English Electric Type 4 British Rail Class 40
A Class 40 atAyr
Type and origin Power type Diesel-electric Builder English Electric atVulcan Foundry (180) Robert Stephenson and Hawthorns (20) Build date 1958–1962 Total produced 200
Specifications Configuration: ​  • UIC (1′Co)(Co1′)  • Commonwealth 1Co-Co1 Gauge 4 ft 8+1⁄2 in (1,435 mm)standard gauge Wheel diameter Driving: 3 ft 9 in (1.143 m) Idling: 3 ft 0 in (0.914 m) Minimum curve 4.5chains (91 m) Wheelbase 61 ft 3 in (18.67 m) Length 69 ft 6 in (21.18 m) Width 9 ft 0 in (2.74 m) Height 12 ft 10 in (3.91 m) Loco weight 133 long tons (135 t; 149 short tons) Fuel capacity 710 imp gal (3,200 L; 850 US gal) Lubricant cap. 140 gal (636 l) Coolant cap. 710 gal (3,250l) Prime mover English Electric 16SVT MkII Engine type V16 Diesel Engine Generator DC generator English Electric 822/4C Traction motors DC traction motors English Electric 526/5D or EE526/7D Transmission Diesel-electric transmission MU working ★ Blue Star Train heating Steam Train brakes Vacuum; laterDual (Air & Vacuum) Safety systems AWS
Performance figures Maximum speed 90 mph (140 km/h) Power output Engine: 2,000 bhp (1,490 kW) At rail: 1,550 hp (1,160 kW) Tractive effort: ​  • Starting Maximum: 52,000 lbf (231 kN) at 21.1% adhesion  • Continuous Continuous 30,900 lbf (137 kN) at 18 mph (29 km/h) Brakeforce 51long tons-force (508 kN)
Career Operators British Rail Numbers D200–D399, later 40 001–40 199 Nicknames Whistler Axle load class Route availability 6 Withdrawn 1967 (1), 1976-1988 Disposition Seven preserved, remainder scrapped

TheBritish Rail Class 40 is a type of railwaydiesel-electric locomotive. A total of 200 were built byEnglish Electric between 1958 and 1962, numbered D200-D399.^{[citation needed]} Despite their initial success, by the time the last examples were entering service, they were already being replaced on some top-level duties by more powerful locomotives. As they were slowly relegated from express passenger use, the type found work on secondary passenger and freight services which they hauled for many years. The final locomotives ended regular service in 1985. The locomotives were commonly known as "Whistlers" because of the distinctive noise made by their turbochargers.^[1]

The origins of the Class 40 fleet lay in the prototype diesel locomotivesLMS No. 10000 and 10001, ordered by theLondon, Midland and Scottish Railway;Class D16/2, ordered byBritish Railways between 1947 and 1954); and, most notably, with theSouthern Region locomotive no. 10203, which was powered by English Electric's 16SVT MkII engine, developing 2,000bhp (1,460kW).^[2] The bogie design and power train of 10203 was used almost unchanged on the first ten production Class 40s.

British Railways originally ordered ten Class 40s, then known asEnglish ElectricType 4s, as evaluation prototypes.^[3] They were built at theVulcan Foundry inNewton-le-Willows,Lancashire.^[4] The first locomotive, D200, was delivered toStratford Works on 14 March 1958. Following fitter and crew training, D200 made its passenger début on an express train fromLondon Liverpool Street toNorwich on 18 April 1958.^[2] Five of the prototypes, nos. D200, D202-D205, were trialled on similar services on the formerGreat Eastern routes, whilst the remaining five, nos. D201, D206-D209, worked Great Northern services on theEast Coast Main Line.

Sir Brian Robertson, then chairman of theBritish Transport Commission, was less than impressed; he believed that the locomotives lacked the power to maintain heavy trains at high speed and were too expensive to run inmultiple – opinions that were later proved to be correct. Airing his views at the regional boards prompted others to break cover and it was agreed that later orders would be uprated to 2,500 hp (a change that was never applied). Direct comparisons on theGreat Eastern Main Line showed they offered little advantage over the"Britannia" class steam locomotives when driven well, and the Eastern Region declined to accept further machines as they deemed them unsuitable to replace the Pacific steam locomotives on theEast Coast Main Line,^[5] preferring to hold on until theClass 55 "Deltics" were delivered.

