View source for British Rail Class 55

{{Short description|Class of diesel electric locomotives}}
{{Use British English|date=February 2015}}
{{Use dmy dates|date=August 2023}}
{{Infobox locomotive
| name = English Electric Type 5<br />British Rail Class 55
| powertype = Diesel-electric
| image = 55006 at Finsbury Park Depot on 03 July 1977 (crop).jpg
| caption = 55 006 ''The Fife & Forfar Yeomanry'' at Finsbury Park Depot in July 1977
| fleetnumbers = D9000–D9021; later 55 022, 55 001–55 021
| nicknames = Deltics
| builder = [[English Electric]] at [[Vulcan Foundry]]
| serialnumber = 
| builddate = 1961–1962
| totalproduction = 22
| gauge = {{Track gauge|ussg|allk=on}}
| primemover = [[Napier Deltic]] D18-25, × 2
| transmission = [[Diesel-electric transmission|Diesel electric]]
| generator = [[English Electric]] DC generator
| tractionmotors = [[Direct current|DC]] traction motors
| Britishclass = [[Co-Co locomotives|Co-Co]]
| uicclass = [[Co′Co′]]
| wheeldiameter = {{convert|3|ft|9|in|m|3|abbr=on}}
| minimumcurve = 
| trainbrakes = [[Vacuum brake|Vacuum]]; later [[Vacuum brake#Dual brakes|Dual]] ([[Railway airbrake|Air]] and Vacuum)
| locobrakeforce = 
| wheelbase = {{convert|58|ft|6|in|m|2|abbr=on}}
| length = {{convert|69|ft|6|in|m|2|abbr=on}}
| width = {{convert|8|ft|9+1/2|in|m|2|abbr=on}}
| height = {{convert|12|ft|10|in|m|2|abbr=on}}
| locoweight = {{convert|99|LT|t ST|sigfig=3|lk=on}}
| maxspeed = {{convert|100|mph|abbr=on}}
| poweroutput = ''Engines:'' {{convert|1650|bhp|sigfig=3|abbr=on|lk=in}} × 2 (Total: {{convert|3300|bhp|sigfig=3|abbr=on|lk=in}})
| tractiveeffort = ''Maximum:'' {{convert|50000|lbf|kN|sigfig=3|abbr=on|lk=on}}<br />''Continuous:'' {{convert|30500|lbf|kN|sigfig=3|abbr=on|lk=on}}@ {{convert|32.5|mph|km/h|sigfig=3|abbr=on}}<ref>{{cite book |title=English Electric Main Line Diesel Locomotives of British Rail |first=Brian |last=Webb |page=74 }}</ref><ref>{{cite web| url=http://www.auran.com/trainz/database/class55t.html| title=BR Class 55 "Deltic"| work=Trainz Locomotive Database| publisher=Auran}}</ref>
| fuelcap = {{convert|900|impgal|abbr=on}}
| trainheating = [[Steam generator (railroad)|Steam]]; later [[Electric Train Heating]]
| multipleworking = Not fitted
| axleloadclass = [[Route availability]] 5
| operator = [[British Railways]]
| withdrawndate = 1980–1982
| preservedunits = 55 022 (D9000), 55 002 (D9002), 55 009 (D9009), 55 015 (D9015), 55 016 (D9016) and 55 019 (D9019). Cabs from 55 008 (D9008) and 55 021 (D9021) also preserved.
| disposition = Six preserved, remainder scrapped
}}
The '''British Rail Class 55''', also known as a '''Deltic''', or '''English Electric [[List of British Rail power classifications#Type 5|Type 5]]''', is a class of [[diesel locomotive]] built in 1961 and 1962 by [[English Electric]] for [[British Railways]]. Twenty-two locomotives were built, designed for the high-speed express passenger services on the [[East Coast Main Line]] (ECML) between [[Edinburgh Waverley railway station|Edinburgh]] and {{stnlnk|London King's Cross}}. They gained the name "Deltic" from the prototype locomotive, [[British Rail DP1|DP1 ''Deltic'']] (the running number DP1 was never carried), which in turn was named after its [[Napier Deltic]] power units. 

At the time of their introduction into service in 1961, the Class&nbsp;55s were the most powerful single-unit diesel locomotives in the world, with a power output of {{convert|3300|hp|abbr=on|lk=in}}.<ref name="ccCarr">{{cite web |last1=Carr |first1=Roger |title=Trackside Classic: 1961 British Rail Class 55 'Deltic' Diesel Locomotive – A Distinctive Roar of Confidence on Britain's Rails |date=5 December 2020 |url=https://www.curbsideclassic.com/trackside-classic/trackside-classic-1961-british-rail-class-55-deltic-diesel-locomotive-a-distinctive-roar-of-confidence-on-britains-rails/ |publisher=Curbside Classic |access-date=16 January 2022}}</ref> They had an official maximum speed of {{convert|100|mph}}, and introduced the first regular 100&nbsp;mph diesel passenger service to Britain. They were capable of higher speeds than this, and often exceeded their official maximum in service, especially in their later years, with speeds of up to {{convert|117|mph}}, being recorded on level gradients, and up to {{convert|125|mph}} whilst descending [[Stoke Bank]].<ref name="Semmens1990">{{cite book |last1=Semmens |first1=Peter |title=Speed on the East Coast Main Line: A Century and a Half of Accelerated Services|date=1990 |publisher=Patrick Stephens Ltd |isbn=0-85059-930-X |pages=101–129}}</ref>

Despite their successes, the Deltics had a relatively short commercial service life of 20&nbsp;years. From 1978, they were displaced by the next generation of high speed diesels, the [[InterCity 125|"InterCity 125" High Speed Trains]] (HSTs). Deltics were subsequently relegated mostly to secondary services on the Kings Cross to York, Edinburgh and Hull routes, although they continued to operate some top-link trains, such as the ''[[Hull Executive]]'', until 1981. As a small, non-standard fleet, with high running costs, no viable alternative use could be found for the Deltics, and all were withdrawn from service between January 1980 and December 1981. Six of the locomotives were saved for preservation.

==Background==
{{see also|British Rail DP1}}
[[File:Preston_Riverside_-_Deltic.JPG|thumb|left|[[British Rail DP1|DP1]], the prototype Deltic displays at Preston Riverside in October 2015]]
In 1955, the [[English Electric]] company produced a prototype diesel locomotive at the [[Dick, Kerr & Co]] works in [[Preston, Lancashire|Preston]], officially named the DP1 but commonly known as ''Deltic''. This prototype experimentally used two [[Napier Deltic]] engines which had been developed for marine applications. These unconventional engines were configured in a triangle with an [[Opposed-piston engine|opposed piston]] design. They ran at high speed (1,500&nbsp;[[revolutions per minute|RPM]]) more than twice that of conventionally configured engines, which made them very powerful relative to their size and [[power to weight ratio|weight]], compared to the conventional diesel engines of the era. The locomotive used two of these engines, both rated at {{convert|1650|hp}}, which gave the locomotive a combined power output of {{convert|3300|hp}} for a weight of 106&nbsp;tons.<ref name="ccCarr"/><ref name="Semmens1990"/>

The other notable features of the locomotive were its large size by British standards and striking styling, which was inspired by the [[bulldog nose]]d American diesels of the era.<ref name="ccCarr"/><ref name="Semmens1990"/>

At the same time, the management of the [[Eastern Region of British Railways|British Railways Eastern Region]] were looking for a replacement for their pre-war fleet of [[LNER Class A4|Class A4]] steam locomotives for use on top-link expresses on the East Coast Main Line. There was a contemporary (1957) proposal to [[railway electrification|electrify]] the ECML; however, this had a proposed completion date of 1970. [[Gerry Fiennes]], the traffic manager of the ECML, believed that his expresses should be able to achieve an end-to-end average speed of {{convert|70-75|mph}} in order to remain competitive with other forms of transport, he felt that they could not wait more than a decade for service improvements by electrification when the expanding road network was taking away passengers, and opted instead for high speed-diesel traction as an interim solution.<ref name="Semmenselectify">{{cite book |last1=Semmens |first1=Peter |title=Electrifying The East Coast Route |date=1991 |publisher=Patrick Stephens |isbn=0-85059-929-6}}</ref>

The management of the Eastern Region were however unimpressed by the performance of the best conventional diesels of the time, the [[British Rail Class 40|English Electric Type 4]], which for a weight of 133 tons, produced {{convert|2000|hp}}, which meant that their performance was no better than the steam locomotives they were supposed to replace. However, as the ''Deltic'' prototype had the necessary power and speed to achieve Gerry Fiennes's desired performance improvements, he persuaded British Railways to purchase a fleet of locomotives based on it.<ref name="ccCarr"/><ref name="Semmens1990"/>

== Production ==
[[File:D9013 The Black Watch(8191899366).jpg|thumb|left|D9013 ''The Black Watch'' at Kings Cross in July 1966 with the ''Flying Scotsman'' train, in BR green with small yellow warning panels]]
In March 1958, an order was placed with [[English Electric]] for a production fleet of 22 locomotives (reduced from the 23 originally planned<ref>Baker, Allan & Gavin Morrison (1985). ''Deltics at Work'', p. 18. {{ISBN|0-7110-1536-8}}</ref>), replacing more than twice that number (55) of steam locomotives including 35 [[LNER Class A4|A4 Pacifics]]; as steam locomotives require substantial time to clean, fuel, and fire, such a reduction in the number of units could be undertaken without a corresponding reduction in working availability. The full order was worth £3,410,000 ({{Inflation|UK|3410000|1958|r=-4|fmt=eq|cursign=£}}),{{Inflation-fn|UK|df=y}} working out at £155,000 ({{Inflation|UK|155000|1958|r=-4|fmt=eq|cursign=£}}),{{Inflation-fn|UK|df=y}} per locomotive. Due to the complexity of the engine design, which needed specialist maintenance, the locomotives were purchased under a five year [[Service plan|service contract]], with English Electric agreeing to maintain them, including their engines and generators, for a fixed price; this was [[British Rail]]'s first such contract. Additional Deltic engines were produced to enable engines to be exchanged regularly for overhaul while keeping the locomotives in service. English Electric trained the British Rail staff at the [[Doncaster Works]] in the techniques of maintaining the engines, and after the contract ended, they took over this responsibility.<ref name="ccCarr"/><ref name="Semmens1990"/>

