British Rail HS4000: Difference between revisions
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{{Short description|1967 prototype diesel locomotive}} |
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{{UK Train 1 |
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{{Use dmy dates|date=December 2016}} |
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| image = |
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{{Use British English|date=December 2016}} |
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| caption = |
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{{Infobox locomotive |
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| name = HS4000 "Kestrel" |
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|name = HS4000 "Kestrel" |
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| pre_tops = |
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|powertype = Diesel-electric |
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| tops_numbers = |
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|image = HS 4000 Barrow Hill Open Day 1971.jpg |
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| aka = |
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|caption = HS 4000 at Barrow Hill Open Day 1971 |
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| builder = [[Hawker Siddeley]] |
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|builder = [[Hawker Siddeley]], at [[Brush Traction]], [[Loughborough]] |
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| introduced = 1968 |
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|builddate = Completed in 1967 |
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| production = |
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|serialnumber = Brush 711 (1967)<ref name="glos"/><ref name="hs"/> |
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| successor = |
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|gauge = ''Initially'': {{track gauge|1435 mm}} (UK)<br>''After 1971'': {{track gauge|1520 mm|allk=on}}<ref name="i"/> |
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| engine = Sulzer 16LVA24 |
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|transmission = three phase AC alternator, DC traction motors<ref name="glos"/> |
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|tractionmotors = 6 Brush Motors (DC) |
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| wheelarr = Co-Co |
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|uicclass = Co′Co′ |
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| wheeldiameter = |
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|wheeldiameter = {{convert|3|ft|7|in|m|3|abbr=on}}<ref name=Toms76>{{harvnb|Toms|1978|page=76}}</ref><br>{{convert|1092|mm|2|abbr=on}}<ref name="i"/> |
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| minimumcurve = |
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|locobrakes = |
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| brakes = Dual |
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|trainbrakes = Dual (Air and Vacuum), electric regenerative dynamic brakes<ref name="glos"/> |
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| brakeforce = |
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|wheelbase ={{convert|51|ft|8|in|m|2|abbr=on}}<ref name="i"/><br>Outer wheelset distance to middle axle: {{convert|7|ft|3|in|m|2|abbr=on}}<ref name="glos"/><ref name="i"/><br>Inner wheelset distance to middle axle: {{convert|7|ft|8|in|m|2|abbr=on}}<ref name="glos"/> |
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| wheelbase = |
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|length = {{convert|66|ft|6|in|m|2|abbr=on}}<ref name="i">[http://ivan1950.tripod.com/Disel-Kestrel.html Diesel HS400 (Kestrell)] (Russian) ''ivan1950.tripod.com'' information from "Локомотивы и моторвагонный подвижной состав железных дорог Советского Союза. 1966-1975", Ракова, Москва "Транспорт" 1979 г. (English:Locomotives and multiple train units rolling stock of railways of the Soviet Union. 1966–1975, Rakov, Moscow "transport" 1979)</ref> |
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| length = 20.26m (66 ft 6 in) |
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|width = {{convert|8|ft|9+3/4|in|m|2|abbr=on}} |
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|height = {{convert|12|ft|9+3/4|in|m|2|abbr=on}} |
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| height = 3.96m (13 ft ½ in) |
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|locoweight = {{convert|133|LT|6|lcwt|sigfig=3}}<ref name="glos"/><ref name="hs"/>{{refn|group=note|Weighed at Derby on 22 January 1968, producing an overweight result.<ref name=Toms77>{{harvnb|Toms|1978|page=77}}</ref>}}<br>126 t<ref name="i"/>{{refn|group=note|Estimated, fully loaded, overall weight target.<ref name="Toms76-77">{{harvnb|Toms|1978|pages=76–77}}</ref>}} |
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| weight = 133 tonnes |
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|axleload = ~22.2 long tons<br>21.5 t (''with Class 47 type bogies'') |
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| maximum_speed = 125mph |
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|maxspeed = {{convert|110|mph|km/h|abbr=on}} |
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| enginehp = 4,000 hp |
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|poweroutput = ''Engine:'' {{convert|4000|hp|kW|0|abbr=on|lk=in}} @1,100 rpm<ref name="glos"/><ref name="i"/><br>''At rail:'' {{convert|2500|kW|hp|0|abbr=on}}<ref name="glos"/> |
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| railhp = 3,412 hp |
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|primemover = Sulzer 16LVA24<ref name="glos"/> |
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| maxtracteff = |
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|tractiveeffort = <!-- {{convert|70000|lbf|kN|2|abbr=on|lk=on}} IS THIS RIGHT? <br>-->{{convert|450|kN|lbf|abbr=on}}<ref name="i"/> ''maximum''<br>{{convert|270|kN|lbf|abbr=on}} @ {{convert|30|km/h|mph|abbr=on}}<ref name="i"/><br>{{convert|187|kN|lbf|abbr=on}} @ {{convert|45|km/h|mph|abbr=on}}<ref name="i"/> |
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| conttracteff = |
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|fuelcap = {{convert|1000|impgal|abbr=on}} |
