four GEC WT421 traction motors, each rated for 157 hp of continuous power at 480 rpm, delivered power to the wheels via a 15/66 reduction gear. All four motors could be driven by a single engine, if desired by the driver. The motor armatures were highly balanced to reduce vibration levels; further features included for operational convenience and safety were a relay-based automatic wheelslip detection system, which reduced power without driver intervention, and an automated fire-suppression system that discharged bottled carbon dioxide into the applicable engine bay if excessive temperatures were detected. The cab featured two identically configured driving positions, one facing in either direction. Large armour plate windows covered the majority of the forward and rear cab walls; in combination with sliding side-facing windows, these provided a high level of exterior visibility to the driver. The cab itself was largely built out of steel, with the space between the interior and exterior surfaces lined with fibreglass and other materials for both soundproofing and heating purposes. Though not included in BR's requirement, the manufacturer opted to include provisions for a steam-heat boiler to be installed in the cab area; this was to enable the Class 17 to potentially haul passenger services, which would require heating to be generated by the locomotive. In addition to steam heating, electrically heated carriages could also be handled by the type. The Clayton-built Class 17s had 'red diamond' control equipment, while the Beyer Peacock batch had the standard 'blue star' type. A maximum of three Class 17s could work in multiple with one another, as well as other types. The superstructure was divided into three distinct sections: the cab and the two equipment casings. These were carried on an underframe which was entirely composed of welded steel and featured full-length deep-section longitudinal beams, having been designed to withstand buffing forces of up to 200 tons. Jacking and lifting brackets were incorporated to better facilitate maintenance and static transportation. Several pieces of equipment, such as the lead acid batteries, were accommodated beneath the underframe. Provisions were also made for the attachment of a standard BR snow-plough. Operations Introduction and early service The Clayton examples were delivered to the Scottish Region depots at Polmadie (D8500–D8553) and Haymarket (D8554–D8567), although some later migrated to Kingmoor (Carlisle) on the London Midland Region. The Beyer Peacock locomotives were new to the North Eastern Region at Thornaby (D8588–D8591) and Gateshead (D8592–D8603)