D3 at Perth

Just watching Railway Roundabout 1960. What is Skiddaw doing this far North?

 

D1-D10 were first allocated to Camden and used on WCML services and D3 was one of the class later allocated to Crewe from Period 05/1960 until Period 02/1962 when it was transferred to Toton. As such it would be trialled on the Euston - Perth service - one of the longest Crewe workings (the footplate crew worked the train throughout IIRC). Once at Perth the depot occasionally used the Crewe loco on services to either Glasgow (Buchanan St) or Aberdeen during the lay-over. I still recall 46248 City of Leeds appearing at Edinburgh Waveley on a Footex from Perth when St Johnstone were playing away to the Hibees at Easter Rd - and the surprise of the local enthusiasts when it steamed through Princes St Gardens.

 

I seem to remember a photo of 46248 at Edinburgh appearing in one of the magazines at the time.

 

Cheers Gents. Knew somone would enlighten me. You wouldn't associate a 44 with Scotland normally would you?

 

I guess not, but thats what I loved about the 60's, 'foreign stuff' used to appear in the strangest places. RM ran a feature on that very subject recently.

 

Yes I saw that. Its Intresting to see these rare workings for example I know its well known that 33's worked to York, but be intresting to know what they worked up from Smethwick when they were brand new.

 

They were all allocated first to Hither Green I think (for commissioning?). Probably went there light or in pairs.

Some were loaned out to Finsbury Park and New England, possibly for crew training for the cement workings up the ECML.

 

I copped both D2 and D6 whilst spotting at Wigan in 1962, the latter was on the down Mid-Day Scot, for a young lad they were easy to tell at a distance over the "long nose" type 4's (class 40's).
I recall D2 hung around longer at Crewe before being moved to Toton with the rest of the bunch, there was some high speed testing on the WCML going on which it was involved with.

 

And here was me expecting to see a picture of an Ivatt 4-4-0.

 

Yes in 1963 D2 was "approved" for 100 mph (the only "Peak" to be so authorised) for trial running in conjunction with the proposed electrification timetables.

 

Apparently they used to modify them at Toton to 2700hp whenever they were deregulated to the supposed output at Derby it was first job on depot!

 

Never ceases to amaze what you can learn on here. Cheers all!

 

I remember reading i think it was last year in the Railway Magazine about the uprating in use of many diesel types, i think it was a little box with news from years ago 100 years, 50 years etc, so didn't have much more than that.

Interesting about the peaks being uprated to near enough what the 47s were derated from.

Any other classes where in service they operated regularly above their rated power?

 

Michael Oakley, a noted train timer in the 1970 / 1980 period used his timings to calculate that Inverness had "uprated" the 26s to 1250 hp; that Laira had "uprated" 50009 to 3250 hp; that Toton still operated D2 at its original 2500 hp until final withdrawal and that the Deltics were uprated to 3600 hp. Since these figures were obtained by calculation they were never widely publicised but hearsay suggested that his calculations were nearer to the mark than many critics realised.

The comments re the Peak uprating to 2700 I presume refers to Class 45 locos (to cover the ETH requirements ?) as the Class 44 variants were restricted to freight and were quite adequate at their normal rating of 2300 hp.

The Class 30 / 31 were officially uprated with some East Anglian locomotives supplied with 1600 hp rated engines whilst D5835 was officially rated at 2000 hp when introduced. As noted the crankcase failures due to design flaws led to the introduction of the class 37 engine albeit without the charging that resulted in the lower horse-power.

 

How does rating the same engine at a higher horse power work, stuffing more fuel in, higher rev's, more volts from the generator or what?

 

So on the down side, if you wanted to reduce the rating, you would put in some control measure to limit the the max. RPM? What would that be, a fuel limiter or an electrical limiter, or something?
I remember a lot of Class 47's were reduced from 2750 to 2580 hp (as quoted in the Ian Allan Combine!), presumably as a way of improving reliability and/or cost saving on maintenance?

 

The Class 47s were initially rated at 2750 hp by uprating the 2500 hp 12LDA28-B engine from 750 rpm to 800 rpm but once the crankcase faults developed they were de-rated to 2580 by the expedient of reducing the engine speed from 800 rpm to 750 rpm. On the other hand the Class 33s were limited to 85 mph by setting the governor to restrict the engine output as appropriate to that speed.