British Rail Class 33

The locomotives were initially needed, unusually, because of an electrification scheme. The 'Kent Coast scheme' was one of five major electrification schemes put forward by the 1955 Modernisation Plan.[4][5] Under Stage 1 of the scheme, the majority of railway lines east of a line drawn between Reading and Portsmouth would be electrified. On secondary and branch lines not electrified, such as Tonbridge – West St. Leonards, diesel electric multiple units would work passenger services. The scheme involved the electrification of 250 route miles (400 km) of track at a cost of approximately £25m. The British Transport Commission (BTC) approved the scheme in February 1956.[6][7]

The Southern Region established an Electrification Committee, which met monthly from August 1955. On the South Eastern section, electrification was to be carried out in two phases. Phase 1 would cover the north Kent routes via Chatham and Margate,[8] including the Sheerness line, which had not featured in any previous electrification proposals.[6] Phase 2 would cover the remainder of the South Eastern section routes that were to be electrified. The initial assessment was that 88 1,000 horsepower (750 kW) and 20 2,000 horsepower (1,500 kW). Bo-Bo diesel locomotives would be needed, plus 20 electric locomotives. By November, it was thought that 98 locomotives of 1,000 to 1,250 horsepower (750 to 930 kW) would be needed. That figure was based on the locomotives collectively achieving 2,375,624 miles (3,823,196 km) annually. The locomotives would be used on passenger, van and freight trains, as well as working inter-regional services.[8] The British Transport Commission approved the electrification scheme in February 1956.[7]

By April 1956, it was apparent that the new locomotives would not be powerful enough, as the Southern Region was intent on eliminating the steam heating of its trains in favour of electric train heating (ETH). As an interim, it was intended that 15 1,160 horsepower (870 kW) Sulzer Type 2 locomotives would be allocated to the Southern Region. The Electrification Committee informed the BTC of their requirements in October, advising them that they had been in contact with Sulzer Brothers Ltd. to determine whether or not a locomotive in the 1,500 to 1,750 horsepower (1,120 to 1,300 kW) range could be built.[8] On 4 December, a meeting between the General and Assistant General Managers of the Southern Region and the BTCs Secretary-General, Chief Mechanical Engineer, and a Technical member, it was agreed to approach English Electric to build the locomotives. This was against the competitive tendering policy in force at the time, but was done as it was thought that this would be the quickest way to acquire the locomotives.[9] A few days later, BTC Chairman Sir Brian Robertson told a director of Vickers-Armstrong Ltd. of the plan at a social event. Vickers-Armstrong was the builder of Sulzer engines in the United Kingdom. The company was not happy with the situation and a protest was made. In February 1957, the BTC decided to put the process for the procurement of the new locomotives out to tender.[10]

To enable Phase 1 of the electrification to be implemented in June 1959, 45 diesel locomotives would be needed. In addition, fifteen Type 2 locomotives would need to be loaned from the London Midland Region. Tenders were returned to the Electrification Committee in July 1957. The committee made its recommendations to the BTC, which met on 8 August. The BTC discussed an order for 45 locomotives at a cost of £76,970 each. They were to be built by the Birmingham Railway Carriage and Wagon Company (BRCW), with Crompton Parkinson electrical equipment and Sulzer engines. Deliveries were to start in April 1959, with 30 locomotives in service by June. Despite offering cheaper locomotive and better delivery times, English Electric did not gain the order. The BTC approved the order on 26 September.[10] The order was not placed until 5 December. Under the terms of the tender, deliveries were to start 21 months from the placing of the order, and continue at 3 per month thereafter.[11] This meant that the first locomotives would be delivered in November 1959 and completed by February 1961. None of the locomotives would be in service for the planned start date of Phase 1 of te electrification.[12] At their January 1958 meeting, the Electrification Committee heard that delivery of the locomotives would be calculated once all technical details had been agreed. One locomotive would be delivered 21 months thereafter, two the following month and three per month after that. This pushed back final delivery until March 1961.[12]

