2942/E278|
|Weight In Working Order||73 tons|
|Length Over Buffers||52' 6"|
|Width||8' 8 5/8"|
|Height Over Body||12' 4 1/4"|
|Height Over Pantograph (lowered)||13' 0 9/16"|
|Bogie Pivot Centres||30'|
|Minimum Curve||4 chains|
|Maximum Speed||100 mph (40 mph for Euston e.c.s. duties)|
|Horsepower (full field)||2940 hp|
|Horsepower (weak field)||2950 hp|
|Maximum Rail Horsepower||4400 hp at 50 mph|
|Maximum Tractive Effort||40000 lb (Type A), 48000 lb (Type B)|
|Continuous Tractive Effort||15260 lb at 73 mph|
|Brake Force||38 tons|
|Electric Train Heating Index||66|
|Transformer and Control Gear||Oil cooled, On Load Low Tension Tap Changing|
|Rectifier Type||Mercury Arc Ignitron single anode liquid cooled
except E3100 - Silicon rectifiers with transductor control
All later replaced by Silicon rectifiers
|Voltage Detection Equipment (never used)||Capacitor divider|
|Bogie Type||Fabricated steel, conventional axlebox guides|
|Circuit Breaker Type||Brown Boveri Air Blast Circuit Breaker|
|Traction Motor Type||EE 535A 4-pole (740 hp)|
|Traction Motor Drive||BB-SLM Spring|
|Gear Ratios||25/76 (Type A), 20/76 (Type B - later converted to Type A)|
|Pantograph Type||2 x Stone-Faiveley (one later removed), later 83012 had 1 x AEI "cross-arm"|
|Locomotive Brake Type||Air|
|Train Brake Type||Vacuum, later Vacuum and Air|
|1st E No. (1959)||2nd E No. (1960)||1st TOPS No.||2nd TOPS No.||Depart-mental No.||Network Rail '89' No.||Last No.||Builder||Intro||Status||Notes||Names||1965 Proposed Names|
|E3024||83001||83001||EE / VF||Jul-60||Scrapped 1984: Vic Berry Leicester||Elector|
|E3025||83002||83002||EE / VF||Jul-60||Scrapped 1984: Vic Berry Leicester||Eagle|
|E3026||83003||83003||EE / VF||Aug-60||Scrapped 1975: BREL Crewe||Watford Junction Crash (1975)||Empress|
|E3027||83004||83004||EE / VF||Sep-60||Scrapped 1978: BR Willesden ETD||Kensal Green Crash (1977)|
|E3028||83005||83005||EE / VF||Sep-60||Scrapped 1984: Vic Berry Leicester|
|E3029||83006||83006||EE / VF||Oct-60||Scrapped 1984: Vic Berry Leicester|
|E3030||83007||83007||EE / VF||Oct-60||Scrapped 1984: Vic Berry Leicester|
|E3031||83008||83008||EE / VF||Nov-60||Scrapped 1984: Vic Berry Leicester|
|E3032||83009||83009||EE / VF||Nov-60||Scrapped 1993: MC Metals Glasgow|
|E3033||83010||83010||EE / VF||Dec-60||Scrapped 1984: Vic Berry Leicester|
|E3034||83011||83011||EE / VF||Feb-61||Scrapped 1984: Vic Berry Leicester|
|E3035||83012||89535||83012||EE / VF||Jul-61||Preserved 1997: The AC Locomotive Group||Originally preserved by Pete Waterman.|
|E3303||E3098||83013||83013||EE / VF||Mar-61||Scrapped 1984: Vic Berry Leicester|
|E3304||E3099||83014||83014||EE / VF||May-61||Scrapped 1984: Vic Berry Leicester|
|E3305||E3100||83015||83015||EE / VF||Jun-62||Scrapped 1993: MC Metals Glasgow||Original E-number E3305 not carried. Built as transductor stepless-control prototype.|