The production locomotives were built at the [[Vulcan Foundry]] at [[Newton-le-Willows]]; they were mechanically little changed from the prototype, but differed in appearance with a toned down styling, sporting a more sober colour scheme, and lacking the prototype's large headlight. The production Deltics were also 7&nbsp;tons lighter than the prototype, weighing in at 99&nbsp;tons, despite being nearly {{convert|2|feet|metre}} longer. They were originally planned to be delivered within a year from March 1960, but this deadline was not met, and they were delayed by a year, with the first Deltic entering revenue service in the summer of 1961, with a full service being introduced the following year.<ref name="ccCarr"/><ref name="Semmens1990"/>

The locomotives were assigned to three locomotive depots: [[Finsbury Park TMD|Finsbury Park]] in London, [[Gateshead TMD|Gateshead]] near [[Newcastle upon Tyne|Newcastle]], and [[Haymarket TMD|Haymarket]] in [[Edinburgh]]. Very soon, all were [[Naming of British railway rolling stock|named]]; the Gateshead and Edinburgh Haymarket locomotives after regiments of the [[British Army]] from the North-East of England and from Scotland, respectively, while Finsbury Park followed the [[London and North Eastern Railway]] (LNER) tradition of naming locomotives after winning [[racehorse]]s.<ref name="Semmens1990"/>

At the same time, English Electric built a further ten locomotives which were later classified as the {{brc|23}}, which had single Napier Deltic engines; these gained the nickname "Baby Deltics" as they were in effect scaled down versions of the Deltics. These locomotives however, were far less successful in service than their larger cousins, and were all withdrawn by 1971.<ref name="Semmens1990"/>

== British Rail service ==
[[File:D9017 The Durham Light Infantry(8190815683).jpg|thumb|left|D9017 ''The Durham Light Infantry'' starting its engines at King's Cross on an express to Leeds in July 1966]]
{| class="wikitable floatright"
|+Distribution of locomotives,<br />March 1974<ref>{{cite book |title=British Railways Locoshed Book 1974 edition |year=1974 |publisher=[[Ian Allan Publishing|Ian Allan]] |location=Shepperton |isbn=0-7110-0558-3 |page=54 }}</ref>
|-
|colspan=3 |{{Location map+ |England|width=220 |caption= |places=
 {{Location map~|England|lat_deg=51.5582 |lon_deg=-0.1099 |label=FP |link=Finsbury Park TMD |marksize=16 |position=left }}
 {{Location map~|England|lat_deg=54.9637 |lon_deg=-1.6104 |label=GD |link=Gateshead TMD |marksize=14 |position=left }}
 {{Location map~|England|lat_deg=55.9421 |lon_deg=-3.2339 |label=HA |link=Haymarket TMD |marksize=16 |position=bottom }}
}}
|-
!Code ||Name ||Quantity
|-
|style="text-align:center" |FP ||[[Finsbury Park TMD|Finsbury Park]] ||style="text-align:right" |8
|-
|style="text-align:center" |GD ||[[Gateshead TMD|Gateshead]] ||style="text-align:right" |6
|-
|style="text-align:center" |HA ||[[Haymarket TMD|Haymarket]] ||style="text-align:right" |8
|-
!colspan=2 scope=row |Total:
|style="text-align:right" |22
|}
The introduction of the Deltics was a step change in locomotive performance on the East Coast Main Line.<ref>{{harvnb|Nock|1985|p=31}}</ref> Once the entire fleet was delivered into service in 1962, the timetable was accelerated, with the journey time from London to Edinburgh cut by one hour, from seven hours to six; this was enabled by the Deltics' ability to accelerate rapidly and maintain high speed with a heavy train over long distances. This matched the timing of the pre-war [[LNER Class A4|A4]]-hauled ''[[The Coronation (train)|Coronation]]'' service, but was achieved without priority over other traffic unlike the earlier LNER train; it was also now the timing of normal standard fare expresses throughout the day, and not just a once-a-day premium fare express.<ref name="Semmens1990"/> 

From 1966 the infrastructure on the ECML was progressively upgraded to allow higher speeds in order to take better advantage of the Deltics' capabilities; this included upgrading the track, and other improvements such as the easing of sharp curves and improving the alignments through various stations. By 1973, these upgrades had allowed another half-hour to be cut from the London–Edinburgh journey time, with the Deltic-hauled ''[[Flying Scotsman (train)|Flying Scotsman]]'', timetabled to reach Edinburgh in 5&nbsp;½ hours, with one stop at {{rws|Newcastle}}, achieving an average speed of {{convert|71|mph|abbr=on}} over the entire {{convert|393|mile|km|adj=on}} journey.<ref name="ccCarr"/><ref name="Semmens1990"/>

On one of [[O. S. Nock]]'s first Deltic runs (the down ''Heart of Midlothian'' loaded to 13 coaches, 530&nbsp;tons gross) he stated "once the tail of the train was over the 60&nbsp;mph restriction the throttle was opened to the full, and the surge forward could be felt in the cab. Never previously had I felt a positive thrust in my back when in the second man's seat!" Nock went on to estimate that at 80&nbsp;mph the locomotive was producing about 2,750&nbsp;drawbar horsepower.<ref>{{harvnb|Nock|1985|p=74}}</ref>
[[File:55008 , Peterborough.jpg|thumb|left|55008 ''The Green Howards'' passes {{rws|Peterborough}} on King's Cross to Newcastle in July 1974]]
As early as 1963, Deltics were recorded exceeding 100&nbsp;mph, Nock recording 100&nbsp;mph for 16 miles south of [[Thirsk railway station|Thirsk]] with a maximum of {{convert|104|mph|km/h}}; he went on to say that such speeds in 1963 were "terrific".
[[File:55 002 "Kings Own Yorkshire Light Infantry" at York Summer 1981.jpg|thumb|55 002 ''King's Own Yorkshire Light Infantry'' at {{rws|York}} in Summer 1981, painted in the original two-tone green livery]]
The ultimate Deltic performance came on 2 February 1978 with a run on the 07:25 from Newcastle to King's Cross. In some respects, the run was set up (the driver was about to retire) but the speeds were record-breaking. The locomotive was 55&nbsp;008 ''The Green Howards''; it was hauling 10 coaches (343&nbsp;tons gross), and on the leg from York to London it achieved a timing of 137&nbsp;min 15&nbsp;sec. This included various signal stops and other enforced speed reductions; the net time is estimated at 115&nbsp;min 45sec, an average of {{convert|97|mph|km/h}} start to stop. The train achieved {{convert|113|mph|km/h}} on the flat between [[Darlington railway station|Darlington]] and York, {{convert|114|mph|km/h}} at Offord and {{convert|125|mph|km/h}} whilst descending [[Stoke Bank]].<ref>Heaton, J. Railway Performance Society: "Deltic Fastest Times".</ref>

[[File:Deltic_at_Platform_5_-_King's_Cross,_geograph-3379622-by-The-Carlisle-Kid.jpg|thumb|55 015 "Tulyar" at King's Cross after arrival from Peterborough in January 1978]]
From 1978, the ECML was upgraded to allow 125&nbsp;mph running, in order to accommodate the [[InterCity 125]]s, and although the Deltics were still officially limited to 100&nbsp;mph, in practice they frequently exceeded this in service. 

The fastest regular scheduled Deltic service was the ''[[Hull Executive]]'' between London and {{rws|Hull}}, which was inaugurated in May 1978. The down (northbound) working of this service achieved an average speed of {{convert|91.4|mph|km/h|abbr=on}} from King's Cross to its first stop at {{rws|Retford}}, making it the fastest regular locomotive-hauled train in Britain at the time. Maintaining this schedule required sustained periods of running above 100&nbsp;mph. The published logs of some of these runs show that Deltics cruised at up to {{convert|110|mph}}. The ''Hull Executive'' was one of the last top-link workings by a Deltic, until 1981, when this service was taken over by HST's.<ref name="Semmens1990"/><ref>{{cite web |title=How fast is a Deltic? |url=https://delticsounds.com/deltichowfast.html |publisher=Deltic Sounds |access-date=30 January 2023}}</ref>

The Railway Performance Society estimate that on modern infrastructure (the [[Selby Diversion]] etc.) a realistic Deltic-hauled schedule from King's Cross to Edinburgh would be around 4&nbsp;hours 57&nbsp;minutes (a theoretical unchecked run being around 4&nbsp;hours 40&nbsp;minutes).<ref>Railway Performance Society: Milepost 22 1/4 July 2001.</ref> This would be for a train of 11 coaches and include a stop at Newcastle, the latter city being reached in a scheduled 3&nbsp;hours 6&nbsp;minutes.

