Modern.Locomotives.Illustrated.219.2016.06-07.pdf

(32685 KB) Pobierz
Modern
LOCOMOTIVES
ILLUSTRATED
£4.50
June-July 2016
No. 219
The
‘Warships’
The UK’s Number One Modern Traction Partwork
Modern
LOCOMOTIVES
ILLUSTRATED
Editor:
Colin J. Marsden
Editorial Address:
MLI, 1 Burns Court, Marine
Parade, Dawlish, Devon. EX7 9DL
E-Mail:
modernlocomotivesillustrated@gmail.com
Website:
www.modernlocomotives.co.uk
ISSN:
1756-8188
Managing Director:
Adrian Cox
Executive Chairman:
Richard Cox
Commercial Director:
Ann Saundry
Group Marketing Manager:
Martin Steele
Webmaster:
Simon Russell
Production Manager:
Janet Watkins
Modern Locomotives Illustrated
is published on
the fourth Thursday of January, March, May, July,
September and November.
Subscriptions/Mail Order/Back Issues:
Modern Locomotives Illustrated, Key Publishing Ltd,
PO Box 300, Stamford, Lincolnshire, PE9 1NA.
Telephone +44 (0)1780 480404, Fax: +44 (0)1780 757812
E-mail (Subscriptions): subs@keypublishing.com
E-mail (Mail Order): orders@keypublishing.com
Order on-line at www.modernlocomotives.co.uk
Advertising:
Advertising Manager: Sam Clark
Tel: +44 (0) 1780 755131
E-mail: sam.clark@keypublishing.com
Advertising Production: Cheryl Thornburn
E-mail: cheryl.thornburn@keypublishing.com
Tel: +44 (0)1780 755131. Fax: +44 (0)1780 757261
●
We are unable to guarantee the bona fides of any of
our advertisers. Readers are strongly recommended
to take their own precautions before parting with
any information or item of value, including, but
not limited to money, manuscripts, photographs
or personal information in response to any
advertisement within this publication.
Contributions:
The Editor welcomes contributions for possible use
in
Modern Locomotives Illustrated.
Illustrative material
can be sent to the editorial address. Please see our
guidelines for digital submissions. Items published
will be paid for at the standard rate at the time of
publication. All material will be returned either after
use or if unsuitable. Material sent to the Editor, either
commissioned or freely submitted, is provided at the
contributor’s own risk. Key Publishing Ltd cannot be
held responsible for loss or damage however caused.
All rights reserved. No part of this magazine may
be reproduced or transmitted in any form or by
any means electronic or mechanical, including
photocopying, recording or by any information
storage and retrieval system, without prior permission
in writing from the publisher or copyright owner.
Multiple copying of contents of this magazine without
prior written approval is not permitted.
Printing and Origination:
Modern Locomotives Illustrated
is printed in Great
Britain by Headley Brothers Ltd, Kent and is produced
by The Railway Centre.Com, Dawlish, Devon, using
Apple-Mac systems and Adobe CC.
Trade distribution:
Seymour Distribution Ltd., 2 Poultry Avenue, London.
EC1A 9PP. Tel: +44 (0)20 7429 4000
Published by:
Key publishing Ltd, PO Box 100, Stamford,
Lincolnshire. PE9 1XQ.
www.keypublishing.com
© Key Publishing Ltd 2016
Above:
Swindon-built 'Warship' No. D805
Benbow
stands adjacent to the island
platform at Taunton station on 16 June
1959 with the down 'Royal Duchy' from
Paddington to Penzance. This loco entered
traffic just one month earlier on 13 May
1959.
K. L. Cook / Rail Archive Stephenson
MLI
Issue – No. 220
BR Southern Regions EMUs
on sale 28 July 2016
The unsung heros of
the Southern Region,
the BR-design EMUs
introduced between
ILLU
1951 and the early
August-S
STR
eptembe
r 2016
ATE
1990s is the subject of
D
Modern Locomotives
£4.50
Illustrated
No. 220.
Ranging from the
Southern Railway
influenced EPB
stock through to the
Mk3-based Wessex
Electric Class 442s,
the history and
development of
the SR multiple
units is a most
fascinating story.
No. 220
BR So
Order your copy
ut
Electric hern Region
now.
n
The UK
’s
M
ORDER YOUR COPY TODAY
Modern
Cover (main):
With Hungerford station
in the background, North British
Locomotives A1A-A1A 'Warship' No. D603
Conquest
heads 'up' the Berks & Hants
main line on 4 July 1959 with a West of
England to Paddington express.