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| fuel_capacity = 4,546 litres (1,000 gallons) |
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|axleloadclass = |
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| heating = |
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|operator = [[British Railways]], [[Soviet Railways]] |
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| multi_working = |
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|disposition = Exported to Russia July 1971, later scrapped c. 1993. |
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| route_avail = |
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| operators = |
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}} |
}} |
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'''HS4000 Kestrel''' was a prototype high-powered mainline diesel locomotive that was built in 1967 by [[Brush Traction]], [[Loughborough]], as a technology demonstrator for potential future [[British Rail]] and export orders.<ref name="rc">{{usurped|1=[https://web.archive.org/web/20030130123916/http://www.therailwaycentre.com/Pages%20Loco/Recognition%20loco/Illus_HS4000.html Recognition and Equipment information, HS4000]}} ''therailwaycentre.com''</ref> The locomotive number is a combination of the initials of [[Hawker Siddeley]] (the owners of Brush Traction) and the power rating of its [[Sulzer (manufacturer)|Sulzer]] diesel engine (4,000 hp), making it the most powerful locomotive built by the company.<ref name="rc"/><ref>{{cite web |title=HS4000 'Kestrel' The world's most powerful Sulzer engined diesel locomotive. |url=https://www.derbysulzers.com/HS4000.html |website=Derby Sulzers |access-date=20 November 2020}}</ref><ref>{{cite web |title=KESTREL – A 50 YEARS OLD FLIGHT OF FANCY?? |url=https://twsmedia.co.uk/kestrel-a-50-years-old-flight-of-fancy/ |website=Railway Matters on Track |publisher=WordPress.com |access-date=20 November 2020 |archive-date=29 October 2020 |archive-url=https://web.archive.org/web/20201029042809/https://twsmedia.co.uk/kestrel-a-50-years-old-flight-of-fancy/ |url-status=dead }}</ref> |
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'''HS4000''', named ''Kestrel'', was a prototype high-powered mainline diesel locomotive built in 1968 by [[Brush Traction]], [[Loughborough]] to demonstrate its wares to [[British Rail]]ways. The number indicated '''H'''awker '''S'''iddeley (the owner of Brush) '''4000'''hp (the power rating of its Sulzer engine). |
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It was of Co-Co [[UIC classification|wheel arrangement]] and was fitted with a Sulzer 16LVA24 engine |
It was of Co-Co [[UIC classification|wheel arrangement]] and was fitted with a Sulzer 16LVA24 engine rated at {{convert|4000|hp}} providing a maximum speed of {{convert|110|mi/h|km/h|abbr=on}}{{refn|Sustained maximum speed, based on the [[traction motor]] gearing<ref name="hs" />|group=note}} and weighed 133 tonnes. It was painted in a livery of [[yellow ochre]] with a broad chocolate-brown band around the lower bodyside separated by a thin white line running around the body. |
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==Background and design== |
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BR encountered difficulties in testing the locomotive because of its high axle load (the same as descendant class 56 which encountered no such resistance due to its much lower maximum speed), but were able to test it on freight workings between Mansfield (LD) and Whitemoor, where it successfully demonstrated the potential of its high power rating. Brush were keen to see the prestigious engine on the front of a passenger train and in 1969 lighter class 47 bogies were fitted to reduce the axle load, and it was used on passenger services out of London Kings Cross. |
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In the mid-1960s British rail produced specifications for [[British Rail locomotive and multiple unit numbering and classification#Diesel locomotives|type 5 locomotives]] weighing less than 126 tonnes with more than {{convert|3000|hp|kW|abbr=on}} of power for both passenger and freight working.<ref name="glos">[http://glostransporthistory.visit-gloucestershire.co.uk/railwayraptors.htm THE RAILWAY RAPTORS] ''section'' HS4000 KESTREL ''glostransporthistory.visit-gloucestershire.co.uk''</ref> Brush Electric Engineering Ltd. (''Brush Traction'') in association with [[Sulzer (manufacturer)|Sulzer Brothers Ltd.]] responded with a {{convert|4000|hp|kW|abbr=on}} locomotive for British Rail's appraisal. The body, exterior details, control console, and colours were designed by E.G. M. Wilkes of "Wilkes & Ward"<ref>As per hand written annotation on the rear of a photograph of the HS4000 which was written by E.G.M. Wilkes himself. Photo among Wilkes' own archive of photos sold at auction on 14/02/2019: https://www.henryadamsfineart.co.uk/lot/47685</ref> (later Wilkes & Ashmore, industrial design firm based on Horsham, West Sussex). The design principle was that a single engine would require less maintenance than twin-engined vehicles, and that the very high power would mean that double heading for freight trains would be unnecessary.<ref name="glos"/><ref name="hs" >{{Cite web |
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|url=http://www.derbysulzers.com/HS4000.html |
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|title=HS4000 'KESTREL' : The world's most powerful Sulzer engined diesel locomotive |
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|website=derbysulzers.com |
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}}</ref> |
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===Diesel engine=== |
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<!-- Image with unknown copyright status removed: [[Image:kes2.jpg|thumb|left|Kestrel being lifted onto Krasnokamsk at Cardiff docks]] --> |
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Brush employed [[Sulzer (manufacturer)|Sulzer]]'s 16-cylinder Vee 16LVA24 engine made in [[Winterthur]]. Previous experience with Sulzer's 12-cylinder twin parallel-bank dual-crank 12LDA28 engine had gone well, but the highest power available from Sulzer in this form was the 12LDA31 of {{convert|2350|hp|abbr=on}}.<ref name="dsul">[http://www.derbysulzers.com/sulzerengine.html The Sulzer engine in diesel traction : A potted and incomplete history 1912 - 1990] ''www.derbysulzers.com''</ref> Not only did the V engines provide over {{convert|3000|hp|abbr=on}}, but being single-crank with the consequently lighter engine block (over the dual-bank design) gave a better power-to-weight ratio.<ref name="dsul"/> |
