Deltic Diesel locomotive concepts fact and fiction

[McColm]

I have the 00/Ho Dapol Kitmaster C009 Deltic Diesel locomotive plastic kit in my stash,  unfortunately there's no glazing or decals present although you do get printed instructions with a diagram of where the parts should fit when assembled.
The DP1 or Deltic prototype evolved into the Class 55 and at the time it entered service with British Rail was the most powerful locomotive in the world. Which leads to a question was the DP1 used as a testbed for the Class 40?
I have read that there was a request for a more powerful Class 55 which became the Class 37 with the split windowscreen having a third window inserted and a new face.
The possibilities of whiffery become into their own, there must have been conversion sets available or upgrades with pipes, numbers, etched parts and snowploughs. I just haven't found any yet.
I hope to have one or two running on my own layout when it's finished.

[PR19_Kit]

Which leads to a question was the DP1 used as a testbed for the Class 40?

I have read that there was a request for a more powerful Class 55 which became the Class 37 with the split windowscreen having a third window inserted and a new face.

No and no.............

The Class 40 had a V12 engine, and it was nothing like a Deltic, and was more based on the LMS's 10000 Class diesels.

A Class 37 is a LOT less powerful than a Deltic, and it's in a totally different class.

[McColm]

Which leads to a question was the DP1 used as a testbed for the Class 40?

I have read that there was a request for a more powerful Class 55 which became the Class 37 with the split windowscreen having a third window inserted and a new face.

No and no.............

The Class 40 had a V12 engine, and it was nothing like a Deltic, and was more based on the LMS's 10000 Class diesels.

A Class 37 is a LOT less powerful than a Deltic, and it's in a totally different class.

Thanks for the information

[McColm]

I've just been watching a few videos on YouTube about the Class 55 locomotives,  there were 20 built with the Napier engines. With a maximum speed limit of 120mph. The first of the high speed trains which ran for 20 years with British Rail. Some of the locomotives had a two-tone paint scheme with the darker colour painted on the fuel tanks instead of being painted black.

[PR19_Kit]

But in service the 55s were limited to 100 mph due to the signalling systems in use. There are a few documented cases of them running up to 105 mph, but they were during test runs.

[McColm]

But in service the 55s were limited to 100 mph due to the signalling systems in use. There are a few documented cases of them running up to 105 mph, but they were during test runs.

I  wonder how long it took to stop the train from 100mph to 0mph?

[PR19_Kit]

Quite a long time compared to a car, but then a train weighs a LOT more.

Somewhere I have a voice recording of our speed record run in the APT-E in 1975, and that took quite a distance to stop from 152 mph, but we had to stop in the SAME distance as a fully loaded Class 55. I'll try and dig it out and find the time and distance.

[Gondor]

Quite a long time compared to a car, but then a train weighs a LOT more.

Somewhere I have a voice recording of our speed record run in the APT-E in 1975, and that took quite a distance to stop from 152 mph, but we had to stop in the SAME distance as a fully loaded Class 55.

That would have taken some doing.

Gondor

[zenrat]

IIRC a passenger train doing 60mph will take 1 1/4 miles to stop if the driver makes a full brake application (emergency stop).
There are obviously a lot of variables which affect this distance.

[PR19_Kit]

Quite a long time compared to a car, but then a train weighs a LOT more.

Somewhere I have a voice recording of our speed record run in the APT-E in 1975, and that took quite a distance to stop from 152 mph, but we had to stop in the SAME distance as a fully loaded Class 55.

That would have taken some doing.

Of course, but we did it.

That's why the APT-E had four braking systems, rheostatic braking via the traction motors, Hydrostatic barking on the trailer bogies, and two different types of friction brakes on the power cars and trailer cars.

[zenrat]

Quite a long time compared to a car, but then a train weighs a LOT more.

Somewhere I have a voice recording of our speed record run in the APT-E in 1975, and that took quite a distance to stop from 152 mph, but we had to stop in the SAME distance as a fully loaded Class 55.

That would have taken some doing.

Of course, but we did it.

That's why the APT-E had four braking systems, rheostatic braking via the traction motors, Hydrostatic barking on the trailer bogies, and two different types of friction brakes on the power cars and trailer cars.

But when it came down to it you still had steel wheels on steel rails.  Hopefully without a mulch of leaves between them acting as a friction reducer.

[PR19_Kit]

Actually there was what we called 'The January 9th Incident' on the Test Track, when the APT POP-Train, a skeleton structure used to test various components, went clean off the end of the track just because of the post Christmas holiday rust and leaves on the track, which caused the wheels to lock up, and it slid about 1/4 mile!

It was the first time POP-Train had gone anywhere without me, and immediately afterward they replaced the sign on the door which said 'This train must not be moved without Kit Spackman being on board'. 

[JayBee]

Ha, Ha, Ha!

[NARSES2]

 

[zenrat]

ISTR it was Sycamore leaves which created the slipperiest mulch (ie the wrong sort of leaves)..
When at Railtrack Southern Zone I used to work with the guys responsible for cutting down any Sycamores growing too close to the tracks.
While cutting them they would get protesters trying to stop them and then as soon as they had finished neighbours would appear from further down the line begging them to cut down the trees blocking the light from their gardens or messing with their TV reception.