The Deltics had arrived from the manufacturer painted in two-tone green, the dark BR green on top, with a narrower strip of a lighter, lime green along the bottom. This helped to disguise the bulk of the locomotive body. The cab window surrounds were picked out in cream-white. Although delivered without it, they all soon sported the bright yellow warning panel at each end common to all British diesel and electric locomotives, to make them more conspicuous. By 1966 the [[InterCity (British Rail)|InterCity]] branding was introduced, and the Deltics began to be painted in corporate [[Rail Blue]] with yellow ends, the change generally coinciding with a works repair and the fitting of [[air brake (rail)|air brake]] equipment, the locomotives originally having only [[Vacuum brake|vacuum braking]] (the first so treated was D9002; the last to be painted blue was D9014). In the early 1970s they were fitted with Electric Train Heating (ETH) equipment to power [[British Rail Mark 2|Mark 2]] air-conditioned coaches, while a couple of years later, with the introduction of BR's [[TOPS]] computer system, they were renumbered 55&nbsp;001 to 55&nbsp;022.<ref name="ccCarr"/><ref name="Semmens1990"/>

=== Withdrawal ===

In the late 1970s, the Deltics began to take on secondary roles, gradually being supplanted by the next generation of express passenger services, namely the [[InterCity 125|"InterCity 125" High Speed Train]] (HST) which were introduced on the ECML from 1978. At this time, British Rail had a general policy of not maintaining small non-standard fleets of locomotives, and when the HST fleet took over East Coast mainline services, it was obvious the class had a limited future. Various alternative uses for the fleet were examined, but this came to nothing: A significant weakness of the Deltics was their high running costs, due to the complexity of their engine design which required expensive specialist maintenance, which mitigated against their redeployment elsewhere. In their last years, the Deltics mostly operated the semi-fast services between London and York. They were also used on various popular excursions to areas of the country often far outside their usual operating area, such as [[Exeter St Davids railway station|Exeter]], {{rws|Bournemouth}} and {{rws|Oban}}.<ref name="ccCarr"/><ref name="Semmens1990"/>

[[File:Deltic_Scotsman_Farewell_-_geograph.org.uk_-_2748556.jpg|thumb|The "Deltic Scotsman Farewell" railtour at King's Cross on 2 January 1982]]
[[File:Class55scraplineZMAug82.jpg|thumb|A line of seven withdrawn Deltics at [[Doncaster Works]] in August 1982]]
During 1980 and 1981, the fleet was gradually run down; no new spare parts were ordered for the declining fleet, and the locomotives were gradually withdrawn, and then cannibalised for spares to keep the others running. Withdrawn locomotives were taken to Doncaster for stripping and eventual scrapping. For a time the Deltic scrap line was a major draw for railway enthusiasts. In November 1981, the [[Doncaster Works]] dismantled its Deltic engine overhaul facility.<ref name="Semmens1990"/>

The [[National Railway Museum]] selected 55&nbsp;002 ''The King's Own Yorkshire Light Infantry'' for preservation as part of the National Collection. The Friends of the National Railway Museum sponsored the repaint of 55&nbsp;002 into original green livery for its last eighteen months in traffic, although it carried its TOPS number rather than D9002.<ref name="Semmens1990"/> As insurance, in case 55&nbsp;002 should meet with a mishap during its last months, the withdrawn 55&nbsp;005 ''The Prince of Wales's Own Regiment of Yorkshire'' was set aside from breaking up at Doncaster Works until Deltic operation on the main line had concluded.

The final service train run was the 16:30 [[Aberdeen railway station|Aberdeen]]–York service on 31 December 1981, hauled from Edinburgh by 55&nbsp;019 ''Royal Highland Fusilier'', arriving in York at just before midnight.<ref>{{cite web |url= http://www.napier-chronicles.co.uk/19-81.htm |title=55019: Timetable 1981 |work=napier-chronicles.co.uk |year=2015 |access-date=10 April 2015}}</ref> The last train was an enthusiast special, the "Deltic Scotsman Farewell", on 2 January 1982, hauled from King's Cross to Edinburgh by 55&nbsp;015 ''Tulyar'' and 55&nbsp;022 ''Royal Scots Grey'' on the return. 55&nbsp;009 ''Alycidon'' shadowed the train in both directions between [[Peterborough railway station|Peterborough]] and Newcastle, in case of a failure of the train locomotive. Following the farewell, the surviving Deltics were moved to Doncaster Works, where they were displayed en masse in February 1982, before disposal commenced.<ref name="Semmens1990"/>

{| class=wikitable style=text-align:center
|+ Table of withdrawals
! Year !! Quantity in<br />service at<br />start of year !! Quantity<br />withdrawn !! Locomotive numbers !! Notes
|-
| 1980 || 22 || 3 || 55 001/003/020 || 
|-
| 1981 || 19 || 16 || 55 002/004-8/010-014/016-019/021 || 55 008 & 021 cabs saved, 55 002/016 & 019 preserved
|-
| 1982 || 3 || 3 || 55 009/015/022 || All three preserved
|}

===Accidents and incidents===
*On 15 December 1961, locomotive D9012 ''Crepello'' was hauling an empty stock train when it ran into the rear of a goods train at [[Conington, Huntingdonshire]], during [[Permissive Working (railway)|permissive block working]]. Another goods train then ran into the wreckage, followed a few minutes later by a third goods train.<ref name=Hoole3>{{cite book |last=Hoole |first=Ken |author-link=Ken Hoole |title=Trains in Trouble  |volume=3 |year=1982 |publisher=Atlantic Books |location=Redruth |isbn=0-906899-05-2 |page=46 }}</ref><ref>{{Cite web
  |title=Report on the Collisions which occurred on the 15th December 1961 near Conington
  |year=1962
  |author=D. McMullen, [[Secretary of State for Transport|Ministry of Transport]]
  |publisher=[[HMSO]]
  |url=http://www.railwaysarchive.co.uk/documents/MoT_Connington1961.pdf
}}</ref>
*{{main|Connington South rail crash}} On 5 March 1967, locomotive No. 9004 ''Queen{{'}}s Own Highlander'' was hauling a passenger train that overran a signal and was derailed at Conington. Five people were killed and eighteen injured. The signalman had moved a set of points under the train. He was convicted of endangering persons travelling on the railway but was acquitted of [[manslaughter]]. He was sentenced to two years' imprisonment.<ref name=Vaughan>{{cite book |last=Vaughan |first=Adrian |title=Obstruction Danger |year=1989 |publisher=Patrick Stephens Limited |location=Wellingborough |isbn=1-85260-055-1 |pages=20–28 }}</ref>
*{{main|Rail accidents at Morpeth}} On 7 May 1969, locomotive No. 9011 ''The Royal Northumberland Fusiliers'' was hauling the [[Aberdonian (passenger train)|''Aberdonian'']] which derailed at {{rws|Morpeth}}, [[Northumberland]], due to excessive speed on a curve, although 9011 itself remained on the rails. Six people were killed and 46 were injured.<ref name=Hoole4>{{cite book |last=Hoole |first=Ken |author-link=Ken Hoole |title=Trains in Trouble: Vol. 4 |year=1983 |publisher=Atlantic Books |location=Truro |isbn=0-906899-07-9 |pages=13–14 }}</ref><!--ref for loco involved-->
*On 16 February 1977, an express passenger train hauled by 55&nbsp;008 collided with a [[British Rail Class 101|Class 101]] diesel multiple unit operating an empty stock train after failing to stop at {{rws|Darlington}}. The guard of the express was slightly injured. The cause of the accident was that the brakes on the carriages had become isolated, in a freak event, whilst the train was moving. The train had struck an object on the track, which had caused a traction motor cover to come loose. This struck the handle of the brake isolating cock, closing it and thus separating the brakes between the locomotive and train. Following the collision, the train was diverted onto the [[Tees Valley line]], where it was brought to a halt by the operation of the [[Emergency brake (train)#United Kingdom|communication cord]] in one of the carriages.<ref name=Darlington>{{cite web |url=https://www.railwaysarchive.co.uk/documents/DoT_Darlington1977.pdf |title=Report on the collision that occurred on 16th February 1977 at Darlington in the Eastern Region of British Railways |publisher=Department of Transport |date=13 July 1978 |access-date=2 August 2019}}</ref>

== Preservation ==
<gallery>
File:All six preserved deltics at Barrow Hill.jpg|All six preserved Deltics at [[Barrow Hill Roundhouse|Barrow Hill]] in August 2006
File:55022 , Carlton on Trent.jpg|55022 ''Royal Scots Grey'' passes Carlton-on-Trent in 2010 with an Oxford-Preston charter
File:Hugh llewelyn D9009 (7112651275).jpg|D9009 ''Alycidon '' (later 55 009) in BR green livery on display at Barrow Hill Roundhouse in April 2012
</gallery>
Six locomotives survive; all have run in preservation and all have operated on the mainline, although 55&nbsp;015 only ran on the mainline at the Rocket 150 event in 1980. Two cabs are also preserved.

Current loco numbers are indicated in bold.

