27053 stands at Edinburgh on the 5th May 1986 with the 15.20 Edinburgh - Dundee. Image courtesy of Alan Tait.
Review of Heljan Class 27.
When released I looked to acquire one of Heljan's class 27 locomotives, I chose the D5389 model in Blue with Small Yellow panel (Heljan number 2776). This review is based on that model. I model Eastern England/East Anglia Diesels in the mid 60’s/early 70’s, and as a large number were allocated originally to Cricklewood, and worked duties that took them regularly into Eastern England I felt that I should get one. The TOPS numbering for this class doesn’t follow the usual logical sequence as with many other classes. For this reason, I’ve worked with their original D numbers for the majority of the review.
27041 simmers away at Arrochar on the 7th March 1979 with the 12.55 Glasgow QS - Oban. Image courtesy of Alan Tait.
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For many, the Class 27’s are synonymous with Eastfield depot and the West Highland Line gaining the nickname of ‘McRats’. The class gave the best part of 25 years’ service providing the back bone for many services across West, Southern and Central Scotland. But they were born at Smethwick in the West Midlands with many spending their early lives around London, and the East Midlands before their migration North after nearly 10 years of operation. Even when allocated to Scotland it was not uncommon to find them at Derby or Crewe for works repair, or turn up at Crewe on random freight services from Carlisle.
Sadly, many of them ended their days where they started their careers, in the Midlands, unceremoniously piled on top of one another at Vic Berry’s scrapyard in Leicester. |
A Potted History of the Class
Introduced in 1961 following on from the success of the other designs coming out of Smethwick, an order was placed for 69 further Type 2 Diesels. They featured the uprated 1250 bhp 6LDA28-B unit, and later identified as the Class 27. It was the second Type 2 Design to come from the Smethwick Works of the Birmingham Railway Carriage & Wagon (BRCW). With a few external changes to the outward appearance, it was the internal components that differed the from the other BRCW Type 2 (Class 26).
In the drive for more power, the Class 27 was fitted with the uprated intercooled Sulzer 6LDA28-B unit coupled to a General Electric Company (GEC) generator and traction motor equipment. The previous successful BRCW built locomotives supplied to British Railways (BR), the class 26 and 33, were fitted with Crompton Parkinson (CP) electrical sets. CP were not in a position to supply electrical equipment for the 27 in the time frames required so BRCW had to find a new supplier who could fulfil the orders for to meet the short build timescales of the Class 27, hence why it approached GEC.
Originally numbered from D5347 to D5415 they were built between 1961 and 1962. The entire fleet of 69 locomotives were in traffic by the end of 1962, all being delivered in just 2 years from first unit production.
1961 saw the first 2 class 27’s (D5347 & D5348) delivered initially to Thornton shed, before moving across to Eastfield depot. The next 21 were delivered directly to Eastfield depot. The first 23 were configured to the Scottish Region style with sliding cab windows to allow for the recess for tablet catcher equipment to be fitted. They were originally delivered in all over green with white cab surrounds and a white body stripe. Allocated to ‘general duties’, they soon helped with the removal of regular steam services on the West Highland line to Fort William, Mallaig, Oban and Ballachulish. Ultimately taking over completely from the from the troublesome North British Class 21’s/Class 29’s by 1972 along the routes. This would establish a long relationship between Eastfield depot and the route with the class lasting for over 20 years until they were ousted by the class 37’s during the 1980’s. The Eastfield locos were also common across South West Scotland and the Ayrshire Coast with regular diagrams to Carlisle and Stranraer. In the central belt they would services to Perth, Stirling, Dundee and from the early 1970’s the Push-Pull services from Glasgow to Edinburgh.