In February 1958, the BTC approved the purchase of 34 Type 2 locomotives, but deferred a decision on 751 others due to be built in 1959, including 20 needed for Phase 2 of the electrification programme. In November, the Electrification Committee was informed that due to the delays in delivery, the phasing out of steam locomotives would be delayed. It was agreed to push for the purchase of the second batch of 20 locomotives.[lower-alpha 1] The BTC discussed the purchase later that month, and agreed to accept BRCWs tender of £78,940 per locomotive. Eleven locomotives were to be delivered by December 1960 and the rest by February 1961.[12]

In February 1959, the Electrification Committee discussed a third batch of 33 locomotives, including 12 suitable to work the Hastings line. The BTC approved the locomotives for the Hastings line in May, but deferred a decision on the other 21.[13] These locomotives would cost £78,858 each. In July, the Electrification Committee expressed the view that the remaining locomotives should be ordered without delay. In August, there was concern that late deliveries would impact on driver training. The BTC approved the order of the final 21 locomotives in September at a cost of £78,380 each. In December, BRCW reported to the Electrification Committee that the first locomotive would not be delivered until 8 January 1960. The Electrification Committee met again on 14 January, and were told that the first locomotive would not be delivered until 22 January, with another in February and a total of 9 by 16 April. It was hoped that all 45 locomotives of the first batch will have been delivered by October.[14] The committee met again on 19 January. It was stated that the intention was that the second batch of locomotives would have been delivered by 11 September 1961. The third batch (for the Hastings line) were needed in service by June 1962. It was hoped that deliveries would begin in July 1961 and be completed in September.[15] The first locomotive, numbered D6500, was delivered on 30 January.[14]

The Electrification Committee met again on 10 March, when they were told that only thirteen of the twenty locomotives of the first batch would be in service by June, although it was hoped that all 45 would be in service by October.[16] Concerns were expressed that Ramsgate Motive Power Depot (MPD) would not be able to close by 14 November as planned. Its site was needed for the construction of a new maintenance facility for electric multiple units. The committee met again in May. As delivery of all 45 locomotives of the first batch was projected not to be completed until 31 January 1961, the closure of Ramsgate MPD was postponed. The committee was told that delays in the delivery of the third batch would mean that the replacement of steam on the Hastings line would have to be postponed. The committee met in June. It was agreed that Ramsgate MPD could close once 35 locomotives had been delivered. It was anticipated that this would be achieved by 30 November allowing the shed to closed on 1 December.[17] By the time the Electrification Committee met on 10 November, 30 locomotives had been delivered. Consequently, Ramsgate MPD would not be able to be closed until at least 19 December. Delivery of the locomotives for the Hastings line was also likely to be delayed.[17] Whe the committee met in December, the 35 locomotives had been delivered and permission was given for the closure of Ramsgate MPD. The BTC wanted to arrange a test of the ETH system fitted to the locomotives. It was agreed that a locomotive would be released at the end of January 1961 for three weeks.[18]