{| class="wikitable sortable"
|-
!align=left|Number (pre-tops)
!align=left|Number (post-tops)
!align=left|Image
!align=left|Name
!align=left|Built
!align=left|Withdrawn
!align=left|Livery
!align=left|Home Base
!align=left|Status
!align=left|Notes

|-
|align=center|D9000
|align=center|'''55 022'''
|[[File:English Electric Class 55 No 55022 (D9000) (8061967705).jpg|150px]]
|align=center|''[[Royal Scots Greys|Royal Scots Grey]]''
|align=center|28 Feb 1961
|align=center|2 Jan 1982
|BR Green<ref>{{cite magazine |title=Livery Changes |magazine=Railways Illustrated |page=23 |issue=237 |last1=Bendall |first1=Simon |last2=Coward |first2=Andy |publisher=Mortons Media Group Ltd}}</ref>
|[[Crewe Diesel TMD]]
|Operational.  Mainline certified
|Recently acquired from former owners alongside 55&nbsp;016 for use on mainline railtours.<ref >{{Cite web
|url=http://www.iconsofsteam.com/2017/11/deltic-duo-joins-fleet/|title = Deltic Duo joins the fleet|date = 29 November 2017}}</ref>  
|-
|align=center|'''D9002'''
|align=center|55 002
|[[File:D9002 at National Railway Museum, York (28184251402).jpg|150px]]
|align=center|''[[King's Own Yorkshire Light Infantry|The King's Own Yorkshire Light Infantry]]''
|align=center|19 Mar 1961
|align=center|2 Jan 1982
|BR Green
|[[National Railway Museum]]
|Static display
|
|-
|align=center|'''D9008'''
|align=center|55 008
|[[File:A Deltic simulator carried by a low-loader.jpg|150px]]
|align=center|''[[Green Howards|The Green Howards]]''
|align=center|7 Jul 1961
|align=center|31 Dec 1981
|Green Undercoat
|[[Barrow Hill Roundhouse]]
|Cab only
|Owned by the Deltic Preservation Society.<ref name="thedps.co.uk">{{Cite web|url=https://www.thedps.co.uk/|title=Home|website=Deltic Preservation}}</ref> Cab has since been extended by 5&nbsp;ft with a working diagram of a Napier Deltic engine's pistons.
|-
|align=center|D9009
|align=center|'''55 009'''
|[[File:York National Railway Museum 22.jpg|150px]]
|align=center|''[[Alycidon]]''
|align=center|21 Jul 1961
|align=center|2 Jan 1982
|BR Blue
|[[Barrow Hill Roundhouse]]
|Testing, Mainline certified
|Owned by the Deltic Preservation Society.<ref name="thedps.co.uk"/>
|-
|align=center|'''D9015'''
|align=center|55 015
|[[File:D9015 (6934215928).jpg|150px]]
|align=center|''[[Tulyar]]''
|align=center|13 Oct 1961
|align=center|2 Jan 1982
|BR Green
|[[Barrow Hill Roundhouse]]
|Restoration Complete (testing underway)
|Owned by the Deltic Preservation Society.<ref name="thedps.co.uk"/>
|-
|align=center|'''D9016'''
|align=center|55 016
|[[File:D9016 (5624018223).jpg|150px]]
|align=center|''[[Gordon Highlanders|Gordon Highlander]]''
|align=center|27 Oct 1961
|align=center|31 Dec 1981
|BR Green
|[[Margate]]
|Static display
|Recently acquired from former owners alongside 55&nbsp;022 for use on mainline railtours. Shares its name with LNER Class D40 No. 49 "Gordon Highlander". <br>Undergone a cosmetic makeover and selected parts removed for use on 55&nbsp;022. Now on display at LSL's future museum in Margate awaiting an overhaul, with ex-marine engines and new traction motors. 
|-
|align=center|D9019
|align=center|'''55 019'''
|[[File:Diesel Gala, Swanage Railway 02.jpg|150px]]
|align=center|''[[Royal Highland Fusiliers|Royal Highland Fusilier]]''
|align=center|11 Dec 1961
|align=center|31 Dec 1981
|BR Blue
|[[Barrow Hill Roundhouse]]
|Operational
|Owned by the Deltic Preservation Society.<ref name="thedps.co.uk"/>
|-
|align=center|D9021
|align=center|'''55 021'''
|[[File:55021 at Princes Street Gardens.jpg|150px]]
|align=center|''[[Argyll and Sutherland Highlanders|Argyll & Sutherland Highlander]]''
|align=center|16 Mar 1962
|align=center|31 Dec 1981
|BR Blue
|N/A
|Cab only
|Owned by The South Wales Loco Cab Preservation Group
|}

=== Loco details ===
* '''D9000 (55 022) ''Royal Scots Grey''''' was purchased by the [[Deltic 9000 Fund]] and, on 7 September 1983, was handed over in fully running condition after work and a repaint by BR.<ref name=RE1>{{cite magazine|title=D9000 is saved|first=Howard|last=Johnston|pages=15–16|date=November 1983|magazine=[[Rail (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|issn=0262-561X|oclc=49957965}}</ref> Its first base was the [[Nene Valley Railway]].<ref name=RE1 /> It was later accommodated by [[Network SouthEast]] at [[Selhurst TMD|Selhurst]] and [[Old Oak Common TMD|Old Oak Common]] depots, from where it regularly travelled to open days around the country. In 1996 it was overhauled by Railcare at [[St. Rollox railway works]], [[Glasgow]] and received main-line certification. The Deltic 9000 Fund became a limited company (Deltic 9000 Locomotives Limited) and both D9000 and D9016 passed into its care. Its initial return to service, on the "Deltic Deliverance" charter, on 30 November 1996, was cut short by an exhaust stack fire (a regular Deltic problem in service days). Following rectification work at Springburn it ran to King's Cross on an empty stock train before resuming its second main-line career on 2 January 1997 on the "Deltic Reunion" charter to [[Hull Paragon Interchange|Hull]] and [[Harrogate railway station|Harrogate]], during which it visited the turntable within the [[National Railway Museum]], where it stood alongside the prototype. It continued to work main line charter trains between 1997 and 2002 and was hired by both [[Anglia Railways]] and [[Virgin CrossCountry]] to operate service trains on their behalf, as cover for their locomotives.<br>Following the demise of Deltic 9000 Locomotives Limited in 2004 the locomotive was sold to Beaver Sports (Yorks) Ltd. It completed an 18-month overhaul and was re-certified for running on the main line in August 2006.{{citation needed|date=May 2022}} ''Royal Scots Grey'' has been repainted into blue livery, carrying the markings of York (YK depot) and York City coat of arms crests above the numbers, as done in 1981. It is the first Class 55 to carry the York coat of arms crest since 1982. The locomotive continues to work charters and to be available for spot hire to national operators. In 2015 the locomotive was repainted with 'Finsbury Park-style' white cab window surrounds and at various times has carried the identities of scrapped sister locomotives 55&nbsp;003 ''Meld'', 55&nbsp;007 ''Pinza'' and 55&nbsp;018 ''Ballymoss''.{{citation needed|date=May 2022}} 55&nbsp;022 alongside classmate 55&nbsp;016 were later purchased by [[Locomotive Services Limited]] and since arriving at Crewe 55&nbsp;022 has been undergoing an overhaul to return to the mainline hauling railtours for Locomotive Services Limited and its new charter train operator "Saphos Trains". Parts from 55&nbsp;016 are being used in the engine's overhaul while the latter engine is on static display in [[Margate]].
* '''D9002 (55 002) ''The King's Own Yorkshire Light Infantry''''' was donated to the [[National Railway Museum]], York and was the first preserved Deltic to return to the main line when it worked light engine to York after participating in the Doncaster Works Open Day on 27 February 1982. 55&nbsp;002 is one of three Deltics to hold mainline certification (along with D9000 ''Royal Scots Grey'' and D9009 ''Alycidon''). 55&nbsp;002 is rarely used on mainline charters and is mostly used to haul locomotives belonging to the National Railway Museum either between their two sites at [[York]] and [[Shildon]] or to other destinations such as [[Barrow Hill Engine Shed]].
* '''D9009 (55 009) ''Alycidon''''' was purchased by the [[Deltic Preservation Society]] (DPS). It was initially based at the [[North York Moors Railway]] before undergoing an extensive overhaul and restoration and recertification for main-line use. Following the DPS withdrawal from main-line operations it was mostly based at the DPS depot at Barrow Hill. It was recertified for mainline use in July 2012 after a long absence stretching back to 2003. On 3 March 2019, 55&nbsp;009 was hauling the 'Auld Reekie' from Edinburgh – Doncaster where all 6 traction motors flashed over. 55&nbsp;009 has not worked since and was hauled back to Burton by [[British Rail Class 67]] 67004. 55&nbsp;009 is now at the [[Great Central Railway (heritage railway)]] for testing following extensive repairs.
* '''D9015 (55 015) ''Tulyar''''' was purchased by a private buyer, Peter Sansom; in 1986 it was sold on to the [[Deltic Preservation Society]]. It has led a nomadic existence on many preserved railways and was the favoured DPS locomotive for open days during the 1990s (where it was sometimes presented in the guise of a scrapped sister locomotive, for example during 1994 when it appeared at various events numbered and named as 55&nbsp;001 ''St Paddy''.{{citation needed|date=May 2022}} It is currently under major overhaul at the [[Deltic Preservation Society]] depot at Barrow Hill.
* '''D9016 (55 016) ''Gordon Highlander''''' was purchased by the [[Deltic 9000 Fund]], with the intention that it would be restored to running condition, whilst acting as a 'twelve wheeled mobile source of spares'. It was moved to Wansford, on the [[Nene Valley Railway]] to join D9000. Eventually, like D9000, the locomotive left the railway for the [[Network SouthEast]] depots at [[Selhurst TMD|Selhurst]] and [[Old Oak Common TMD|Old Oak Common]]. After D9000 had been operating on the main line for three years the decision was made to overhaul and recertify D9016, to provide cover for ''Royal Scots Grey'', and the locomotive was moved to [[Brush Traction]] at [[Loughborough]]. Following overhaul it spent a short period on the main line, on charter work, its operation sponsored by [[Porterbrook]], in recognition of which it was painted in their purple and grey house colours, based upon the original two-tone green style. It lasted in this livery until 2002, when the original two-tone green livery was reapplied. Following the demise of Deltic 9000 Locomotives Limited the locomotive was purchased and based at the [[Peak Rail]] (Heritage Railway), near Bakewell, Derbyshire. In July 2008, this locomotive was sold by the private owner to [[Harry Needle Railroad Company]] (HNRC). Despite previous announcements to the contrary, HNRC put the locomotive up for sale at the end of September 2008. Bids from the Gordon Highlander Preservation Group and Beaver Sports (Yorks) Ltd. (the owners of 55&nbsp;022) were rejected by HNRC in favour of a higher offer from [[Direct Rail Services]] who kept D9016 at Barrow Hill for a year with the intention of a full overhaul but these plans never surfaced.<ref>"DRS buys a Deltic" ''[[Today's Railways UK]]'' issue 84 December 2008 page 58</ref> The locomotive was sold one year later to Beaver Sports (Yorks) Ltd. and it was based at [[East Lancashire Railway]] with 55&nbsp;022.<br>The aim was to return D9016 to mainline condition once again. D9016 donated one of its two engines to 55&nbsp;022 in April 2010 to replace one of 55&nbsp;022's engines, a former marine example that had been temporarily fitted to 55&nbsp;022 following an earlier engine failure. During 2014 D9016 left the East Lancashire Railway for the [[Great Central Railway]]. In January 2015 the locomotive moved to the [[Washwood Heath]] site of Boden Rail, for bodywork repairs. D9016, along with classmate 55&nbsp;022, were later purchased by Locomotive Services Limited. D9016 required a cosmetic overhaul, owing to damaged areas. With the main intention being to return 55&nbsp;022 to service first parts were taken off D9016 for use on 55&nbsp;022 and after being given a cosmetic touchup. 16 was returned to its original BR&nbsp;Green with its pre-TOPS number, D9016. The engine would later be moved to [[Margate]] for static display at LSL's new museum at the Hornby factory.
* '''D9019 (55 019) ''Royal Highland Fusilier''''' was purchased by the [[Deltic Preservation Society]]. Initially based at the [[North York Moors Railway]], along with 55&nbsp;009, the locomotive subsequently moved and spent several years at both the [[Great Central Railway]] and the [[East Lancashire Railway]]. It is now based at the [[Deltic Preservation Society]] depot at Barrow Hill. In April 2005 it became the first Deltic to be fitted with [[Train Protection & Warning System|TPWS]] equipment.
[[File:A Deltic simulator carried by a low-loader.jpg|thumb|D9008 (55 008) ''The Green Howards'' Simulator cab]]

