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Front cover of Railway World Magazine, March 1976 Issue
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Railway World Magazine, March 1976 Issue

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Contents Listing - Articles & Features in this issue
The Mersey Railway tank locomotives - 1 - C. P. Atkins A Midland & Great Northern gallery - Photo Feature News of the month Culm Valley - a memoir - B. K. Cooper The menace of vandalism The first diesel-electric locomotives for British railways - Brian Webb Steam on the Swaziland Railway - D. H. Ballantyne Vintage Southern LCGB prizewinners - Photo Feature Railway Club photographic competition - Photo Feature Starting on the railway - Kirk Martin Winter on the Cambrian - Alan Godfrey The Buchli drive for electric locomotives - B. K. Cooper Narrow-gauge revival - H. Dougherty New books Letters Motive power miscellany Club notes
Article Snippets
Article Snippets
It is possible, but it seems unlikely, that in years to come the various types of diesel engine that have provided power for the BR fleet will be discussed with as much learning as is now deployed in analysing the steam locomotive. The student of railways, however, is often aware of little more than the debate which took place over the merits of medium-speed and high-speed engines, largely because this form of prime mover has received little attention in the literature. None the less this is an important and interesting subject, and those beginning to study it may well refer to Mr G. S. W. Calder's Chairman's Address to the Railway Division of the Institution of Mechanical Engineer's on January 19. Mr Calder, who is Chief Mechanical & Electrical Engineer of the British Railways Board, reviewed the development of the traction diesel since 1947, this being the year of Nos 10000 and 10001 and the starting point of a range of engines which has kept pace with the growth of demand over the years. Specific power rating has more than doubled in 25 years, and although each advance has slightly increased the weight, the increase in output has been so significant that the specific weight in pounds per horsepower has actually fallen from 24 to 14.91b/bhp as speeds have risen from 750 to 900rpm. Further progress will be seen in the higher-speed (l,500rpm) Valenta range of engines, already operating in the HST, and a reduction to a specific weight of 5.321b/bhp is planned for the 2,700hp version to be introduced in 1978. Mr Calder admitted at the beginning of his paper that early familiarity with the conditions of a steam motive power depot had not attracted him to a railway career. He had come in on the electrical engineering side and had something to say of that aspect of traction as well. Recent years have seen the railways drawing on industrial experience in various areas of power control and communications, and Mr Calder specifically acknowledged the benefits derived by traction equipment from the wide application of thyristors to industrial drive control. He also referred to the interesting experimental Brush Hawk locomotive with three-phase induction motors fed at variable frequency, noting that in 1965 this was ahead of its time because adequate semiconductor equipment was not then available. There are signs now of more successful experiments in the same direction. Speed control of three-phase motors has not been only a railway problem. Marine engineering faced it in the changeover from dc to ac for ships' auxiliary supplies, and about the time the Hawk locomotive was under development, the electronic departments of companies concerned with ship's deck machinery were busy with work of the same kind. A wide exchange of experience and information is now seen as necessary throughout the whole spectrum of industry.
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