1962 saw the delivery of 9 (D5370- D5378) non-boiler fitted examples to North East region at Thornaby. These lacked the underslung water tank and boiler in the body. These were also the first of the drop light cab window configured locos. This batch appear to be the first to be delivered carrying small yellow panels from new. Despite not having boilers they did have corridor connections. Thornaby is known to have used these to allow the crew to move between locomotives. These were mainly deployed on a variety of freight services. They could also be seen working singly with brake tenders for extra braking power and often seen as far south as York and Leeds. (An interesting photo can be found here: flic.kr/p/6gBtAT. Their stay at Thornaby appears to have lasted for over 3 years, after which these locomotives were transferred to the Nottingham Division, at least on paper before being moved North of the border from 1969.
1962 also saw Cricklewood receive the remaining 37 members of the fleet. These were D5379 to D5415, and were allocated to help steam to be eradicated from the Greater London Area. Once delivery was complete the class could be found covering services originating across the Midland Mainline and former Great Central routes, including express passenger services to Nottingham from both St Pancras and Marylebone Stations, and the Tilbury Boat Trains. More mundane duties were the variety of empty coaching stock workings, local passenger services and a variety of freights and parcels workings across the area.
With re-organisation of the London Midland Region depots, and the adoption of divisions saw allocations to the Nottingham Division at Toton and Leicester. The progression of ‘Dieselisation’ across the Midlands and East Anglia saw members of the class allocated to March, Bedford, Derby and Saltley depots to allow diesel driver training to be completed. The Midland Region based locomotives seem to have ranged far and wide and could be found on passenger, parcel and freight workings across the Midland Region and working inter-regional services. They could turn up as far North as Leeds, East as Norwich, as far west as Gloucester, Worcester, Banbury and Bristol. The class were no strangers to working excursion trains, with services taking the class to seaside destinations such as Scarborough, Llandudno, The Wirral (Bidston on Dee), Southend and Eastbourne.
In the drive for more power, the Class 27 was fitted with the uprated intercooled Sulzer 6LDA28-B unit coupled to a General Electric Company (GEC) generator and traction motor equipment. The previous successful BRCW built locomotives supplied to British Railways (BR), the class 26 and 33, were fitted with Crompton Parkinson (CP) electrical sets. CP were not in a position to supply electrical equipment for the 27 in the time frames required so BRCW had to find a new supplier who could fulfil the orders for to meet the short build timescales of the Class 27, hence why it approached GEC.
Originally numbered from D5347 to D5415 they were built between 1961 and 1962. The entire fleet of 69 locomotives were in traffic by the end of 1962, all being delivered in just 2 years from first unit production.
1961 saw the first 2 class 27’s (D5347 & D5348) delivered initially to Thornton shed, before moving across to Eastfield depot. The next 21 were delivered directly to Eastfield depot. The first 23 were configured to the Scottish Region style with sliding cab windows to allow for the recess for tablet catcher equipment to be fitted. They were originally delivered in all over green with white cab surrounds and a white body stripe. Allocated to ‘general duties’, they soon helped with the removal of regular steam services on the West Highland line to Fort William, Mallaig, Oban and Ballachulish. Ultimately taking over completely from the from the troublesome North British Class 21’s/Class 29’s by 1972 along the routes. This would establish a long relationship between Eastfield depot and the route with the class lasting for over 20 years until they were ousted by the class 37’s during the 1980’s. The Eastfield locos were also common across South West Scotland and the Ayrshire Coast with regular diagrams to Carlisle and Stranraer. In the central belt they would services to Perth, Stirling, Dundee and from the early 1970’s the Push-Pull services from Glasgow to Edinburgh.
1962 saw the delivery of 9 (D5370- D5378) non-boiler fitted examples to North East region at Thornaby. These lacked the underslung water tank and boiler in the body. These were also the first of the drop light cab window configured locos. This batch appear to be the first to be delivered carrying small yellow panels from new. Despite not having boilers they did have corridor connections. Thornaby is known to have used these to allow the crew to move between locomotives. These were mainly deployed on a variety of freight services. They could also be seen working singly with brake tenders for extra braking power and often seen as far south as York and Leeds. (An interesting photo can be found here: flic.kr/p/6gBtAT. Their stay at Thornaby appears to have lasted for over 3 years, after which these locomotives were transferred to the Nottingham Division, at least on paper before being moved North of the border from 1969.