Two cabs were saved after withdrawal:
* One cab from '''D9008 (55 008) ''The Green Howards''''' was acquired when the locomotive was being scrapped at [[Doncaster Works]] in August 1982. 55&nbsp;008 is mounted on a road trailer and has been fitted out with computer simulation equipment which allows anybody to take the controls. In October 2003, the cab was painted to masquerade as [[British Rail DP2]].<ref>{{cite web |url=http://homepage.ntlworld.com/theblackwatch/news.htm |work=The Deltic Preservation Society |date=5 October 2003 |title=News & Events: DP2 appears at Barrow Hill! |access-date=25 October 2014 }}</ref>
* One cab from '''D9021 (55 021) ''Argyll & Sutherland Highlander''''' was acquired when the locomotive was scrapped at [[Doncaster Works]] in September 1982. It was privately purchased and positioned within sight of the [[Great Western Main Line]] at South Stoke, west of [[Reading, Berkshire|Reading]]. It was later sold to another private owner before being purchased by the [[Deltic Preservation Society]]. It has subsequently been sold on to the South Wales Loco Cab Preservation Group.

== Operations after BR withdrawal ==
[[File:55022 Royal Scots Grey.jpg|thumb|55 022 ''Royal Scots Grey'' at the [[Barrow Hill Engine Shed]]]]
[[File:Deltic55022.JPG|thumb|55 022 ''Royal Scots Grey'' at [[Linlithgow]], after a railtour, on 7 December 2007]]
Despite the ban on privately owned diesel locomotives operating on BR tracks, railway enthusiasts did not have to wait that long after the final withdrawal of the class to see a Deltic back on the mainline. Following participation in the hastily arranged 'Farewell to the Deltics' open day at [[British Rail Engineering Limited]]'s [[Doncaster Works]] on 27 February 1982, 55&nbsp;002 left Doncaster under its own power and ran back up the ECML to the [[National Railway Museum]] light engine; it was to be some years before a Deltic was officially allowed to run again on the mainline.

The next opportunity to see a Deltic back on the mainline and running under its own power was in April 1985 when D9000 was sent (at the request of [[ScotRail (British Rail)|ScotRail]] management) light engine from [[Haymarket TMD|Haymarket depot]] to [[Perth railway station, Scotland|Perth]] for an open day. Following newspaper comments by ScotRail's manager [[Chris Green (railway manager)|Chris Green]] around that time there was hope that D9000 might see regular work on ScotRail's lines. Chris Green's move to the management team at the newly created [[Network SouthEast]] in 1986 put paid to that. However, that did not end his involvement with D9000. He arranged for Network South East depots to provide accommodation for both D9000 and D9016 and when he moved on to head up [[Virgin Rail Group]] D9000 was used on summer Saturday [[Virgin CrossCountry]] services in the late 1990s.<ref>"Virgin Trains puts Deltic back into scheduled passenger service". ''[[Rail (magazine)|Rail]]'', issue 311, 13 August 1997, p. 8.</ref><ref>"Virgin to use Deltic to Ramsgate for 18 weeks" ''Rail'' issue 328 8 April 1998 page 54</ref>

With the changes taking place on Britain's railways in the 1990s, the outlook changed for preserved diesel locomotives. In [[British Rail]] days no privately owned diesel locomotives were allowed to operate on its tracks. With [[Privatisation of British Rail|privatisation]] came [[Open access (infrastructure)|open-access railways]]—the track and infrastructure were owned and operated by [[Railtrack]], who for a fee would allow approved locomotives and trains to operate on their track. Suddenly, the owners of preserved locomotives were on an equal footing with everyone else. In fact, the characteristics of the Deltic locomotives, powerful and capable of cruising at {{convert|100|mi/h|km/h|abbr=on}}, enabled them to fit more easily onto the modern rail network than other, slower, preserved diesels.

In 1996 the [[Deltic 9000 Fund]] was incorporated as Deltic 9000 Locomotives Ltd (DNLL) with the objective of returning its locomotives to main-line service and on 30 November 1996 D9000 [http://www.royalscotsgrey.com/ ''Royal Scots Grey''] hauled the 'Deltic Deliverance' charter from Edinburgh to King's Cross. This tour however ended prematurely at [[Berwick-upon-Tweed railway station|Berwick-upon-Tweed]] after a fire broke out in the loco's engine room. D9000 went on to haul many charter trains and service trains for both [[Anglia Railways]] and [[Virgin CrossCountry]] until 2003. Subsequently, DNLL's other Deltic, D9016 ''Gordon Highlander'' returned to main-line working (it was temporarily painted in a purple and grey livery based upon the house colours of [[Porterbrook]], who helped finance the restoration), as did the [[Deltic Preservation Society]]'s D9009 ''Alycidon'' and 55&nbsp;019 ''Royal Highland Fusilier''. Between 1997 and 2003 all four main-line certified locomotives saw frequent charter and spot hire use, including on the [[Venice Simplon Orient Express]]. A highlight of this period was 22 May 1999, when D9000 ''Royal Scots Grey'', D9009 ''Alycidon'' and 55&nbsp;019 ''Royal Highland Fusilier'' were all in operation on the East Coast Main Line on the same day – D9000 running the "George Mortimer Pullman" [[Belmond British Pullman|British Pullman]] between [[London Victoria railway station|London Victoria]] and [[Bradford Forster Square railway station|Bradford Forster Square]] and the DPS Deltics working two charter trains between King's Cross and York. On the return run from Bradford, D9000 was held in platform 1 at [[Doncaster railway station|Doncaster]], whilst 55&nbsp;019 passed on the up through line. D9000 then followed 55&nbsp;019 as far as Belle Isle, where it diverged for the run around London to Victoria.

In 2003, DNLL went into liquidation with the result that D9000 and D9016 were sold to private individuals. From July 2003 to March 2005 no Deltics hauled a train on the main line. After a brief return to the main line in 2005 the DPS withdrew their last Deltic (55&nbsp;019) at the end of 2005, having run three tours during the year. D9015 ''Tulyar'' is currently undergoing a full overhaul at Barrow Hill, with the aim of main line operation, whilst 55&nbsp;002 [https://web.archive.org/web/20161011141048/http://www.55002koyli.com/ ''The King's Own Yorkshire Light Infantry''] is currently painted in BR blue, main line certificated, and operates from the [[National Railway Museum]]. 55&nbsp;019 remains in full working order along with D9009, whilst D9016 is currently able to operate on one engine only.
[[File:55022 at Castleton East Junction.jpg|thumb|left|55 022 ''Royal Scots Grey'' at Castleton East Junction in 2007]]
On 23 September 2006, 55 022 (D9000) ''Royal Scots Grey'' returned to the main line after a lengthy and extensive restoration at Barrow Hill, carried out on behalf of the owners by the DPS. It successfully hauled the SRPS 'Moray Mint' railtour from Edinburgh to [[Inverness railway station|Inverness]], via [[Perth railway station, Scotland|Perth]] on the outward trip and back via [[Aberdeen railway station|Aberdeen]]. On its second working two weeks later, severe damage occurred to the number&nbsp;2 end engine. The engine suffered from ''a leg out of bed'', a term which means the engine con-rod breaks out of the engine crankcase. This left ''Royal Scots Grey'' still able to operate but on one engine only. By January 2007, the faulty power unit was removed from 55&nbsp;022, put into storage and replaced by an ex-marine Napier Deltic engine modified for rail use; work was completed by ''Royal Scots Grey'''s restoration team in August 2007. After extensive testing at the [[East Lancs Railway]] the locomotive hauled its first tour since the previous engine malfunction on RTC's 'Autumn Highlander' with 50 049 and 40 145 in October 2007. 55&nbsp;022 successfully hauled a number of charter tour services during 2008 but the replacement marine-sourced engine gave rise for concern following the discovery of oil in the coolant and at the end of August the locomotive was removed from future large railtour duties. The locomotive continued working mainline duty by visiting other preserved railway and moving other non-mainline registered locomotives.

