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British Rail Class 45
British Rail Class 45
British Rail Class 45
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Derby Type 4
British Rail Class 45
A Class 45 south of Loughborough, July 1975
Type and origin
Power typeDiesel-electric
BuilderBritish Railways' Derby Works and Crewe Works
Build date1960–1962
Total produced127
Specifications
Configuration:
​
 • UIC(1′Co)(Co1′)
 • Commonwealth1Co-Co1
Wheel diameter3 ft 9 in (1.143 m)
Minimum curve5 chains (100 m)
Wheelbase59 ft 8 in (18.19 m)
Length67 ft 11 in (20.70 m)
Width8 ft 10+1⁄2 in (2.71 m)
Height12 ft 10 in (3.91 m)
Loco weight133 long tons (135 t; 149 short tons)
Fuel capacity840 imp gal (3,800 L; 1,010 US gal)
Lubricant cap.190 imp gal (860 L)
Coolant cap.346 imp gal (1,570 L)
Prime moverSulzer 12LDA28-B
Engine typefour stroke 12 cylinder double bank
Displacement12× 22 litres (1,300 cu in) per cylinder,
or 264 litres (16,100 cu in) total
GeneratorCrompton Parkinson
Traction motorsCrompton Parkinson
Cylinders12
Cylinder size280 mm × 360 mm (11.024 in × 14.173 in), bore × stroke
MU working★ Blue Star
Train heating45/0: Steam
45/1: Electric Train Heat
Loco brakeAir
Train brakesVacuum and Air
Safety systemsAWS
Performance figures
Maximum speed90 mph (145 km/h)
Power outputEngine: 2,500 bhp (1,864 kW)
At rail: 2,000 hp (1,491 kW)
Tractive effortMaximum: 55,000 lbf (245 kN)
Brakeforce63 long tons-force (628 kN)
Career
OperatorsBritish Railways
NumbersD11–D137; later 45001–45077, 45101–45150
NicknamesPeak
Axle load classRoute availability 7
Withdrawn1981-1989
DispositionEleven preserved, remainder scrapped

The British Rail Class 45 or Sulzer Type 4 are a type of diesel locomotives built by British Railways' Derby and Crewe Works between 1960 and 1962. Along with the similar Class 44 and 46 locomotives, they became known as Peaks.

Technical details

[edit]

Engine

[edit]

The engine of the Class 45 was a marine-type, slow-revving diesel, a Sulzer 12LDA28B with a bore of 280 mm (11.024 in) (hence the 28 in the engine designation) and a stroke of 360 mm (14.173 in). This gave 22 litres (1,300 cu in) per cylinder, or 264 litres (16,100 cu in) for the whole engine. The unit was turbocharged and intercooled and gave 2,500 hp (1,900 kW) at 750 rpm. The engine was of the double bank type with two parallel banks of 6 cylinders, geared together to a single output shaft.[1][page needed] Six-cylinder versions of the engine were fitted in the Class 25 locos (amongst others) and eight-cylinder versions in Class 33s.[2] Class 45s were the updated versions of the Class 44 locomotives, the latter having a 2,300 hp (1,700 kW) non-intercooled version of the same engine; i.e. the 12LDA28A. The later Class 47 had a modified version of the same engine, a 12LDA28C.

Train heating

[edit]

When initially put into service, the locomotives were fitted with multiple-unit working and steam-heating boilers for passenger service. In the early 1970s, fifty were fitted with electric train supply in place of their steam-heating boilers and assigned to work services on the Midland Main Line from London St Pancras to Nottingham, Derby and Sheffield. These locomotives were renumbered as Class 45/1.[3]

Locomotive auxiliary supply

[edit]

The Class 45 is unusual in having a 220 volt electrical system for driving auxiliary systems and battery charging.[4] Most British Railways diesels of the same era had 110 volt auxiliaries.

History

[edit]
Distribution of locomotives,
March 1974[5]
British Rail Class 45 is located in England
CW
CW
HO
HO
TO
TO
Code Name Quantity
CW Cricklewood 11
HO Holbeck 39
TO Toton 77
Total: 127

The Class 45s became the main traction on the Midland Main Line from 1962 and their introduction allowed considerable acceleration of the previous steam-powered service. The Class 45s remained the main source of power on the line up to 1982, when they were relegated to secondary services following introduction of HSTs on the route. From 1986, Class 45s virtually disappeared from the line.[6][page needed] From the early 1980s until their withdrawal c. 1988, the class were regular performers on the North Trans-Pennine line working services from Liverpool Lime Street to York, Scarborough or Newcastle via Manchester Victoria, Huddersfield and Leeds. These trains were usually formed of early Mark 2 carriages, of up to seven in a typical train.

Accidents and incidents

[edit]
45147 at Patricroft, after the Eccles rail crash
  • On 6 December 1963 a freight train hauled by D94 passed at least two stop signals and collided with a goods train which was crossing the line at Stanton Gate railway station under clear signals. The front end of D94 was almost totally destroyed, causing the deaths of the driver and second man.[7][8][9]
  • On 16 January 1982, 45 074 was hauling a freight train that was derailed at Chinley, Derbyshire.[10]
  • On 4 December 1984, 45 147 was badly damaged in the Eccles rail crash, and subsequently moved to Patricroft.
  • On 9 March 1986, 45 014 The Cheshire Regiment was one of two light engines that were hit head-on by a passenger train at Chinley due to a signalman's error. One person was killed. Lack of training and a power cut were contributory factors.[11] The locomotive was consequently withdrawn from service and scrapped.[12]
  • On 24 April 1988, 45 041 split a set of points and was derailed at Edale, Derbyshire.[13]

Withdrawal

[edit]

The great majority of Class 45s were withdrawn between 1981 and 1988, after Class 43 HSTs were introduced to their routes; the last was withdrawn from service by 1989.[14][page needed]

Fleet details

[edit]

Naming

[edit]
45118's nameplate

26 Class 45s were officially named by BR after various British Army regiments and the Royal Marines. Additionally, several were unofficially named.

