Recognition and Equipment information
CLASS 20




The most successful batch of Type A (Type 1) locos ordered under the Modernisation Plan were this English Electric series, classified Class 20. The initial order of 1956 was for 20 locomotives; however, subsequent orders saw production run of 228 locomotives.
After receiving the first contract (allocated numbers D8000-D8019), English Electric subcontracted assembly to the Vulcan Foundry works at Newton-le-Willows, where construction began during mid 1957. The styling followed the other pilot scheme Type A locos, with a single cab at one end, but was more streamlined, closely following previous EE locos for New Zealand and Tasmania. After the first loco was completed, testing was carried out in the Penrith area before it was handed over to the BTC.
The allocation of the first 20 locos was to Devons Road, Bow. The design was an immediate success and, before all 20 were in traffic, an order was made for a subsequent fleet of 30 for delivery to the Eastern and Scottish Regions, these were constructed equally by Vulcan Foundry and Robert Stephenson & Hawthorns.
Over the net few months repeat orders were placed with EE for identical locos until 128 were in traffic by mid-1962. Production then ceased in favour of the new 'Standard' Type 1 'Clayton' locomotives. As time proved these to be little less than disastrous and a further 100 EE Type 1s were ordered, delivered from mid 1966. With the delivery of the 100 extra locos, insufficient straight numbering in the D80xx and D81xx range remained, as the D82xx series was already taken the extra locos were numbered in the D83xx series. The engine installed in the EE Type 1s was the well established EE 8SVT Mk 111 with electric equipment provided by English Electric. When built all locomotives were fitted with vacuum brake equipment; however, over the years dual brake equipment was fitted to most examples.
A number of detail differences have existed within the fleet. The first 128 were built with a disc style train reporting system, while other locos carried four-character alpha/numeric equipment. Locos built for Scotland were fitted with space for token exchange apparatus, while round and oval buffers were fitted at various times . Once the entire fleet of Class 20s was in service, allocation was shared between the London Midland, Eastern and Scottish Regions.
Under 1970-80s rationalisation of motive power the Class 20s were one of the few types to receive major refurbishing keeping them 'on the road' until the 1990s. A number which passed through BREL works in the 1980s emerged without train reporting equipment, frontal identification provided by sealed beam marker lights. Much work was also carried out internally. Withdrawal of life-expired locos commenced in the mid 1980s, with only a handful remaining in traffic at the time of privatisation, mainly working for BRs Telecom arm.
The Class 20s were the first class to enter main line private ownership when 6 locos were sold to Hunslet Barclay for contract hire work in 1989. These were reclassified as Class 20/9 and renumbered 20901-906. In 1995 a company called Direct Rail Services (DRS) was formed by British Nuclear Fuels Ltd for the movement of nuclear waste commodities associated with the industry. DRS originally purchased five locos which were rebuilt by Brush, emerging as Class 20/3; subsequent purchases and rebuilds have created a fleet of 15 Class 20/3s. In early 1999 the Hunslet Barclay fleet of six locomotives was sold to DRS to supplement their fleet.
When built, the entire fleet was painted in BR green livery, yellow warning panels and later full yellow ends were applied. After blue was adopted as the standard livery, the entire class was repainted into this scheme with, full yellow warning ends. With the implementation of the operating sectors in the 1980s and the Class 20 fleet being allocated primarily to Railfreight, a number of machines emerged in Railfreight gray with wrap around yellow ends. Locomotives now operated for DRS are painted in dark blue livery.

This view of preserved No. D8110 shows how the original BR green livery was applied, complete with a mid gray roof, red buffer beam and small yellow warning panel. This loco being built for Scottish operation has the space for a single line tablet exchanger. Buffer beam equipment shows dual brakes are fitted. CJM.
The Class 20s in main line operation are owned by Direct Rail Services, a subsidiary of BNFL. The locos are based at Carlisle and Sellafield and are used together with a fleet of six Class 37/6s to operate BNFL freight services and contract flows. The illustration above shows a side elevation with the No. 1 or cab end on the right. Main equipment items are:- A-No. 1 end (cab), B-No. 2 end, C-traction motor cooling fan and air compressor compartment, D-radiator unit with fan on roof, E-engine compartment with access by four side opening hinged doors, F-generator compartment, G-traction motor blower compartment, H-secondary fuel tank, I-battery box with air reservoirs behind, J-exterior fire alarm pull handle, K-battery isolation switch, L-electrical control cubicle, opens into cab. The Equipment positions are applicable to Class 20/3 and 20/9 sub-classes. CJM.
Viewed from its nose end, DRS Class 20/3 No. 20307 shows the major modification work carried out to this fleet if this is viewed alongside the illustration of No. D8110 at the top of this section. On the nose end a central jumper is provided for multiple operation, while Group Standard lamp clusters are fitted above the buffers. On the buffer beam the vacuum pipe has been removed. Extra fuel tanks to increase operating range have been added on the tred plate in front of the cab. CJM.
Class 20 front end layout. A-air horns behind grille, B-Group Standard marker light, C-Group Standard light cluster, showing marker, head and tail indication, D-multiple control jumper socket, E-air brake pipe, F- main reservoir pipe, G-engine control air pipe. CJM.
In the autumn of 1999 three of the by then DRS owned Class 20/9s were used to power the 'Kosovo Train for Life' charter from the UK through to Kosovo, a trip which took a staggering two weeks to complete, but saw Class 20s operate under their own power through eastern Europe. Here at 02.00 in the morning of September 20, 1999 Nos. 20903, 20902 and 20901 stand in Dechin yard in Czech Republic before powering the train under their own power through to Prague. CJM.