The Electrification Committee met in February 1961. Delivery of the first of the second batch of locomotives was due to start on 24 February and be complete by 7 July. The third batch was due to be delivered between 8 December and 23 February 1962 and the fourth batch by the end of June 1862. The final locomotive of the first batch, D6544, was delivered fourteen months later than the original delivery date. Delivery of the first of the second batch of locomotives was on 7 March. The committee met again in April. Although delivery of the second batch of locomotives was still on schedule for 7 July, by the time at Phase 2 of the electrification scheme was put into operation in June, there would be a shortfall of fifteen locomotives against the number required. When the committee met in May, delivery of the last of the second batch of locomotives had been put back to 15 July. The third batch would not start to be delivered until 23 February 1962, with completion by 31 March. The fourth batch was scheduled to be delivered between 23 January and 31 March 1962.[19] The committee met again in July. Completion of the second batch of locomotives had been pushed back to 29 July. Start of deliveries of the third and fourth batches had been delayed, but final deliver dates remained the same.[20] The Electrification Committee met for the final time on 14 September. Delivery of the fourth batch had started; 69 locomotives had been delivered up to that date. As Phase 2 of the electrification scheme had been implemented, the Southern Region set up the Traction Committee, which met for the first time on 15 December. Eighty-one of the 85 Restriction 4 locomotives had been delivered, but the final locomotive was not now due for delivery until 12 January 1962. Delivery of the locomotives for the Hastings line was due to start a week later, and be complete by 6 April 1962.[21] At that meeting discussion took place in respect of the annual milage the fleet would accrue. The original estimate of 2,375,624 miles (3,823,196 km) had been revised upwards to 3,943,414 miles (6,346,310 km) but had then been revised down to 2,465,000 miles (3,967,000 km) due to the introduction of electric multiple units for most passenger trains and changes in freight requirements. This meant that only 70 locomotives would be needed, leaving 28 surplus to requirements. Reallocation of the surplus locomotives was discussed. BTC approval was needed for reallocation, although the BTC had the power to order the locomotives to be reallocated. They could have challenged the Southern Region as to why the order had not been amended. By this time, two locomotives had been transferred to the Eastern Region to work cement trains between Cliffe, Kent and Uddingston, Lanarkshire.[22]

The Traction Committee met again in January 1962. With seven locomotives allocated to the cement trains, work had to be found for the remaining 21. If these locomotives were allocated to the South Western Division to work tank trains from Fawley Refinery to various destinations in the London Midland and Western Regions, 36 steam locomotives could be withdrawn from service. The oil traffic was a new introduction, for which no provision had been made in the locomotive building programme.[23] By the time then next meeting of the committee in March, some of the locomotives had been temporarily transferred to the South Western Division. The BTC were appraised of the situation in respect of the spare locomotives. It was stated that the new timetable due for introduction in June had a substantial reduction in freight, which had only been recently decided upon and could not have been foreseen when the locomotives were ordered.[24] The BTC replied that they were concerned at the drastic cut in numbers required. They felt that the locomotives could be used following Stages 2 and 3 of the electrification programme. Another possibility was using the locomotives in the Sheffield area, where the order of a number of Type 3 locomotives had already been authorised. The locomotives lack of steam heating was a factor against their use however.[25] The committee responded that the use following the implementation of Stages 2 and 3 held good. They appreciated the BTCs position over the Sheffield scheme, but would put forward proposals that kept the locomotives on the Southern Region. In March, the General Manager's department held a meeting to discuss the use of the locomotives on the Fawley oil trains. The Traction Committee met in April. They were told that the South Western Division had identified that the 21 locomotives could be used on the Fawley oil trains. A formal justification would be made to the BTC for the use of locomotives on the cement trains. This traffic was profitable and the contract had been negotiated on the basis that diesel locomotives would be used.[26]

A meeting between the Southern and Eastern Regions on 31 May resulted in a decision that only four locomotives would be needed to work the cement trains. The Central Division had identified that the three spare locomotives could be used on freight trains between Tonbridge and Reading.[27] The BTC met on 29 June to consider the reallocation of the spare locomotives. Fifteen were to be allocated to the Fawley oil traffic, nine to cross-London freight traffic from Feltham and four to the Cliffe cement traffic. The use of the locomotives on the South Western Division would allow the withdrawal of 49 steam locomotives and a loss of 35 jobs. A meeting of Southern Region officials on 16 July discussed the exact information that the BTC required for the permanent reallocation of the spare locomotives. The issue would be discussed at a Board meeting of the Southern Region to be held on 6 September.[28] The Western Region had reservations about the locomotives working the Fawley oil trains single-headed. A test with a 1,000-ton train between Winchester and Didcot on 31 July had been successful. The Western Region had agreed that these trains could be worked single-handed by 12 September, when the Traction Committee met.[29]

