British Rail Class 43 | |
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D852 'Tenacious' at Old Oak Common in 1964 | |
Power type | Diesel-hydraulic |
Builder | North British Locomotive Co. |
Serial number | 27962–27994 |
Build date | 1960–1962 |
Total produced | 33 |
Configuration | B-B |
UIC classification | Bo'Bo' |
Gauge | 4 ft 8 1⁄2 in (1,435 mm) Standard gauge |
Wheel diameter | 3 ft 3 1⁄2 in (1.003 m) |
Minimum curve | 4.5 chains (91 m) |
Wheelbase | 48 ft 3 in (14.71 m) |
Length | 60 ft 0 in (18.29 m) |
Width | 8 ft 10 in (2.69 m) |
Height | 12 ft ½ in (3.67 m) |
Locomotive weight | 79.50 long tons (80.8 t) |
Fuel capacity | 800 imp gal (3,600 l; 960 US gal) |
Prime mover | NBL-MAN L12V 18/21, 2 off |
Transmission | Hydraulic, Voith LT306r |
Multiple working | ◆ White Diamond |
Top speed | 90 mph (145 km/h) |
Power output | Engines: 1,100 bhp (820 kW) × 2 |
Tractive effort | Maximum: 49,030 lbf (218 kN) |
Train heating | Steam |
Train brakes | Vacuum |
Career | British Railways |
Number | D833–D865 |
Nicknames | “Warship” |
Axle load class | Route availability 7 (RA 6 from 1969) |
Retired | 1969–1971 |
The British Rail Class 43 diesel-hydraulic locomotives were built by the North British Locomotive Company (NBL) from 1960–1962.
Contents |
The D800 series diesel-hydraulic 'Warship Class', of B-B wheel arrangement, was constructed by two different builders. Those locomotives built by British Railways at Swindon Works were originally numbered D800-D832 and D866-D870. They were allocated Class 42 with the advent of TOPS, while those built by the North British Locomotive Company (NBL) were originally numbered D833-D865 and allocated Class 43. Because of their early withdrawal dates, neither the Swindon- nor the NBL-built locomotives carried TOPS numbers. More detail on factors common to both types can be found in the article on the Swindon-built British Rail Class 42.
The NBL-built D800s differed mechanically from the Swindon-built batch: the Swindon locomotives used Maybach engines connected to Mekydro hydraulic transmissions whereas the NBL-built examples used MAN engines and Voith transmissions. NBL had entered into an arrangement with the German company MAN AG in the early 1950s to market MAN's engine designs in the UK: NBL were anxious to enter the diesel locomotive market, especially once it became apparent that British Railways would be seeking large quantities of such locomotives when the "Modernisation Plan" was announced. MAN were equally keen to obtain a slice of the UK market for themselves. The first results of this collaboration were the D600-D604 locomotives which failed to take advantage of the weight-saving potential of light alloy stressed-skin construction allied to hydraulic transmissions.
No further examples of this design were ordered but NBL then received an order for 33 locomotives to a more advanced design, the D800 design drawn up by Swindon Works. The prime mechanical components of these were two MAN L12V18/21B diesel engines, each rated at 1,100 hp (820 kW) at 1530 rpm and coupled to a Voith LT306r hydraulic transmission; each engine/transmission combination drove one bogie. Unlike the Mekydro four-speed transmissions in the Swindon-built locomotives, the Voith was only a three-speed design but was chosen because it kept compatibility with D600-4 and because NBL already had a licence to manufacture it. Whereas the Swindon-built locomotives had all their engines and transmissions supplied by the German manufacturers (albeit with ten engines and three transmissions supplied as kits of parts for the British licensee to re-assemble) the engines and transmissions required for D833-65 were all built by NBL.
In operational service, the NBL locomotives were less reliable than their Swindon-built cousins. Mild steel was used for the exhaust manifolds and these components were prone to fracture. Not only did this result in a loss of exhaust pressure to drive the turbochargers but also the driving cabs rapidly filled with exhaust fumes. The MAN-built engines used in the German DB class V 200 design had nickel-resist steel manifolds and were far less troublesome. The engine design also suffered from being quite highly rated for a design with no active piston cooling and piston ring life expectancy was decreased as a result. One MAN L12V18/21B was sent to the British Internal Combustion Engine Research Association for various tests and potential modifications to improve the deficiencies but nothing ever came of this. Further problems arose because of the conversion from metric to imperial feet and inches when the MAN drawings were received by NBL. It is almost certain that rounding errors in these conversions resulted in poor tolerances and lowered reliability in practice. Despite all this figures for 1965 show the North British Warships covering a far greater annual mileage than contemporary type 4's such as the Westerns, Peaks and Brush type 4.