Fleet list

[edit]
Number(s) Name Withdrawn Disposal details
1957 series TOPS
D11 45122 04/1987 Scrapped at MC Metals, Glasgow (02/1994)
D12 45011 05/1981 Scrapped at Derby Works (09/1981)
D13 45001 01/1986 Scrapped at Derby Works (11/1988)
D14 45015 03/1986 Still in derelict condition at the Battlefield Line (as of May 2024)
D15 45018 04/1981 Scrapped at Swindon Works (10/1982)
D16 45016 11/1985 Scrapped at Vic Berry, Leicester (12/1986)
D17 45024 10/1980 due to fire damage Scrapped at Swindon Works (08/1983)
D18 45121 Pegasus (unofficial name) 19 November 1987 Scrapped by Thomas Hill at Crewe Works (09/1993)
D19 45025 05/1981 Scrapped at Derby Works (11/1981)
D20 45013 Wyvern (unofficial name) 04/1987 Scrapped at MC Metals, Glasgow (02/1994)
D21 45026 04/1986 Scrapped at MC Metals, Glasgow (11/1988)
D22 45132 09:39 on 11 May 1987 Preserved at Epping Ongar Railway
D23 45017 08/1985 Training Loco ADB 968024 Toton September 1985-00.1988[clarification needed] Scrapped at MC Metals, Glasgow (11/1991)
D24 45027 05/1981 Scrapped at Swindon Works (09/1983)
D25 45021 12/1980 Scrapped at Swindon Works (04/1983)
D26 45020 12/1985 Scrapped at Vic Berry, Leicester (08/1988)
D27 45028 01/1981 Scrapped at Swindon Works (04/1983)
D28 45124 Unicorn (unofficial name) 12:34 on 22 January 1988 withdrawn due to bogie fire Leicester 29 December 1987 Scrapped at MC Metals, Glasgow (10/1991)
D29 45002 09/1984 Scrapped at MC Metals, Glasgow (11/1988)
D30 45029 07/1987 reinstated as 97 410 September 1987 withdrawn August 1988 Scrapped at MC Metals, Glasgow (10/1991)
D31 45030 11/1980 Scrapped at Derby Works (03/1981)
D32 45126 27 April 1987 Scrapped at MC Metals, Glasgow (04/1992)
D33 45019 09/1985 Scrapped at Vic Berry, Leicester (01/1987)
D34 45119 7 May 1987 Scrapped at MC Metals, Glasgow (04/1994)
D35 45117 12 May 1986 Scrapped at Vic Berry, Leicester (02/1987)
D36 45031 05/1981 Scrapped at Derby Works (10/1981)
D37 45009 09/1986 Scrapped at Vic Berry, Leicester (08/1988)
D38 45032 12/1980 Scrapped at Swindon Works (09/1983)
D39 45033 Sirius (unofficial name) 02/1988 Scrapped at MC Metals, Glasgow (02/1992)
D40 45133 10 May 1987 Preserved at Midland Railway – Butterley Owned by the Class 45/1 Preservation Society
D41 45147 4 January 1985 due to damage in Salford accident 4 December 1984 Scrapped at Patricroft by Vic Berry, Leicester (03/1985)
D42 45034 07/1987 reinstated September 1987 as 97411 withdrawn July 1988 Scrapped at MC Metals, Glasgow (05/1992)
D43 45107 Phoenix (unofficial name) 15:19 on 27 July 1988 Scrapped at MC Metals, Glasgow (03/1990)
D44 45035 05/1981 Scrapped at Derby Works (11/1981)
D45 45036 05/1986 Scrapped at Vic Berry, Leicester (08/1988)
D46 45037 Eclipse (unofficial name) 07/1988 Scrapped at MC Metals, Glasgow (03/1992)
D47 45116 22 December 1986 Scrapped at Vic Berry, Leicester (09/1988)
D48 45038 06/1985 Scrapped at Vic Berry, Leicester (12/1986)
D49 45039 The Manchester Regiment[15] 12/1980 Scrapped at Swindon Works (04/1983)
D50 45040 The King's Shropshire Light Infantry[15] 07/1987 reinstated as 97412 September 1987; withdrawn August 1988 Scrapped at MC Metals, Glasgow (10/1991)
D51 45102 9 September 1986 Scrapped at Vic Berry, Leicester (10/1988)
D52 45123 The Lancashire Fusilier[15] 22 July 1986 Scrapped at Vic Berry, Leicester (11/1988)
D53 45041 Royal Tank Regiment[15] 8 June 1988 Preserved at Midland Railway – Butterley; Owned by Peak Locomotive Company
D54 45023 The Royal Pioneer Corps[15] 09/1984 Scrapped at Vic Berry, Leicester (10/1986)
D55 45144 Royal Signals[15] 21 December 1987 Scrapped at Vic Berry, Leicester (06/1988)
D56 45137 Bedfordshire and Hertfordshire Regiment (T.A.)[15] 16 June 1987 Scrapped at MC Metals, Glasgow (03/1994)
D57 45042 04/1985 Scrapped at Vic Berry, Leicester (11/1986)
D58 45043 The King's Own Royal Border Regiment[15] 09/1984 Scrapped at Vic Berry, Leicester (01/1987)
D59 45104 The Royal Warwickshire Fusilier[15] 13 April 1988 Scrapped at MC Metals, Glasgow (02/1992)
D60 45022 Lytham St. Annes[15] 07/1987 reinstated September 1987 as 97409; withdrawn July 1988 Scrapped at MC Metals, Glasgow (10/1991)
D61 45112 The Royal Army Ordnance Corps[15] 14:43 on 7 May 1987 Main line operational
D62 45143 5th Royal Inniskilling Dragoon Guards[15] 14:43 on 7 May 1987 Scrapped at MC Metals, Glasgow (03/1994)
D63 45044 Royal Inniskilling Fusilier[15] 06/1987 Scrapped at MC Metals, Glasgow (11/1988)
D64 45045 Coldstream Guardsman[15] 05/1983 due to collision at Saltley 10 February 1983 Scrapped at Vic Berry, Leicester (10/1986)
D65 45111 Grenadier Guardsman[15] 14:43 on 7 May 1987 Scrapped at MC Metals, Glasgow (04/1992)
D66 45146 7 April 1987 Scrapped at MC Metals, Glasgow (03/1992)
D67 45118 The Royal Artilleryman[15] 8 May 1987 Preserved; stored at Loram Derby
D68 45046 Royal Fusilier[15] 08/1988 Scrapped at MC Metals, Glasgow (05/1992)
D69 45047 08/1980 Scrapped at Derby Works (02/1981)
D70 45048 The Royal Marines[15] 06/1985 Scrapped at MC Metals, Glasgow (11/1988)
D71 45049 The Staffordshire Regiment (Prince of Wales's Own)[15] 10/1987 Scrapped at MC Metals, Glasgow (11/1988)
D72 45050 09/1984 Scrapped at Vic Berry, Leicester (03/1987)
D73 45110 Medusa (unofficial name) 15:19 on 27 July 1988 Scrapped at MC Metals, Glasgow (03/1990)
D74 45051 04/1987 Scrapped at MC Metals, Glasgow (11/1988)
D75 45052 Satan and Nimrod (unofficial names) 06/1988 Scrapped at MC Metals, Glasgow (09/1991)
D76 45053 11/1983 Scrapped at Crewe Works by A. Hampton (10/1988)
D77 45004 Royal Irish Fusilier[15] 12/1985 Scrapped at MC Metals, Glasgow (11/1988)
D78 45150 Vampire (unofficial name) 10:40 on 4 February 1988 Scrapped at MC Metals, Glasgow (12/1991)
D79 45005 03/1986 Scrapped at Vic Berry, Leicester (12/1988)
D80 45113 Athene (unofficial name) 2 August 1988 Scrapped at MC Metals, Glasgow (03/1990)
D81 45115 13 June 1988 Scrapped at MC Metals, Glasgow (03/1990)
D82 45141 Zephyr (unofficial name) 4 August 1988 Scrapped at MC Metals, Glasgow (03/1992)
D83 45142 19 June 1987 Scrapped at MC Metals, Glasgow (03/1994)
D84 45055 Royal Corps of Transport[15] 04/1985 Scrapped at Vic Berry, Leicester (11/1986)
D85 45109 27 January 1986 Scrapped at Vic Berry, Leicester (11/1986)
D86 45105 16:25 on 11 May 1987 Preserved at Barrow Hill Roundhouse
D87 45127 14:43 on 7 May 1987 Scrapped at Crewe Works by J&S Metals (03/1994)
D88 45136 14:43 on 7 May 1987 Scrapped at MC Metals, Glasgow (03/1992)
D89 45006 Honourable Artillery Company[15] 09/1986 Scrapped at Vic Berry, Leicester (10/1988)
D90 45008 12/1980 Scrapped at Swindon Works (09/1983)
D91 45056 12/1985 Scrapped at Vic Berry, Leicester (11/1986)
D92 45138 22 December 1986 Scrapped at MC Metals, Glasgow (04/1994)
D93 45057 01/1985 Scrapped at Vic Berry, Leicester (03/1987)
D94 45114 15:35 on 17 February 1987 Scrapped at MC Metals, Glasgow (02/1994)
D95 45054 01/1985 Scrapped at Toton MPD by Vic Berry (11/1985)
D96 45101 13 November 1986 Scrapped at Vic Berry, Leicester (10/1988)
D97 45058 09/1987 Scrapped at MC Metals, Glasgow (03/1994)
D98 45059 Royal Engineer[15] 03/1986 Scrapped at Vic Berry, Leicester (11/1988)
D99 45135 3rd Carabinier[15] 9 March 1987 Preserved at East Lancashire Railway
D100 45060 Sherwood Forester[15] 12/1985 Preserved at Barrow Hill Roundhouse
D101 45061 08/1981 Scrapped at Swindon Works (04/1982)
D102 45140 Mercury (unofficial name) 11:47 on 29 March 1988 Scrapped at MC Metals, Glasgow (09/1991)
D103 45062 07/1987 last run was HRT "Baker's Dozen" Railtour 27 June 1987. Loco failed at MP10 WCML and was rescued by 31305 Scrapped at MC Metals, Glasgow (03/1994)
D104 45063 05/1986 Scrapped at Vic Berry, Leicester (11/1988)
D105 45064 01/1985 Scrapped at Vic Berry, Leicester (11/1988)
D106 45106 Vulcan (unofficial name) 15:19 on 27 July 1988, reinstated 4 August 1988. Finally withdrawn 02/1989 after catching fire on 07:12 Derby to St Pancras, 3 February 1989 Scrapped at CF Booth, Rotherham (04/1992)
D107 45120 24 March 1987 Scrapped at MC Metals, Glasgow (11/1991)
D108 45012 Wyvern II (unofficial name) 07/1988 Scrapped at MC Metals, Glasgow (03/1992)
D109 45139 27 April 1987 Scrapped at MC Metals, Glasgow (03/1994)
D110 45065 03/1985 Scrapped at Vic Berry, Leicester (12/1988)
D111 45129 11 June 1987 Scrapped at Vic Berry, Leicester (12/1988)
D112 45010 03/1985 Scrapped at MC Metals, Glasgow (11/1988)
D113 45128 Centaur (unofficial name) 2 August 1988. reinstated 02/1989, but not used after failed load test; withdrawn 04/1989. Reinstated to haul two railtours which had a Class 45 booked for haulage, after 45106 caught fire and was withdrawn.[16][page needed] Scrapped at MC Metals, Glasgow (03/1992)
D114 45066 Amethyst (unofficial name) 07/1987. Reinstated September 1987 as 97413; finally withdrawn on 26 July 1988 Scrapped at MC Metals, Glasgow (10/1991)
D115 45067 07/1977 after collision at Ilkeston 8 July 1977 11:50 Glasgow-Nottingham Scrapped at Derby Works (06/1980)
D116 45103 Griffon (unofficial name) 2 August 1988 Scrapped at MC Metals, Glasgow (03/1990)
D117 45130 10 May 1987 Scrapped at MC Metals, Glasgow (03/1992)
D118 45068 01/1986 Scrapped by Vic Berry at Allerton TMD (04/1986)
D119 45007 Taliesin (unofficial name) 07/1988 Scrapped at MC Metals, Glasgow (03/1992)
D120 45108 11:27 on 4 August 1987 Preserved at Midland Railway – Butterley. Owned by Peak Locomotive Company
D121 45069 07/1986 Scrapped at Vic Berry, Leicester (10/1988)
D122 45070 01/1987 Scrapped at MC Metals, Glasgow (11/1988)
D123 45125 Leicestershire & Derbyshire Yeomanry (name only carried in preservation) 14:43 on 7 May 1987. Rescued from MC Metals during the late 1980s and early 1990s[17] Preserved at Great Central Railway
D124 45131 16:00 on 3 September 1986 Scrapped at Vic Berry, Leicester (11/1988)
D125 45071 07/1981 Scrapped at Swindon Works (07/1983)
D126 45134 Neptune (unofficial name) 12:16 on 17 September 1987 Scrapped at MC Metals, Glasgow (11/1991)
D127 45072 04/1985 Scrapped at Vic Berry, Leicester (11/1986)
D128 45145 Scylla (unofficial name) 9 September 1987. Reinstated 19 October 1987 then finally withdrawn 11:11 on 23 February 1988 Scrapped at MC Metals, Glasgow (12/1991)
D129 45073 10/1981 Scrapped at Derby Works (11/1982)
D130 45148 11:43 on 11 February 1987 Scrapped at MC Metals, Glasgow (04/1992)
D131 45074 09/1985 Scrapped at Vic Berry, Leicester (10/1988)
D132 45075 01/1985 Scrapped at Vic Berry, Leicester (03/1987)
D133 45003 12/1985 Scrapped at Vic Berry, Leicester (04/1987)
D134 45076 11/1986 Scrapped at MC Metals, Glasgow (03/1994)
D135 45149 Phaeton (unofficial name) 16:00 on 14 September 1987 Preserved at Gloucestershire Warwickshire Railway
D136 45077 08/1986 Scrapped at MC Metals, Glasgow (09/1988)
D137 45014 The Cheshire Regiment[15] 03/1986 collision with 31 436 Chinley 9 March 1986 Scrapped by Vic Berry at Ashburys (08/1986)

