| |||
|
HomeHistoryLastest NewsDrive-A-LocoPhoto GalleryLinksContact |
Techincal Data - This is a website link showing the basic techincal data & dimensions of the Class 27 locomotive. Push - Pull Years - This is a website link of the story of the Class 27 during their time as part of the famous Push-Pull service operating from Edinburgh to Glasgow written by Nick Lawford for the 6LDA28 Mr B's Page for all thing Sulzer related.
|
|
A Brief history of the British Rail Diesel Electric Type 2 Sulzers (later known as Class 27)
The first 47 Birmingham/Sulzer type 2s, delivered in 1958/59 proved successful in service with BR under the "Pilot Scheme" and change in British Railways direction that instead of assessing each type of new "pilot Scheme" diesel electric locomotive and then proceed from there. British Railways had decided the end of steam date had been set and relieasing they didn't have enough diesel locomotives to replace the entire steam fleet the BRB went head first in ordering a large amount of diesels regardless of faults, usefullness or design that further orders was placed, for 69 more generally similar but with the Sulzer 6LDA28-B engine uprated by charge air intercooler from 1,160bhp to 1,250bhp at 750rpm. Other changes were that G.E.C electrical equipment was used instead of Crompton Parkinson based on the decision that Crompton Parkinson were unable to accept the large incease in work load and Westinghouse brake equipment of special lightweight design was incorpated (also seen in many other BR classes) instead of Davis & Metcafe (D&M) the oppotunity was taken to fitted higher gear ratio traction motors for higher speeds of 90mph unlike the first batch of BRCW machines designed for 75mph. The Class 27 locomotive was originally allocated the numbering from D5347 to D5415, the headcode panel was above the cab window. Certain refinements were included to increase driver comfort and convenience; for example the cab floors were made entirely removeable by lift catches and were covered by oil resistant linoleum; all surface inside the cab were finished with easily cleaned plastics. The driver's control panels were finished in fibrglass with access doors giving easy accessibility to the concealed master controller and control buttons. The cab as a whole was described as the best designed in any of the BR fleet of diesels. The sulzer four-stroke engine was rated for 1 hour at 1,375bhp at 750rpm. It is a pressure-charged six cylinder four stroke power unit with a power boost achieved in the later (B) version by a simple form of charge air cooling. The intercooler did not employ a seperate cooling water circuit but is incorperated in the engine cooling group to avoid expense and complication of seperate radiator elements and an extra pump. To give maximum interchangebility with other Sulzer A/B type design in 6,8,12 cylinder series of 280mm bore and 360mm stroke (A engine develops 190, B engine 210bhp per cylinder) the govenor setting for all was made identical (before modifications for extra sub classes). Standard Sulzer features are incorporated: stepless pneumatic engine speed control(field diverts); engine mounted oil/water heat exhanger for controlling lubricating oil temperature and a pump set, driven by a seperate motor, to circulate cooling water and lubricating oil and also supply fuel under pressure to the engine (triple pump), so arranged that coolant circulation begins before the engine can be started and can continue after the engine has been shut down. The bulky engine speed main generator had 4 field windings-seperately and self excited reverse series and startin coded WT981. At top speed 750rpm, it is rated at 805kW, 1,940A. To keep its overall length down to that of the less highly rated and less bulky main generator used in the earlier series of locos, advantge has been taken of its wide diameter to recess the auxiliary generator into it coded WT782. The four axle-hung, force ventilated, four pole traction motors coded WT459 are connected in parallel across the main generator and are each continuously rated at 236hp, 484A, 415V final drive is through resilient gears with a ratio of 17:60 Generator output is automatically controlled by thr engine govenor through the load regulator. three stages of field weakening are introduced automatically; backwards transition also occurs automatically, following a rise in current demand. The BRCW type 2 sulzer were equipped with steam heat apparatus, a self contained and fully automatic Stones Vapor steam heat generator OK 4616, this is suitated in its own compartment behind Cab No2 and when the locomotives were first produced these steam heat generators had their own fuel header tank but later overhaul/rebuilds during the classes career mean't these were removed and the fuel line was directly ran from the fuel pump supplying the power unit and the 500 gallon water tank was external and underslung next to the main diesel fuel tank and battery boxes. At the time the locos had differences according to the work for which they were allocated for example Nos D5320-69 which were operated by Scottish region, these had a a recess for fitting tablet catcher equipment below the driver's window and the 9 allocated for NE region have no train heating boilers. Locos up to No. D5369 went to Scotland but the following batch, Nos. D5370-D5378 were allocated to the North Eastern Region for freight work. These were ordered and built as none-fitted train heating, which left a space on the underframe where the boiler water tank would have been fitted. Locos Nos. D5379-D5415 were allocated to the London Midland Region operating St Pancras line services, the final locomotive of the build were handed over in October 1962. After operating satisfactorily in England it was decided by the British Railway Board (BRB) during 1967-68 to re-allocate the entire fleet in Scotland where more suitable work could be found for the machines.