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In March 1971 it was withdrawn from service in the UK and sent back to Brush for refitting. Following the Hither Green disaster (1967 - 49 dead) which was directly linked to a fractured rail, BR was very wary of high axle loads combined with speed. A decision was made to limit axle loads to 20 tons. Even with her new bogies, Kestrel stood at 21.5 tons and this effectively sealed her fate. It became clear to Brush that there was no chance of home orders and so with Kestrel looking more and more like an ugly duckling, a deal was sealed with Russia. In April 1971 she was sent to Crewe Works, overhauled and the original bogies re-fitted and gauged for Soviet track. She was shipped from Cardiff on board the M.V. Krasnokamsk on 11th June 1971. On arrival in Russia, she was exhibited at the Moscow Rolling Stock Exhibition in July and then was moved to the Soviet Railways Research Institute at Shcherbinka. |
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The engine is a four-stroke turbocharged oil-cooled design, with the oil being cooled by water in a heat exchanger, and the water cooled in radiators. The piston was {{cvt|240|x|280|mm|in}}.<ref name="i"/> A smaller auxiliary generator (~{{cvt|40|kW|hp}}<ref name="i"/>) was used to charge the batteries or start the engine etc.<ref name="glos"/> |
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<!-- Image with unknown copyright status removed: [[Image:kes3.jpg|thumb|right|Kestrel at the research centre, Sherbinka with modifications.]] --> |
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A picture (thought to be 1972) of her shows a large roof-mounted headlight at one end only and large, "clasp" style couplers. The Headlight appears to be out of gauge suggesting she was not used in normal service. Nothing has been heard of her since. However... The former East Germany ([[German Democratic Republic]]) was using a new high power locomotive (class 132) which displayed many features from the Brush-Clayton Type 4s (derived from class 47) supplied to Cuba in 1965 following Russian examination of them there. Later, the GDR class 119 displayed many features common with Kestrel - AC generator, brushless DC traction motors etc. technologies which seemingly sprang out of nowhere in Russian design. Obviously discovered from reverse-engineering Kestrel - this is of course, speculation but not without good merit. Due to the amount of evident reverse engineering the USSR undertook on her, she must have been stripped back to bare frames and was finally scrapped in Russia in 1989. |
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===Electrical transmission and auxiliary electrical system=== |
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The decisions following Hither Green also forced BR to split the roles of Freight and Passenger. This was arguably the right thing to do; Freight requires heavy locomotives with high tractive effort and adhesion to shift 2000 ton trains, Passenger work is lighter and generally very much faster. It is clear that a heavy locomotive capable of 125MPH (as was Kestrel) was just not going to get started. The split in roles resulted in a more modest Type 5 Co-Co freight locomotive in the form of [[British Rail Class 56|Class 56]], with The High Speed Train (class 252, 253 & 254, the latter two now collectively known as class 43) consisting of two lighter Bo-Bo designs, top 'n' tail of a fixed coach rake ful-filling the express passenger role. |
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To transmit this power to the rail Brush utilised a brushless [[salient pole]]<ref group="note">[http://mysite.du.edu/~jcalvert/tech/salpomo.htm Salient-Pole Machines] General description of salient pole machines as both motors and generators ''mysite.du.edu''</ref> three phase alternator connected to a [[rectifier|rectifying]] circuit of 84 silicon diodes producing ~2,500 kW of power for electric traction from the diesel engine.<ref name="glos"/><ref name="hs"/> An auxiliary alternator, also brushless and producing three phase electrical power gave ~500 kW for electrical train heating, and also supplied power to electrical fans etc. in the locomotive.<ref name="glos"/><ref name="hs"/> The armatures/rotors for both alternators were electrically energised<ref group="note">i.e. not permanent magnet type</ref> by DC produced by the rectified output of brushless alternators.<ref name="glos"/><ref name="hs"/><ref group="note">Thus the excitor alternators, and the main alternator's rotor were coaxial and connected, with the rectifying diodes also undergoing rotary motion</ref> |
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Each of the 6 axles was powered by an individual traction motor which was a four pole force ventilated type. Connection of the axle to the motor was via a reduction gear (giving {{convert|110|mi/h|km/h|abbr=on}} top speed), then through a flexible hollow shaft drive to the axle.<ref name="glos"/><ref name="hs"/> |
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The fans (blowers) to cool the traction motors and engine radiators were of the three phase asynchronous type, the motors driving the compressors, pumps, fans for the dynamic (resistive) brake etc. were DC motors.<ref name="glos"/><ref name="hs"/> |
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===Braking system=== |
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Locomotive braking was by vacuum, air (high pressure) or dynamic ([[regenerative braking|electrical regenerative resistive braking]]), the dynamic brakes were preferentially used at high speeds, with the air brake being activated at lower speeds where dynamic braking was less effective; speed sensors automatically determined the braking type to be used. Additionally a hydraulically activated [[parking brake]] was fitted.<ref name="glos"/><ref name="hs"/> |
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===Electronic devices=== |
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Plug-in [[power semiconductor device|solid state]] modules were used for voltage and power control including monitoring [[locomotive wheelslip|wheelslip]] and monitoring [[operating temperature|engine temperature]].<ref name="glos"/><ref name="hs"/> |