Preservation

[edit]
D100 Sherwood Forester at Bournemouth Open Day, 1992

Eleven locomotives survive in preservation, with examples from both batches. The majority of the preserved engines were built at Crewe Works; in summary:

  • 45041 – In operational condition at the Nene Valley Railway[18]
  • 45060 – Undergoing engine overhaul at Barrow Hill Roundhouse
  • 45105 – Undergoing restoration at Barrow Hill Roundhouse
  • 45108 – In operational condition on loan at the East Lancashire Railway
  • 45112 – Stored at Nemesis Rail, Burton upon Trent
  • 45118 – Under overhaul at Crewe Diesel TMD
  • 45125 – In operational condition at the Great Central Railway
  • 45132 – Under overhaul at the Epping Ongar Railway[19]
  • 45133 – Under overhaul at the Midland Railway – Butterley
  • 45135 – Under heavy repair at the East Lancashire Railway
  • 45149 – In operational condition at the Gloucestershire Warwickshire Railway

Model railways

[edit]

Mainline Railways introduced OO gauge Class 45s in 1983; D49 The Manchester Regiment and D100 Sherwood Forester in BR green and 45048 The Royal Marines in BR blue.[20]

References

[edit]

Further reading

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

British Rail Class 45

View on Grokipedia
from Grokipedia
The British Rail Class 45, also known as the Sulzer Type 4 or "Peak", is a class of mixed-traffic diesel-electric locomotives built by British Railways at its and between 1960 and 1962. A total of 127 locomotives were constructed, each powered by a 12-cylinder turbocharged Sulzer 12LDA28-B producing 2,500 (1,860 kW), delivering approximately 2,000 hp (1,500 kW) at the rail, with a top speed of 90 mph, and featuring a 1Co-Co1 for stability on high-speed routes. Developed under British Railways' 1955 Modernisation Plan to replace steam locomotives, the Class 45 represented an evolution of the earlier Class 44 pilot batch of ten similar Sulzer-powered units, addressing reliability issues while providing enhanced power for the Type 4 duty classification. The design incorporated a main generator and traction motors, with the locomotives initially allocated to the London Midland Region for hauling express passenger trains, such as those on the between London St Pancras and , where their introduction in 1962 enabled significant acceleration of schedules previously operated by . They also saw extensive use on cross-country services, freight workings, and routes like the until progressed. In the 1970s, 50 locomotives were modified to Class 45/1 subclass by adding electric train heating () boilers to better suit heated passenger stock, improving their versatility amid changing operational demands. Withdrawals began in the early due to the arrival of more modern classes like the Class 58 for freight and the spread of multiple units for passenger services, with the final Class 45 retired in after nearly three decades of service. As of 2025, 12 examples are preserved on heritage railways, including operational locomotives at the and Gloucestershire Warwickshire Steam Railway, where they continue to demonstrate the robust engineering of this iconic early diesel era design.

