British Rail Class D3/7

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British Rail Class D3/7
LMS 350hp diesel shunter 7080.jpg
LMS No. 7080 (from The Engineer, 19 Jan. 1940)
hideType and origin
Power typeDiesel-electric
BuilderLMS Derby Works (mechanical)
English Electric Rugby (engine)
English Electric Bradford (electrical)
Order numberLMS Lots 141 and 156[1][page needed]
Build date1939–1942[2]
Total produced40[2]
hideSpecifications
Configuration:
​
 • Whyte0-6-0 DE
 • UICC
Gauge4 ft 8+1⁄2 in (1,435 mm)
Wheel diameter4 ft 3 in (1.30 m)
Wheelbase15 ft 3 in (4.65 m)
Length31 ft 4.5 in (9.563 m)
Loco weight7080–7099: 55.25 long tons (56.14 t),
7100–7119: 53.50 long tons (54.36 t)[3]
Fuel capacity586 gallons main, 75-gallon service tank
Prime moverEnglish Electric diesel 6-cylinder, 4-stroke
Traction motorsEnglish Electric, 1 off
hidePerformance figures
Maximum speed20 mph (32 km/h)
Power outputEngine: 350 bhp (260 kW) @ 680 rpm
Tractive effort35,000 lbf (160,000 N)
hideCareer
OperatorsLondon, Midland and Scottish Railway,
British Railways
ClassLMS: 0F, BR: D3/7; later 3/8 and 3/8B
NumbersLMS:7080–7119;[2]
BR: 12003–12032[2]
Axle load class7080–7099: RA 7,
7110–7119: RA 6[citation needed]
Withdrawn1964(1), 1966–1967[2]
DispositionAll scrapped
Source : The Engineer, 14 July 1939, except where noted

The British Railways Class D3/7 were a class of 0-6-0 diesel electric shunting locomotives built as LMS Nos. 7080–7119. The class were built from May 1939 through to July 1942 by the London, Midland and Scottish Railway at their Derby Works using a diesel electric transmission supplied by English Electric.

They were a modified version of the 1934-vintage Class D3/6 (LMS 7069-7079) diesel shunters based on the English Electric 6K diesel engine of 350 horsepower (260 kW), but had jackshaft transmission necessitating a significant increase in body length. The D3/6 had two axle-hung traction motors instead, and this feature became commonplace in more modern designs built after World War II.

Design[]

The locomotives were built to the specifications of LMS CME W.A. Stanier for general and hump shunting at the company's Derby Works using engine and electric equipment supplied by the English Electric Company.[4]

Powertrain[]

The engine and generator were supported on girders attached to the main frame via a three-point suspension with rubber vibration absorbing pads; the generator was to the rear of the engine. The locomotive body was compartmentalised, with side doors and a sliding roof allowing access.[4] Cooling was by a front-mounted radiator, with belt-driven fan cooling.[5]

The main generator was a 250 kW (340 hp) direct current machine. Main control was via notched engine speed control (350, 465, 590, and 680 rpm), with finer control via secondary lever.[5][6] The engine was fitted with a governor preventing overspeed, and electric overload protection.

The locomotive's mechanical transmission consisted of a single, frame-mounted traction motor powering a jackshaft drive via a reduction gear; the jackshaft drove all three driving axles via connecting rod and coupling rods.[4] The locomotive was unusual in that most other English Electric diesel shunters (e.g. British Rail Class D3/6) had two axle-hung traction motors.

The locomotive had an inner main frame similar to steam engine practice, with the axles supported by springs attached to the frame by tensioned rods, the centre axle had 0.5 in (13 mm) side play.[4] The jackshaft was mounted in horn guides with the reduction gear totally enclosed on the left side of the locomotive.[7]

Auxiliaries[]

An 80-volt battery was used to energise the main generator, as well as powering the electric control system and lights, and was also used to start the engine with the generator in motor mode. The battery was automatically charged when the engine was idling. An air compressor was powered via a belt drive from the generator. Compressed air operated the Westinghouse double-wheel tread brakes, as well as the sanding equipment and the whistle.[5]

History and numbering[]

Initially 20 of the type were ordered on Lot 141 with a number of the new design put into operation at Toton sidings by mid 1939.[4] An order for a further 20 units was placed on Lot 156 in 1939.[6] These forty locomotives were given LMS numbers 7080–7119.[2]

Ten (7100–7109[2]) were loaned to the War Department in 1941, and sold to the WD the following year. All ten survived the war; six were then sold to Egyptian Railways and four to Italian State Railways (Ferrovie dello Stato—FS) where they were matriculated as Class Ne.700.[8]

The other 30 stayed remained in Britain and later became British Railways numbers 12003–12032. One, 12030 was withdrawn in 1964, with the remainder withdrawn during 1966/67, before TOPS classes were allocated.[2]

See also[]

References[]

  1. ^ Rowledge 1975.
  2. ^ Jump up to: a b c d e f g h Rowledge 1975, p. 38.
  3. ^ Rowledge 1975, p. 46.
  4. ^ Jump up to: a b c d e The Engineer, 14 July 1939 p. 45 col. 1
  5. ^ Jump up to: a b c The Engineer, 14 July 1939 p.45 col.3
  6. ^ Jump up to: a b The Engineer, 19 Jan. 1940 p.56 col.1
  7. ^ The Engineer, 14 July 1939 p.45 col.2
  8. ^ Rowledge 1975, p. 95.
  • "L.M.S. Oil-Electric Shunting Locomotive" (PDF), The Engineer, 168: 45, 14 July 1939
  • "Oil-Engined Rail Traction in 1939, No.II" (PDF), The Engineer, 169: 56, 19 January 1940
  • Rowledge, J.W.P. (1975). Engines of the LMS built 1923–51. Oxford: Oxford Publishing Company. ISBN 0-902888-59-5.

External links[]

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