TheLondon Midland Region was only too pleased, as the Eastern Region's decision released additional locomotives to replace their ageing steam fleet. TheWest Coast Main Line had been starved of investment for many years and the poor track and generally lower speeds (when compared to the East Coast route) suited Class 40s, as the need to hold trains at speed for long periods simply did not exist and it better took advantage of their fairly rapid acceleration.

Following the mixed success of the prototypes, another 190 locomotives were ordered by British Railways and were numbered from D210 to D399. All were built at Vulcan Foundry, except one batch of twenty (nos. D305–D324) which were built atRobert Stephenson and Hawthorns factory inDarlington. All the locomotives were painted in British Railways' diesel green livery and the final locomotive, D399, was delivered in September 1962.^[6]

Batches of the class were built with significant design differences, due to changes in railway working practices. The first 125 locomotives, nos. D200–D324, were built with steam-age 'disc' headcode markers,^[7] which were used to identify services. Later, it was decided that locomotives should display the four charactertrain reporting number (or headcode) of the service they were hauling; nos. D325–D344 were built with 'split' headcode boxes,^[7] which displayed two characters either side of the locomotive's central gangway doors.

Another policy decision led to discontinuation of the gangway doors, which enabled train crew to move between two or three locomotives in multiple. The remaining locomotives, nos. D345–D399, carried a central four-character headcode box.^[7] In 1965, seven of the first batch of locomotives, nos. D260–D266, which were based in Scotland, were converted to the central headcode design.^[7][8][9]

From 1973, locomotives were renumbered to suit theTOPS computer operating system and became known asClass 40. D201 to D399 were renumbered in sequence into the range 40001 to 40199. The first built locomotive, D200, was renumbered 40122; vacated by the scrapping of D322, following accident damage.

Locomotives in the range D210–D235 were to be named after ships operated by the companiesCunard Line,Elder Dempster Lines andCanadian Pacific Steamships, as they hauled express trains toLiverpool, the home port of these companies. The only locomotive not to carry a name was D226, which was to carry the nameMedia but never did so. From approximately 1970, with Class 40s no longer working these trains, the nameplates were gradually removed,^[6] so that by 1973 contributors toRailway World were reporting seven different locomotives running without nameplates, all observed in North Wales.^[10] However, theIan Allan Motive Power Combined Volume (a list of all operational locomotives published annually for enthusiasts) was still listing the names of all officially named Class 40 locomotives in 1980,^[11] despite none having carried their nameplates for many years.

A series of unofficial names were applied to the Class 40s by enthusiasts and enthusiastic depot staff. Some locomotives ran in service with these names applied for many months; others were painted out within days.

The locomotives to carry these unofficial names were:

• 40 060Ancient Mariner (while in departmental duties as 97 405)
• 40 104Warrior
• 40 129Dracula
• 40 131Spartan
• 40 132Hurricane
• 40 134Andromeda
• 40 137Trojan
• 40 145Panther
• 40 150Crewe
• 40 155Vulcan Empress
• 40 164Lismore.

Distribution of locomotives,
March 1974^[12]

GD HA HM KM LO SP YK
Code	Name	Quantity
GD	Gateshead	8
HA	Haymarket	19
HM	Healey Mills	32
KM	Kingmoor	26
LO	Longsight Diesel	53
SP	Springs Branch	40
YK	York	21
Withdrawn (1967)		1
Total built:		200

The Class 40s operated in all areas of British Rail, although sightings in the Western and Southern Regions have always been exceptionally rare and usually the result of special trains and/or unusual operational circumstances. Examples have been recorded, such as D317 hauling a parcels train betweenMicheldever andBasingstoke on 3 July 1967,^[13] and D335 operating the 07:35Oxford to Paddington and 10:16 Paddington to Birmingham on 29 June 1971.^[14]

A review of the areas of operation published towards the end of the class's running life showed no regular operational service on theSouthern Region; the only parts of theWestern Region regularly visited were theCambrian Line, betweenShrewsbury andAberystwyth, with freights on theGloucester toSevern Tunnel Junction route.^[15]

After the early trials, the majority of Class 40s were based at depots in northern England; notablyLongsight,Carlisle Kingmoor andWigan Springs Branch on theMidland Region;Thornaby andGateshead were depots in theEastern Region.