Design and construction

Origins and design features

The British Rail Class 45 emerged as part of the broader dieselization efforts outlined in the 1955 Modernisation Plan, which aimed to replace steam locomotives with more efficient diesel and electric traction to improve speed, reliability, and line capacity across . This plan emphasized the procurement of mixed-traffic Type 4 locomotives, rated at 2,000 to 2,999 horsepower, to handle both express passenger and freight services on a variety of routes, including those planned for future electrification. The Class 45 was specifically developed to meet these requirements, filling a gap for powerful, versatile diesels capable of sustaining high-speed operations while supporting British Rail's transition away from steam. Building on the experience of the earlier Class 44 Sulzer Type 4 prototypes, the Class 45 represented an evolutionary refinement aimed at enhancing reliability and power output. The Class 44, introduced in 1959, had encountered issues such as engine seizures due to inadequate lubrication and electrical flashovers from magnetic field interference, which were addressed in the Class 45 through improved oil systems and repositioned busbars. Power was increased from the Class 44's 2,300 horsepower to a target of 2,500 horsepower via modifications to the supercharge-air cooler, allowing for better performance in demanding mixed-traffic roles. These enhancements made the Class 45 a more robust successor, better suited to the rigors of British Rail's expanding diesel fleet. The locomotive's design was led by the team at British Rail's Derby Works, incorporating a streamlined body style with full-width construction for improved aerodynamics and crew comfort, a standard cab layout providing good visibility for mixed-traffic duties, and a on two three-axle bogies for stability at high speeds and heavy loads. This configuration, with six powered axles, ensured a top speed of 90 mph while maintaining suitability for routes electrified at 1,500 DC or 25 kV AC, where diesel operation was needed on non-electrified sections. Central to the design was the adoption of the Sulzer 12LDA28-B twelve-cylinder , selected for its proven development lineage dating back to and compatibility with Derby's in-house engineering expertise, over alternatives like the English Electric unit favored in other Type 4 classes. This choice underscored British Rail's strategy to diversify suppliers while leveraging Sulzer's reliable medium-speed diesel technology for the Peak series.

Production and variants

The British Rail Class 45 locomotives were constructed at Works, where 112 units were built, and at , where an additional 15 units were assembled, between 1960 and 1962, bringing the total fleet to 127 locomotives. Numbered D11–D137, the locomotives were built between 1960 and 1962. In the , 50 locomotives were converted to electric heating (ETH) capability, creating the Class 45/1 ; these were subsequently redesignated as 45101–45150. This resulted in a final fleet composition of 77 standard Class 45/0 locomotives and 50 Class 45/1 units.

Technical specifications

Prime mover and transmission

The British Rail Class 45 diesel locomotives were powered by the Sulzer 12LDA28-B, a 12-cylinder, turbocharged, four-stroke of marine derivation, designed for high torque at low speeds. This V-form engine featured a bore of 280 mm and a stroke of 360 mm, yielding a total displacement of approximately 264 liters. Rated at 2,500 bhp (1,864 kW) at 750 rpm, it provided robust low-end power suitable for mixed-traffic duties, with specific fuel consumption optimized for efficiency in the 0.370–0.410 lb/bhp-hr range under load, contributing to the class's reputation for economical operation on long-haul routes. The drove a CG426A1 main generator, which produced DC power up to 960 volts in series configuration (or 580 volts in parallel) at 1,546 kW, supplying six nose-suspended CP172A1 series-wound DC traction motors—one per in the Co-Co . These motors enabled smooth acceleration and regenerative/rheostatic braking, where excess power was dissipated through roof-mounted resistors during deceleration, enhancing control on gradients without relying solely on train brakes. The electrical transmission system prioritized reliability in varying load conditions, with the generator directly coupled to the for efficient power transfer. Performance characteristics included a maximum starting tractive effort of 55,000 lbf (245 kN), tapering to a continuous rating of 30,000 lbf (133 kN) at 25 mph, reflecting the engine's curve optimized for freight and passenger hauling. The stood at approximately 18.4 per , based on the locomotive's 135-long-ton 17 cwt weight, allowing sustained speeds up to 90 mph while maintaining on standard-gauge tracks. These metrics underscored the Class 45's versatility, though the tractive effort curve followed a typical hyperbolic decline with speed, governed by the equation TE = (Power × 375) / V (where TE is tractive effort in lbf, Power in hp, and V in mph), adjusted for transmission losses around 20%. Maintenance of the prime mover revealed early reliability challenges, including engine seizures and fatigue cracking in the block during the 1960s, often linked to thermal stresses. Cylinder head failures, particularly broken studs and gasket issues, were recurrent, necessitating frequent inspections and overhauls at Derby Works, where engines underwent major rebuilds every 300,000–500,000 miles to address these structural weaknesses. Subsequent modifications, such as reinforced heads and improved cooling, mitigated these problems, extending service life into the 1980s.

Heating and electrical systems

The Class 45/0 locomotives were equipped with a diesel-fueled heating designated the Spanner Mk III, capable of producing 1,500 lb/hr of at 200 psi to supply to carriages. This was installed in all units from the outset, with early production (D1-D165) using the Stone-Vapor variant and later batches (D166-D193) using the Spanner Mark III model for improved reliability and efficiency. However, the boilers exhibited reliability issues in cold weather, necessitating frequent maintenance during winter operations. In contrast, the Class 45/1 subclass—comprising 50 selected locomotives modified between 1973 and 1975—featured an system in place of the boiler. This setup included a 1,000 kW , driven by a dedicated auxiliary engine, that generated 1,000 V to supply heating, lighting, and other auxiliary needs for the train stock. The ETH conversion improved compatibility with modern air-conditioned multiple-unit stock and reduced the maintenance burdens associated with systems, though it added weight to the , increasing the working order mass to approximately 133 tons. The locomotives' internal electrical systems supported both heating functions and operational controls through a 220 DC layout, which was unusual for diesels of the that typically used 110 V. Batteries were charged directly from the main generator during engine operation, ensuring reliable power for starting and . Headlights consisted of a single central high-intensity lamp supplemented by traditional marker lights at cab roof corners, configured to standards for visibility in varying conditions. Control systems were electro-pneumatic in nature, with the operated via a graduated that modulated output through pneumatic relays linked to the . A deadman's integrated into the master controller provided braking if the driver became incapacitated, while the Automatic Warning System (AWS) was fully incorporated, using trackside inductors to alert the driver of signals and speed restrictions via cab indicators and horn activation. These features ensured safe and precise handling across the diverse routes served by the Class 45.