R. C. Riley
LOCOMOTI
VE
S
Cover (Inset):
No. D842
Royal Oak,
displaying 1960s Western Region maroon
livery, with a later applied full yellow
warning end. The loco is seen at Gloucester
Horton Road depot on 13 April 1970.
Norman E. Preedy
2
Number
One Mo
dern Tra
ultiple
Units
cti
on Part
work
Modern Locomotives Illustrated
: Issue 219
ithout any doubt, some of the most
followed classes of modern traction
locomotives have been the three builds
of diesel-hydraulic locomotives, collectively
known as the 'Warships', a title given to the fleets
as each member was named after a Royal Navy
battleship.
When the mid-1950s British Transport
Commission (BTC) Modernisation Plan emerged,
the Board of the then Western Region opted to
experiment with a small fleet of diesel-hydraulic
locomotives. For main line duties these were dual-
engine locomotives ordered from the North British
Loco Co of Glasgow. This order for five locos
became the D600 fleet.
Soon, the Modernisation Plan was furthered
and mass orders placed for new diesel and electric
locos. Again the Western Region opted for the
diesel-hydraulic type. This time adopting a scaled-
down version of the German V200 design.
Orders for what became known as the
'production' or D800 'Warships' was awarded to
both the BR Works at Swindon and the North
British Loco Co of Glasgow. The Swindon locos
incorporated a Maybach/Mekydro engine and
transmission, while the NBL batch incorporated
a NBL/MAN and Voith power and transmission
system.
Allocated to Plymouth Laira and later other West
of England sheds, the 'Warships' paved the way for
modernisation until the more powerful 'Western'
diesel-hydraulic fleet arrived in the early 1960s.
The 'Warship' fleets, classified under TOPS as
41, 42 and 43 stayed mainly on the Western Region.
The D600s were soon ousted from main line
duties relegated to Cornish and local duties, being
withdrawn at the end of 1967 after less than 10
years service. The D800 breeds were also doomed
after mass introduction of diesel-electric fleets, and
the Class 42 and 43s passed into railway history by
late 1972.
Sit back and enjoy this edition of
MLI
covering
some of the most glamorous designs of UK
modern traction.
Colin J. Marsden
Editor
W
The
‘Warships’
The North British D600s
D600s Technical Data
D600 Walkaround
D600 Drawings
D600s On the Road
D600 Fleet List
D800
‘Warships’
D800 Technical Data
Livery Fact File
D800 Drawings
D800 Walkaround
Early days of the D800s
Yellow warning ends emerge
The Maroon livery days
The era of Corporate Rail Blue
Contents
4
5
7
8
12
14
16
19
21
22
24
26
34
44
52
L&SWR to the West Country
D800s On Shed
‘Warships’
in Preservation
‘Warships’
- End of the Road
D800 Fleet List
Dark side of the
‘Warships’
60
55
66
74
76
80
Visit our new Modern Locomotives
Illustrated website at
www.modernlocomotives.co.uk
for all the latest information about MLI
and on line ordering.
If you are a Smartphone or tablet user,
you can scan the QR barcode on the right
and be taken direct to our website.
Don’t forget to visit the MLI website at - www.modernlocomotives.co.uk
Modern Locomotives Illustrated
: Issue 219
3
A
s part of the 1955 British Transport
Commission Modernisation Plan,
the Government gave approval for
considerable expenditure on the replacement of
steam traction with modern diesel and electric
types.
The BTC favoured electrification for main
routes and fleets of diesel-electric locomotives
for ‘secondary’ lines, the locos would be
divided into various power brackets to suit each
operating sphere. However, on the Western
Region other ideas were in the pipeline, that of
developing the diesel-hydraulic design, and the
regional board sought permission to devote a
major portion of ‘their’ modernisation budget
to the acquisition of diesel-hydraulic traction.
Therefore, even at this early stage, railway
standardisation would be defeated, which the
first Chairman of the BTC, Sir Brian Robertson
felt was 'one of the most important and prime
aims of the new railway'.
With Western Region insistence on proceeding
with diesel-hydraulic designs, there were a
number of major stumbling-blocks to conquer;
the first, and by far the most significant, was
that virtually all previous experience with
hydraulic transmissions for main line locos, and
indeed the sole builders of such equipment, was
Germany. As only a decade had elapsed since
the end of World War 2 it was felt politically
embarrassing to place large industrial orders
directly with German manufacturers.
