Title: British Rail Class 50 - Wikipedia
Headings: British Rail Class 50
British Rail Class 50
Contents
Description
Development
Production
Service
Refurbishment
Accidents and incidents
Fleet list
Portuguese locomotives
Preservation
List of preserved locomotives
Model railways
Gallery
References, literature and notes
Notes
References
Sources
Further reading
External links

Content: Once the electrification from Crewe to Glasgow was completed the locomotives were moved to the Great Western Main Line (GWML) out of Paddington to allow the retirement of most of the remaining diesel-hydraulic locomotives then in use. As trains on the GWML steadily moved to High Speed Train operation from 1976, the Class 50s moved to hauling trains between London Waterloo and Exeter St Davids, and also trains from London Paddington to Hereford and Worcester via Oxford until the majority of those trains too were taken over by IC125 operation. The class was steadily retired from service in the late 1980s and early 1990s as their services moved to operation by second-generation Class 159 DMUs. Contents
1 Description
1.1 Development
1.2 Production
2 Service
3 Refurbishment
4 Accidents and incidents
5 Fleet list
6 Portuguese locomotives
7 Preservation
7.1 List of preserved locomotives
8 Model railways
9 Gallery
10 References, literature and notes
10.1 Notes
10.2 References
10.3 Sources
11 Further reading
12 External links
Description
Development
The origins of the Class 50 lie in an invitation from the British Transport Commission (BTC) to manufacturers to produce a design for a lightweight Type 4 diesel locomotive with a gross power output of at least 2500 hp. In order to produce a prototype quickly, English Electric based their design on that for their Deltic locomotives which were then in production. Unlike the Deltics, this design was powered by a single engine, the 16CSVT, a development of the 16SVT used in the Class 40 locomotives. Parts related to the contemporary Class 37s were also used. The result was DP2, a 2700 hp Diesel-electric locomotive weighing 105 tons and with a top speed of 100 mph. However, before the prototype could be completed, English Electric's design was rejected by the BTC, primarily on the grounds that the 16CSVT was unproven, and doubted its ability to produce the required power levels. Even after the delivery of DP2 in May 1962, any hope of future orders seemed over with the BTC's decision to standardise its Type 4 fleet on the Brush - Sulzer Class 47 design.