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Post by norbitonflyer on Oct 14, 2015 12:00:53 GMT
Did they ever try double-ending with Deltics? As is usual with top and tail formations (unless the coaching stock has been specially adapted), the rear loco is idling. Deltics were not equipped for multiple working, so even when double-heading they would each have to have a driver (tandem operation - the lead driver controls the continuous brake but each driver controls the power) |
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Post by brigham on Oct 15, 2015 11:24:45 GMT
Interesting. With that load and speed, the front loco is iself at little more than idling speed!
Now, the HST rakes consist of little more than a train of BR Mk.3s wired as a control set. If you had STACKS of spare money, you could buy, hire or lease such a set, fit side buffers at the outer ends, arrange compatible control apparatus for a pair of DELTIC locos,(using materials from withdrawn mulit-fitted stock), and carry out the main-line performance tests that BR didn't do!
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rincew1nd
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Post by rincew1nd on Oct 15, 2015 12:53:48 GMT
I've always heard reference to HST power cars, rather than locomotives.
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Post by brigham on Oct 15, 2015 13:30:34 GMT
I've always heard reference to HST power cars, rather than locomotives. Nineteen-seventies corporate-speak. Some executive probably got a wad of taxpayers' money for inventing a new 'modern, forward-looking' name for what is, unquestionably, a 'locomotive'. |
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Post by norbitonflyer on Oct 15, 2015 13:54:40 GMT
I've always heard reference to HST power cars, rather than locomotives. Nineteen-seventies corporate-speak. , unquestionably, a 'locomotive'. They can operate independently, and as built even had "shunt control" driving equipment in the "blunt" end (not sure if it's still there though). However, there is a difference between HSTs and conventional loco hauled trains. Loco hauled coaches each have a motor alternator set to convert from traditional 750-1000VDC supply from the locomotive to standard 415V AC for heating and lighting purposes. HST trailers basically save the weight of the converter by having a single motor-alternator in the power car (there is actually one in each power car but only one is used at a time), with an ac supply run down the train. The prototype HST was originally classified as two locos - Class 41, Nos 41.001 41.002 - and coaches (numbered in the 1xxxx series), but in 1974 it was modified to supply the coaches with ac from the power cars instead of using individual motor/alternators in each carriage, and reclassified as a demu (class 252: all cars numbered in the 4xxxx series). When the delivery of Class 91s ran ahead of schedule some of them were put to work with HST sets, but because the coaches did not have motor-alternators they could not take heating and lighting power from the loco's dc supply and had to lug around an HST power car to provide the ac supply - fortunately the push-pull capabilities of a Class 91 were compatible with an HST set so the train could be driven from the diesel end. However, the power cars didn't take kindly to running at idle speed all day, so it was decided to drive the trains using both the Class 91 and the diesel power car for traction. Some spectacular performance was recorded as a result. This was a rare but not unprecedented example of mixed diesel/straight electric operation - in the early eighties there were a couple of peak services out of Waterloo which divided at Basingstoke, the rear portion being a pair of 4VEPs for the Southampton direction. The front portion, being for the Salisbury direction, had to be diesel-powered and was a TC push-pull set powered by a class 33 diesel. |
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