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The two locomotives owned by the Western Locomotive Association Limited are based on the Severn Valley Railway, which operates over 16 miles of track between Bridgnorth and Kidderminster. These are “Western” class 52 diesel hydraulics, namely: D1013 Western Ranger (painted blue) or D1062 Western Courier (painted maroon). Both locomotives have long since been retired from service on British Railways, where the locomotives of this type ran from 1962 to 1977.
The Western class are considered to be a historically and technically significant design as they replaced the famous King and Castle class of steam locomotives on the former Great Western Railway in the 1960’s before being replaced in turn by the Inter City 125 High Speed Train. Most of the 74 locomotives were broken up for scrap, although 7 survived; Western Ranger and Western Courier are now kept in full working order on the Severn Valley Railway.
All Western Class 52 locomotives were fitted with two engines
driving two transmissions. The equipment associated with these
was duplicated in each end. The basic workings are shown as follows:
When running, the Maybach MD655 engine (1) rotates the engine
to
transmission cardan shaft coupled to the transmission (2). Using
internal
gears, two smaller cardan shafts mounted on top of the transmission
rotate
the dynostarter and hydrostatic oil pump (these are not shown)
for the
cooling fans (3). The dynostarter provides 110 volts for the
electrical
systems operating on the locomotive and acts as the starter motor
for the
diesel engine (1). The hydrostatic oil pump (not shown) works
constantly and
a small electrically operated valve diverts oil to the fans (3)
to turn them
as required.
When the driver selects "forward" (or "reverse")
direction and then "notch
one" on the power controller, the transmission (2) convertor
1st stage
(gear) fills with oil and the diesel engine now begins to rotate
this oil,
rather like a ships propeller in water. Face to face with this "propeller"
is another similar "propeller" which begins to rotate
too and this is
coupled to another cardan shaft leading to the bogie mounted
intermediate
gearbox (4). In this gearbox, a combination of bevel and wheel
gears
transmit the drive downwards. From there cardan shafts (5)
transmit the
drive to the axle mounted final drive gearboxes (6). The locomotive
will
begin to move foward as soon as the brakes have been released.
As more power is applied by the driver (up to notch 9) on
the power
controller, the locomotive moves forward gaining speed and
the converters
within the transmission (2) automatically change (1st to 2nd;
2nd to 3rd),
each convertor decreasing in physical size until the 3rd convertor
is used.
This, the smallest of the three converters, then drives the
train forward in
the speed range between 63 and 90 mph.
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