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===Superstructure construction=== |
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A [[Warren truss]] body construction with welded, stressed steel skin was used on the sides of the locomotive which supported the transverse load of the main engine entirely.<ref name="glos"/><ref name="hs"/> |
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===Bogies=== |
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The bogie side frames were of one piece cast construction with coil spring suspension,<ref name="glos"/><ref name="hs"/> connected by 4 transverse members; two internal and two at either end<ref name="i"/> |
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After the [[Hither Green rail crash]], British Rail issued a directive that all locomotives should have an axle weight of no-more than 21 tons. In an attempt to comply with this, Brush fitted the locomotive with modified [[British Rail Class 47]] bogies. The lighter construction and traction motors helped but the attempt was ultimately unsuccessful leaving Kestrel at 22.5 tons per axle. Kestrel continued to be used but the axle-weight problem contributed to the decision to sell the locomotive and prior to this, in March 1971, the original bogies were refitted. |
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===Cabs=== |
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{{Expand section|date=November 2009}} |
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The driver's cab is attached to the frame below by rubber fittings.<ref name="i"/> Driver controls were similar to that of Class 47.<ref name="b"/> |
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==Career== |
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===British Rail=== |
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[[File:HS4000 Clipstone Colliery.jpg|thumb|HS4000 at [[Clipstone Colliery]]]] |
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Construction of the locomotive (Brush works No. 711 of 1967) started in 1966 and was complete by 1967.<ref name="glos"/> However the locomotive was considerably over the 20t axle-load limit specified by British Rail for its procurement requirements. The locomotive was officially handed over to BR on 29 January 1968 at [[Marylebone Station]]. Test runs were performed with both passenger and freight stock; the locomotive was primarily used to haul heavy freight trains - including a coal train of over 2000t weight<ref name="hs"/> - the locomotive achieved an 88% availability figure after {{convert|14000|mi|km}}.<ref name="glos"/><ref name="hs"/> |
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Following the fitting of its new bogies the locomotive was used on express passenger trains. On a [[London King's Cross railway station|London King's Cross]] to [[Newcastle railway station|Newcastle]] service diagrammed for [[British Rail Class 55]] ('Deltic') operation the unit was 14mins faster than required even though the new traction motors meant reduced power at the rail.<ref name="b">[http://www.derbysulzers.com/engineer.html A Sulzer Engineer's Memories 1965-1979 On British Railways & Elsewhere] ''section'' HS4000 "Kestrel" ''www.derbysulzers.com''</ref> |
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In March 1971 it was withdrawn from service in the UK and sent back to Brush for refitting.<ref>{{cite web |last1=Devereux |first1=Nigel |author2=Nick Pigott |title=From the archive: The big bird that flew too far |url=https://www.therailwayhub.co.uk/5359/from-the-archive-the-big-bird-that-flew-too-far/ |website=The Railway Hub |date=17 December 2019 |publisher=Mortons Media Group Ltd. |access-date=17 December 2019}}</ref> |
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===Sale to Soviet Union=== |
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The locomotive was sold to the [[Soviet Union]] in 1971 for £127,000,<ref name="hs"/> being shipped from [[Cardiff Docks]] to [[Leningrad]] docks by the MV ''Krasnokamsk''<ref name="b"/> in July 1971.<ref name="glos"/> On arrival in Russia, Kestrel was exhibited at the Moscow Rolling Stock Exhibition and then was moved to the All-Union Rail Transport Scientific Research Institute at [[Shcherbinka]]<ref name=Toms82>{{harvnb|Toms|1978|page=82}}</ref> where it was re-gauged to {{track gauge|1520mm}}, and tested on a circular test railway<ref group="note">See [[:ru:Экспериментальная кольцевая железная дорога ВНИИЖТ]] : Experimental test railway VNIIZhT in the [[Yuzhnoye Butovo District]]. VNIIZhT (''ВНИИЖТ'') is the Russian railway research institute of railway transport (''Всероссийский научно-исследовательский институт железнодорожного транспорта'')<br>See [http://www.vniizht.ru/_ru/1-structure/exp_osnov.html Экспериментальное кольцо ВНИИЖТа] {{Webarchive|url=https://web.archive.org/web/20090912081754/http://www.vniizht.ru/_ru/1-structure/exp_osnov.html |date=12 September 2009 }} 'Experimental ring VNIIZhT' ''www.vniizht.ru''</ref> as well as being used on some parts of the Russian rail network.<ref name="i"/> |
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After testing of the locomotive the engine was removed for static testing, and the locomotive body ballasted for use in high load tests of other vehicles.<ref name="co"/> |
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The remains of the vehicle are believed to have been scrapped in 1993.<ref name="glos"/> |
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==Conclusions== |
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===United Kingdom=== |
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The locomotive did not result in any further orders.<ref name="spec">[https://archive.today/20130209225835/http://www.zinio.com/pages/TheRailwayMagazine/Aug-08/276298645/pg-29 The Railway magazine.] August 2008, via ''www.zinio.com''</ref> |
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===Russia=== |
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Some of the observations of Russian railway engineers relate to different practices between Russian and British locomotive design, specifically: |
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* Due to the smaller loading gauges in Great Britain, the cab windows were set too low for signals to be seen if the driver is standing. |
