Sutton's Locomotive Workshop British Railways Sulzer Type 2 Operating Manual - page 6
The locomotives are of the Bo-Bo type having a designed weight in working order
of 75 tons. Each locomotive is of the full width body type with a driving cab at each
end. It has multiple unit equipment enabling it to operate in multiple, not only with
locomotives of the same design but with all locomotives for the British Railways
modernisation scheme equipped with BTH, Crompton-Parkinson or English Electric
electrical equipment. This feature, the result of co-ordination with other firms, should
be a great aid to the flexibility of British Railways operating arrangements.
The principal data of the locomotives
Wheel arrangement .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. Bo-Bo
Maximum weight in working order. .. .. .. .. .. .. .. .. .. .. .. 75 tons
Maximum axle load in working order. .. .. .. .. .. .. .. .. .. .. 18¾ tons
Diesel Engine HP at continuous rating .. .. .. .. .. .. .. .. .. .. 1,160 hp at 750 r.p.m.
Maximum tractive effort .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 40,000 lbs.
Continuous tractive effort.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 21,300 lbs.
Speed at continuous tractive effort and full engine output .. .. 15 mph
Maximum speed.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 75 mph
Driving wheel diameter.. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 45 inches
Length over buffers. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 50 ft 6 inches
Distance between bogie centres .. .. .. .. .. .. .. .. .. .. .. .. .. 28 ft
Bogie wheel base . .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 8 ft 6 inches
Fuel oil capacity (engine and boiler) .. .. .. .. .. .. .. .. .. .. .. 630 galls.
Water capacity for boiler .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 600 galls.
Locomotive Structure
In order to achieve a light construction, the weight carrying properties of the vehicle
are shared between the underframe and a girder structure to which the body sides are
attached. Buffing and draw loads, however, have not been neglected and the
underframe is designed for buffing loads of 200 tons. In the first place, the locomotives
are being fitted with double buffers and a central screw-link coupling. Provision,
however, has been made for the later addition of automatic central couplers.
The underframe consists of two longitudinals, each consisting of two standard
channel sections. These channel sections are placed back to back and the intervening
space is covered top and bottom by plates, so forming ducts for the traction motor
ventilating air, thereby avoiding fragile sheet metal ducts and considerably simplifying
the underframe arrangement.
The longitudinals form the foundation for the four-point mounting of the engine
generator set. They are tied together by the two main transoms which carry the bogie
pivots and by other substantial members. The side girder frames are affixed to these
transoms and tied together at the top by steel sections which also form the roof
framing. Cables and pipework have been kept away from each other on opposite sides
of the locomotive. The cables are laid in a duct outside the main longitudinal member
and this duct is covered in on all sides. The pipework is fitted in a similar manner.
Despite the presence of the side girder structures, access to the interior is
satisfactory. Due to the slim in-line engine, there is provision for moving from end to
end of the locomotive on both sides of the diesel engine, and inspection doors are
fitted on each side of the engine room to facilitate handling of equipment at overhauls
such as exchange of fuel injectors, filter elements and so forth.
For major overhauls, there is a large removable section of the roof through which
a complete engine generator set can be installed and removed. This section has a
small hatch for removal of engine cylinder heads and pistons, and there are also
smaller hatches through which the boiler auxiliary equipment and control gear can
be installed or removed.
A sealing plate fitted to the underframe receives any leakage from the engine
room or boiler compartment. This drains into a centrally placed spillage tank, which
may be emptied from time to time. In addition, clean fuel spillage is kept completely
separate and is ducted back to the main fuel tank.
All air coming into the engine room is filtered through 2-inch deep Air Maze
filters located in the body sides. The whole of the engine room therefore becomes
a clean air compartment from which air is drawn for the traction motor blowers,
engine, main generator and all auxiliary equipment. In addition to the engine
room filtration, which is of a type designed for low air resistance despite severe
contamination, the engine has its own high efficiency filter of the Vokes oil wetted,
bonded hair type. In accordance with the usual method adopted by Sulzer, the hot air
exhausting from the generator is expelled downwards out of the engine room so that
SLW Class 24 Operating Manual
Page 11
Page 10
SLW Class 24 Operating Manual