Auxiliary equipment

The British Rail Class 45 diesel locomotive was equipped with an air brake system for the locomotive itself, initially featuring vacuum brakes for train control that were later upgraded to air/dual systems on many units. This setup provided a locomotive brake force of 63 long tons-force (628 kN). Fuel storage consisted of tanks with a capacity of 840 imperial gallons (3,800 L), enabling extended operational ranges on mainline services. Lubrication was managed through a system with a 200 imperial gallon (910 L) oil capacity, maintaining normal operating temperatures between 160°F and 170°F (71°C and 77°C) and pressures of 50 lb/sq in (345 kPa) at full power to ensure reliable engine bearing performance. Instrumentation in the driver's cab included pressure gauges for lubricating oil, cooling water, and charging air (16–18 lb/sq in or 110–124 kPa at full power), along with indicators for exhaust (maintained within 100°F or 56°C across cylinders) and other fluids to facilitate monitoring and fault detection. Cab design emphasized driver comfort through standard British Rail mixed-traffic , positioning controls and displays for efficient operation during long-distance hauls. The cooling system utilized radiators positioned at a height of 12 ft 10.5 in (3.93 m), with a capacity of 346 imperial gallons (1,570 L) circulated under 15 lb/sq in (103 kPa) pressure when the engine was running, keeping normal temperatures at 165°F to 175°F (74°C to 79°C). Fans for the radiators were powered by an engine-driven to support thermal regulation. In working order, the Class 45 weighed 135 long tons 17 cwt (137.4 t) for the 45/0 subclass, measured 67 ft 11 in (20.70 m) in length over buffers, and had a width of 8 ft 10.625 in (2.71 m). These dimensions contributed to a rating of 7, permitting use on a wide array of main lines while limiting access to certain lightly laid secondary routes.

Operational history

Introduction and early service

The first British Rail Class 45 locomotives entered service in early 1961 on the London Midland Region, primarily assigned to express passenger routes from London St Pancras to Central and Carlisle via the . Deliveries commenced with units D11–D15 and D68–D78 at a rate of six per month, enabling their integration into timetabled services by February, including runs to , , , and . Crew training occurred alongside these initial operations, with locomotives like D13 loaned to depots such as Darnall (41A) and Neville Hill (55H) for familiarization. Prior to full deployment, the locomotives underwent extensive testing, including high-speed trials on the , such as D13's runs between and Penrith with 450-ton loads to assess braking and load classification. These tests also evaluated performance with Mk1 coaching stock on passenger diagrams, confirming compatibility for mixed-traffic duties. Early freight proving involved brake trials at sites like Grantham South and Rauceby, alongside loaded runs from to Frodingham. Initial allocations centered on key depots including (17A), , and later Toton (16A), where they handled express passenger turns and emerging freight diagrams on the Midland network. The Sulzer 12LDA28-B engines experienced teething issues in the early years, including heavy wear from contaminated oil and overall availability rates of just 47% in 1963, far below the targeted 50% diagrammed utilization. These problems led to frequent examinations every 2,000 hours and transfers of 36 units to for maintenance in February–March 1963. Overhauls addressing oil contamination and cyclic diagram failures resolved most reliability concerns by mid-decade, improving operational stability for passenger and freight roles. As part of the system implementation, Class 45 locomotives underwent renumbering from their original D11–D137 series to 45001–45150 between 1973 and 1974, with the process beginning in March 1973 at Derby Works (e.g., D96 to 45101). This out-of-sequence renumbering distinguished steam-heated units (45001–45077) from those later converted to electric train heating (45101–45150).

Mainline and secondary duties

The British Rail Class 45 locomotives served as the backbone of the during their peak operational period from the late 1960s to the early 1980s, hauling express passenger trains such as the Master Cutler between London St Pancras and at speeds up to 90 mph. These diesel-electric units, powered by a 2,500 hp Sulzer 12LDA28-B engine, enabled significant acceleration of services compared to preceding steam traction, with the line's permanent raised to 90 mph in sections by 1971, allowing efficient handling of heavy formations on the route via and . In addition to passenger expresses, Class 45s undertook extensive freight workings, including coal trains from the coalfields to power stations and industrial destinations, as well as engineering duties such as hauling permanent way trains and tackling challenging gradients like the 1-in-37 near with heavy loads unassisted. Their robust design and high made them versatile for mixed-traffic roles, often operating vacuum-braked mineral trains across the and into the . Following the introduction of High Speed Trains (HSTs) on principal expresses in the late and early 1980s, Class 45s were displaced to secondary passenger services, particularly on cross-country routes such as those from the North East and to and Plymouth via Birmingham, , and the . Examples include the 07:38 to and 14:25 to Plymouth workings, where they provided reliable haulage for semi-fast services until the mid-1980s, often in multiple with similar Class 46 locomotives to share power on longer runs. Crews reported demanding rosters, with individual locomotives accumulating approximately 80,000 miles annually during this era due to intensive diagramming on both mainline and relief turns.

Reallocation and decline

In 1982, the introduction of High Speed Trains (HSTs) on the displaced the Class 45 locomotives from their primary express passenger role, leading to their reallocation to secondary duties in the North West of England and northern routes extending to . Many were based at depots such as and Tinsley, where they handled Trans-Pennine services between Liverpool Lime Street and or Scarborough, as well as occasional workings to and . As passenger opportunities diminished, the Class 45 fleet shifted toward increased freight responsibilities, particularly parcels and aggregates trains, with examples including workings from Tinsley to sites like . Some ETH-fitted Class 45/1 variants continued to support sleeper services on northern routes, providing heating for Anglo-Scottish trains. By the mid-1980s, reliability had declined due to deferred amid constraints, resulting in frequent mechanical failures and reduced , with locomotives often requiring top-and-tail formations to meet diagram requirements. British Rail's sectorisation from 1982 onward further influenced operations, transferring many Class 45s to the sector for remaining passenger turns and the Trainload Freight sector for bulk and parcels traffic. The final regular passenger rosters for Class 45s occurred in summer 1986 on cross-country services such as the to , where they hauled holiday expresses until replacement by Class 150 and 155 Sprinter units in the new timetable. This marked the effective end of their prominent role, confining survivors to sporadic duties before full withdrawal.

End of service

Withdrawal timeline

The withdrawal process for the British Rail Class 45 locomotives accelerated from 1985 onward, as the introduction of High Speed Trains (HSTs) and Sprinter diesel multiple units (DMUs) on key routes like the Midland Main Line and Trans-Pennine services reduced demand for the aging Peaks. The first notable withdrawal due to accident damage occurred in early 1985 with 45147, which had been severely damaged in the Eccles rail crash on 4 December 1984 and was stored serviceable at Derby before formal withdrawal in January 1985. Subsequent early losses included batches in January (45054, 45057, 45064, 45075) and April (45042, 45055, 45072), often due to mechanical failures or surplus to requirements amid fleet rationalization. By 1987, withdrawals intensified with larger batches, including 62 units withdrawn overall through 1987–1988, many of which were cut up at following storage at locations like Toton and . Examples include April's condemnations of 45013, 45122, 45126, 45139, and 45146, and 45051 in May, driven by the May timetable changes that saw HSTs and Class 150/156 DMUs take over passenger duties. The electric train heating (ETH)-equipped Class 45/1 subclass proved more resilient, continuing on residual Trans-Pennine and secondary passenger workings until 1989, while non-ETH Class 45/0s were prioritized for phase-out. Temporary reactivations occurred in 1988 to address locomotive shortages, with units like 45012 and 45107 briefly returned to service for railtours and workings such as Derby-Crewe services before final withdrawal in July. The fleet dwindled rapidly that year, with August marking the end of regular operations for most survivors. The last Class 45 in regular traffic was noted in late 1988, though isolated workings persisted into early 1989, such as 45128 hauling railtours.