The locomotives were based on the Sulzer Type 2 locomotives that BRCW had built for the Scottish Region of British Railways.[30] The cabs were altered slightly, with the centre section housing a two figure route indicator.[31] They were built at BRCWs Smethwick works. The underframe and bodysides form an integral superstructure. The cabs are double skinned, with driving controls both sides to make shunting easier. The roof is of glass reinforced plastic. Bogies are identical to those used on the Sulzer Type 2, with SKF roller bearings and brakes on all wheels. The handbrake works on the inner set of wheels of each bogie.[32] The engine is a Sulzer 8LDA28 diesel engine, built by Vickers Armstrong at Barrow-in-Furness, Lancashire. It has eight cylinders of 280mm bore by 360 mm stroke and develops 1,550 horsepower (1,160 kW) at 750rpm. a Sulzer de Havilland LAG 37-17 turbocharger is fitted.[33] The main generator is a Crompton Parkinson CG391-B1.[34] The locomotives are fitted with dual air and vacuum brakes and can work in multiple with any other "blue star" locomotives.[35]

A pair of 33s - D6527 and D6505 at Oxford with a Bromford Bridge to Fawley oil train in March 1964.

D6500 entered service on 30 January 1960.[14] D6501 on 28 February and D6502/3/4 in March.[43] On 2 April, D6502 and D5012 worked a boat train from London Victoria to Dover Western Docks via Chatham.[15] A new timetable was introduced on 13 June.[15] There were twelve locomotives available,[17] enough to enable the class to be introduced to passenger trains, including the Man of Kent and Night Ferry. The class was also introduced to service of freight trains between Hither Green and Dover. The were allowed to haul 500-ton trains via Tonbridge, dropping to 460 tons via Chislehurst and Faversham and 450 tons via Maidstone East.[15] On 17 July, locomotives D6506, E5004 and 20002 were used on the Brighton main line for rail joint tests between Three Bridges and Haywards Heath.[44]

With the introduction of the winter timetable in September, the class were largely withdrawn from passenger service due to carriages still being heated by steam. Some trains were worked by steam locomotives and others by the Type 2 locomotives. Occasionally the class worked unheated passenger trains.[15] D6504 was used for ETH tests on the Eastern Region of British Railways. It was exhibited at Stratford, London on 17 and 18 February in connection with a committee meeting of the UIC. The locomotive hauled trains between London King's Cross and Edinburgh Waverley between 13 and 17 February.[19] Phase 2 of the electrification scheme came into service on 12 June 1961.[45] The last of the second batch of locomotives, D6564, was delivered on 28 July. Delivery of the fourth batch of locomotives took place between 18 August and 12 January 1962.[21]

In November 1961, D6569 and D6559 were transferred to the Eastern Region to work Cliffe–Uddingston cement trains. These trains comprised 30 wagons, with a train weight of 1,050 tons. A pair of locomotives hauled the trains from Cliffe to Ferme Park, just north of King's Cross. Haulage of the train was then taken over by Eastern or North Eastern Region locomotives. It was soon found that these locomotives were unable to keep to the schedule demanded. The Southern Region agreed that their locomotives could work the train as far as York, operated by Eastern Region crews north of Ferme Park. This enabled an earlier arrival at York and the overall scheduled timing to Uddingston to be met.[37] Seven locomotives were allocated to this traffic, allowing one to be spare. Operating costs were £104 per train,[lower-alpha 2] about half that of using steam locomotives.[23] The round trip took 44 hours. One of these trains, hauled by D6558, appeared in The Rank Organisation's 1963 film High, Wide and Faster, part of its documentary series Look at Life.[22][46]

The third batch of locomotives was delivered between 2 February and 12 May 1962.[21] In April, three locomotives were transferred to the South Western Division to work oil trains from Fawley Refinery, Hampshire. Initially, they were used on trains between Fawley and Eastleigh. In late April, a locomotive worked a Fawley–Spondon oil train as far as Didcot. It worked a freight train back to Eastleigh that day.[26]

