Sutton's Locomotive Workshop British Railways Sulzer Type 2 Operating Manual - page 11
3. Spotting features
For what, outwardly, what looks like a relatively homogenous group of the
locomotives the BR/Sulzer 1,160hp Type 2s encompass a surprisingly large
number of design changes or in-service detail variations. In order to enhance
your experience of our model, it is a fascinating exercise to outline some of
these differences to illustrate the extraordinary lengths we have gone to. As
with any machine that had a service life of more than two decades there are
numerous minor changes. We will faithfully re-create all significant changes,
and most of the smaller ones too, over the course of our release programme.
Bodyside air intakes
There was some experimentation, within the pilot scheme build of 20 locomotives,
on the number and position of the small bodyside air intakes/filters. These were
adjusted several times on the first built (D5000) over the first few months and, on
D5018/9, the layout even changed between sides. This is the first model ever to
represent these variations. Standardisation, with fewer grilles, was maintained
throughout the production build and thus we have modified our tooling irreversibly
to match, effectively making our early pilot scheme models limited editions.
Radiator grilles
The first half dozen machines had the bodyside radiator grille fabricated with one
deeper horizontal bar designed to accommodate the original pin strip livery (which
did not find favour after D5000). These grilles were sometimes replaced or moved
onto other locomotives during the course of repair or overhaul. Both early and later
types of radiator grille are modelled.
Axlebox variation
Ten of the pilot scheme locos (D5010-9) were initially fitted with ‘Athermos’ plain-
bearing pressure lubricated axleboxes. These were large and distinctive assemblies
with bolted cover facings featuring the ‘Athermos’ brand name. The variation was
not perpetuated, with SKF roller bearings being adopted as standard. This interesting
variation is modelled where appropriate.
Silencer and exhaust port
A major problem became apparent not long after introduction, with a number of
serious fires in the roof area at the No. 2 end. The expansion box and resonator
silencer - which receives the hot exhaust gases from the turbocharger before venting
to the atmosphere - was being contaminated by oil leading to pyrotechnics and
explosions. A modification programme took place at Derby Works during the
mid-1960s to remove both components and add a new ‘straight-out’ exhaust stack,
driver’s controller to ‘off’ but a flag on the relay remains displaced until reset by
hand, thus indicating to the shed staff that an earth fault has occurred at some time
during service. In the event of traction motor blower failure or high water
temperature, the alarm indication is made at the driving position by an indicator
light, whilst a latched relay operates on the alarm identification panel of the
locomotive affected. When the engine ‘alarm’ light indicates trouble, the driver can
then go back to the engine compartment where a detailed indicator shows which
actual part of the apparatus is giving trouble. A wheel slip indicator light is fitted at
each driver’s position. All indicator lamps glow dimly under normal operating
conditions but light up brightly under fault conditions.
Brakes
The brake equipment is of the Oerlikon type manufactured by Davies & Metcalfe
with Westinghouse brake cylinders. Air brakes are supplied for the locomotive and
provision is made for vacuum braking on the train. The brake control is vacuum
operated and an air brake is applied to the locomotive through a proportional valve.
In addition to this system, there is an independent air brake for the locomotive. A
trigger on the independent air brake valve enables the locomotive brake to be
released whilst still holding the brake on the train and is of value when coupling or
uncoupling.
Each bogie carries four 8-inch Westinghouse horizontal brake cylinders
incorporating a slack adjuster. Air for the locomotive brakes and for air operated
control equipment is provided by a Westinghouse DVC2 compressor. Vacuum for
the train brakes is provided by two Westinghouse 4V110 exhausters.
In addition to conventional sanding, the Swiss anti-slip brake, already well
established on the Continent, makes its first appearance in this country. This greatly
assists heavy starts under bad adhesion conditions without the wear caused by sand
in the locomotive running gear and in points. Separate operating switches are
provided for the anti-slip brake and for sanding.
Steam generator
A Stone-Vapour boiler is installed having a capacity of 1500 lbs of saturated steam
per hour. The apparatus is automatic and fully protected.
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SLW Class 24 Operating Manual
Page 21
Page 20
SLW Class 24 Operating Manual