Disposal and scrapping

Following the withdrawal of the majority of Class 45 locomotives in the late 1980s, disposal primarily involved scrapping at specialized sites, with approximately 85 units processed between 1986 and 1990 at facilities including Vic Berry's scrapyard in , MC Metals in (Springburn), and . These sites handled the cutting up of bodies after any reusable components were removed, contributing to the rapid reduction of the fleet as rationalized aging diesel assets. Parts recovery was a key aspect of disposal, with engines, bogies, and other components cannibalized to support remaining operational Class 45s or repurposed for other and projects. For instance, withdrawn locomotives like No. 45015 at Toton TMD were stripped for spares to extend the life of active units, while bogies and electrical gear from scrapped Peaks were reused in Class 56 refurbishments and track maintenance equipment. Headcode indicators and other auxiliary parts were also salvaged for preservation or reuse in heritage contexts. Prior to final disposal, many withdrawn Class 45s were stored as hulks in remote yards, leading to significant deterioration from exposure. Locations such as Carlisle Kingmoor held lines of derelict Peaks for months or years, with and accelerating their decay before transfer to scrap merchants. The decision to scrap rather than overhaul reflected broader economic pressures on , where full refurbishments could cost upwards of £100,000 per locomotive amid declining freight and passenger roles, yielding substantial savings through rapid fleet contraction.

Incidents and accidents

Major derailments

On 16 January 1982, locomotive No. 45074 was hauling a that derailed at Chinley, .

Collisions and other events

One notable collision involving a Class 45 occurred on 6 December 1963 at Stanton Gate, near Toton, where hauled by D94 (later renumbered 45114) passed at least two stop signals due to driver error and collided head-on with another goods train crossing the line. The impact resulted in the deaths of the driver and fireman on D94, highlighting human factors in signal observance, though the locomotive was repaired and returned to service after significant front-end damage. On 25 January 1986, locomotives Nos. 45014 and 47334 were waiting at a signal near Chinley when they were struck head-on by an approaching passenger train due to a signalman's error, resulting in the death of the signalman and injuries to others. Another significant rear-end collision took place on 4 December 1984 near Eccles, Salford, when passenger train 1E79, led by No. 45147, passed a signal at danger owing to the driver's failure to observe it, striking a stationary oil tanker freight at approximately 45 mph. The crash caused the death of the 36-year-old driver and two passengers, with 68 others injured; the locomotive's cab was severely damaged, with the bulkhead pushed horizontal and fire engulfing the front, leading to its withdrawal on 1 January 1985 and subsequent scrapping at Patricroft in March 1985. This incident exposed vulnerabilities in coupling systems under high-impact rear collisions and prompted reviews of signal protection measures. Class 45 locomotives also experienced several engine room fires attributed to fuel system leaks and electrical faults, with at least three documented cases prompting safety enhancements. For instance, No. 45024 suffered fire damage in October 1980 while in service, resulting in its withdrawal and eventual scrapping at in August 1983 due to irreparable engine compartment destruction. Similarly, No. 45006 caught fire at Cowley Bridge Junction during a to working on 28 May (year unspecified, late ), requiring removal for repairs but exposing recurring fuel leak risks; No. 45106 experienced a severe engine bay fire near on 3 February 1989, leading to withdrawal after failed efforts. These events, often linked to mechanical wear in the Sulzer power units, contributed to heightened awareness of fuel-related ignition hazards. Near-miss incidents underscored signaling and alert system improvements, such as cases where the (AWS) prevented potential collisions after signals were passed at danger. Across all recorded Class 45 events, two driver fatalities were directly attributed to collision-related causes, influencing proposals for enhanced cab strengthening to better protect crew in high-impact scenarios.

Fleet details

Subclasses and numbering

The British Rail Class 45 locomotives were subdivided into two main subclasses under the Total Operations Processing System (TOPS) classification introduced in 1973: the steam-heated Class 45/0 and the electric train heating (ETH)-fitted Class 45/1. The Class 45/0 subclass included 77 unmodified locomotives for steam heating of passenger stock, numbered 45001–45077. In contrast, the Class 45/1 subclass consisted of 50 locomotives selected for conversion from steam to ETH between 1973 and 1975 at British Rail Engineering Limited (BREL) Derby Works, renumbered 45101–45150 to reflect their upgraded heating capabilities for compatibility with modern Mark 2 and later coaching stock. Visual distinctions between the subclasses were primarily related to the modifications on Class 45/1 units, including the addition of ETH jumper receptacles on the front buffer beams and the removal of the exposed heating pipes found on Class 45/0 locomotives; no significant roof vent differences were noted between the groups. Both subclasses shared the same overall body design, with headcode indicators typically in the form of four rotating discs or blinds mounted in the cab front to display route and service codes, a feature common to early BR diesel designs. Originally built between 1960 and 1962, the locomotives entered service under the pre- as D11–D137, often carrying small yellow warning panels on the cab ends during their initial years in BR Green . The transition to in 1973 formalized the subclass designations and numbering, with delays in renumbering some units due to ongoing conversions; full yellow warning ends were standardized by the late alongside the shift to BR Blue . Livery application evolved over the class's service life, starting with BR Green (including a cream stripe on early examples) from 1960 until around 1967, when repainting began to the corporate BR Blue scheme with full yellow cab fronts for improved visibility, a process largely complete by 1972. The BR Blue livery predominated through the 1970s and 1980s until withdrawals, with no widespread adoption of specialized schemes like on Class 45 units, though some operated on routes hauling appropriate stock. For identification, each Class 45 carried builder's plates on the cab sides or underframe, detailing construction by British Railways' Derby Works (for the majority) or (for later batches), including works numbers and power equipment suppliers like Sulzer Brothers for the 12LDA28-A or -B engines and for traction motors. Production was organized into batches with associated lot numbers, such as Derby's Lot 3711 for the initial series (D11–D46) built in 1960–1961, aiding traceability in maintenance records. Data panels below the running numbers, added post-TOPS, further specified subclass, brake type, and (RA7).

Naming practices

Between 1961 and 1966, named 26 Class 45 locomotives after regiments and the Royal Marines as part of a initiative to honor military units and maintain traditions from the steam era. This selective program aimed to enhance BR's corporate image by associating its modern diesel fleet with prestigious institutions, particularly on key routes like the where Class 45s operated prominent passenger services. Examples include 45023 The Royal Pioneer Corps, named after the army corps responsible for logistics and engineering support, and 45048 The Royal Marines, recognizing the elite naval infantry force. Another was 45041 Royal Tank Regiment, honoring the armored warfare specialists. These names were chosen to reflect regiments with historical ties to regions served by the locomotives, such as the Midlands. Naming ceremonies were formal events, often held at Derby Station or London St Pancras, featuring regimental bands, military dignitaries, and unveilings by high-ranking officers. For instance, the 14 November 1963 ceremony for 45023 at St Pancras involved Lt Gen Sir John Cowley unveiling the at noon, followed by a blessing and the hauling a Manchester-bound . Brass plaques bearing the names were affixed to the cabsides, accompanied by regimental crests for visual distinction, with six of the 11 early namings receiving full public ceremonies and the rest applied quietly at depots. The majority of the 127-strong Class 45 fleet remained unnamed, as reserved the practice for high-profile examples to optimize without the logistical burden of widespread application. This approach focused on locomotives frequently visible on mainline services, ensuring maximum exposure for the regimental associations. Of the original nameplate sets, 15 have survived scrapping and withdrawal, now preserved on operational heritage locomotives or in collections, preserving the historical links to units.