The heyday of the class was in the early 1960s, when they hauled top-link expresses on the West Coast Main Line^[16] and inEast Anglia.

Like many diesel locomotive types of the time, they suffered criticism for reliability. The train heating boilers were a particular early problem on the Class 40s, requiring strict maintenance and were fairly complicated to operate. Late Autumn 1958 on the Great Northern line saw that, on six out of ten days, theFlying Scotsman service failed to produce a diesel and ran late with a steam locomotive deputising. Breakdowns were common; the biggest problem the class encountered was their poor power-to-weight ratio and they lacked the versatility of theClass 37s, being either too heavy or too underpowered for the work allocated.^[17]

However, the arrival of more powerful diesels such as theClass 47,Class 50,Class 55 and the laterInterCity 125, together with theelectrification of the West Coast Main Line, meant that the fleet was gradually relegated to more mundane duties.

In later life, the locomotives were to be found hauling mainly heavy freight and passenger trains in the north of England and Scotland. As more new rolling stock was introduced, their passenger work decreased, partly due to their lack ofelectric train heating (D255 was fitted with electric train heating for a trial period in the mid-1960s) for newer passenger coaches. They lost their last front-line passenger duties – in Scotland – in 1980, and the last regular use on passenger trains was on theNorth Wales Coast Line between Holyhead, Crewe and Manchester, along with regular forays across thePennines on Liverpool to York andNewcastle services.

Throughout the early 1980s, Class 40s were common performers on relief, day excursion and holidaymaker services along with deputisation duties for electric traction, especially on Sundays between Manchester and Birmingham. This resulted in visits to many distant parts of the network. It would be fair to say that few routes in the London Midland and Eastern regions did not see a Class 40 worked passenger service from time to time. Regular destinations included the seaside resorts ofScarborough,Skegness andCleethorpes on the Eastern region, withBlackpool North andStranraer being regularly visited on the West Coast.

Much rarer workings include visits to London'sPaddington andEuston stations, Norwich,Cardiff Central and evenKyle of Lochalsh. The fact that 40s could turn up almost anywhere resulted in them being followed by a hard core ofrail enthusiasts dedicated to journeying over lines with rare traction for the route.

Withdrawal of the Class 40s started in 1976, when three locomotives (40005, 40039 and 40102) were taken out of service.^[3] At over 130 tons, the class was, by then, considered underpowered. In addition, some were found to be suffering from fractures of the plate-frame bogies, due mainly to inappropriate use on wagon-load freight and the associated running into tightly curved yards^{[citation needed]}; spares were also needed to keep other locomotives running.

Also, many Class 40s were not fitted withair braking, leaving them unable to haul more modern freight and passenger vehicles. Despite this, only seventeen had been withdrawn by the start of the 1980s.^{[citation needed]} The locomotives became more popular with railway enthusiasts as their numbers started to dwindle.

Withdrawals then picked up apace, with the locomotives which lacked air brakes taking the brunt of the decline. In 1981, all 130 remaining locomotives were concentrated in theLondon Midland region of BR. Classified works overhauls on the Class 40s were also gradually phased out; only 29 members of the class had a full classified in 1980 and the final two emerged from Crewe Works in 1981. The last to receive a classified overhaul was 40167 in February 1981.

After that, active numbers reduced slowly until, by the end of 1984, there were only sixteen still running. These included the pioneer locomotive, 40122, which, having been withdrawn in 1981, was reinstated in July 1983 and painted in the original green livery to haul rail enthusiasts' specials. The last passenger run by a Class 40, apart from 40122, occurred on 27 January 1985, when 40012 hauled a train fromBirmingham New Street toYork.^[3] All of the remaining locomotives, except 40122, were withdrawn the next day.^[3]

The majority of Class 40s were cut up at Crewe, Doncaster and Swindon Works; the totals are listed below.

• Crewe Works scrapped 65 locomotives
• Doncaster Works scrapped 64
• Swindon Works scrapped 54.

The other ten locomotives to be scrapped were cut at Derby, Glasgow, Inverkeithing andVic Berry's in Leicester.

The highest number of Class 40 withdrawals occurred in 1981 and 1983, with 41 locomotives withdrawn.