D5401/27112/27056 British Rail Career
This locomotive was part of the last batch to be produced by Birmingham Railway Carriage & Wagon at Smethwick in July 1962 with the works number 244. This locomotive was accepted by BR after initial running trials were completed and was part of the last batch produced so was allocated to Cricklewood Depot on the Midland Mainline a few miles north of London St Pancras station. The locomotive was noted on local shuttle services and Empty coaching stock movements and the occasional mainline express services reaching as far as Sheffield in its early days, an evening passenger local from Birmingham - Gloucester and very rarely the Tilbury boat service, other workings included freight services which ran to various routes off the MML such as Corby Steel works and Forders Sidings on the Bedford-Bletchley line, Toton depot and the North London Line locations and occasionally seen on the "Condor" services in multiple with various class mates, D5401 and other members of the same class were transferred to Toton depot in July 1968. During this time their duties continued on the Midland Mainline and various other routes around the Nottinghamshire area The BRB board took the decision to re-allocate the BRCW type 2 with GEC equipment to Scotland where the entire class was found suitable work. So the remaining fleet were moved to Eastfield Depot during June 1969. BRB were determined to keep people travelling on train services rather than road by replacing the then aged DMU units and so the decision was taken to introduce a Push-Pull service from Edinburgh to Glasgow, a project this like had a large investment from the BRB and 24 Sulzer type 2s GEC equiped locos were selected in which D5401 was one of these for this service. The locomotive was later transferred to Glasgow works in 1970 for modifications which included rewinding of traction motor/generator "Dual Braking"(installation of air train braking in addition to vacuum braking), "Automatic fire detection systems for unmanned rear locomotives", "Driver-Guard communication system", Modified wheel slip protection system, a modified Class 47 power unit govenor and luckly for D5401 was to retain its original steam heat generator a Stones Vapor OK 4616. The loco left Glasgow Works painted into BR Blue with flush Yellow warning cab ends (B.R policy for repaints) with its nose end doors welded up (draughting issues complained by footplate staff and the original doors are still retained on D5401 to this day) and carrying the new number 5401
This service started running in late 1970 and it soon became apparent the constant 90mph running did not agree with this class of loco as they wern't designed for the constant high speed running day after day and many failures were noted including traction motor flashovers/ armature banding bursting/ main generator fires and bogie fractures and fire systems deploying for no reason. A higher specification of maintanence was adopted and the service soildered on until early 1980. During 1974 BR introduced the TOPS system and 5401 was re-allocated the number 27112 in February 1974 as part of the Class 27 sub-section numbering system due to the modifications. Eventually the Push-Pull service was replaced and 27112 was displaced from this work and sent to Glasgow works for major overhaul during 1982 and the modifications the loco receive were removed with "life extension" work received which the most noticable external work was replacement of its cab side "drop light" window with a small sliding window as well and the locomotive receiving the number 27056 thus making the locomotive a standard member of the class 27/0 and was the first Class 27 to be released back into active service on 10th August 1982. Unfortunately for BR this refurbishment didn't programme earn the money they ploughed into the project as most of the fleet that were refurbished were withdrawn from active service within 4 years. During this period the locomotive was transferred back to Eastfield Depot where it remained until withdrawal, the locomotive was seen on workings to Aberdeen, Thurso, Kyle of Lochalsh, Aviemore, Crianlarich, Fort William, Oban, Stirling, Stranraer, Berwick, Dumfries and Carlisle and other such majestic places that scotland had to offer. A noted duty 27056 found itself on not long after its overhaul was on a top-link duty on the West Coast Line on the 15th June 1983 when overhead line problems led to the Class 27 taking the 07:27hrs Nottingham-Glasgow/Edinburgh north of Carlisle. 27056 made it over Beattock summit at just over 25mph with its 11 coach train, but time was made up by losing 5 coaches at Carstairs for a 70minute late arrival at Glasgow Central station. But the finest moment of this locomotives BR career when it was chosen to haul the Royal Train with Prince Charles aboard in 20th November 1983 from Glasgow to Fort William, as with all locomotives choosen to haul the royal train the locomotive did receive an external sprunce up, mechanical attention and a low level white band painted on the side to denote its special duty, a feature that stayed with the locomotive until withdrawal.