1962 also saw Cricklewood receive the remaining 37 members of the fleet. These were D5379 to D5415, and were allocated to help steam to be eradicated from the Greater London Area. Once delivery was complete the class could be found covering services originating across the Midland Mainline and former Great Central routes, including express passenger services to Nottingham from both St Pancras and Marylebone Stations, and the Tilbury Boat Trains. More mundane duties were the variety of empty coaching stock workings, local passenger services and a variety of freights and parcels workings across the area.
With re-organisation of the London Midland Region depots, and the adoption of divisions saw allocations to the Nottingham Division at Toton and Leicester. The progression of ‘Dieselisation’ across the Midlands and East Anglia saw members of the class allocated to March, Bedford, Derby and Saltley depots to allow diesel driver training to be completed. The Midland Region based locomotives seem to have ranged far and wide and could be found on passenger, parcel and freight workings across the Midland Region and working inter-regional services. They could turn up as far North as Leeds, East as Norwich, as far west as Gloucester, Worcester, Banbury and Bristol. The class were no strangers to working excursion trains, with services taking the class to seaside destinations such as Scarborough, Llandudno, The Wirral (Bidston on Dee), Southend and Eastbourne.
27001 stands at Dundee on the 26th August 1974. still retaining its green livery but with new TOPs numbers applied with the 13.52 Dundee - Glasgow QS. Image courtesy of Alan Tait.
The National Traction Plan of 1967/68 attempted to eradicate unreliable and non-standard traction designs, whilst addressing the issues of traction across the now much smaller national rail network. This plan saw large numbers of locomotives going for scrap, despite only being a few years old and the grouping of some classes across fewer depots in attempt to standardise classes across areas. This plan saw the entire fleet of class 27’s transferred to Scottish depots by the end of 1971. The Midland Region receiving Class 20’s and Class 25’s in exchange. The transferred fleet making their homes at both Eastfield and Haymarket depots.
At the time of transfer away from the Midlands most were put through Works, mainly at Derby. Many of these new transfers were destined for the proposed upgrade of Edinburgh-Glasgow Express services to replace the Intercity DMU’s that were restricted to 75MPH. This would give proposed services quicker journey times, so it could compete with the increasing use of the recently opened motorway between the two cities.
The proposal was to have fixed rakes of six coaches with locomotives at each end. For this a number of Mark 2 coaches were modified with removal of the vacuum brakes and the introduction of air operated disks brakes, instead of the usual clasp brakes fitted to the standard Mark 2 fleet. This was considered a success, the better braking profile ensuring that it was further developed to be used on the HST, and later BR built rolling stock. To allow two locomotives to be operate together, Blue Star Multi-Working cables were run along the length of the carriages. The 27’s were considered the ideal locomotives for this service due to their ability to accelerate quickly, good reliability and a Top speed of 90 mph.
At the time of transfer away from the Midlands most were put through Works, mainly at Derby. Many of these new transfers were destined for the proposed upgrade of Edinburgh-Glasgow Express services to replace the Intercity DMU’s that were restricted to 75MPH. This would give proposed services quicker journey times, so it could compete with the increasing use of the recently opened motorway between the two cities.
The proposal was to have fixed rakes of six coaches with locomotives at each end. For this a number of Mark 2 coaches were modified with removal of the vacuum brakes and the introduction of air operated disks brakes, instead of the usual clasp brakes fitted to the standard Mark 2 fleet. This was considered a success, the better braking profile ensuring that it was further developed to be used on the HST, and later BR built rolling stock. To allow two locomotives to be operate together, Blue Star Multi-Working cables were run along the length of the carriages. The 27’s were considered the ideal locomotives for this service due to their ability to accelerate quickly, good reliability and a Top speed of 90 mph.