The very last Class 40s to be cut up were 40091 and 40195 by A. Hampton contractors, at Crewe Works in December 1988.

The Class 40 story was not quite over, however. Upon the joint initiative of enthusiasts Howard Johnston and Murray Brown who noticed 40122, on the withdrawn sidings at Carlisle Kingmoor depot in summer 1981, ready to go to Swindon Works for breaking up. 40122 was reinstated by BR, with a replacement bogie and power unit from 40076,^[19] after an overhaul atToton TMD. Now in working condition and repainted in BR green, it was used regularly to haul normal passenger trains in the hope of attracting enthusiasts, as well as special trains. In addition, four locomotives were temporarily returned to service asClass 97 departmental locomotives, numbered 97405–408. They were used to work engineering trains for a remodelling project atCrewe station; these were withdrawn by March 1987.^[3]

40122 was eventually withdrawn in 1988 and presented to theNational Railway Museum in York. Six other locomotives were preserved and, on 30 November 2002, over sixteen years after the last Class 40 had hauled a main line passenger train, the Class 40 Preservation Society's 40145 hauled an enthusiasts' railtour,"The Christmas Cracker IV", from Crewe toHolyhead via Birmingham.^{[3][citation needed]} Following a three-year hiatus, after suffering a traction motor flashover, 40145 returned to main line operation in 2014.^[20]

• On 2 December 1960, at a farm level crossing betweenEast Linton andDunbar, a car ran into the side of asteam locomotive hauling a passing freight train. Seconds later, the car was struck by another freight train hauled by D249 from the opposite direction. Four of the five occupants of the car were killed; the car driver survived with serious injuries.^[21]
• On 3 June 1962, D244, just 30 months old, was at the head of the 22:15London Kings Cross toEdinburgh Waverley from the previous night. The train was diverted fromPeterborough viaSleaford, with a route conductor taking charge. ApproachingLincoln at 00:45 hours on the Sunday morning, too fast for a 15 mph permanent speed restriction, the locomotive lurched but stayed on the track, though its train of sleeping cars were all derailed. The rear portion of the train narrowly missed demolishing Pelham Streetsignal box. Three people were killed in the incident, including the sleeping car attendant, whilst 30 others were injured.^[22]
• On 26 December 1962, D215Aquitania was hauling the upMid-Day Scot when it collided with the rear of aLiverpool-Birmingham train, at Coppenhall Junction, Crewe.^{[citation needed]} 18 were killed and 34 injured, including the guard. Contrary to popular belief, D326 was not hauling the train.^[23]
• On 13 May 1966, a freight train became divided between Norton Junction and Weaver Junction, inCheshire. D322, hauling an express passenger train, was in collision with the rear part of the freight train, which had run away. Both the driver and secondman were killed.^[24] The locomotive was withdrawn in September 1967.^[25]
• On 7 May 1965, a freight train was derailed atPreston-le-Skerne,County Durham. D350 was hauling a newspaper train that ran into the derailed wagons and was itself derailed. Recovery of the locomotive was not until 16 May.^[26]
• On 14 August 1966, D311 was hauling a passenger train, which was derailed when it ran into a landslip atSanquhar,Dumfriesshire.^[27]
• On 31 July 1967, D283 was hauling a loaded Cliffe to Uddingston cement train atThirsk, inNorth Yorkshire. The train derailed with one wagon coming to rest around 2 feet foul of the adjacent down fast line. Moments later, experimental locomotiveDP2, hauling a Scotland-bound express, collided with the wagon at around 50 mph. Seven people were killed and 45 injured; DP2 and the leading three coaches were destroyed.^[28]
• On 6 August 1975, 40189 was hauling a freight train which was unable to stop due to a lack of brake power. It collided with another freight train at Weaver Junction, in Cheshire.^[27]
• On 26 October 1975, an express passenger train failed atLunan, Angus. 40111 was sent to its assistance but ran into the rear of the failed train at 25 miles per hour (40 km/h). One person was killed and eleven were injured.^[29]
• On 24 December 1977, 40164 was in collision with coaches (due to form the 06:00 service toMallaig) at platform 5 ofGlasgow Queen Street. The driver had lost control of the locomotive on the 1 in 45 descending gradient in Queen Street Tunnel. The cause of the accident was identified at the subsequent inquiry to packing pieces not having been inserted into the brake system, after the locomotive's wheels had been profiled on the wheel lathe, reducing their diameter.^[30]
• In September 1978, 40044 was hauling a freight train that ran away and was derailed by trap points atChinley, inDerbyshire.^[26]

