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{{Short description|British diesel locomotive}}
{{EngvarB|date=October 2013}}
{{EngvarB|date=October 2013}}
{{Use dmy dates|date=October 2013}}
{{Use dmy dates|date=October 2013}}
{{Infobox Locomotive
{{Infobox locomotive
|name = British Railways 10800
|name = British Railways 10800
|powertype = Diesel-electric
|powertype = Diesel-electric
|image = File:North British Locomotive Company Glasgow (NBL) L977, British Railways 10800 (Ans 05373-2999-FL).jpg
⚫
|image = Rugby station geograph-2389743-by-Ben-Brooksbank.jpg
|caption = 10800 on the down main platform at Rugby
|caption = 10800 at North British Locomotive Company, Glasgow
|builder = [[North British Locomotive Company]]
|builder = [[North British Locomotive Company]]
|builddate = 1 July 1950
|builddate = 1 July 1950
|serialnumber = 26413
|serialnumber = 26413
|gauge={{Track gauge|ussg|allk=on}}
|gauge={{Track gauge|uksg|allk=on}}
|primemover = [[Paxman (engines)|Paxman 16RPHXL]] Series 2 <br> rebuilt: [[Maybach MD655]]
|primemover = [[Paxman (engines)|Paxman 16RPHXL]] Series 2 <br> rebuilt: [[Maybach MD655]]
|cylindersize = {{convert|7|x|7+3/4|in|2|abbr=on}} <br /> rebuilt: {{convert|7+1/4|x|8+3/4|in|2|abbr=on}}
|cylindersize = {{convert|7|x|7+3/4|in|2|abbr=on}} <br> rebuilt: {{convert|7+1/4|x|8+3/4|in|2|abbr=on}}
|transmission = [[Diesel-electric transmission|Diesel electric]]
|transmission = [[Diesel-electric transmission|Diesel electric]]
|generator = [[Direct current|DC]]
|generator = [[Direct current|DC]]
|tractionmotors = [[British Thomson-Houston|BTH]] 159, [[Direct current|DC]], four (4) off
|tractionmotors = [[British Thomson-Houston|BTH]] 159, [[Direct current|DC]], four (4) off
|whytetype = [[Bo-Bo]]
|whytetype = {{whyte|Bo-Bo}}
|aarwheels = [[AAR wheel arrangement|B-B]]
|aarwheels = [[AAR wheel arrangement|B-B]]
|uicclass = [[Bo′Bo′]]
|uicclass = [[Bo′Bo′]]
Line 40: Line 41:
|fleetnumbers = 10800
|fleetnumbers = 10800
|retiredate = 8 August 1959
|retiredate = 8 August 1959
|disposition = Sold [[Brush Traction]], rebuilt into research locomotive ''Hawk'', retired 1968, [[Cannibalization of machine parts|cannibalise]]d 1972–1976, [[scrap]]ped 1976.
|disposition = Sold to [[Brush Traction]], rebuilt into research locomotive ''Hawk'', retired 1968, [[Cannibalization (parts)|cannibalise]]d 1972–1976, [[scrap]]ped 1976.
}}
}}
'''British Railways 10800''' was a [[diesel locomotive]] built by the [[North British Locomotive Company]] for [[British Rail]]ways in 1950. It had been ordered by the [[London, Midland and Scottish Railway]] in 1946 but did not appear until after the 1948 nationalisation of the railways.
'''British Railways 10800''' was a [[diesel locomotive]] built by the [[North British Locomotive Company]] for [[British Rail]]ways in 1950. It had been ordered by the [[London, Midland and Scottish Railway]] in 1946 but did not appear until after the 1948 nationalisation of the railways.


Design was by [[George Ivatt]] and the locomotive was intended as a possible replacement for [[steam locomotive]]s on secondary and [[branch line]]s. The single-cab layout ([[Long hood forward|long bonnet forward]]) gave the driver a poor view of the road ahead. The view was no worse than a steam locomotive's, so it would have been considered acceptable at the time.
The locomotive was designed by [[George Ivatt]] as a possible replacement for [[steam locomotive]]s on secondary and [[branch line]]s. It was the first British [[road switcher locomotive]].{{sfnp|Clough|2005|p=20}} The single-cab layout ([[Long hood forward|long bonnet forward]]) gave the driver a poor view of the road ahead. However, the driver's view was no worse than that from a steam locomotive cab, so it would have been acceptable at the time.<ref name="TI, 1962, Type 1" >{{Cite book
|title=Trains Illustrated Annual, 1962
|year=1962
|publisher=[[Ian Allan Publishing|Ian Allan]]
|editor-last=Allen |editor-first=G. Freeman
|chapter=Progress with British Railways' diesel locomotives
|pages=14, 18–19
⚫
}}</ref>