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24 of the fleet was selected for conversion into 27/1. These locomotives gained a coat of Rail Blue with Yellow Ends, but kept their original numbers without the D prefix. As part of the program D5734 one of the original non-boiler fitted locomotives entered works to emerge fitted with air brakes, an automatic fire protection system, driver guard communications and a steam heat boiler. It went on to be eventually numbered as 27101, and then later to 27045. Testing of the Push-Pull sets was undertaken between Derby and Loughborough/Leicester.
The intensive service soon started to take its toll on the locomotives and reliability dropped substantially. Whilst rectification work was undertaken it was possible to find other classes of Blue Star fitted locomotives deputising on the Push-Pull services. |
27053 at Edinburgh on 5th May 1986 with the 15.20 Edinburgh - Dundee. Image courtesy of Alan Tait.
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There are reports of the Class 27 partnering a Class 25 or 37 on these workings. As they weren’t fitted with the automatic fire prevention systems they required an additional train crew to ride with the trailing locomotive.
A number of modifications were undertaken to improve reliability of the 27/1 fleet. It was during these modifications a decision was taken to fit Electric Train Heat supply to 12 of the 27/1 fleet. A small Deutz Diesel air cooled engine was fitted attached to an alternator for the ETH supply. This made use of the ETH fitted to the mark 2 stock and helped reduce failures associated to boiler issues. The common configuration was a 27/1 at one end and a 27/2 at the other. This lasted until the arrival of enough Class 47 Push-pull sets in 1979. Once they were ousted from the Push-Pull work they reverted to their original 27/0 classifications and renumbered into the standard number series.
During their careers the class was considered to have a good reliability record, certainly in the early days they were much more reliable than many of the early diesels seen in Scotland. However, there a number of the class that suffered severe electrical fires, and were withdrawn as a result.
With a mass influx of Class 37’s in the early 1980’s. It saw the 37’s starting to take over the majority of the Class 27 passenger turns, especially over the West Highland line. The presence of Blue Asbestos in the fleet would ultimately lead to their withdrawal. The damaged and vacuum only locomotives being the first to go. With the arrival of Sprinters during the mid to 1980’s that saw the demise the remaining Class 27 duties and the writing was on the wall. The withdrawal of 27008 in August 1987 spelt the end for the class working on the mainline after 26 years of frontline service. Fortunately, there are a number that survive in preservation.
A number of modifications were undertaken to improve reliability of the 27/1 fleet. It was during these modifications a decision was taken to fit Electric Train Heat supply to 12 of the 27/1 fleet. A small Deutz Diesel air cooled engine was fitted attached to an alternator for the ETH supply. This made use of the ETH fitted to the mark 2 stock and helped reduce failures associated to boiler issues. The common configuration was a 27/1 at one end and a 27/2 at the other. This lasted until the arrival of enough Class 47 Push-pull sets in 1979. Once they were ousted from the Push-Pull work they reverted to their original 27/0 classifications and renumbered into the standard number series.
During their careers the class was considered to have a good reliability record, certainly in the early days they were much more reliable than many of the early diesels seen in Scotland. However, there a number of the class that suffered severe electrical fires, and were withdrawn as a result.
With a mass influx of Class 37’s in the early 1980’s. It saw the 37’s starting to take over the majority of the Class 27 passenger turns, especially over the West Highland line. The presence of Blue Asbestos in the fleet would ultimately lead to their withdrawal. The damaged and vacuum only locomotives being the first to go. With the arrival of Sprinters during the mid to 1980’s that saw the demise the remaining Class 27 duties and the writing was on the wall. The withdrawal of 27008 in August 1987 spelt the end for the class working on the mainline after 26 years of frontline service. Fortunately, there are a number that survive in preservation.
