Much of the over-weight was due to ancillary components, particularly the train-heating steam generators, being supplied over weight. With him taking my place in the driving seat we went for a short trip in the yard. By this time the locos were based at the new diesel maintenance depot at Finsbury Park. body, Welded steel chassis: Sprung buffers: Laser cut fully sprung welded steel bogies: Dummy fuel tank: Clevis coupling (rear) Hook (front) 4QD 24 Volt Pro-150 Digital controller: 4QD RBT 24 hand control unit: Ready-to-run CLASS 23 'BABY DELTIC' LOCOMOTIVE : 5" Gauge: Specifications : 4 Axle hung motors (2 per bogie) Painted G.R.P. All Rights Reserved | The Baby Deltic Project. 6 March 1963 - D5901 entered VF for conversion to take an all-new EECo. Abusive or uninformed comments will be removed. Updates, news, etc., will be published in the 'News' page - see the link, above or below. 18 February 1976 - D5901 hauled to BR Doncaster Works. 5 May 1959 - D5903 worked the first revenue earning train for BR, Kings + to          Royston and return. February 1968 - D5909 was the only Baby Deltic to be painted BR blue livery. The Baby Deltic Project have released a short update on the work completed in their bid to build a Baby Deltic locomotive. The remainder followed fairly quickly with the last one, D5909 being withdrawn in March 1971. It was decided by BR and EE to carry out a programme to refurbish the class and modify the engines with new parts designed by the engine manufacturer. February 1962 - D5903 was the first Baby Deltic to be withdrawn pending major overhaul & modification. May 1968 - D5906 was the first refurbished Baby Deltic to be taken out of service. A programme of lightening was begun: some of this involved cutting circular lightening holes into the bogie frames, and replacing steel buffer beams or roof panels with aluminium. Log in. D5909 was the only locomotive to receive the full "rail blue" livery. 14 April 1965 - D5901 was the final Baby Deltic to be delivered from VF to BR Doncaster Works post refurbishment. 12 March 1971 - D5905 hauled to Stratford DRS, power unit 388 removed and kept as a spare for D5901. 5.1K likes. By mid-1968 their non-standard status got the better of them and they fell victim to the BR Standardisation Plan, the first loco being withdrawn in October. They were based at Hornsey, although at weekends were usually located at Hitchin engine shed. 12CSUT engine. The locomotive can be viewed in the Barrow Hill Roundhouse near Chesterfield where it currently undergoing the transformation from 37372 into D5910. The Remarkable Survival of Steam Locomotive 80150, Volunteers bring new life to the Somerset and Dorset railway, Somerset and Dorset Railway Anniversary Event, How to make your model railway look realistic, How to go on holiday via the West Somerset Railway, Steam Locomotive Restoration of Merchant Navy 35011, The locomotives look handsome and well proportioned. Many engines seized because this shaft driving the auxiliaries snapped and then whipped round, rupturing coolant hoses and causing overheating.[4]. In reality they spent a considerable time at Hitchin Depot. He asked whether I would like to start D5905 up which, under instruction, I delightedly did. After D5901 was finally withdrawn the decision was taken to transfer the engine to the National Railway Museum in York. Locomotive mileages had only reached 40-60,000 miles each, including stoppages, whilst in this 18 months there had been 44 engine changes across only 10 locomotives. The locos were powered by a 9-cylinder Napier Deltic engine of type T9-29 rated at 1,100 hp at 1,600 rpm and were mounted on two-axle bogies giving a Bo-Bo wheel arrangement. EE also pointed out that the locomotives were now highly reliable in general, except when a major failure required the considerable downtime for an engine change. One Sunday I visited 34D Hitchin depot where Baby Deltics were frequently stored over the weekend. 