Only the then new electric train heating was fitted, rather than the ubiquitous steam heating which passenger carriages largely used. Early delivery problems and a shortage of steam locomotives resulted in many Class 24 locomotives being borrowed from the Midland Region and pairs, of 33 + 24, became common on winter passenger services. This resulted in unpopular, complex run-round manoeuvres at termini as the Class 24 needed to be coupled inside to provide steam heat. Emergency provisioning of through-piping for steam heat on some examples of class 33 alleviated this somewhat. The Southern Region was unaccustomed to the operational overhead and maintenance associated with the use of class 24 and they rapidly became unpopular. With the advent of modern stock and warmer seasons, they were returned to the Midland Region.

33118 at London Waterloo

The mainstay of push-pull operations was the operation over the then un-electrified track from Bournemouth to Weymouth and the service continued like this across three decades. Weymouth trains started at London Waterloo powered by third-rail electric traction via Winchester and Southampton to Bournemouth. The consist was normally twelve cars made up of a powerful 3,200 hp (2,400 kW) 4REP electric multiple unit on the rear with two leading units of un-powered 4TCs. At Bournemouth the train would be divided with the 4REP remaining at the London end of Bournemouth station and the 4TCs hauled onward to Poole and Weymouth by Class 33/1. On the return leg, the locomotive propelled the train back to Bournemouth where it would be attached to a waiting London-bound 4REP and the locomotive detached to await the next Weymouth-bound portion.

The usual configuration was 4TC+4TC+Loco with the locomotive at the country end. Light traffic would result in 4TC+Loco, and in rare operational circumstances 4TC+Loco+4TC was noted. This combination was not preferred, as it led to operational difficulties and inconvenience to waiting passengers who found themselves confronted with the side of the locomotive when their train has drawn to a halt.

The Class 33/1 with one or two 4TC sets (normally with the Class 33/1 at the country end of the train) were also the mainstay of the Waterloo – Salisbury service from their introduction. Platform congestion and the lack of facilities at the very busy Basingstoke station were two of the reasons for class 33/1 operation throughout the route rather than just over the non-electrified section west of Basingstoke.

In later years Weymouth boat trains, conveying passengers between London and the Channel Islands ferry service out of Weymouth, were handed over to push-pull operation. The section of route from Weymouth to the ship terminal at the quay is actually tramway, following (and largely in the middle of) the harbour road. The quay spur did not pass through the station, but diverged westwards at the throat thus it was not possible for boat trains to call at Weymouth station. Boat trains had been made up of conventional coaching stock and the locomotive would run-round its train on arrival at the sea-terminal. The move to push-pull sets on boat trains removed two headaches for the SR:

• The necessity for the run-round at the quay was removed.
• The locomotive swap at Bournemouth (for both up and down trains) was eliminated and services were greatly improved with the removal of the troublesome Class 74 locomotive from the equation.

Although class 73 and 74 electro-diesel locomotives had push-pull capability, they did not have the endurance for longer runs on diesel power – their 600/650HP was not even Type 1 – little more than a high-powered shunter equivalent. The Type 3 power of Class 33/1 with only a 4 or 8 car train was rarely into the recovery margin of a schedule due to load.

Class 33/1 and 4TC combinations were often used to supplement other services and were not just the purview of Bournemouth-Weymouth trains. Services could be rostered for a push-pull set due to stock shortages – the Reading to Basingstoke service (normally a stronghold of DEMU sets) could be relied upon to produce a push-pull set on Sundays. Often, electric rosters would be substituted by class 33/1 + 4TC if the line was de-energised during engineering work. Indeed, push-pull sets were a possibility over the entire range of Southern Region services including inter-regional trains; they were not in-frequent visitors to Bristol Temple Meads and have been noted at Cardiff.

Although in private ownership at the time, 33103 and 4TC 417 were spot-hired for use on Barking-Gospel Oak services during a stock shortage in 1999 and worked the service for some weeks without issue.