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* The passages were too narrow. |
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* The bogies were considered overly large. |
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* The requirement to sling the engine and compressor below the main frame was considered unusual. |
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* The stressed skin construction was noted as being not suitable due to corrosion increasing the susceptibility to structural weakening, as the load-bearing skin is thin and point welded.<ref name="co">[http://ivan1950.tripod.com/Disel-Kestrel.html Тепловоз HS400 (Кестрелл)] Diesel HS4000 Kestrel ''ivan1950.tripod.com'' Author: Oleg Izmerov, Bryansk</ref> |
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The axle bearings, traction transmission<ref>[http://www.izmerov.narod.ru/privod/class.html Измеров О.В. : ЛАССИФИКАЦИИ ТЯГОВЫХ ПРИВОДОВ ПО ДИНАМИЧЕСКИМ СВОЙСТВАМ ДЛЯ ЗАДАЧ ПРОЕКТИРОВАНИЯ РЕЛЬСОВЫХ ЭКИПАЖЕЙ] Classification of vehicle traction drives by dynamic properties, Author:O V Izmerov, it is noted that the axial drive found in the 'Kestrel' locomotive gives lower horizontal and vertical track forces than an axle hung motor on a [[Locomotive TEP75|TEP75]] locomotive at 160 km/h. ''www.zimerov.narod.ru''</ref> and spherical rubber metal joints in the suspension<ref>[http://www.izmerov.narod.ru/privod/privod20.html ТЯГОВЫЕ ПРИВОДЫ ПЕРИОДА МАССОВОЙ РЕКОНСТРУКЦИИ ТЯГИ] Traction drive suspension systems ''www.zimerov.narod.ru''</ref> were considered of interest.<ref name="co"/> |
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===Developments=== |
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Some of the HS4000's technology was used to form the basis of, or improvements in, subsequent locomotives built in the Soviet Union.<ref name="glos"/><ref name="spec"/> |
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==Models== |
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HS4000 "Kestrel" is made as a kit and ready-to-run in OO gauge by Silver Fox Models.<ref>{{cite web|url=http://silverfoxmodels.co.uk/?p=4 |title=HS4000 Kestrel Co-Co Brush |access-date=17 November 2012 |url-status=dead |archive-url=https://web.archive.org/web/20131216073358/http://silverfoxmodels.co.uk/?p=4 |archive-date=16 December 2013 }}</ref> |
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[[Heljan]] of Denmark have produced a highly detailed OO scale model of the Kestrel, as part of a limited run of 4000 units.<ref>{{cite web|url=http://www.heljan.dk/faste_filer/modul.asp?vis=varekatalog&doo=vare&vareid=2574&gruppeid= |title=Brush/Hawker Siddeley KESTREL |work=www.heljan.dk |language=da |access-date=19 January 2010 |url-status=dead |archive-url=https://web.archive.org/web/20100216024222/http://www.heljan.dk/faste_filer/modul.asp?vis=varekatalog |archive-date=16 February 2010 }}</ref> |
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The [[Swanley New Barn Railway]], in Swanley, Kent, operates a 7 1/4 inch gauge overscale version of the 'kestrel' which was built by Mardyke Miniature Railways. Unlike the full size, this model is a diesel-hydraulic.<ref>{{cite web |url=http://www.snbr.20m.com/kestrel2.html |title=Kestrel - HS4000 |access-date=19 March 2011 }}</ref> |
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==References and notes== |
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===Notes=== |
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<references group="note" /> |
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===References=== |
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{{Reflist}} |
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===Sources=== |
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* {{cite book | last = Stevens-Stratten | first = S.W. |author2=Carter, R.S. | title = British Rail Main-Line Diesels | publisher = Ian Allan Ltd | year = 1978 | location = Shepperton | isbn = 978-0-7110-0617-1}} |
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* {{cite book|title=Brush Diesel Locomotives, 1940-78|first=George|last=Toms|publisher=Turntable Publications|location=Sheffield|year=1978|isbn=978-0902844483|oclc=11213057}} |
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* {{cite journal| url = http://transmag.selfip.com/pdf/loco/2000_09.pdf| journal = Локотранс| title = Тепловоз "КЕСТРЕЛ" "back in the USSR ..."| trans-title = Diesel locomotive ''Kestrel'' back in the USSR ...| language = ru| first = П.| last = Егунов| pages = 14–17| issue = 9| year = 2000| volume = 47| access-date = 19 February 2014| archive-url = https://web.archive.org/web/20140219213243/http://transmag.selfip.com/pdf/loco/2000_09.pdf| archive-date = 19 February 2014| url-status = dead}} |
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* {{cite book |
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|first1=Brian |last1=Webb |
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|author-link=Brian Webb (railway historian) |
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|title=Sulzer Diesel Locomotives of British Rail |
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|publisher=David & Charles |
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|year=1978 |
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|isbn=0715375148 |
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}} |
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==Further reading== |
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*{{cite book|title=British Rail Main Line Diesel Locomotives|first1=Colin J.|last1=Marsden|first2=Graham B.|last2=Fenn|pages=26–29|publisher=Haynes|location=Sparkford|year=1988|isbn=9780860933182|oclc=17916362}} |
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==External links== |
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{{Commons category|British Rail HS4000}} |
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* {{cite web|url=http://www.parovoz.com/newgallery/?ID=235774&LNG=EN|title=HS4000 in 1985}} Photograph of HS4000 in Russia in a bad state of repair, still in Hawker Siddeley livery. |
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{{British Rail Locomotives}} |
{{British Rail Locomotives}} |
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{{Rolling stock of Russia}} |