Thankfully, there was one UK manufacturer,
the North British Locomotive Company of
Glasgow (NBL), who had for some years
produced lower powered industrial diesel
hydraulic locos. Based in Springburn, Glasgow,
NBL held a Voith licence to manufacture
transmissions which it was awarded in 1937,
together with a MAN engine licence dating
from 1954. With a UK builder able to fulfil the
BTC/WR diesel hydraulic need a pilot order
was placed with the company in 1955 for five
locomotives, later to become the D600s; the
quoted cost per loco was £86,000, this rose to
£87,500 before delivery.
In the summer of 1955, the WR hydraulic
plans moved forward when the BTC and the
German firm of Maybach Motorenban, Krauss-
The North British D600s
Maffei (KM) and the engineering department
of Deutsche Bundesbahn (DB), held a number
of meetings on the practicability of main line
diesel hydraulic locomotives for the UK. This
culminated in the BTC being given assurance
that an English version of the German V200,
twin-engined 2,000hp loco design was quite
practical. However, prestige and political
pressure still prevented the BTC from
purchasing complete traction units from
Germany.
Five D600s were ordered from the North
British Locomotive Co on 16 November 1955
as BTC contract PRE/A/725/2 against NBL
contract L76, for delivery in approximately 15-20
months. These would act as a direct comparison
to the English Electric Type 4 D200 (later Class
40) build.
The bogies were of the AlA-AlA type, having
the outer axles powered, and the centre set as
an ‘idler’. The design allowed for a maximum
20-ton axle loading, with the un-powered set
carrying 19 tons. This power/idle/power
arrangement was adopted as no suitable three-
axle drive unit was available at the time. The
main mechanical portion of the locomotives
comprised riveted/welded I-sections and cross-
stretchers, together with cast drag boxes and a
thick steel frame/floor; the superstructure was
formed of aluminium sections and plates, while
the driving cabs were formed of Alpax castings,
welded together.
The interior of the nose and cab section was
lined with glass fibre for insulation and sound
proofing. In the centre of the nose end were two
alloy hinged doors, installed to allow crew to
move between locos when operating together,
however this facility was seldom used.
Train identification was provided by steam-
style disc/light equipment, supplemented by a
three-section stencil frame to carry a reporting
number. The section between the full width
cabs was almost symmetrical with, towards
the middle a Spanner Mk I steam heating
boiler, adjacent, (heading both ways) was a
dynastarter, power unit, transmission block and
cab bulkhead. In the roof above the transmission
units were cooling fans, controlled by
thermostatically activated motors; the radiator
Modern Locomotives Illustrated - The
‘Warships’
Below:
With the North British Locomotive Co being based in Glasgow, Scotland, some early main line running of the D600s was carried out in south
west Scotland. Here we see the first of the build, No. D600, powering a seven-car test train in Ayrshire in early January 1958, before heading south to
Swindon for full acceptance. Note the old headlamps.
NBL
Below Right:
Cover of an eight page booklet given to Western Region staff at the time of introduction of the NBL D600s.
CJM
blocks, set deep into the body sides had their
own compartments.
The engines adopted for the D600 breed were
two MAN L12V 18/21S type units, each set
to deliver 1,000hp (745.5kW) at 1,445rpm. The
power units installed in the first two examples
(D600-D601) came from the MAN works at
Augsberg, Germany, while those in the final
three locos were assembled under licence at
NBL Glasgow. The transmission used was a
Voith L306r triple converter type; this had an
input capacity of between 927-980hp, with
engine rpm of between 1,445 and 1,500. The
transmissions for Nos. D600 and D601 were
assembled at Heidenheim, Germany, while
those for Nos. D602-D604 were built under
licence by NBL in Glasgow.
The D600 bogie design comprised a welded
sub-assembly of two deep plates with ties
and two cross-stretchers and a headstock. The
main body weight was taken on each bogie
by two bearers on each side, resting on the
double swing-link bolster, which had transverse
laminated springs suspended from the bogie.
Timken roller bearing axle boxes were fitted and
gave the D600s reasonable riding characteristics.
Braking equipment fitted was air for the
locomotive and vacuum for trains. The air
compressors were housed in the nose section,
while the vacuum exhausters were located in
the engine bay.