In mid January 2007, an agreement was reached between heritage railway [[Peak Rail]] and the owner of D9016 ''Gordon Highlander'' which entailed the move of the locomotive from [[Barrow Hill Engine Shed|Barrow Hill]] to the preserved line for a period of three years. It had been thought that D9016 would receive certain maintenance and restoration while on the railway. However, the sale of the locomotive to the [[Harry Needle Railroad Company]] and subsequent announcements indicated that the weekend runs of 27 and 28 September 2008<ref>{{cite web |url=http://www.peakrail.co.uk/delticwe.htm |title=D9016 Gordon Highlander farewell weekend 27th & 28th September 2008 |website=peakrail.co.uk |archive-url=https://web.archive.org/web/20080930161211/http://www.peakrail.co.uk/delticwe.htm |archive-date=30 September 2008}}</ref> might be its last prior to component recovery and eventual scrapping. Despite previous indications to the contrary, HNRC put the locomotive up for sale during the last week of September 2008 and although the Gordon Highlander Preservation Group submitted a substantial bid it was not accepted and the immediate future (and owner) of the locomotive was shrouded in some mystery.

[[File:Class 55 no. 55022 at Grosmont, 18.09.2009.jpg|thumb|right|On 18 September 2009, 55&nbsp;022 ''Royal Scots Grey'' is seen in Grosmont station, shortly after arrival from Pickering, during the NYMR's annual Diesel Gala.]]
Subsequently, in October 2008, DRS announced in a press release<ref>{{cite web |url=http://www.gordonhighlander.co.uk/News1.html |title=GH is saved (But not by us!) |website=gordonhighlander.co.uk |archive-url=https://web.archive.org/web/20090717081407/http://www.gordonhighlander.co.uk/News1.html |archive-date=17 July 2009}}</ref> that it had acquired D9016 ''Gordon Highlander'' from Harry Needle Railroad Company (HNRC): "The company is working with HNRC to return the locomotive to operational condition, although at the time of writing (June 2009) the locomotive is still stored at Barrow Hill awaiting attention. While the locomotive is not planned for an immediate return to service, DRS is confident that the locomotive will be returned to mainline service in the future. DRS intends to retain the locomotive's name". On 29 December 2009, it was announced that D9016 had been purchased by Beaver Sports (Yorks) Limited. It has subsequently operated (on one engine) on the [[East Lancashire Railway]] and the [[Great Central Railway]], pending work to restore it to full working order.

In April 2011, 55 022 was hired in by [[GB Railfreight]] for [[bauxite]] freight working between [[North Blyth, Northumberland|North Blyth]] and the [[Alcan Lynemouth Aluminium Smelter|Lynemouth aluminium smelter]]. This hire was scheduled to last from April to July.<ref>{{cite web
  | last       = Walker
  | first      = Martin
  | title      = GB Railfreight hires 55022
  | publisher  = royalscotsgrey.com
  | date       = 10 April 2011
  | url        = http://royalscotsgrey.wordpress.com/2011/04/10/gb-railfreight-hires-55022/
  }}</ref><ref>{{cite web
  | title      = Deltic locomotive back in service due to freight demand
  | publisher  = [[BBC News]]
  | date       = 30 May 2011
  | url        = https://www.bbc.co.uk/news/av/uk-13592652
  | access-date = 2011-05-30}}</ref> From May 2013 to November 2015, 55&nbsp;022 was chartered by GBRF to transfer [[First ScotRail]] EMU's for refurbishment.<ref>{{cite web |url=http://royalscotsgrey.com/0/locos/22-freight-workings/ |title=55022 freight & misc workings since 2011 |author=<!--Staff writer(s); no by-line.--> |website=royalscotsgrey.com |date=23 March 2015 |access-date=13 February 2017 }}</ref> These included the entire fleet of {{BRC|334}}s, which were moved between Yoker and [[Kilmarnock]]. The route taken, partially to prevent false fire alarms in underground tunnels caused by the Deltic engine's emissions, takes the train as far as Craigendoran on the north bank of the Clyde before turning round toward Kilmarnock.

On 29 November 2017 it was announced via the official Royal Scots Grey website that 55&nbsp;022 and D9016, plus all spares, had been sold by Martin Walker to [[Locomotive Services Limited]],<ref name=RoyalScotsGrey>[http://royalscotsgrey.com/0/2017/11/29/7594/ 55022 & D9016 New Owners] Royal Scots Grey 29 November 2017</ref> with both making the trip to LSL's [[Crewe Diesel TMD]] base in December 2017.<ref>{{Cite web|url=http://royalscotsgrey.com/0/2017/12/01/d9016-now-at-crewe-diesel-depot/|title = D9016 Now at Crewe Diesel Depot|date = December 2017}}</ref> It is intended that both locomotives will ultimately be repaired (55&nbsp;022 currently has engine problems and D9016 is coming to the end of bodywork repairs) and operated on the mainline alongside Hosking's sizable locomotive fleet.<ref>[https://www.railmagazine.com/news/fleet/sold-deltics-could-find-work-on-new-railtours Deltics sold – and could be put to work on new railtours] ''Rail'' issue 842 20 December 2017 page 30</ref> By June 2018, 55&nbsp;022 was under repair while D9016 had been placed in store and was transferred, cosmetically restored, to Locomotive Storage Limited's facility at Margate.<ref>"LSL begins Deltic repairs" ''[[Rail Express]]'' issue 265 June 2018 page 73</ref>

[[File:55022 North Blyth 26Sept2011.jpg|thumb|left|55 022 arrives at North Blyth on 26 September 2011 with a train of aluminium oxide wagons.]]