The locomotive did become one of a few class 27 celebrities which saw various workings in multiple with 27001 from Edinburgh Waverley to Fort William on 28th June 1986, this was advertised as the "Fort Bill" excursion. During the mid 1980s thanks to a large back log of repair work needed on DMUs quite a number of 26s and 27s were seen on "The Circuit" during 1986. This "Circuit" was from Edingburgh - Dundee during the August and September of that year which 27056 was heavily involved. Eventually the fleet of class 27s were withdrawn from early 1985 to July 1987 and 27056 was withdrawn on February 10th 1987 from Eastfield Depot. 27056 like many others in its class were eventually towed to Leicester's Humberstone Road sidings just north of Leicester station for storage and as space became avaliable the Stored locomotives were "tripped worked" to Vic Berry's Scrap Yard on the Coalville Branch that diverted at "Saffron Lane Junction" awaiting their fate at the hands of BR tender list and the scrapman.
D5401/27112/27056 Preservation Career
While stored at Vic Berry's Scrapyard in Leicester 27056 was eventually put on the tender list by BR for re-sale in October 1987 along with other members of the Class 25/27 fleet and it was brought by one of its current owners due to its good and complete overall condition. As per the H&S rules of the day all locos privately purchased from BR had to be stripped of any asbestos and this work was completed at Vic Berrys which involved removing the bulkhead handrails, and stripping the cab bulkheads for inspection and so forth. The loco was given a clean bill of heath and was transferred by road to its new home at the Northampton Steam Railway on 12th March 1988. Once at its new home the locomotive was assessed. It was found the loco to be in a remarkably complete condition and only requiring a few minor electrical jobs to get the loco running. with these completed and some battery maintenance and charging the loco was duly started up on 25th May 1988 and become the first ex-BR mainline loco to be used on the short railway line on NSR ltd site at Chapel Brampton. Eventually the NSR had collected more ex BR locos joining the fleet as the years have gone by, which including Class 25 D5185/25035 Castell Dinas Bran and Class 45/1 45118 The Royal Artilleryman. During the early years of preservation the owner made good progress in collecting spares to ensure the 27056 would run for many years to come which included purchasing 27024 as a source of spare bogies/generator and other items. This loco being an ex-departmental example which was heavily robbed of many power unit and electrical items. 27024 was eventually deemed surplus to requirements and was sold to Ken Joy's diesel team of the Caledonian Railway in the early 1990s. During the early 1990s 27056 received a rather protacted repaint into a livery close to the original BR green with small yellow warning panels with white wheels and various pictures show it was a like a brand new machine. Late 1993 brought some good news as the Great Central Railway expressed an interest in hiring D5401 for a 4 month period for their diesel event. Early 1994 the locomotive was again transferred by road and the class 27 was able to "stretch its legs" for the first time in 7 years. The results were mixed and a couple of interesting issues were found, D5401 under took its first passenger run in preservation during this visit and generally its time at the GCR was good with double heading with Deltic D9019, Class 20 D8098 and Hymek D7018. Upon its return to the NSR ltd at Chapel Brampton it was decided the power unit need some attention so the power unit govenor and fuel pumps were sent off for overhaul by the then ABB crewe. When the items were returned and fitted the power unit ran fairly well but some concern was raised with a hunting issue with the Amps not settling under power. The loco received another repaint into a darker shade of green without yellow panels as it was thought the original green paintwork used was too light. Whilst on going investigations for the "Hunting issues" were being carried out unfortuately No3 cylinder liner developed a water leak and the loco was stopped pending repair. At the time the power unit was inspected and the power unit bearings were deemed O.K but were showing signs of wear/worn parts once again due to the short lenth of line it wasn't seen as a mojor issue at the time.