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[[Category:British Rail diesel locomotives|HS4000]] |
[[Category:British Rail diesel locomotives|HS4000]] |
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[[Category:Brush Traction locomotives]] |
[[Category:Brush Traction locomotives]] |
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[[Category:Co-Co locomotives]] |
[[Category:Co-Co locomotives]] |
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[[Category:Experimental locomotives]] |
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[[Category:Soviet Union–United Kingdom relations]] |
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[[Category:Railway locomotives introduced in 1968]] |
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[[Category:Standard gauge locomotives of Great Britain]] |
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[[Category:5 ft gauge locomotives]] |
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[[Category:Diesel–electric locomotives of Great Britain]] |
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[[Category:Diesel–electric locomotives of the Soviet Union]] |
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[[Category:Scrapped locomotives]] |
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Latest revision as of 06:30, 25 October 2024
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HS4000 Kestrel was a prototype high-powered mainline diesel locomotive that was built in 1967 by Brush Traction, Loughborough, as a technology demonstrator for potential future British Rail and export orders.[7] The locomotive number is a combination of the initials of Hawker Siddeley (the owners of Brush Traction) and the power rating of its Sulzer diesel engine (4,000 hp), making it the most powerful locomotive built by the company.[7][8][9]
It was of Co-Co wheel arrangement and was fitted with a Sulzer 16LVA24 engine rated at 4,000 horsepower (3,000 kW) providing a maximum speed of 110 mph (180 km/h)[note 3] and weighed 133 tonnes. It was painted in a livery of yellow ochre with a broad chocolate-brown band around the lower bodyside separated by a thin white line running around the body.
Background and design
[edit]In the mid-1960s British rail produced specifications for type 5 locomotives weighing less than 126 tonnes with more than 3,000 hp (2,200 kW) of power for both passenger and freight working.[1] Brush Electric Engineering Ltd. (Brush Traction) in association with Sulzer Brothers Ltd. responded with a 4,000 hp (3,000 kW) locomotive for British Rail's appraisal. The body, exterior details, control console, and colours were designed by E.G. M. Wilkes of "Wilkes & Ward"[10] (later Wilkes & Ashmore, industrial design firm based on Horsham, West Sussex). The design principle was that a single engine would require less maintenance than twin-engined vehicles, and that the very high power would mean that double heading for freight trains would be unnecessary.[1][2]
Diesel engine
[edit]Brush employed Sulzer's 16-cylinder Vee 16LVA24 engine made in Winterthur. Previous experience with Sulzer's 12-cylinder twin parallel-bank dual-crank 12LDA28 engine had gone well, but the highest power available from Sulzer in this form was the 12LDA31 of 2,350 hp (1,750 kW).[11] Not only did the V engines provide over 3,000 hp (2,200 kW), but being single-crank with the consequently lighter engine block (over the dual-bank design) gave a better power-to-weight ratio.[11]
The engine is a four-stroke turbocharged oil-cooled design, with the oil being cooled by water in a heat exchanger, and the water cooled in radiators. The piston was 240 mm × 280 mm (9.4 in × 11.0 in).[3] A smaller auxiliary generator (~40 kW (54 hp)[3]) was used to charge the batteries or start the engine etc.[1]
Electrical transmission and auxiliary electrical system
[edit]To transmit this power to the rail Brush utilised a brushless salient pole[note 4] three phase alternator connected to a rectifying circuit of 84 silicon diodes producing ~2,500 kW of power for electric traction from the diesel engine.[1][2] An auxiliary alternator, also brushless and producing three phase electrical power gave ~500 kW for electrical train heating, and also supplied power to electrical fans etc. in the locomotive.[1][2] The armatures/rotors for both alternators were electrically energised[note 5] by DC produced by the rectified output of brushless alternators.[1][2][note 6]
Each of the 6 axles was powered by an individual traction motor which was a four pole force ventilated type. Connection of the axle to the motor was via a reduction gear (giving 110 mph (180 km/h) top speed), then through a flexible hollow shaft drive to the axle.[1][2]
The fans (blowers) to cool the traction motors and engine radiators were of the three phase asynchronous type, the motors driving the compressors, pumps, fans for the dynamic (resistive) brake etc. were DC motors.[1][2]
Braking system
[edit]Locomotive braking was by vacuum, air (high pressure) or dynamic (electrical regenerative resistive braking), the dynamic brakes were preferentially used at high speeds, with the air brake being activated at lower speeds where dynamic braking was less effective; speed sensors automatically determined the braking type to be used. Additionally a hydraulically activated parking brake was fitted.[1][2]
Electronic devices
[edit]Plug-in solid state modules were used for voltage and power control including monitoring wheelslip and monitoring engine temperature.[1][2]
Superstructure construction
[edit]A Warren truss body construction with welded, stressed steel skin was used on the sides of the locomotive which supported the transverse load of the main engine entirely.[1][2]
Bogies
[edit]The bogie side frames were of one piece cast construction with coil spring suspension,[1][2] connected by 4 transverse members; two internal and two at either end[3]
After the Hither Green rail crash, British Rail issued a directive that all locomotives should have an axle weight of no-more than 21 tons. In an attempt to comply with this, Brush fitted the locomotive with modified British Rail Class 47 bogies. The lighter construction and traction motors helped but the attempt was ultimately unsuccessful leaving Kestrel at 22.5 tons per axle. Kestrel continued to be used but the axle-weight problem contributed to the decision to sell the locomotive and prior to this, in March 1971, the original bogies were refitted.