Selecting a Prototype
Whilst researching the class 27’s for this review I became aware about a number of detail differences amongst various members of the class, especially in the nose end detail. As built all of the class were fitted with nose end doors which had retaining hook components and a waist high narrow rib across the nose which tied in with the white body stripe. D5396 ran for a period with doors fitted, but lacked the retaining hook parts for a period. It looks like Derby Works started to seal up the end doors on locomotives released from repair from early 1965. Most of these keeping the door hinges on the fronts and the central ribbing across the sealed up doors. I found a couple of examples that had the doors replaced with a full metal panel but kept the rib. Later on, members of the class are seen sporting a completely smooth front without the rib. Whilst some have the hinges removed at one end only (27041 is an example of this). Certain members of the Scottish fleet appear to have retained the centre doors and still receive the all over BR Blue Livery into the early 1970’s.
Both D5380 and D5382 were outshopped from Derby Works in 1966 wearing the then standard, for Derby Works, Two Tone Green with Small Yellow Panels with the end doors sealed up, they initially kept the door hinges on the nose front. It is thought that this pair worked a Royal Train from St Pancras to Leeds as both locomotives received the Royal Train Telephone socket on the nose ends. D5380 receiving a full yellow end with the yellow also wrapping around the cab windows by August 1969.
D5389 (later 27037) was present at Derby Works in August 1966 undergoing repair. On release in January 1967 it received its unique Blue with a small yellow panel livery. The doors had been sealed up but the original hinges remained in position at both ends. A feature that it kept until it was withdrawn. It’s curious that Heljan have modelled the hinges on the 4mm model of D5389, but omitted
Both D5380 and D5382 were outshopped from Derby Works in 1966 wearing the then standard, for Derby Works, Two Tone Green with Small Yellow Panels with the end doors sealed up, they initially kept the door hinges on the nose front. It is thought that this pair worked a Royal Train from St Pancras to Leeds as both locomotives received the Royal Train Telephone socket on the nose ends. D5380 receiving a full yellow end with the yellow also wrapping around the cab windows by August 1969.
D5389 (later 27037) was present at Derby Works in August 1966 undergoing repair. On release in January 1967 it received its unique Blue with a small yellow panel livery. The doors had been sealed up but the original hinges remained in position at both ends. A feature that it kept until it was withdrawn. It’s curious that Heljan have modelled the hinges on the 4mm model of D5389, but omitted
27023 sits at Crianlarich on the 9th September 1986 with a ballast train. Image courtesy of Alan Tait.
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them from the 7mm version, where they would be more obvious. Especially as they became such big attractors to dirt and grime. It’s not a huge job add some hinges to make it more accurate, but I’d rather not have to undertake this alteration given that you have to part with the best part of a few hundred quid for the privilege.
Many of the class received Full Yellow Ends (FYE) from 1967 as they became mandatory. This took quite a few years to fully implement this to the fleet of class 27’s the early 1970’s would see a plethora of liveries applied to the fleet. The D was dropped from the diesel fleet after 1968 and the arrival of the TOPS numbers implemented from 1973. |
What’s in the box?
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Once the lid is off the box there should be a set of instructions and information pack, which oddly refers to the dimensions as a 1:76 model, but are definitely for a 7mm model. The loco comes on the now common Heljan plank, in a sturdy box that is packed with both high, and low-density foam inserts to hold the loco in place. My model had no bits missing or anything rattling in the box other than a pack of black miniature snow ploughs. The instructions make references to a detailing pack which may or may not be missing from my box, as everything seems to be in place.
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The model
On first examination the model is a good representation of the BRCW Type 2/Class 27. The mouldings appear crisp and well detailed with the bodyside grills are well represented. The radiator grill provides a view of the framework behind the fine mesh. The opening bodyside window is marked. The lifting hooks and hatch catches on the engine covers on the roof are finely represented and make a superb detail addition.