D326 (later 40126) was the most infamous member of the class. The engine had an early chequered history: it was classed as a jinxed loco by some railwaymen, with some drivers being reluctant to drive it. In 1963, it was involved in theGreat Train Robbery and, a year later in August 1964, asecondman was electrocuted^[31] when washing the windows. Finally, in August 1965, it suffered total brake failure with a maintenance train at Birmingham New Street and hit the rear of a freight train, injuring the guard.^[31] It was scrapped in 1984.

40126 was withdrawn from service on 15 February 1984, when it was offered to the National Railway Museum, in York, as an exhibit. However, the NRM declined and it was scrapped at Doncaster Works with indecent haste, no doubt to stop any pillaging souvenir hunters. Other famous 40s include 40106, which was the last to remain in BR green livery, and 40009, the last with vacuum brakes only.^[32]

D318 (since preserved) appeared in the filmRobbery, a fictionalised version of the Great Train Robbery.^[33]

Seven locomotives, with a cab end from 40088, have been preserved onheritage railways. These include the first built, D200, and the departmental locomotives: 97406, 97407 and 97408. Not all locomotives may be carrying their names currently and these are noted in the chart below.^{[clarification needed]}

Of the seven, all except for 40118 have run in preservation and three have run on the main line in preservation: D200 (40122), D213 (40013) and D345 (40145). As of 2018, D213 and D345 are operational on the main line.^{[citation needed]}

One locomotive, 40013Andania, was rescued from Vic Berry's scrapyard in 1987.^[34]

D212Aureol was briefly sent to Vic Berry's scrapyard for asbestos removal, before being moved to its new home at theMidland Railway - Butterley.^{[citation needed]}

Note: Marked names indicate that the locomotive is not currently wearing them.

Number (Current no. in bold)			Name	Builder	Built	Withdrawn	Service life	Current Livery	Current status	Current location	Image	Notes
D200	40 122			Vulcan Foundry	March 1958	April 1988	30 years, 1 month	BR Green	Static Exhibit	National Railway Museum		Headcode discs. Part of theNational Collection.
D212	40 012	97 407	Aureol		May 1959	April 1986	26 years, 11 months	BR Blue	Operational	Midland Railway - Butterley		Headcode discs.
D213	40 013		Andania		June 1959	October 1984	25 years, 4 months	BR Green	Operational and main line registered	Crewe Diesel TMD		Headcode discs. Part ofLocomotive Services Limited's diesel fleet.[35]
D288	40 088				August 1960	February 1982	21 years, 6 months	BR Blue	Cab Used As Static Exhibit	Llanelli & Mynydd Mawr Railway		Headcode discs. One cab preserved, mounted on a road trailer. Owned by the Cab Yard, formerly owned by the Class 40 Preservation Society.
D306	40 106		Atlantic Conveyor	Robert Stephenson and Hawthorns	October 1960	April 1983	22 years, 6 months	BR Green	Operational	East Lancashire Railway		Headcode discs. Owned by the Class 40 Preservation Society. Named in preservation.
D318	40 118	97 408			February 1961	February 1986	25 years	BR Blue	Under overhaul	Battlefield Line Railway		Headcode discs.
D335	40 135	97 406		Vulcan Foundry	March 1961	December 1986	25 years, 9 months	BR Blue	Under overhaul	East Lancashire Railway		Split headcode boxes. Owned by the Class 40 Preservation Society.
D345	40 145		*East Lancashire Railway		May 1961	June 1983	22 Years, 1 Month	BR Green	Operational and main line registered	East Lancashire Railway[36]		Headcode blinds. Owned by the Class 40 Preservation Society, on hire toWest Coast Railways. Named during the East Lancashire Railway's 20th anniversary; however, currently not carrying nameplates.