The loco was returned to active use some months later and spent more few months running and once again it was found to have water in the oil sump and it was again stopped for repairs. This time it was found the heat exchanger and this had seen better days and was changed for a better example and yet another oil change. Once again the loco returned to service and more time devoted to finding the cause of the "Hunting issue" and it was thought at the time the traction motors were worn and required a major overhaul. So arrangements were made with Stuart Sellar of the SRPS in Scotland to be loaned their spare class 26 bogies that group had just purchased from a London Underground maintenance depot while 27056 own pair were sent away to Glasgow Works for overhaul. For a small preservation site with no proper shed or factilies this was a major undertaking. While the locomotive original bogies were under repair the external side was looking rather tatty and much time was spent on rubbing the bodywork down ready for a repaint into BR blue to the point the undercoat was applied. The bogies were returned from overhaul and yet another major job of replacing them under the loco was conduted with great success. The 27 was duly started two weeks later and running trials were started, it was found that the bogies were in need of repair but the "hunting issue" still existed. Once the loco has settled down in service further investigations were made to looking at the turbocharger and the main generator. The turbocharger was inspected and cleaned with no evidence of problems at that time, but the main generator was a major cause of concern. Thanks to many years of use by BR and preservation the power unit bearings had became excessively worn and due to a collection of problems it was found the main generator was coated with a heavy amount of engine oil. The loco was duly stopped pending a decision on the best cause of repair, other locos at the N&LR (changed from the NSR ltd in the early 1990s) required a lot less attention and 27056 was pushed to the bottom of the list as it was expected the main generator would have to be removed and sent away for repairs.
A change of staffing/priorities at the N&LR during the late 1990s meant that 27056 was dumped in a siding with no people being able to spend the time at looking at any long term repairs. In early 2002 the N&LR had practically ran out of all working diesel locomotive due to various reasons and the then diesel team decided to look into the extent of the damage to the main generator. After a few days of inspection/cleaned and testing it was found to be in much better condition than originally thought. So the loco was moved to a better position near the much needed shore supplies to looking into getting the power unit started. After a few weekends work attempts to start the loco which were stumped by a dud set of batteries. The owner had to dip his hand into his pocket and invested into a brand new set from Deta batteries. Then a period later another attempt at a engine start and it ran up like it was shut down the day before, a few sticky relays/contactors were sorted and with the engine ticking over to warm through all the electric systems and the loco took power first time, a major achievement considering the years out of use. A few weeks later 27056 was moved under its own power for light shunting duties, and a through inspection of the power unit showed that just about every bearing had worn out and needed replacement. The loco was once again stopped and the then diesel team set about stripping the power unit into it bare components. New main bearings/big end bearings, two new piston heads, complete set of piston rings/ and all the cylinder liners were honed out and once all the new items had arrived on site (a long delay in manufacturing big end bearings) and the power unit was duly re-assembled and by September 2002 the power unit was restarted and all was well. A couple of electrical issues were attended to and after a period of running in the loco was released into active service once again. The loco was performing around 85% performance nothing a few repairs/teaks wouldn't sort out. The external side was looking rather tatty (still in grey undercoat ready for the BR blue it never received) and required a repaint, this is where your webmaster steps in to help!!! I agreed with the owner that I wanted to help and would conduct an external repaint to tidy the loco up, suitable Williamson's paint was purchased and various other tools to complete the job and it was then I discovered why BRCW machines were designed to rot.