Cabs
[edit]![[icon]](/wiki/File:Wiki_letter_w_cropped.svg){kind=small} | This section needs expansion. You can help by adding to it. (November 2009) |
The driver's cab is attached to the frame below by rubber fittings.[3] Driver controls were similar to that of Class 47.[12]
Career
[edit]British Rail
[edit]
Construction of the locomotive (Brush works No. 711 of 1967) started in 1966 and was complete by 1967.[1] However the locomotive was considerably over the 20t axle-load limit specified by British Rail for its procurement requirements. The locomotive was officially handed over to BR on 29 January 1968 at Marylebone Station. Test runs were performed with both passenger and freight stock; the locomotive was primarily used to haul heavy freight trains - including a coal train of over 2000t weight[2] - the locomotive achieved an 88% availability figure after 14,000 miles (23,000 km).[1][2]
Following the fitting of its new bogies the locomotive was used on express passenger trains. On a London King's Cross to Newcastle service diagrammed for British Rail Class 55 ('Deltic') operation the unit was 14mins faster than required even though the new traction motors meant reduced power at the rail.[12]
In March 1971 it was withdrawn from service in the UK and sent back to Brush for refitting.[13]
Sale to Soviet Union
[edit]The locomotive was sold to the Soviet Union in 1971 for £127,000,[2] being shipped from Cardiff Docks to Leningrad docks by the MV Krasnokamsk[12] in July 1971.[1] On arrival in Russia, Kestrel was exhibited at the Moscow Rolling Stock Exhibition and then was moved to the All-Union Rail Transport Scientific Research Institute at Shcherbinka[14] where it was re-gauged to 1,520 mm (4 ft 11+27⁄32 in), and tested on a circular test railway[note 7] as well as being used on some parts of the Russian rail network.[3]
After testing of the locomotive the engine was removed for static testing, and the locomotive body ballasted for use in high load tests of other vehicles.[15]
The remains of the vehicle are believed to have been scrapped in 1993.[1]
Conclusions
[edit]United Kingdom
[edit]The locomotive did not result in any further orders.[16]
Russia
[edit]Some of the observations of Russian railway engineers relate to different practices between Russian and British locomotive design, specifically:
- Due to the smaller loading gauges in Great Britain, the cab windows were set too low for signals to be seen if the driver is standing.
- The passages were too narrow.
- The bogies were considered overly large.
- The requirement to sling the engine and compressor below the main frame was considered unusual.
- The stressed skin construction was noted as being not suitable due to corrosion increasing the susceptibility to structural weakening, as the load-bearing skin is thin and point welded.[15]
The axle bearings, traction transmission[17] and spherical rubber metal joints in the suspension[18] were considered of interest.[15]
Developments
[edit]Some of the HS4000's technology was used to form the basis of, or improvements in, subsequent locomotives built in the Soviet Union.[1][16]
Models
[edit]HS4000 "Kestrel" is made as a kit and ready-to-run in OO gauge by Silver Fox Models.[19]
Heljan of Denmark have produced a highly detailed OO scale model of the Kestrel, as part of a limited run of 4000 units.[20]
The Swanley New Barn Railway, in Swanley, Kent, operates a 7 1/4 inch gauge overscale version of the 'kestrel' which was built by Mardyke Miniature Railways. Unlike the full size, this model is a diesel-hydraulic.[21]
References and notes
[edit]Notes
[edit]- ^ Weighed at Derby on 22 January 1968, producing an overweight result.[5]
- ^ Estimated, fully loaded, overall weight target.[6]
- ^ Sustained maximum speed, based on the traction motor gearing[2]
- ^ Salient-Pole Machines General description of salient pole machines as both motors and generators mysite.du.edu
- ^ i.e. not permanent magnet type
- ^ Thus the excitor alternators, and the main alternator's rotor were coaxial and connected, with the rectifying diodes also undergoing rotary motion
- ^ See ru:Экспериментальная кольцевая железная дорога ВНИИЖТ : Experimental test railway VNIIZhT in the Yuzhnoye Butovo District. VNIIZhT (ВНИИЖТ) is the Russian railway research institute of railway transport (Всероссийский научно-исследовательский институт железнодорожного транспорта)
See Экспериментальное кольцо ВНИИЖТа Archived 12 September 2009 at the Wayback Machine 'Experimental ring VNIIZhT' www.vniizht.ru
References
[edit]- ^ a b c d e f g h i j k l m n o p q r s t u v w x y z THE RAILWAY RAPTORS section HS4000 KESTREL glostransporthistory.visit-gloucestershire.co.uk
- ^ a b c d e f g h i j k l m n o p "HS4000 'KESTREL' : The world's most powerful Sulzer engined diesel locomotive". derbysulzers.com.