{{clear left}}

==Fleet details==
{{More citations needed section|date=December 2024}}
{| class="wikitable"
!Key:
|bgcolor=#d5fdf4|Preserved
|bgcolor=#eaf3ff|Cab only
|bgcolor=#eaecf0|Scrapped
|}
{|
|}
<br />
{| class="wikitable sortable collapsible"
|-
!Original<br />Number
!TOPS<br />number
!Name
!Built
!Depot
!Withdrawn
!Status
|-
|valign="top" bgcolor=#d5fdf4 align=center|D9000
|valign="top" bgcolor=#d5fdf4 align=center|55 022
|valign="top" bgcolor=#d5fdf4 |[[Royal Scots Greys|''Royal Scots Grey'']]
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1961|February|28}}
|valign="top" bgcolor=#d5fdf4 align=center|Haymarket
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1982|January|2}}
|valign="top" bgcolor=#d5fdf4 |Preserved by [[Locomotive Services Limited]]<ref name=RoyalScotsGrey/> – Under Repair.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9001
|valign="top" bgcolor=#eaecf0 align=center|55 001
|valign="top" bgcolor=#eaecf0 |''[[St Paddy]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|February|23}}
|valign="top" bgcolor=#eaecf0 align=center|Finsbury Park
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1980|January|5}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster February 1980.
|-
|valign="top" bgcolor=#d5fdf4 align=center|D9002
|valign="top" bgcolor=#d5fdf4 align=center|55 002
|valign="top" bgcolor=#d5fdf4 |''[[King's Own Yorkshire Light Infantry|The King's Own Yorkshire Light Infantry]]''
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1961|March|19}}
|valign="top" bgcolor=#d5fdf4 align=center|Gateshead
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1981|December|31}}
|valign="top" bgcolor=#d5fdf4 |Preserved by the [[National Railway Museum]] – Static Display.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9003
|valign="top" bgcolor=#eaecf0 align=center|55 003
|valign="top" bgcolor=#eaecf0 |''[[Meld (horse)|Meld]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|March|27}}
|valign="top" bgcolor=#eaecf0 align=center|Finsbury Park
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1980|December|31}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster March 1981.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9004
|valign="top" bgcolor=#eaecf0 align=center|55 004
|valign="top" bgcolor=#eaecf0 |''[[Queen's Own Highlanders|Queen's Own Highlander]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|May|10}}
|valign="top" bgcolor=#eaecf0 align=center|Haymarket
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1981|October|28}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster August 1983.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9005
|valign="top" bgcolor=#eaecf0 align=center|55 005
|valign="top" bgcolor=#eaecf0 |''[[Prince of Wales's Own Regiment of Yorkshire|The Prince of Wales's Own Regiment of Yorkshire]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|May|25}}
|valign="top" bgcolor=#eaecf0 align=center|Gateshead
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1981|February|8}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster February 1983.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9006
|valign="top" bgcolor=#eaecf0 align=center|55 006
|valign="top" bgcolor=#eaecf0 |''[[Fife and Forfar Yeomanry|The Fife & Forfar Yeomanry]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|June|29}}
|valign="top" bgcolor=#eaecf0 align=center|Haymarket
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1981|February|8}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster July 1981.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9007
|valign="top" bgcolor=#eaecf0 align=center|55 007
|valign="top" bgcolor=#eaecf0 |''[[Pinza]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|June|22}}
|valign="top" bgcolor=#eaecf0 align=center|Finsbury Park
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1981|December|31}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster August 1982.
|-
|valign="top" bgcolor=#eaf3ff align=center|D9008
|valign="top" bgcolor=#eaf3ff align=center|55 008
|valign="top" bgcolor=#eaf3ff |''[[Green Howards|The Green Howards]]''
|valign="top" bgcolor=#eaf3ff align=center|{{dts|format=dmy|1961|July|7}}
|valign="top" bgcolor=#eaf3ff align=center|Gateshead
|valign="top" bgcolor=#eaf3ff align=center|{{dts|format=dmy|1981|December|31}}
|valign="top" bgcolor=#eaf3ff |Scrapped BREL Doncaster August 1982. (One cab preserved and used as simulator.)
|-
|valign="top" bgcolor=#d5fdf4 align=center|D9009
|valign="top" bgcolor=#d5fdf4 align=center|55 009
|valign="top" bgcolor=#d5fdf4 |''[[Alycidon]]''
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1961|July|21}}
|valign="top" bgcolor=#d5fdf4 align=center|Finsbury Park
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1982|January|2}}
|valign="top" bgcolor=#d5fdf4 |Preserved – Under Repair, Mainline Registered
|-
|valign="top" bgcolor=#eaecf0 align=center|D9010
|valign="top" bgcolor=#eaecf0 align=center|55 010
|valign="top" bgcolor=#eaecf0 |''[[King's Own Scottish Borderers|The King's Own Scottish Borderer]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|July|21}}
|valign="top" bgcolor=#eaecf0 align=center|Haymarket
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1981|December|24}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster May 1982.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9011
|valign="top" bgcolor=#eaecf0 align=center|55 011
|valign="top" bgcolor=#eaecf0 |''[[Royal Northumberland Fusiliers|The Royal Northumberland Fusiliers]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|August|24}}
|valign="top" bgcolor=#eaecf0 align=center|Gateshead
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1981|November|8}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster November 1982.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9012
|valign="top" bgcolor=#eaecf0 align=center|55 012
|valign="top" bgcolor=#eaecf0 |''[[Crepello]]''
|valign="top" bgcolor=#eaeff0 align=center|{{dts|format=dmy|1961|September|4}}
|valign="top" bgcolor=#eaecf0 align=center|Finsbury Park
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1981|May|18}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster September 1981.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9013
|valign="top" bgcolor=#eaecf0 align=center|55 013
|valign="top" bgcolor=#eaecf0 |''[[Black Watch|The Black Watch]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|September|14}}
|valign="top" bgcolor=#eaecf0 align=center|Haymarket
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1981|December|20}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster December 1982.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9014
|valign="top" bgcolor=#eaecf0 align=center|55 014
|valign="top" bgcolor=#eaecf0 |''[[Duke of Wellington's Regiment|The Duke of Wellington's Regiment]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|September|29}}
|valign="top" bgcolor=#eaecf0 align=center|Gateshead
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1981|November|22}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster February 1982.
|-
|valign="top" bgcolor=#d5fdf4 align=center|D9015
|valign="top" bgcolor=#d5fdf4 align=center|55 015
|valign="top" bgcolor=#d5fdf4 |''[[Tulyar (horse)|Tulyar]]''
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1961|October|13}}
|valign="top" bgcolor=#d5fdf4 align=center|Finsbury Park
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1982|January|2}}
|valign="top" bgcolor=#d5fdf4 |Preserved – undergoing major overhaul
|-
|valign="top" bgcolor=#d5fdf4 align=center|D9016
|valign="top" bgcolor=#d5fdf4 align=center|55 016
|valign="top" bgcolor=#d5fdf4 |''[[Gordon Highlanders|Gordon Highlander]]''
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1961|October|27}}
|valign="top" bgcolor=#d5fdf4 align=center|Haymarket
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1981|December|30}}
|valign="top" bgcolor=#d5fdf4 |Preserved by Locomotive Services Limited<ref name=RoyalScotsGrey/> – Static Display.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9017
|valign="top" bgcolor=#eaecf0 align=center|55 017
|valign="top" bgcolor=#eaecf0 |''[[Durham Light Infantry|The Durham Light Infantry]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|November|9}}
|valign="top" bgcolor=#eaecf0 align=center|Gateshead
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1981|December|31}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster January 1983.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9018
|valign="top" bgcolor=#eaecf0 align=center|55 018
|valign="top" bgcolor=#eaecf0 |''[[Ballymoss]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1961|November|24}}
|valign="top" bgcolor=#eaecf0 align=center|Finsbury Park
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1981|October|12}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster January 1982.
|-
|valign="top" bgcolor=#d5fdf4 align=center|D9019
|valign="top" bgcolor=#d5fdf4 align=center|55 019
|valign="top" bgcolor=#d5fdf4 |''[[Royal Highland Fusiliers|Royal Highland Fusilier]]''
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1961|December|11}}
|valign="top" bgcolor=#d5fdf4 align=center|Haymarket
|valign="top" bgcolor=#d5fdf4 align=center|{{dts|format=dmy|1981|December|31}}
|valign="top" bgcolor=#d5fdf4 |Preserved – Operational, Mainline Registered.
|-
|valign="top" bgcolor=#eaecf0 align=center|D9020
|valign="top" bgcolor=#eaecf0 align=center|55 020
|valign="top" bgcolor=#eaecf0 |''[[Nimbus V|Nimbus]]''
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1962|February|12}}
|valign="top" bgcolor=#eaecf0 align=center|Finsbury Park
|valign="top" bgcolor=#eaecf0 align=center|{{dts|format=dmy|1980|January|5}}
|valign="top" bgcolor=#eaecf0 |Scrapped BREL Doncaster January 1980.<ref name="Nimbus scrapping rumours" >Rumours persist that ''Nimbus'' was not scrapped and was sighted intact afterwards. However, there are also photographs of it already dismantled, as officially claimed.{{cite web
  |title=Photographs of 55 020 ''Nimbus'' being scrapped
  |url=http://neil-gibson.fotopic.net/p54079839.html
}}</ref>
|-
|valign="top" bgcolor=#eaf3ff align=center|D9021
|valign="top" bgcolor=#eaf3ff align=center|55 021
|valign="top" bgcolor=#eaf3ff |''[[Argyll and Sutherland Highlanders|Argyll & Sutherland Highlander]]''
|valign="top" bgcolor=#eaf3ff align=center|{{dts|format=dmy|1962|March|16}}
|valign="top" bgcolor=#eaf3ff align=center|Haymarket
|valign="top" bgcolor=#eaf3ff align=center|{{dts|format=dmy|1981|December|31}}
|valign="top" bgcolor=#eaf3ff |Scrapped BREL Doncaster August 1982. (One cab preserved.)
|}

== Proposed Deltic locomotives ==

A {{cvt|72|LT|MT|1}} [[Bo-Bo]] locomotive, using a single 18-cylinder Deltic engine, was proposed as an alternative to what became the [[British Rail Class 37]] Type&nbsp;3 locomotive introduced from 1960.<ref>{{cite book |last=Haresnape |first=Brian |title=4: Production Diesel-Electrics Types 1–3 |series=British Rail Fleet Survey |date=February 1983 |publisher=[[Ian Allan Publishing|Ian Allan]] |location=Shepperton |isbn=0-7110-1275-X |id=GE/0283 |page=9 }}</ref>

A [[Co-Co locomotives|Co-Co]] "Super Deltic" was proposed but not built.<ref>{{cite book |last=Haresnape |first=Brian |title=3: Production Diesel-Electrics Types 4 and 5 |edition=2nd |series=British Rail Fleet Survey |date=June 1984 |orig-year=1982 |publisher=[[Ian Allan Publishing|Ian Allan]] |location=Shepperton |isbn=0-7110-1450-7 |id=CX/0684 |page=6 }}</ref> There were three potential designs between {{cvt|4000 and 4600|hp|kW|0}} weighing between {{cvt|114 and 119|LT|MT}} with a maximum axle load of {{convert|19|LT|MT|1}}.<ref>{{harvnb|Nock|1985|p=75}}</ref> The locomotives would have looked very similar to the eventual Class 50s, though slightly longer.<ref>{{cite book |title=Deltic Locomotives of British Rail |first=Brian |last=Webb |pages=91, 93 }}</ref> All three designs would have had two 18-cylinder [[Turbocharger|turbocharged]] engines, based on the 9-cylinder turbocharged engine used in the [[British Rail Class 23|British Rail Class 23 "Baby Deltic"]] and the locomotive would have been designated [[List of British Rail unbuilt locomotive classes|Class 51]].  The Class&nbsp;55's engines were not turbocharged, although they did have centrifugal scavenging blowers.

==Model Railways==
The first OO gauge model was produced by Hornby Dublo in two versions. D9012 "Crepello" was the two-rail version and D9001 "St Paddy" was the three-rail version. The second [[OO gauge]] model was produced by Lima, in two versions initially: D9003 "Meld" in BR&nbsp;Green; and 9006 "The Fife & Forfar Yeomanry" in BR&nbsp;Blue. The same models were also released in [[N gauge]] (1:160 scale), however these did not last very long, as Lima eventually decided to concentrate its British outline output on [[OO gauge]].

Bachmann have since released a new version of the "Deltic", in both the [[OO gauge]] "Branchline" range and their [[N gauge]] "Graham Farish" range. Bachmann have also produced the "Deltic Prototype" in [[OO gauge]] (previously only available as a plastic kit from either Kitmaster or Dapol), however this had been commissioned by Locomotion Models – the model railways arm of the National Railway Museum – and was not generally available in model shops. A "Graham Farish" [[N gauge]] model is available, as a stand-alone model, and as part of the "Merseyside Express" train set.

In 2012 [[Hornby Railways]] launched a version of the BR&nbsp;Class&nbsp;55, which is basic representation of the prototype as part of their Railroad range in BR&nbsp;Blue and BR&nbsp;Green in [[OO gauge]].<ref>{{cite web|url=https://www.hornby.com/uk-en/railroad-br-class-55-diesel-electric-locomotive.html|title=Hornby BR Class 55|work=Hornby|access-date=1 February 2020}}</ref> This model was essentially the old Lima tooling with a new chassis.

