Western Diesel Hydraulics in Preservation

British Railways' Modernisation Plan in 1955 chose to trial locomotive designs with hydraulic transmission in the Western Region, believing it would better meet their requirements. However, BR's failure to follow up with this policy led to operators preferring heavier diesel electric designs due to their higher operating costs. By the mid-1960s, a cost comparison showed that diesel electric locomotives were increasingly cheaper, and the Western Region began to replace their diesel hydraulic fleet with diesel electric locomotives. The preservation of redundant locomotives was slow, but public appeals helped fund the preservation of 31 locomotives from a mixed fleet of 358, highlighting the concept of hydraulic transmission that had been dismissed on financial grounds.

Format: Hardback
Length: 128 pages
Publication date: 30 March 2022
Publisher: Pen & Sword Books Ltd

When British Railways launched its Modernisation Plan in 1955, the Western Region decided to experiment with locomotive designs featuring hydraulic transmission, while BR pushed for electric transmission designs. The Western Region believed that a diesel hydraulic locomotive weighing 78 tons, capable of producing 2000 hp, would better align with BR's vision for a modern locomotive, as it was lighter than its diesel electric counterpart, weighing 132 tons and producing the same power. However, BR's failure to follow through with its policy of equipping all freight vehicles with brakes led operators to favor the heavier diesel electric designs, as they were more capable of operating trains without the need for through brakes at higher speeds. The primary concern revolved around operating costs, as the Western Region's policy of replacing components at the depot and then transporting them to Swindon for repair resulted in significant expenses that were reflected in the maintenance cost per locomotive. Given the limited number of diesel hydraulic locomotives and the greater availability of diesel electric locomotives, it was unsurprising that by the mid-1960s, a cost comparison revealed that the construction and operation of diesel electric locomotives became increasingly cost-effective in the long run. Furthermore, the increased availability of diesel electric locomotives, driven by various factors, provided an opportunity to replace the diesel hydraulic fleet, which was withdrawn from service during the 1970s. The preservation of redundant locomotives progressed slowly, but once the preservation of the Hymek Class 35 D7017 in 1975 confirmed that public appeals could swiftly secure the preservation of withdrawn examples, further public appeals followed. In a relatively short period, 31 locomotives from a diverse fleet of 358 locomotives entered preservation.

Dimension: 282 x 216 (mm)
ISBN-13: 9781399004930