There have been many models of Class 40s over the years inOO gauge:

• Jouef entered the UKOO gauge market with a model, in around 1977.^[37] This was available in blue or green, but only the disc headcode version was available; it was not a very accurate model, being overly wide.
• Lima produced an improved version of the class from 1988 and was available with all four nose styles.^[37][b]
• Bachmann produced a highly-detailed Class 40 in 2004, but this was criticised somewhat for poor shape in the cab window area.^[38] This was addressed by Bachmann later in production, when lighting was included and the drive was a true 1CO-CO1 arrangement.
• Hornby Railways launched its first version of the Class 40 in 2010, which was a remotored Lima model that Hornby had acquired; it is basic representation of the prototype as part of their Railroad range in BR Blue in OO gauge.^[39]
• Bachmann released a new tooled Class 40 in 2023, including D213Andania, which is presented in her current main line operating condition; BR Green livery with small yellow panels.^{[40][non-primary source needed]}

British N gauge models of the Class 40 have been produced byGraham Farish, representing the main three headcode versions. A BR Green version of D211Mauretania received a positive review fromThe Railway Magazine's Guide to Modelling in 2017.^[41]

• Brown, Murray (1984).Rail portfolios 1: The 40s. London: Jane's.ISBN 9780710603050.OCLC 15790305.
• Buck, Martin (1982).Class 40s In Action. Peter Watts.ISBN 9780906025420.OCLC 650498303.
• Buck, Martin (1984).English Electric Class 40s. Peter Watts.ISBN 9780906025550.OCLC 17550963.
• Chalcraft, John (1984).Named diesel and electric locomotives of British Rail - Part 5: The 40s. Bristol: Rail Photoprints.ISBN 9780906883051.OCLC 60032700.
• Chalcraft, John; Turner, Steve (1979).Class 40s in and around Manchester. Rail Photoprints.ISBN 9780906883006.OCLC 16541723.
• Chapman, Stephen (1982).40 Country. York: York Railpress.ISBN 9780946371006.OCLC 16606288.
• Clarke, David (2006).Diesels in depth - Class 40. Ian Allan.ISBN 9780711031661.OCLC 64960461.
• Derrick, Kevin (2010).Looking back at Class 40 locomotives. Strathwood.ISBN 9781905276356.
• Dyer, Malcolm (1982).BR Class 40 Diesels. Bradford Barton.ISBN 9780851534305.
• Haresnape, Brian (1989).British Rail Fleet Survey 3: Production Diesel-Electrics Types 4 and 5. Ian Allan.ISBN 9780711018594.OCLC 499095615.
• Hayward, David; Derrick, Kevin (2005).Heritage Traction in Colour: The Class 40s. Appleby-in-Westmorland: Trans Pennine Publishing Ltd.ISBN 9781903016435.OCLC 931362807.
• Heavyside, Tom (1984).The Class 40s an appreciation. Battenhall Books.ISBN 9780950857718.
• Hobson, A. Wyn (1985).The last years of the Class 40s. London: Ian Allan.ISBN 9780711014671.OCLC 16224331.
• Marsden, Colin J.; Fenn, Graham B. (1988).British Rail Main Line Diesel Locomotives. Sparkford: Haynes. pp. 156–163.ISBN 9780860933182.OCLC 17916362.
• Morris, Steve (2004).British railway diesels in colour: In focus - Class forties to Holyhead. Caernarfon: Cheona Publications.ISBN 9781900298308.OCLC 931405354.
• Morrison, Gavin (2005).The Heyday of the Class 40s. Hersham: Ian Allan.ISBN 9780711030589.OCLC 57575553.
• Preedy, Norman E. (1983).Book of the Forties. Gloucester: Peter Watts.ISBN 9780906025437.OCLC 655339007.
• Turner, Steve (1985).In memory of the 40s. Temple Cloud: Rail Photoprints.ISBN 9780906883099.OCLC 16921488.
• Turner, Steve (1983).25 years of the 40s. Bristol: Rail Photoprints.ISBN 9780906883068.OCLC 12452888.
• Vaughan, John (1981).Class 40s at work. London: Ian Allan.ISBN 9780711011205.OCLC 9196199.
• Vehicle Diagram Book No. 100 for Main Line Diesel Locomotives(PDF). Derby: British Railways Board. October 1984. pp. 22–24, 37, 99–104 (per pdf) – via Barrowmore MRG.
• Whitaker, Alan (1985).Indian Summer of the 40s. Bradford: Autobus Review.ISBN 9780907834090.OCLC 16352567.
• Whiteley, J.S.; Morrison, G.W. (1981).Profile of the 40s. Oxford: Oxford Publishing Co.ISBN 9780860931447.OCLC 9853553.
• Whiteley, J.S.; Morrison, G.W. (1978).The Power of the 40s. Oxford: Oxford Publishing Co.ISBN 9780860930334.OCLC 6378719.
• "Prototype '40' could be doomed".Rail Enthusiast. EMAP National Publications. December 1981 – January 1982. p. 53.ISSN 0262-561X.OCLC 49957965.
• "Project D200".Rail Enthusiast. EMAP National Publications. June 1982. p. 57.ISSN 0262-561X.OCLC 49957965.
• Knight, Tim (October 1982). "The Whistlers' last stand".Rail Enthusiast. EMAP National Publications. pp. 42–43.ISSN 0262-561X.OCLC 49957965.
• "'Whistlers' wearing out fast".Rail Enthusiast. EMAP National Publications. October 1982. p. 50.ISSN 0262-561X.OCLC 49957965.
• Johnston, Howard (March 1983). "'Cracking' tour brings £3,000 Class 40 boost".Rail Enthusiast. EMAP National Publications. p. 48.ISSN 0262-561X.OCLC 49957965.
• Johnston, Howard (July 1983). "D200: The transformation begins".Rail Enthusiast. EMAP National Publications. pp. 6–7.ISSN 0262-561X.OCLC 49957965.
• Johnston, Howard (September 1983). "D200: From rusting hulk to mobile masterpiece".Rail Enthusiast. EMAP National Publications. p. 42.ISSN 0262-561X.OCLC 49957965.
• Johnston, Howard (October 1983). "Not bad for an old banger".Rail Enthusiast. EMAP National Publications. pp. 6–9.ISSN 0262-561X.OCLC 49957965.
• Cruikshank, Robert H. (November 1983). "The day I cornered the black widow".Rail Enthusiast. EMAP National Publications. pp. 29–30.ISSN 0262-561X.OCLC 49957965.
• Johnston, Howard (June 1988). "The 'Queen' abdicates".Rail. No. 81. EMAP National Publications. pp. 6–7.ISSN 0953-4563.OCLC 49953699.
• Johnston, Howard (August 1988). "Two celebrity 'Whistlers' saved for preservation".Rail. No. 83. EMAP National Publications. p. 18.ISSN 0953-4563.OCLC 49953699.
• Hill, Paul (8–21 February 1990). "The man with appeal".Rail. No. 115. EMAP National Publications. pp. 24–31.ISSN 0953-4563.OCLC 49953699.

