Diesel Hydraulic
The diesel engine output shaft is coupled to a hydraulic transmission, gearbox and final drive, cardan shafts connect to bevel gearboxes on the individual axles. Automatic gear changes ensure a smooth take-up of torque.
The British Transport Commission placed an order with North British in 1957 to design and build five Type 4 A1A-A1A Warships, D600-4, as part of the Pilot Scheme. Six Type 2's using similar construction methods and with MAN engines and transmissions were also ordered from NB and numbered D6300-5. These two locomotive types were to be evaluated by the BTC as a direct comparison of their hydraulic transmissions with the English Electric Type 4 and the NB Type 2 with electric transmission.
The Western Region of British Railways had already decided to adopt hydraulic transmission as the standard for all mainline locomotives and were designing their own production fleet of Warships, under licence form Krauss Maffei of Germany. BR Swindon designed and built the B-B Warships based on the German V200, but the extent of redesign above floor level to accommodate the British loading gauge meant that they were very confined inside the engine room. Three locomotives were built under the Pilot Scheme and a further 68 Warships were built by BR Swindon and North British Glasgow between 1958 and 1962.
Then in 1961 perhaps the ultimate locomotive on this planet, the Western 2700HP diesel hydraulic, was rolled out of Swindon Works. This C-C locomotive had been designed by the BR Swindon engineers based on the Krauss Maffei M300, but using the more powerful MD655 Maybach diesel engine, and Sir Misha Black had collaborated on the external appearance. The first 30 were built at Swindon and then construction transferred to Crewe for the remaining 44 locomotives. Wearing a GWR style cabside numberplate in aluminium and all named with the 'Western' theme, these locomotives captured the trainspotters' imagination like no other modern traction Class. Locomotives appeared in a variety of livery’s including desert sand, golden ochre, green, maroon, and two shades of blue.
The Hymek Type 3 B-B was designed by Beyer Peacock, and 101 of these 1700HP locomotives were built from 1961-64. Cabside numbering was by individual raised stainless steel letters and numerals. These locomotives were very successful, and the last withdrawal was in March 1975.
The last of the Swindon designed and built diesel hydraulics was a 650HP 0-6-0 locomotive introduced in 1964 for yard shunting and local trip work. This Type 1 was a success, but all too soon the work for which they were designed had disappeared and withdrawals began as early as 1968.
A major component of the National Traction Plan was the decision to abandon hydraulic transmission, and to standardise on Diesel Electric locomotives. This decision signalled the end of the Western Region's Warship, Western, Hymek, NB Type 2 and the Type 1. The withdrawal of the hydraulics was implemented over the period 1967 to 1977, when the last Westerns were retired.
The five NB Warships were early casualties in 1967, thought they had been less successful than the other designs and were considered inferior to the Swindon Type 4's.
Thus the BTC/WR had introduced six classes of diesel hydraulic in the Type 1-4 power ranges and five of those had been an overall success, and became unreserved favourites with enthusiasts. Their demise was a 'political' decision and was not a true reflection on the locomotives' performance in service.
Thankfully no diesel hydraulic had to suffer the fate of carrying five-digit TOPS numbering.
There is a healthy preservation movement dedicated to the WR hydraulics and four of the Classes can still be seen in action at various railways throughout the country. The West Somerset Railway is host to examples of all four types.
Several Classes of shunting locomotives had hydraulic transmission.
On today’s railway, a number of Diesel Multiple Units employ hydraulic transmission.
The diesel engine output shaft is coupled to a hydraulic transmission, gearbox and final drive, cardan shafts connect to bevel gearboxes on the individual axles. Automatic gear changes ensure a smooth take-up of torque.
The British Transport Commission placed an order with North British in 1957 to design and build five Type 4 A1A-A1A Warships, D600-4, as part of the Pilot Scheme. Six Type 2's using similar construction methods and with MAN engines and transmissions were also ordered from NB and numbered D6300-5. These two locomotive types were to be evaluated by the BTC as a direct comparison of their hydraulic transmissions with the English Electric Type 4 and the NB Type 2 with electric transmission.
The Western Region of British Railways had already decided to adopt hydraulic transmission as the standard for all mainline locomotives and were designing their own production fleet of Warships, under licence form Krauss Maffei of Germany. BR Swindon designed and built the B-B Warships based on the German V200, but the extent of redesign above floor level to accommodate the British loading gauge meant that they were very confined inside the engine room. Three locomotives were built under the Pilot Scheme and a further 68 Warships were built by BR Swindon and North British Glasgow between 1958 and 1962.
Then in 1961 perhaps the ultimate locomotive on this planet, the Western 2700HP diesel hydraulic, was rolled out of Swindon Works. This C-C locomotive had been designed by the BR Swindon engineers based on the Krauss Maffei M300, but using the more powerful MD655 Maybach diesel engine, and Sir Misha Black had collaborated on the external appearance. The first 30 were built at Swindon and then construction transferred to Crewe for the remaining 44 locomotives. Wearing a GWR style cabside numberplate in aluminium and all named with the 'Western' theme, these locomotives captured the trainspotters' imagination like no other modern traction Class. Locomotives appeared in a variety of livery’s including desert sand, golden ochre, green, maroon, and two shades of blue.
The Hymek Type 3 B-B was designed by Beyer Peacock, and 101 of these 1700HP locomotives were built from 1961-64. Cabside numbering was by individual raised stainless steel letters and numerals. These locomotives were very successful, and the last withdrawal was in March 1975.
The last of the Swindon designed and built diesel hydraulics was a 650HP 0-6-0 locomotive introduced in 1964 for yard shunting and local trip work. This Type 1 was a success, but all too soon the work for which they were designed had disappeared and withdrawals began as early as 1968.
A major component of the National Traction Plan was the decision to abandon hydraulic transmission, and to standardise on Diesel Electric locomotives. This decision signalled the end of the Western Region's Warship, Western, Hymek, NB Type 2 and the Type 1. The withdrawal of the hydraulics was implemented over the period 1967 to 1977, when the last Westerns were retired.
The five NB Warships were early casualties in 1967, thought they had been less successful than the other designs and were considered inferior to the Swindon Type 4's.
Thus the BTC/WR had introduced six classes of diesel hydraulic in the Type 1-4 power ranges and five of those had been an overall success, and became unreserved favourites with enthusiasts. Their demise was a 'political' decision and was not a true reflection on the locomotives' performance in service.
Thankfully no diesel hydraulic had to suffer the fate of carrying five-digit TOPS numbering.
There is a healthy preservation movement dedicated to the WR hydraulics and four of the Classes can still be seen in action at various railways throughout the country. The West Somerset Railway is host to examples of all four types.
Several Classes of shunting locomotives had hydraulic transmission.
On today’s railway, a number of Diesel Multiple Units employ hydraulic transmission.