Accurascale announced a new range of OO&nbsp;gauge "Deltics", in a wide variety of liveries, which were released in summer 2022.<ref>{{cite web |url=https://accurascale.co.uk/blogs/news/deltic-arrival-update-may-2022 |title=Deltic Arrival Update – May 2022 |date=24 May 2022 |access-date=31 May 2022 |website=Accurascale UK}}</ref><ref>{{cite web | url=https://www.accurascale.com/collections/class-55-deltic | title=English Electric Type 5 – Class 55 'Deltic' }}</ref>

In February 2023 Hornby announced a new diecast Dublo tooling in [[OO gauge]] of the Deltic prototype locomotive, English Electric DP1 'Deltic', fitted with sound (R30297TXS).<ref>{{cite web | url=https://uk.hornby.com/products/hornby-dublo-br-english-electric-dp1-co-co-dp1-deltic-era-4-sound-fitted-r30297txs | title=R30297TXS Hornby Dublo: BR, English Electric DP1, Co-Co, DP1 'Deltic' – Era 4 (Sound Fitted) }}</ref>

==See also==
* [[British Rail DP2]] – prototype locomotive, built 1962, which used a Deltic bodyshell, but had a different engine.

==References and sources==

=== References ===
{{Reflist}}

=== Sources ===
*{{cite book
  |title=The Deltics : a symposium
  |first=Cecil J.  |last=Allen
  |author-link=Cecil J. Allen
  |isbn=0-7110-0322-X
  |url=http://catalogue.nla.gov.au/Record/495774
|display-authors=etal
|year=1972 |publisher=Allan }}
*{{Cite journal | last1 = Chamberlin | first1 = R. H. | title = Paper 3: The Napier Deltic Diesel Engine in Main-Line Locomotives | doi = 10.1243/PIME_CONF_1963_178_299_02 | journal =  Proceedings of the Institution of Mechanical Engineers, Conference Proceedings| volume = 178 | issue = 311 | pages = 53–73 | year = 1963 }}
*{{cite book |last=Nock |first=O.S. |author-link=O. S. Nock |title=British Locomotives of the 20th Century: Volume 3 1960-the present day |year=1985 |publisher=Guild Publishing/Book Club Associates |location=London |id=CN9613 |page=75 }}
*{{cite book
  | last = Stevens-Stratten | first = S.W. |author2=Carter, R.S.
  | title = British Rail Main-Line Diesels
  | publisher = [[Ian Allan Publishing]]
  | location = Shepperton
  |year=1978
  | isbn = 0-7110-0617-2
  |ref=Stevens-Stratten, 1978
}}
* {{cite book
  |last=Webb  |first=Brian
  |author-link=Brian Webb (railway historian)
  |title = The Deltic Locomotives of British Rail
  |publisher=[[David & Charles]]  |location=Newton Abbot
  |isbn=0-7153-8110-5
  |year=1982
  |ref=Webb, 1982
}}
* {{cite book
  |last=Webb  |first=Brian
  |author-link=Brian Webb (railway historian)
  |title = English Electric Main Line Diesel Locomotives of British Rail
  |publisher=[[David & Charles]]  |location=Newton Abbot
  |isbn=0-7153-7158-4
  |year=1976
  |ref=Webb, 1976
}}

==Further reading==
*{{cite book|title=From Scrap line to Main line - the Deltic story 1982 to 2022|first=Guy|last=Middleton|publisher=Eastfield Media|year=2023|ISBN=9781838144012}}
*{{cite book|title=Deltics at Work|first1=Allan|last1=Baker|first2=Gavin|last2=Morrison|publisher=Littlehampton Book Services Ltd.|year=1985|isbn=9780711015364|oclc=20527484}}
*{{cite book|title=Rail Portfolios 3: The Deltics|first=Murray|last=Brown|publisher=Ian Allan|year=1990|isbn=9780711018747|oclc=221932163}}
*{{cite book|title=Last Days of the Deltics|first1=Craig W.|last1=Fellows|first2=Paul E.|last2=Gash|publisher=Ian Allan|year=1986|isbn=9780711015555|oclc=59997404}}
*{{cite book|title=British Rail Class 55 Diesels: The Deltics|first=Antony|last=Guppy|publisher=Bradford Barton|year=1981|isbn=9780851534169|oclc=16542534}}
*{{cite book|title=Tribute to the Deltics|first=Tom|last=Heavyside|publisher=David & Charles|year=2014|isbn=9780715382813|oclc=16550339}}
*{{cite book|title=British Rail Main Line Diesel Locomotives|first1=Colin J.|last1=Marsden|first2=Graham B.|last2=Fenn|pages=224–227|publisher=Haynes|location=Sparkford|year=1988|isbn=9780860933182|oclc=17916362}}
*{{cite book|title=Deltics Shine On|first=Alastair|last=McLean|publisher=Fonthill Media|year=2015|isbn=9781781554616|oclc=913793415}}
*{{cite book|title=Deltics: The Final Roar|first=Alastair|last=McLean|publisher=Amberley Publishing|year=2010|isbn=9781445600987|oclc=646398657}}
*{{cite book|title=Deltics: The Last Year|first=Alastair|last=McLean|publisher=The History Press|year=2005|isbn=9780752435596|oclc=61217724}}
*{{cite book|title=Fifty Years of the Deltics|first=Gavin|last=Morrison|publisher=Ian Allan|year=2011|isbn=9780711036505|oclc=729342281}}
*{{cite book|title=The Heyday of the Deltics|first=G.W.|last=Morrison|publisher=Ian Allan|year=2003|isbn=9780711029606|oclc=59355222}}
*{{cite book|title=Book of the Deltics: British Rail Class 55s|first=Norman E.|last=Preedy|publisher=Peter Watts|year=1978|isbn=9780906025062|oclc=644064587}}
*{{cite book|title=Deltics: Super Profile|first=R.M.|last=Tufnell|publisher=G.T. Foulis & Co. Ltd.|year=1985|isbn=9780854294305|oclc=13699681}}
*{{cite book|url=http://www.barrowmoremrg.co.uk/BRBDocuments/Locos/Book_no_100_N1_web.pdf|title=Vehicle Diagram Book No. 100 for Main Line Diesel Locomotives|via=Barrowmore MRG|publisher=British Railways Board|location=Derby|date=October 1984|pages=33, 39, 138 (per pdf)}}
*{{cite book|title=The Deltic Years: From Prototype to Preservation|first=Hugh W.|last=Watson|publisher=Patrick Stephens Ltd.|year=1989|isbn=9781852600952|oclc=59892460}}
*{{cite book|title=Profile of the Deltics|first1=J.S.|last1=Whiteley|first2=G.W.|last2=Morrison|publisher=OPC|year=1980|isbn=9780860931027|oclc=8284189}}
*{{cite book|title=The Power of the Deltics|first1=J.S.|last1=Whiteley|first2=G.W.|last2=Morrison|publisher=Ian Allan|year=2004|isbn=9780902888975|oclc=4466477}}
*{{cite magazine|title=Deltic Special|first1=Chris|last1=Kapolka|first2=Jonathan|last2=Mindell|first3=Bob|last3=Peach|first4=Bob|last4=Avery|magazine=[[Rail (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=December 1981 – January 1982|pages=20–33|issn=0262-561X|oclc=49957965}}
*{{cite magazine|title=Deltic Special|first1=Bob|last1=Peach|first2=Peter|last2=Kelly|first3=Eddie|last3=Bellass|magazine=[[Rail (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=February–March 1982|pages=17–23|issn=0262-561X|oclc=49957965}}
*{{cite magazine|title=News Lines|magazine=[[Rail (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=February–March 1982|pages=48–49|issn=0262-561X|oclc=49957965}}
*{{cite magazine|title=A deep rumble, a huge smoke cloud – and an era ends|first=Alan|last=Whitehouse|magazine=[[Rail (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=February–March 1982|page=49|issn=0262-561X|oclc=49957965}}
*{{cite magazine|title=Deltics burst into life again|magazine=[[Rail (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=October 1982|page=51|issn=0262-561X|oclc=49957965}}
*{{cite magazine|title=Restored 55002 becomes the third main line Deltic|first=Richard|last=Clinnick|magazine=Rail|pages=34–35|issue=710|date=28 November – 11 December 2012|location=Peterborough|publisher=Bauer|issn=0953-4563|oclc=49953699}}
*{{cite magazine|title=One year on for ''Royal Scots Grey''|first=Pip|last=Dunn|magazine=[[Rail (magazine)|RAIL]]|issue=320|publisher=EMAP Apex Publications|date=17–30 December 1997|pages=40–44|issn=0953-4563|oclc=49953699}}

== External links ==
{{Commons category|British Rail Class 55}}
*[http://www.royalscotsgrey.com/ Royal Scots Grey] – owners of Royal Scots Grey
*[http://www.thedps.co.uk/ The Deltic Preservation Society] – owners of several locomotives and cabs
*[http://www.napier-chronicles.co.uk/ The Chronicles of Napier] – on the production Deltics
*[https://web.archive.org/web/20161011141048/http://www.55002koyli.com/ The King’s Own Yorkshire Light Infantry (KOYLI) Group] – restorers

{{British Rail Locomotives}}
{{Authority control}}

[[Category:Napier Deltic]]
[[Category:British Rail diesel locomotives|55]]
[[Category:Co-Co locomotives]]
[[Category:English Electric locomotives]]
[[Category:Vulcan Foundry locomotives]]
[[Category:Railway locomotives introduced in 1961]]
[[Category:East Coast Main Line]]
[[Category:Standard-gauge locomotives of Great Britain]]
[[Category:Diesel–electric locomotives of Great Britain]]
[[Category:Passenger locomotives in the United Kingdom]]