- ^ a b c d e f g h i j k l m n o Diesel HS400 (Kestrell) (Russian) ivan1950.tripod.com information from "Локомотивы и моторвагонный подвижной состав железных дорог Советского Союза. 1966-1975", Ракова, Москва "Транспорт" 1979 г. (English:Locomotives and multiple train units rolling stock of railways of the Soviet Union. 1966–1975, Rakov, Moscow "transport" 1979)
- ^ Toms 1978, p. 76
- ^ Toms 1978, p. 77
- ^ Toms 1978, pp. 76–77
- ^ a b Recognition and Equipment information, HS4000[usurped] therailwaycentre.com
- ^ "HS4000 'Kestrel' The world's most powerful Sulzer engined diesel locomotive". Derby Sulzers. Retrieved 20 November 2020.
- ^ "KESTREL – A 50 YEARS OLD FLIGHT OF FANCY??". Railway Matters on Track. WordPress.com. Archived from the original on 29 October 2020. Retrieved 20 November 2020.
- ^ As per hand written annotation on the rear of a photograph of the HS4000 which was written by E.G.M. Wilkes himself. Photo among Wilkes' own archive of photos sold at auction on 14/02/2019: https://www.henryadamsfineart.co.uk/lot/47685
- ^ a b The Sulzer engine in diesel traction : A potted and incomplete history 1912 - 1990 www.derbysulzers.com
- ^ a b c A Sulzer Engineer's Memories 1965-1979 On British Railways & Elsewhere section HS4000 "Kestrel" www.derbysulzers.com
- ^ Devereux, Nigel; Nick Pigott (17 December 2019). "From the archive: The big bird that flew too far". The Railway Hub. Mortons Media Group Ltd. Retrieved 17 December 2019.
- ^ Toms 1978, p. 82
- ^ a b c Тепловоз HS400 (Кестрелл) Diesel HS4000 Kestrel ivan1950.tripod.com Author: Oleg Izmerov, Bryansk
- ^ a b The Railway magazine. August 2008, via www.zinio.com
- ^ Измеров О.В. : ЛАССИФИКАЦИИ ТЯГОВЫХ ПРИВОДОВ ПО ДИНАМИЧЕСКИМ СВОЙСТВАМ ДЛЯ ЗАДАЧ ПРОЕКТИРОВАНИЯ РЕЛЬСОВЫХ ЭКИПАЖЕЙ Classification of vehicle traction drives by dynamic properties, Author:O V Izmerov, it is noted that the axial drive found in the 'Kestrel' locomotive gives lower horizontal and vertical track forces than an axle hung motor on a TEP75 locomotive at 160 km/h. www.zimerov.narod.ru
- ^ ТЯГОВЫЕ ПРИВОДЫ ПЕРИОДА МАССОВОЙ РЕКОНСТРУКЦИИ ТЯГИ Traction drive suspension systems www.zimerov.narod.ru
- ^ "HS4000 Kestrel Co-Co Brush". Archived from the original on 16 December 2013. Retrieved 17 November 2012.
- ^ "Brush/Hawker Siddeley KESTREL". www.heljan.dk (in Danish). Archived from the original on 16 February 2010. Retrieved 19 January 2010.
- ^ "Kestrel - HS4000". Retrieved 19 March 2011.
Sources
[edit]- Stevens-Stratten, S.W.; Carter, R.S. (1978). British Rail Main-Line Diesels. Shepperton: Ian Allan Ltd. ISBN 978-0-7110-0617-1.
- Toms, George (1978). Brush Diesel Locomotives, 1940-78. Sheffield: Turntable Publications. ISBN 978-0902844483. OCLC 11213057.
- Егунов, П. (2000). "Тепловоз "КЕСТРЕЛ" "back in the USSR ..."" [Diesel locomotive Kestrel back in the USSR ...] (PDF). Локотранс (in Russian). 47 (9): 14–17. Archived from the original (PDF) on 19 February 2014. Retrieved 19 February 2014.
- Webb, Brian (1978). Sulzer Diesel Locomotives of British Rail. David & Charles. ISBN 0715375148.
Further reading
[edit]- Marsden, Colin J.; Fenn, Graham B. (1988). British Rail Main Line Diesel Locomotives. Sparkford: Haynes. pp. 26–29. ISBN 9780860933182. OCLC 17916362.
External links
[edit]
Wikimedia Commons has media related to British Rail HS4000.
- "HS4000 in 1985". Photograph of HS4000 in Russia in a bad state of repair, still in Hawker Siddeley livery.
Categories:
- British Rail diesel locomotives
- Brush Traction locomotives
- Co-Co locomotives
- Experimental locomotives
- Soviet Union–United Kingdom relations
- Railway locomotives introduced in 1968
- Standard gauge locomotives of Great Britain
- 5 ft gauge locomotives
- Diesel–electric locomotives of Great Britain
- Diesel–electric locomotives of the Soviet Union
- Scrapped locomotives