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The model has the drop-down cab window configuration, the driver’s window being modelled partly open and represents D5370 onwards. These were built for the North East and Midland Region depots, later transferring to Scotland. These also lacked the cab side recess for the token catching equipment. Through the window can be seen a well detailed driver’s desk and cab bulkhead. The air cylinders are modelled in the cab roof space. Printing is clean and crisp throughout.
The bogies are well detailed with moulded springs and added brake pipework and cylinders, sandboxes, speedo cable, and steps. These have been modified since the original class 26 & 33 models with the springs set further back. The longer top plate steps are fitted correctly to D5389. Heljan are aware of an issue affecting some models where sand boxes are missing completely from the bogies, if your model is missing these then contact your retailer. There are instructions on adding the miniature snow ploughs to the model. |
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The buffer beam is well detailed with vacuum brake pipe, steam heat valve and pipe, control Air pipes and shackle coupling. The sprung Oleo buffers which are correct for the vac only boiler fitted locomotives. Care needs to be taken when removing the body as the multiple working jumper cable is attached to both the body and buffer beam. This needs to be detached carefully from the body before removal.
The model is powered by 2 vertical motors as per many Heljan locomotives. A change inside is the inclusion of a push fit socket for the DCC decoder. However, it’s not as straight forward just pushing in the decoder as two pins need to be removed for installation in the model. Instructions are included but they’re not exactly detailed. Unfortunately it is not as plug and play that I expected. I’m not sure whether the removal of these pins will have any impact on your warranty should it decide to stop working. There is a working cooling fan and an identified space for a smoke unit. |
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The model is fitted with all wheel pick up and directional lighting. There is also internal cab and engine room lights.
Conclusion.
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I’ve only had access to the one model, and have relied on the images from Heljan to write this review. The current production run appears to cover the North East and Midland Region delivered variant. But more specifically, covering the period from early 1965 onwards, when the connecting doors started to be removed by sealing up and plating over.
The current production run does not appear to cover the locomotive as delivered with connecting ends doors. Certainly, there is no reference to the all over green with white window surrounds and stripe with no warning panel livery in the current Heljan listings. For those modelling the Scottish delivered ones, there is a need to address the cab windows to the sliding type and possibly the recess for the token equipment. These were still evident on some locos as late as 1975. Whether Heljan have plans at a later date to alter the body and represent those with connecting doors, sliding windows and recesses I have no idea. But the current run of Class 26’s do seem to have these features. The Heljan Class 27 is a welcome addition to the ever expanding ready to run fleet, especially for those that have smaller layouts or models that are based in Scotland pre-1986. Modellers who acquire the 27 will need to heavily research their chosen locomotive, as a number of detail differences need to be considered. Out of the box the Heljan model may need some modification to represent your chosen locomotive. |
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The model is available in a variety of colour schemes to cover most of their career.
#2770 BR green with small yellow panels unnumbered
#2771 BR green 5370 with full yellow ends WEATHERED
#2772 BR green with cream waistband & full yellow ends unnumbered
#2773 BR Rail Blue with full yellow ends unnumbered (1970s)
#2774 BR Rail Blue with full yellow ends unnumbered (1980s)
#2775 BR two-tone green D5382 with small yellow panels
#2776 BR Blue D5389 with small yellow panels
#2777 BR Rail Blue 27032 with Inverness Stag logos WEATHERED
#2770 BR green with small yellow panels unnumbered
#2771 BR green 5370 with full yellow ends WEATHERED
#2772 BR green with cream waistband & full yellow ends unnumbered
#2773 BR Rail Blue with full yellow ends unnumbered (1970s)
#2774 BR Rail Blue with full yellow ends unnumbered (1980s)
#2775 BR two-tone green D5382 with small yellow panels
#2776 BR Blue D5389 with small yellow panels
#2777 BR Rail Blue 27032 with Inverness Stag logos WEATHERED