The D600s were fitted with a multiple
control system enabling up to three units to be
controlled by one driver. The same equipment
was also fitted to the later-built lower-powered
D6300 NBL locos enabling both types to operate
in multiple.
Construction of the D600s commenced early
in 1956 and the first, No D600 carrying the
name Active was handed over to the BTC in
December 1957, but it had previously operated
a number of test trains in Scotland. Once on
the Western Region the loco went to Swindon
Works for commissioning before commencing
test runs. When handed over, No. D600 was
the first BTC Modernisation Plan locomotive to
carry nameplates. All five being given names of
British Warships. The D600s commenced regular
duty from the third week in February 1958.
4
Modern Locomotives Illustrated
: Issue 219
A press run for the pioneer of the
design took place on 17 February 1958
when No. D600 headed a 340-ton train
from London Paddington to Bristol
Temple Meads and return, with stops at
Reading, Didcot and Swindon. On the
return run, the use of two engines came
into its own when one failed soon after
leaving Bristol.
No. D601 was delivered in March
1958 and was initially allocated to
Swindon. However, by June 1958, both
were allocated to Plymouth Laira the
remaining three locos Nos. D602-D604
were allocated to Laira from delivery.
Entering service between January 1958
and January 1959, the fleet operated on
the London to Plymouth and Penzance
route. Some significant milestones in
diesel history were soon made, such as
on 16 June 1958, when No. D601 hauled
the Cornish Riviera Express non-stop
between Paddington and Plymouth, the
first diesel locomotive to do so. At the
time the maximum permitted load for a
‘D600’ was 375 tons.
The D600s continued on the fast
London to Bristol/West of England
trains until around 10 of the more
powerful D800 ‘Warships’ entered
service. Subsequently the D600s were
mainly restricted to duties west of
Plymouth, finally withdrawn on 30
December 1967.
From delivery the D600s were painted
in standard BR green-livery with a
four-inch (102 mm) light grey horizontal
band between the cabs, just above the
solebar. In May 1967, the pioneer of
the fleet No. D600 was repainted in
standard rail blue with full yellow ends,
another to receive blue was No. D602
which carried small yellow warning
ends. Nos. D601, D603, and D604
remained in green, with yellow warning
panels added in 1962.
n
Above:
Wired up for post-delivery testing, No. D601
Ark
Royal
poses outside Swindon Works in April 1958, while
modification work was in progress.
Rail Archive Stephenson
Technical Details
1957 BR number range:
Original class codes:
BR classification:
Built by:
Introduced:
Wheel arrangement:
Weight (operational):
Height:
Width:
Length:
Min curve negotiable:
Maximum speed:
Wheelbase:
Bogie wheelbase:
Bogie pivot centres:
Wheel diameter (driving):
Wheel diameter (middle):
Brake type:
Sanding equipment:
Route availability:
Heating type:
Multiple coupling restriction:
Brake force:
Engine type:
Total horsepower:
Power at rail:
Tractive effort (max):
Cylinder bore:
Cylinder stroke:
Transmission type:
Fuel tank capacity:
Cooling water capacity:
Lub oil capacity:
Boiler water capacity:
Boiler fuel capacity:
D600-D604
D20/2, later 20/4
Class 41
NBL Ltd
1958-59
A1A-A1A
118 tonnes
12ft 10in (3.91m)
8ft 8in (2.64m)
65ft (19.81m)
4�½ chains (90.49m)
90mph (145km/h)
50ft (15.24m)
15ft (4.57m)
35ft (10.67m)
3ft 7in (1.09m)
3ft 3�½in (1m)
Vacuum
Pneumatic
5
Steam - Spanner Mk 1
Orange Square
88 tonnes
2 x NBL L12V 18/21A
2,000hp (1,491kW)
1,700hp (1,267kW)
50,0001b (222.4kN)
7.1in (180.4mm)
8.3in (210.8mm)
Voith L306r
800gal (3,640lit)
120gal (545lit)
60gal (273lit)
1,000gal (4,550lit)
From main tank
5
Below:
After handing over to the running department on 24 January 1958, No.
D600
Active
was used on a press run between London and Bristol and back on 17
February 1958, the formation of which included the GWR dynamometer car. The
train is seen near Didcot on its return run.
CJM-C
Modern Locomotives Illustrated
: Issue 219

Plik z chomika:

Inne pliki z tego folderu:

Inne foldery tego chomika:

Zgłoś jeśli naruszono regulamin