D5401/27112/27056 Preservation Career (Second Coming)
The start of this "second coming" began when the loco was stopped due to a seized exhauster in the April of 2003 and this was duly stripped and freed up and rebuilt. It became apparent with BRCW machines that they are bodywork is not built to last, a welding contractor was used to replace rust with metal and both front cab window sets were taken out and after new metal was welded in place new rubber seals fitted. The cab floor in No2 end on the secondman side received heavy attention. The repaint into BR green without yellow warning panels was completed as the weather allowed and various engine issued sorted like replacing the MCC coil contactor after its failure during the N&LR 2005 diesel gala and a few months later the spectacular demise of the triple pump, Also it was discovered during another inspection of the main generator that the labryinth seal on the power unit was badly worn and wasn't repaired during the main power unit overhaul this was a quite involved repair, these are just a few of the items attacked since 2003. During the late part of 2006 a request from the GCR to hire 27056 for their 2007 running season was accepted and after basic standard checks and servicing of various items the loco was duly trasnferred by road and arrived in middle March 2007. The season went very well with only one or two items showing the need for some attention, the main one being a Traction Motor flashover in September which after inspection was found to be a defective brush box fingers, the SRPS diesel team at Bo'ness came to the rescue again with loan of spare Class 27 parts. The loco ran extremely well considering its long periods of slow speed running at the N&LR and long periods of idling. The EMRPS photo charter group asked to hire the class 27 for a charter in early September 2007 and great weather and a rake of windcutters the results were excellent and this was done by an exceptional team of photographers. By this time news of the locos profile had reached the Llangollen railway and a request to hire the loco for their October diesel event. This happily fitted in with the tranfer from the GCR back to the N&LR, so it was arranged for a flying visit for one weekend only. The diesel team at the Llangollen are a good bunch, well established and extremely helpful and I returned their positive welcome with a fully working type 2 loco that produced an outstanding performance considering its problems only three weeks earlier. The loco received its hardest workout since its BR days and did me proud.
But a looming task lay ahead, during the final weekend running at the GCR (September 2007) one of the radiator settling tanks developed a leak and the loco had to be topped up before evey running day. So after its excellent visit to the Llangollen railway the loco return to the N&LR in early October 2007 with many miles under its belt and a well run in power unit, a few running days were run at the N&LR and the loco was stopped pending this large repair task. This has taken nearly all of the 2008 season to dismantle/ replace and conduct an indepth overhaul but fingers crossed this work shall be sound for many years to come with the locomotive returned to active use in mid October 2008. A decision by the locomotive owners to transfer the class 27 back to the GCR for a much longer term was agreed and the locomotive was once again transferred in late October 2008 but the locomotives original roots since its presevation life began at the N&LR have not been forgotten as it is hoped it will return their one day.
The 2009 running season at the GCR has seen D5401 being used extensively in the early part of the year. A short visit to the Nene Valley Railway diesel gala in March was a successful venture being part of a already excellent history of previous galas. Also various maintenance tasks have been undertaken including replacement of the intercooler core in an attempt to cure a low power problem, Painting work has finally conmenced for Cab No1 and is done bit by bit when time permits. Some welding work has been identified on one roof section and will be completed at the end of the running season and many other jobs aswell. 2010 season is looking to be a quite season for D5401 at the GCR, it is hoped the locomotive will be avaliable for all the GCR seasonal diesel related events
So what of the years to come??? hopefully further hire stints to other preserved railways, carrying on with nessercary work and maybe re-commissioning of the steam heat system depending on the inspection to determine its overall condition and when the bodywork overhaul comes round a again a repaint into the correct shade of green and more added features to return the loco to 1962 as built condition.
|