Comprehensive fleet list

The British Rail Class 45 fleet comprised 127 diesel-electric locomotives, constructed between March 1960 and November 1962 primarily at Works with some at . These were divided into two subclasses: the 77 non-electric train heating () fitted 45/0 units (original numbers including D11–D21, D23–D46, D48–D95, D97, and others per verified records) renumbered 45001–45077 under , and the 50 -fitted 45/1 units (original numbers D96, D101, D103, D110–D137, with specific selections excluding gaps) renumbered 45101–45150. Withdrawals commenced in July 1977 with 45067 following a minor collision, accelerating from 1980 onward due to the replacement by Class 43 HST sets on key routes, with the last active unit, 45128, withdrawn in April 1989 after fire damage. Of the 127 locomotives, approximately 115 were scrapped, primarily at Vic Berry Scrapyard in (handling many from 1984–1988) or MC Metals in (1987–1989), with a handful briefly exported for trials or storage in the late before and disposal. As of November 2025, 12 examples survive into preservation, representing about 9% of the fleet, with four in long-term storage or restoration; no operational main-line use persists outside heritage lines. Key fleet statistics include 127 built, 109 formally withdrawn between 1977 and 1989 (per annual records: 1 in 1977, 5 in 1980, 10 in 1981, 2 in 1983, 5 in 1984, 18 in 1985, 15 in 1986, 33 in 1987, 18 in 1988, and 2 in 1989, with the remainder from storage conversions), 85–90% ultimately scrapped, and ongoing preservation activities such as 45108's visit to the in June 2025 for a diesel festival and 45118's appearance at in July 2025 after restoration to blue livery. The following table provides an overview of representative fleet entries, focusing on milestones such as the first and last built, notable accident survivors, and the full preserved survivors with current status as of November 2025. Build dates are monthly allocations from works records; subclass denotes capability (45/1 from late onward). Disposal methods reflect primary fates, with notes cross-referencing incidents or names where relevant (detailed in other sections).
Original NumberTOPS NumberBuild DateSubclassWithdrawal DateDisposal MethodNotes
D1145001March 196045/0October 1986Scrapped (Vic Berry, Leicester, 1987)First built; allocated to London Midland Region; involved in minor derailment 1970s.
D10145101December 196145/1May 1988Preserved (Peak Rail, Rowsley)First ETH-fitted; stored long-term.
D2345023May 196045/0September 1984Scrapped (Derby Works, 1985)Early non-ETH example; corrected status from prior outdated records (not preserved); named The Royal Pioneer Corps.
D6745118July 196245/1February 1987Preserved (private owner, operational 2025)Named The Royal Artilleryman; restored to BR blue; recent main-line tour capability; appeared at Taunton July 2025.
D13745150November 196245/1July 1988Scrapped (MC Metals, Glasgow, 1989)Last built; final allocation Toton; no preservation attempt.
D1545015April 196045/0November 1987Preserved (Battlefield Line Railway, derelict)Earliest survivor; in derelict condition as of November 2025.
D4145041October 196045/0June 1987Preserved (Nene Valley Railway, operational)Named Royal Tank Regiment; main-line registered; frequent gala use.
D6045060March 196245/0April 1985Preserved (Barrow Hill, under overhaul)Long-term engine restoration 2023–2025; stored cosmetically complete.
D10545105January 196245/1October 1987Preserved (Barrow Hill Engine Shed, under restoration)ETH example; boiler overhaul ongoing; projected return 2026.
D10845108February 196245/1November 1987Preserved (private, operational 2025)Visited West Somerset Railway gala June 2025.
D13345133September 196245/1May 1987Preserved (Midland Railway Butterley, operational)Owned by Class 45/1 Preservation Society; BR blue livery; regular service.
D14945149October 196245/1March 1988Preserved (Gloucestershire Warwickshire Steam Railway, operational)Owned by Cotswold Mainline Diesel Group; permanent resident; active 2025.
D11045110March 196245/1December 1987Preserved (East Lancashire Railway, stored)Recent relocation to new site 2024; long-term restoration planned; unofficial name Medusa.
This tabulated selection highlights fleet diversity, with 45/0 units generally withdrawn earlier (1980–1986) due to lacking for passenger duties, while 45/1 units persisted until 1988–1989. For the full 127-unit , refer to detailed records. No units remain in commercial service, but preserved examples continue to operate on heritage railways, with updates like 45110's 2024 site move enhancing accessibility for restoration.

Preservation efforts

Operational survivors

Several British Rail Class 45 locomotives continue to operate on heritage railways, offering practical demonstrations of the Sulzer Type 4 diesel-electric design that powered key Midland Region services during the 1960s to 1980s. These survivors have undergone extensive restorations to address wear from their mainline careers, including engine overhauls, bogie repairs, and electrical system updates, often relying on volunteer labor and specialist engineering to maintain authenticity. Their operation on preserved lines highlights the class's reliability for mixed and freight duties, with speeds up to 90 mph and 2,500 hp output from the Sulzer 12LDA28-B engine. No. 45125 (formerly D123), built at in 1961, is a prominent operational example based at the since entering preservation in 1991 following its 1988 withdrawal. Allocated initially to the London Midland Region, it spent much of its career on express passenger trains before storage and sale for heritage use. Restoration to working order was completed by 2000, enabling extensive service on the line's 8-mile route between and North, where it hauls vintage coaching stock and participates in diesel galas. Named "Leicestershire and Derbyshire Yeomanry," it received periodic maintenance, including a full examination in 2009 for test train certification, ensuring continued reliability. In recent years, it has been a staple for themed events, embodying the class's role in the transition from to diesel traction. Another active survivor is No. 45149 (D135), constructed at in 1961 as part of the later production batch and now operational at the Gloucestershire Warwickshire Steam Railway. Withdrawn in 1988 due to component fatigue, it was acquired for preservation and restored to full working condition in 2013 by the Cotswold Mainline Diesel Group, involving comprehensive mechanical and cosmetic work to return it to BR blue livery. The locomotive supports the railway's 11-mile operations, pulling passenger trains through scenic routes like the Coln Valley and participating in railtours, such as diesel festivals in 2022. Its post-restoration service has included haulage of heritage rakes, demonstrating the class's eight-wheel design for stability on undulating tracks. Further overhauls post-2020 have addressed wear from increased usage, keeping it in regular rotation. No. 45108, a 1962 Crewe-built example, was on loan at the East Lancashire Railway from 2017 until July 2025, where it joined the fleet after earlier private ownership and light maintenance. One of the 50 Class 45/1 variants fitted with electric train heating (ETH) equipment in place of the original steam boiler, it features the distinctive high-intensity headlight and sealed beam nose. At the ELR's 12.5-mile Irwell Valley line between Bury and Heywood, it hauled diesel services and galas, its ETH capability allowing compatibility with heated coaches in cooler weather. The locomotive's restoration emphasized retaining original features like the Sulzer power unit while updating safety systems for heritage certification. As of November 2025, it is at the Midland Railway – Butterley undergoing essential overhaul. No. 45118 (D110), built in 1961, is operational and made its mainline preservation debut in July 2025, hauling railtours including appearances on the . Named "The Royal Artilleryman," it underwent restoration to mainline standards and has been used for heritage operations, demonstrating the class's capabilities on modern networks. Restoring these locomotives presents ongoing challenges, particularly in sourcing components for the obsolete Sulzer 12LDA28-B engine, as original suppliers like Sulzer (now part of ) no longer produce spares for 1960s designs, necessitating fabrication or adaptation from donor parts. Preservation groups often undertake full body lifts and component rebuilds, as seen in cases where stored examples lost vital elements, demanding meticulous volunteer efforts to achieve certification for passenger-carrying duties. Average overhaul costs run into hundreds of thousands of pounds, funded through memberships, events, and grants, underscoring the dedication required to keep the class running.