30 September 1968 - D5906 was the first Baby Deltic to be condemned. This is being achieved by way of shortening 37372's body in three places and mounting it on Class 20 bogies. It had been stored at Stratford TMD being retained as a spare for D5901 whilst it continued in service at the RTC. February 2007 - work begins on 388 with a view to investigating a return to operating condition. The locomotives were later banned from Moorgate because of excessive exhaust smoke in the tunnels. D5901 found some further use with BR's Research Department where it provided motive power for the Tribometer train until late-1975. British railway locomotives and miscellany, 1948 to present, Technical, design and reliability problems,, Webb, The Deltic Locomotives of British Rail,, "BR Class 23 Bo-Bo English Electric (Disc Headcode)", "BR Class 23 Bo-Bo English Electric (Roller Headcode)", Recognition and equipment information :Class 23,, Standard gauge locomotives of Great Britain, Diesel-electric locomotives of Great Britain, Articles with unsourced statements from November 2019, Creative Commons Attribution-ShareAlike License, Fractured cylinder liners from the injector hole, caused by assembly stresses. Donations to the Project can be made by visiting the 'Shop and donate' link, above. Ten type 'B' locos were ordered from English Electric under the pilot scheme for main line diesel locos as part of the BR modernisation plan of 1955. 388 along with its main and auxiliary generators. 15 June 1963 - D5905 was the last Baby Deltic to be withdrawn for major overhaul & modification. These were D5900/3/4/8; D5908 also carried the new double-arrow BR symbol. [9] The refurbished locos were a considerable improvement on the original design and were also tidied up aesthetically - with centre headcode boxes and two-tone green livery they bore a resemblance to the type 5 locos (Class 55) and now really were 'Baby' Deltics. June 1969 - D5900, D5903 & D5904 cut up at Cohen's, Cransley. 6 September 1969 - D5901 taken to BR Research at Derby for use as motive power for the Tribometer train. A photograph of the engine being started has been published in Rail Express magazine,[8] and videos of the event are available online. The power unit used was a Napier Deltic T9-29 9-cylinder engine of 1,100 bhp (820 kW) driving an … Welcome to the homepage of the new website for the BDP. 22 October 2008 - 388 runs again for the first time in over 30 years. 30 December 1968 - D5900 & D5903 condemned. April 2009 - 388 installed in what was to become the donor loco for the re-creation. On 5 September 2010, the Baby Deltic Project announced its plans to create a new member of the class. After acceptance trials at Doncaster, they entered service between April and June 1959. 25 September 2010 - launch of the project to re-create a Baby Deltic loco. Fractured cylinder liners from the injector hole, caused by electrolytic corrosion. By October 1960 the emphasis of failures had shifted from the ancillaries to the engine itself. 25 June 1964 - D5904 was the first Baby Deltic to be delivered from VF to BR Doncaster Works post refurbishment. August 1973 - D5905 & D5909 cut up at Cohen's, Cransley. Although history isn't the main purpose of this site, it seems a reasonable place to have a few details about the original locos. By the late 1960s BR had drawn up a "National Traction Plan", whose aim was to rationalise the number and types of diesel locomotives in traffic (and thus reduce operating costs). A programme of lightening was begun: some of this involved cutting circular lightening holes into the bogie frames, and replacing steel buffer beamsor roof panels with aluminium. The allocation of all ten locomotives in October 1967 was Finsbury Park.[5]. The Baby Deltic Project. The Baby Deltic Project purchased Class 37no. This project is privately funded, updates on Facebook are for those who are interested in the project. The only major component of a Baby Deltic to survive (apart from works plates) is Napier T9-29 engine No. 31 January 1959 - contract delivery date for the last locomotive (D5909). 17 April 1959 - D5903 was the first Baby Deltic to be delivered to BR. The supervisor said he was going to move one of the Baby Deltics  and asked if we would like to have a cab ride. Much of the over-weight was due to ancillary components, particularly the train-heating steam generators, being supplied over weight. The Type 2s were averaging 30-40,000 miles per failure, the Baby Deltic less than a quarter of this. [3], Initial problems with the locomotives were minor and varied, although a problem with cracking in the cylinder liner around the injector hole required the engine to be changed. Despite a generous availability of spare engines, four of the ten locomotives were out of service at the time. Four main engine problems had been identified: In July 1961 BR suggested replacing the Napier engine with an English Electric 8SVT V8. March 1977 - D5901 was the final Baby Deltic to be cut up. They were numbered from D5900 to D5909.[1]. 4 September 1962 - EECo. It had been British Rail's original intention to work the locos across London on the widened lines but the locomotives were found to be too heavy.

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