• The Class 40 Appreciation Society Photo gallery with over 9,000 Class 40 images, topics and discussions.
• Class 40 motherlist Just about everything you need to know about the Class 40s.

• Detailed photoguides (annotated):

1. "Class 40 Drivers Desk – an explanation"(PDF). Archived fromthe original(PDF) on 13 May 2004.,including driver's desk, secondman's position, AWS equipment
2. "Class 40 Nose Area – an explanation"(PDF). Archived fromthe original(PDF) on 31 August 2011.,including sanding gear, hand brake, vacuum brake controls
3. "Components of a Class 40 Bogie – an explanation"(PDF). Archived fromthe original(PDF) on 31 August 2011.,including bogie structure; brake, heating and electrical connections
4. "Class 40 cam shaft equipment"(PDF). Archived fromthe original(PDF) on 31 August 2011.,camshaft and associated components
5. "Class 40 Control Cubicle – Principle Components"(PDF). Archived fromthe original(PDF) on 31 August 2011.

Wikimedia Commons has media related toBritish Rail Class 40.

• Class 40 Preservation Society, operators of 40145 on the main line, with 40106 and 40135 on theEast Lancashire Railway.
• The Class 40 Appeal, owners of 40012 (and 37109).

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• English Electric locomotives
• Vulcan Foundry locomotives
• Robert Stephenson and Hawthorns locomotives
• Railway locomotives introduced in 1958
• Standard-gauge locomotives of Great Britain
• Diesel–electric locomotives of Great Britain

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