Non-operational examples

Several preserved British Rail Class 45 locomotives remain non-operational, either undergoing restoration or held in long-term storage, contributing to the heritage fleet's diversity while awaiting potential future revival. No. 45133, a Class 45/1 variant fitted with electric train heating () equipment, is owned by the Class 45/1 Preservation Society and based at the – Butterley. Withdrawn from service in 1987, it entered preservation in 1990 and has since required periodic overhauls; the current major overhaul, which began several years ago, includes tasks such as reconnecting the radiator fan motor, setting engine clearances, and adjusting fuel pumps as of September 2025. The society has outlined a completion plan targeting a return to operational status in 2026, supported by ongoing fundraising efforts. No. 45112 (D61), named "Royal Army Ordnance Corps," is stored at Nemesis Rail, . Built in 1961, it had prior mainline charter experience in preservation before requiring major underframe work and issues. As of November 2025, it remains non-operational. Other non-operational survivors, such as No. 45060 Sherwood Forester at Barrow Hill Engine Shed, are undergoing engine overhauls or repairs, with recent mechanical issues preventing service in late 2025. These static and restoration projects fill important gaps in the preserved fleet, preserving historical variants for educational display and potential future operation.

Model representations

Commercial models

In OO gauge (1:76 scale), Bachmann produces ready-to-run (RTR) models of the Class 45, featuring detailed bogies, cab interiors, and variants such as the split headcode D25 in BR Green livery or the named D49 The Manchester Regiment. These models include a 5-pole motor with flywheels for smooth operation and are available with DCC sound options. Replica Railways offers limited-edition RTR releases based on the historic Mainline tooling from the 1970s, exemplified by 45128 in BR Blue, providing an affordable entry point with basic detailing packs for Sulzer engine enhancements. Heljan's 2020 introduction of new OO gauge tooling marks a significant advancement, with accurate representations of the ETH-equipped Class 45/1 subclass, including specific roof-mounted equipment, bodyside grilles, and five nose-end configurations; these models incorporate working LED headlights and tail lights for enhanced realism. Earlier OO gauge models, such as the original Mainline releases, often omitted key prototype features like the ETH roof details and had simplified underframes, limiting their accuracy for late-BR era depictions. In contrast, recent Heljan and updated Bachmann versions address these shortcomings with etched metal parts for grilles and steps, plus isolated boiler or ETH variants to match specific locomotives. For N gauge (1:148 scale), Rapido Trains announced RTR Class 45 models in September 2024, utilizing archival drawings for precise body profiles, including named examples like 45143 in BR Blue with full yellow ends; these incorporate a coreless motor, 18-pin DCC socket, and etched fan grilles, with options for sound-fitted versions featuring directional lighting, and delivery expected in Q1 2026. In O gauge (1:43 scale), Heljan supplies high-detail RTR models, such as the unnumbered Class 45/0 in BR Blue, with sprung buffers, fine etched components, and working lights to capture the locomotive's robust presence on larger layouts. These emphasize accurate and roof details, suitable for fine-scale modeling. As of November 2025, Bachmann and Heljan maintain active production and reissues of Class 45 models, incorporating improvements like enhanced representations to supersede outdated toolings from prior decades. In January 2025, Heljan announced a new production batch of O gauge Class 45 models, covering both 45/0 and 45/1 variants. Rapido's N gauge models are available for pre-order, reflecting ongoing demand for modern interpretations.

Enthusiast modeling

Enthusiasts frequently kitbash older ready-to-run models to achieve greater accuracy and improved performance in representing the Class 45. A common technique involves grafting a Bachmann bodyshell onto a Mainline , addressing a 2mm length discrepancy by cutting out steps and adjusting fittings for compatibility. Another approach uses the Mainly Trains (MTK) etched bodyshell mated with a Mainline , removing original weights and incorporating motor bogies upgraded with finer-profile wheelsets from suppliers like Peter's Spares to enhance traction and running smoothness. In the 2020s, has enabled custom detailing for Class 45 models, with free STL files available for printing front cab components suitable for scenic or repair use across scales. Enthusiasts also source 3D printed parts such as buffer beams via online marketplaces like , allowing precise additions to kitbuilt or modified locos. Platforms like support this trend by offering on-demand printing for intricate items like nameplates and cab interiors, complementing etched kits with lightweight, detailed resin components. Detailing guides emphasize structural enhancements, such as reshaping the nose profile by cutting along the seam line, inserting a 1.5mm plasticard fillet, filling gaps, and sanding for a more prototypical contour. Cab interiors are often fabricated from plasticard, with flush glazing added to reshaped windows, while buffer beams are customized to include original-style couplings and remove non-prototypical elements like gutters. techniques replicate faded liveries through airbrushing, creating subtle tonal variations to mimic years of service, and may incorporate custom representations of the Sulzer engine's exhaust characteristics, such as simulated sparks or soot buildup around stacks using fine powders or etched details. Custom Class 45 models have appeared on exhibition layouts at events like the Warley National Model Railway Exhibition, including a detailed example on the Maidens Dale layout depicting a Peak locomotive navigating curves in a period setting. Online communities, particularly the RMweb forums, serve as key resources for scratch-building and modification tips, where modelers share step-by-step advice on integrating components like 3D printed elements or upgrades to overcome limitations in commercial kits.

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  55. https://www.heritagerailway.co.uk/15415/classic-diesel-traction-on-the-gwsr/
  56. https://www.facebook.com/eastlancsrly/posts/today-we-bid-a-fond-farewell-to-class-45-peak-locomotive-45108-as-it-returns-hom/1134582972038111/
  57. https://www.rmweb.co.uk/forums/topic/173403-spares-for-preserved-diesels/
  58. http://www.45133.co.uk/latest-news.html
  59. https://pioneer-diesels.co.uk/heritage-diesel-locomotive-hire/
  60. https://www.bachmann.co.uk/product/class-45-split-centre-h-c-d49-%2527the-manchester-regiment%2527-br-green-%2528syp%2529/32-678a
  61. https://www.hattons.co.uk/34507/replica_railways_class_45_45128_in_br_blue/stockdetail
  62. https://www.heljan.co.uk/post/peaks-in-production
  63. http://www.45133.co.uk/peak-models.html
  64. https://www.keymodelworld.com/article/heljan-oo-peak-production-progresses
  65. https://rapidotrains.co.uk/br-class-45/
  66. https://www.hattons.co.uk/directory/versiondetails/5673/rapido_trains_uk_n_class_45_peak
  67. https://www.jadlamracingmodels.com/products/heljan-class-45-0-unnumbered-br-blue-hn4520-o-gauge
  68. https://www.keymodelworld.com/article/bachmann-sealed-beam-peaks-are-back-oo
  69. https://railsofsheffield.com/collections/class-45-locomotives
  70. https://www.gaugemasterretail.com/news/post/heljan-o-scale-class-45s-coming-soon
  71. https://www.rmweb.co.uk/forums/topic/63085-class-45-detailing/
  72. https://www.rmweb.co.uk/forums/topic/189143-mtk-class-45/
  73. https://cults3d.com/en/3d-model/game/class-45-front-cab
  74. https://www.youtube.com/watch?v=e0n7XsNQmg4
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