Conversions – Class 33/1 – push-pull fitted locomotives

33102 propelling a 4TC unit from Weymouth, 1987.

While third rail electrification was expanding on the Southern region, it was not then considered to be justified to extend beyond Bournemouth and so, in 1965, D6580 was fitted with experimental push-pull apparatus, high-level brake pipes and jumper cables to make it compatible with Multiple Unit stock. Commencing 21 July 1965 tests were carried out between Wimbledon Park and Basingstoke and then, from 17 January 1966, on the Oxted Line, using a 6-coach rake of unpowered multiple unit coaches (designated TC, standing for Trailer Control). The use of this equipment removed the necessity for the locomotive to run around to the front of its train at each terminus, as it could be controlled from the driving position of a TC unit and hence could propel its train from the rear.

Following successful completion of trials, D6580 and a further eighteen other members of the class (D6511, D6513, D6514, D6516, D6517, D6519, D6520, D6521, D6525, D6527, D6528, D6529, D6531, D6532, D6533, D6535, D6536 and D6538) entered Eastleigh Works, to be fitted with a modified version of the push-pull apparatus – fully compatible with Class 73 and Class 74 electro-diesels and indeed any electro-pneumatically controlled (EP) multiple unit stock. They emerged, painted in the new BR corporate blue with full yellow ends. D6521 had re-entered service by November 1966, so equipped, and by November 1967 the remainder had returned to traffic fitted for push-pull working.

With the advent of TOPS, Class 34 was originally reserved for these modified locomotives - but it was not used and they were grouped, instead, into class 33/1 and the nineteen locomotives were renumbered, sequentially, in the range 33101–33119.

They settled into sterling service, proving themselves highly useful and reliable. The prototype locomotive (D6580, later 33119) was the only member of Class 33 to run in green livery with the multiple unit control equipment – not to be confused with preserved members of Class 33/1 that have been repainted into green.

Tramway safety

33109 arrives at the ferry terminal having negotiated the Weymouth Harbour Tramway on its way to quay in August 1981. Note the bell and beacon warning unit on the cab front and the platform height air brake pipes with two rolled flags wedged behind.

Allocated to work the Weymouth Harbour Tramway, trains operating over public thoroughfare tramway without escort are required to be fitted with warning equipment for the general public. Before its withdrawal, the Class 03 Weymouth pilot would regularly take fuel-oil tank wagons (for the ferries) and occasionally boat-train stock between Weymouth yard and ferry terminal. It had a bell and beacon fitted at both ends above the lower-centre headcode lamp (along with SR style high-level brake pipes) which served to warn thoroughfare users and was controlled from the cab. For main-line stock, two warning units were built and housed in a cabinet at the track side of the quay spur at the throat of the yard. This equipment comprised a yellow control box with amber rotating beacon and bell which fitted on a bracket just above the rubbing plate on the cab front. Class 33/1 and all TC stock were equipped with this bracket and a socket where units plugged-in to draw power from the train systems. This was a specific complexity with the two types and in order to standardize and remove a maintenance risk, in the early 1980s, three battery-powered units were constructed which mounted on a standard lamp bracket with no need to draw power from the train. This allowed the power and control circuitry for warning units to be removed during (and thus simplifying) overhaul. The old power sockets were gradually removed and plated-over but some remained until withdrawal of the stock. These new units also enabled other types of stock to use the tramway. They were smaller, had an on/off switch on the rear of the unit and no bell – warnings being given using the train horn.

Trains for the quay would halt at the station throat, and the warning equipment was attached and tested by the train guard. In addition, trains on the tramway were "walked" by railway staff with flags, clearing the route of people and badly parked cars all the way between the points at which the tramway reverted to conventional track at the quay station and road crossing into Weymouth yard. On arrival at the quay terminus the guard would move the warning equipment to the other end of the train in readiness for the return journey. In later years, (e.g. for Railtours) the local Police fulfil the role of traffic control and the process of moving a train along the tramway has become a lot less routine.