The NBL-built D800s were withdrawn before their Class 42 sisters, themselves doomed to a short life because of the decision to standardise on diesel-electric transmission for mainline locomotives. None has survived into preservation. They were allocated to Bristol Bath Road, Laira Plymouth, Newton Abbot and Old Oak Common.
Running number | Name | Date to traffic | Date withdrawn | Notes |
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D833 | Panther | 6 July 1960 | 3 October 1971 | Built by NBL, date of order 3 July 1958, maker's order no. L100, Swindon lot no. 443 Cut up 05.02.72 at Swindon |
D834 | Pathfinder | 26 July 1960 | 3 October 1971 | Cut up 18.02.72 at Swindon |
D835 | Pegasus | 5 August 1960 | 3 October 1971 | Cut up 11.12.71 at Swindon |
D836 | Powerful | 13 September 1960 | 22 May 1971 | Cut up 10.03.72 at Swindon |
D837 | Ramillies | 8 November 1960 | 22 May 1971 | Cut up 23.06.72 at Swindon |
D838 | Rapid | 3 October 1960 | 27 March 1971 | Cut up 29.07.72 at Swindon |
D839 | Relentless | 12 November 1960 | 3 October 1971 | Cut up 04.08.72 at Swindon |
D840 | Resistance | 3 February 1961 | 26 April 1969 | Cut up 26.05.71 at Swindon |
D841 | Roebuck | 14 December 1960 | 3 October 1971 | Cut up 25.02.72 at Swindon |
D842 | Royal Oak | 20 December 1960 | 3 October 1971 | Cut up 17.03.72 at Swindon |
D843 | Sharpshooter | 2 January 1961 | 22 May 1971 | Cut up 21.04.72 at Swindon |
D844 | Spartan | 16 March 1961 | 3 October 1971 | Cut up 26.05.72 at Swindon |
D845 | Sprightly | 7 April 1961 | 3 October 1971 | Cut up 19.05.72 at Swindon |
D846 | Steadfast | 12 April 1961 | 22 May 1971 | Cut up 24.12.71 at Swindon |
D847 | Strongbow | 22 April 1961 | 27 March 1971 | Cut up 17.03.72 at Swindon |
D848 | Sultan | 27 April 1961 | 26 March 1969 | Cut up 26.05.71 at Swindon |
D849 | Superb | 29 May 1961 | 22 May 1971 | Cut up 07.07.72 at Swindon |
D850 | Swift | 8 June 1961 | 22 May 1971 | Cut up 03.03.72 at Swindon |
D851 | Temeraire | 10 July 1961 | 22 May 1971 | Cut up 09.06.72 at Swindon |
D852 | Tenacious | 24 July 1961 | 3 October 1971 | Cut up 02.06.72 at Swindon |
D853 | Thruster | 30 August 1961 | 3 October 1971 | Cut up 16.06.72 at Swindon |
D854 | Tiger | 26 September 1961 | 3 October 1971 | Cut up 05.05.72 at Swindon |
D855 | Triumph | 25 October 1961 | 3 October 1971 | Cut up 28.04.72 at Swindon |
D856 | Trojan | 16 November 1961 | 22 May 1971 | Cut up 07.01.72 at Swindon |
D857 | Undaunted | 11 December 1961 | 3 October 1971 | Last NBL-built D8xx to be withdrawn; Undaunted was simply switched off in full working order. Cut up 28.04.72 at Swindon |
D858 | Valorous | 15 December 1961 | 3 October 1971 | Cut up 09.06.72 at Swindon |
D859 | Vanquisher | 9 January 1962 | 27 March 1971 | Cut up 30.06.72 at Swindon |
D860 | Victorious | 22 January 1962 | 27 March 1971 | Cut up 04.12.71 at Swindon |
D861 | Vigilant | 14 February 1962 | 3 October 1971 | Cut up 29.07.72 at Swindon |
D862 | Viking | 13 March 1962 | 3 October 1971 | Cut up 12.05.72 at Swindon |
D863 | Warrior | 7 April 1962 | 26 March 1969 | Cut up at J Cashmore Ltd, Newport |
D864 | Zambesi | 10 May 1962 | 27 March 1971 | Was to have been named Zealous Cut up 19.11.71 at Swindon |
D865 | Zealous | 28 June 1962 | 22 May 1971 | Was to have been named Zenith Cut up 09.06.72 at Swindon |
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