• At 02:02 on 8 December 1961, a freight train was setting back at Paddock Wood station when the 00:20 goods from Hoo Junction to Tonbridge, hauled by D6506, overran signals and collided with it. The wreckage from the accident piled up under the bridge carrying the B2160 Maidstone Road. The line was blocked for 12 hours. D6506 was severely damaged. It arrived at Eastleigh Works for repair on 29 December.[47][48][49]
• On 23 March 1963, locomotive D6520 was hauling a freight that was derailed between Burghclere and Highclere, Hampshire.[50]
• On 5 March 1964, locomotive D6502 was hauling a freight train when it ran through signals at Itchingfield Junction, West Sussex and was in a rear-end collision with a freight train. Two people were killed. Damage was so extensive that the locomotive was cut up on site.[51]
• On 30 September 1966, locomotive D6535 was hauling a freight train that overran signals and was derailed by trap points at Wallers Ash, Hampshire.[52]
• On 16 October 1968, locomotive D6576 was involved in a collision with a Class 47 locomotive at Reading, Berkshire. Following recovery to Eastleigh Works and examination, it was considered uneconomical to repair. The locomotive was withdrawn in November 1968 and was cut up for spares in March 1969.[53]
• On 4 January 1969, locomotive No. D6558 was hauling a parcels train that was run into by a passenger train at Marden, Kent.[54]
• On 28 July 1971, locomotive No. 6561 was hauling a parcels train that was derailed at Guildford, Surrey.[55]
• In September 1975, locomotive No. 33041 was involved in an accident in London and was consequently written off.[56]
• On 11 October 1977, locomotives No. 33036 and 33043 were hauling a freight train that was derailed at Mottingham, London. Due to damage sustained, 33036 was withdrawn from service and scrapped.[57][58]
• On 25 February 1979, locomotive No. 33115 was hauling a passenger train which was involved in a collision with an engineers' crane near Hilsea. One person was killed in the accident. 33115 was out of traffic until 1980.[59]
• On 26 January 1985, locomotive 33104 ran into the rear of a passenger train formed of 4VEP units 7754 & 7703 and 4CIG unit 7395 which had been halted by a landslip near Popham, Hampshire. The crew of the passenger train had failed to protect the rear of their train, Twelve people were injured. The locomotive was written off.[60]
• On 24 March 1987, a freight train overran a signal at Frome North Junction, Somerset. Locomotive No. 33032 was hauling a passenger train that was in a head-on collision with the freight train (hauled by 47202). Fifteen people were injured, but only the driver of the freight train seriously.[61][62] 33032 was stored at Frome West stone terminal and on 4 June 1987 it was hauled back to Eastleigh Works, where it was later broken up.[63]

In May 1991, locomotive 33115 was converted to a test locomotive in connection with the Channel Tunnel works. It was fitted with bogies that had third rail collection shoes. The locomotive was renumbered 83301. A test train formed of 83301, 73205 London Chamber of Commerce, a Class 47/9 and 4TC set 8007 were used between Waterloo and Eastleigh, and between Stewarts Lane and Dover Western Docks. Two more carriages had been added to the train by that summer. 83301 was withdrawn in November 1994. It was stripped of parts and then scrapped in the summer of 1996.[64]

Preserved Class 33 D6501 runs round the train at Buckfastleigh on the South Devon Railway.

Twenty-nine locomotives have been preserved. [65]

In 2010 Hornby Railways started to sell the BR Class 33 in its Railroad range in BR Green in OO gauge. [66]

Heljan make various BR Class 33's in OO gauge. [67]

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• Hypher, John (October 1984). "Cromptons far and wide - Occasionally slim!". Rail Enthusiast. EMAP National Publications. pp. 34–39. ISSN 0262-561X. OCLC 49957965.
• Dunn, Pip (18 June – 1 July 1997). "The small locomotive with the big personality!". RAIL. No. 307. EMAP Apex Publications. pp. 20–25. ISSN 0953-4563. OCLC 49953699.

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