During its brief time on the [[Southern Region of British Railways|Southern Region]] between 1952 and 1954, 10800 gained the nickname 'The Wonder Engine', from the locomotive department's daily query, 'I wonder if it will go today'.<ref>{{cite web| url=http://www.semgonline.com/diesel/10800_01.html| title=Ivatt 800hp Diesel Electric Locomotive| website=Southern E-Group| date=10 August 2004}}</ref>
During its brief time on the [[Southern Region of British Railways|Southern Region]] between 1952 and 1954, 10800 gained the nickname 'The Wonder Engine', from the locomotive department's daily query, 'I wonder if it will go today'.<ref>{{cite web |url=https://sremg.org.uk/diesel/10800.shtml | title=Ivatt 800hp Diesel Electric Locomotive| website=Southern E-Group| date=10 August 2004}}</ref>


==Description==
==Description==
Due to having been ordered by the LMS before the creation of British Railways (BR), 10800 became the first BR mixed-traffic Diesel-Electric locomotive when it was delivered in 1950. Operationally it was successful enough for BR to order two classes of 54 similar locomotives in 1955<ref>{{cite web| last=Carr| first=Richard| title=Paxman and Diesel Rail Traction| work=Richard Carr's Paxman History Pages| date=29 October 2008| url=http://www.paxmanhistory.org.uk/paxrailt.htm| accessdate=2 December 2008}}</ref> although these, destined to become [[British Rail Class 15|BR Class 15]] and [[British Rail Class 16|BR Class 16]], used the improved YHXL engine.
Due to having been ordered by the LMS before the creation of British Railways (BR), 10800 became the first BR mixed-traffic diesel-electric locomotive when it was delivered in 1950. It was successful enough in operation for BR to order two classes of 54 similar locomotives in 1955<ref >{{cite web
|last=Carr |first=Richard
|title=Paxman and Diesel Rail Traction
|website=Richard Carr's Paxman History Pages
|date=29 October 2008
|url=https://www.paxmanhistory.org.uk/paxrailt.htm
|access-date=2 December 2008
}}</ref> although these classes, the [[British Rail Class 15|BTH Type 1]] and [[British Rail Class 16|NBL Type 1]], used the improved YHXL engine.


==Extra Information==
==Extra Information==
Line 55: Line 70:
*Bogie pivot centres: {{convert|22|ft|6|in|m|2|abbr=on}}
*Bogie pivot centres: {{convert|22|ft|6|in|m|2|abbr=on}}
*Sanding equipment: [[Pneumatics|Pneumatic]]
*Sanding equipment: [[Pneumatics|Pneumatic]]
*Heating type: [[Steam generator (railroad)|Steam]] ([[Water-tube boiler]]) ([[Clarkson thimble tube boiler]]) – [[Clarkson Thimble Tube Boiler Co|Clarkson]]<ref>{{cite web| url=http://www.gracesguide.co.uk/Clarkson_Thimble_Tube_Boiler_Co| title=Clarkson Thimble Tube Boiler Co| website=Grace's Guide to British Industrial History| date=4 September 2013}}</ref>
*Heating type: [[Steam generator (railroad)|Steam]] ([[Water-tube boiler]]) ([[Clarkson thimble tube boiler]])<ref>{{cite web| url=https://www.gracesguide.co.uk/Clarkson_Thimble_Tube_Boiler_Co| title=Clarkson Thimble Tube Boiler Co| website=Grace's Guide to British Industrial History| date=4 September 2013}}</ref>
*Main generator type: [[British Thomson-Houston|BTH]]
*Main generator type: [[British Thomson-Houston|BTH]]
*Aux generator type: BTH
*Aux generator type: BTH
Line 63: Line 78:


== Rebuilding as an AC transmission prototype ==
== Rebuilding as an AC transmission prototype ==
⚫
[[File:Rugby station geograph-2389743-by-Ben-Brooksbank.jpg|thumb|left|10800 on the down main platform at Rugby]]
In 1961 No. 10800 was bought by [[Brush Traction]] and rebuilt for experiments in [[alternating current|AC]] power transmission. Brush named the locomotive ''Hawk''.{{sfnp|Clough|2005|pp=22–24}} DC transmission in diesel-electric locomotives was reaching its limits, at least for single-generator locomotives.{{efn-lr|The [[British Rail Class 55|''Deltics'']] had twin engines and generators. Brush's prototype [[British Rail D0280|''Falcon'']] had also used twin engines and generators.}} The brushgear and [[commutator (electric)|commutator]] of a DC generator became prone to flashover for engine powers greater than around 2,700 bhp. The most straightforward solution, rather than redesigning the DC generator, was to adopt an AC [[alternator]] instead, which could use a much simpler slipring connection to its field rotor rather than a commutator.{{efn-lr|The main improvement is that for the DC generator, the large ''output'' current is taken from the [[rotor (electric)|rotor]] and so must pass through the commutator. For the AC alternator, only the much smaller field current needs to be supplied to the rotor and the output current is taken from the static field coils.}}
In 1961 No. 10800 was bought by [[Brush Traction]] and rebuilt for experiments in [[alternating current|AC]] power transmission. Brush named the locomotive ''Hawk''.{{sfnp|Clough|2005|pp=22–24}} DC transmission in diesel-electric locomotives was reaching its limits, at least for single-generator locomotives.{{efn-lr|The [[British Rail Class 55|''Deltics'']] had twin engines and generators. Brush's prototype [[British Rail D0280|''Falcon'']] had also used twin engines and generators.}} The brushgear and [[commutator (electric)|commutator]] of a DC generator became prone to flashover for engine powers greater than around 2,700 bhp. The most straightforward solution, rather than redesigning the DC generator, was to adopt an AC [[alternator]] instead, which could use a much simpler slipring connection to its field rotor rather than a commutator.{{efn-lr|The main improvement is that for the DC generator, the large ''output'' current is taken from the [[rotor (electric)|rotor]] and so must pass through the commutator. For the AC alternator, only the much smaller field current needs to be supplied to the rotor and the output current is taken from the static field coils.}}


Although the advantages of AC transmission were obvious, the best means to implement suitable [[traction motor]]s was not. Should these be the familiar DC motors (requiring AC–DC rectification)? Or should AC traction motors be developed, and if so, how would their speed be controlled?{{efn-lr|The same question had arisen in France in the mid-1950s, for their {{25 kV 50 Hz}} electrification project. Four similar classes of electric locomotive, the [[SNCF Class BB 12000|BB 12000]], [[SNCF BB 13000|BB 13000]], [[SNCF CC 14000|CC 14000]] and [[SNCF CC 14100|CC 14100]] classes, each using a different method, had been produced and tested.<ref name="Cuynet" />}} High-power solid-state electronics was in an early state at this time, although Brush were keen to become leaders in the field.
Although the advantages of AC transmission were obvious, the best means to implement suitable [[traction motor]]s was not. Should these be the familiar DC motors (requiring AC–DC rectification)? Or should AC traction motors be developed, and if so, how would their speed be controlled?{{efn-lr|The same question had arisen in France in the mid-1950s, for their {{25 kV 50 Hz}} electrification project. Four similar classes of electric locomotive, the [[SNCF Class BB 12000|BB 12000]], [[SNCF BB 13000|BB 13000]], [[SNCF CC 14000|CC 14000]] and [[SNCF CC 14100|CC 14100]] classes, each using a different method, had been produced and tested.<ref name="Cuynet" />}} High-power solid-state electronics was in an early state at this time, although Brush were keen to become leaders in the field.


A more powerful engine would be required, to give a realistic trial, and Brush already had a suitable one on hand, as a spare from the development of [[British Rail D0280|''Falcon'']]. This was a [[Maybach MD655]] of 1,400&nbsp;bhp. The Maybach was also a [[high-speed diesel engine]], running at 1,500 rpm rather than the Paxman's 1,250 rpm. The Paxman was itself considered a high-speed engine, running significantly faster than the [[English Electric diesel engines|English Electric]] or [[Sulzer LDA28 engine|Sulzer]] medium-speed (< 1,000 rpm) engines which had been adopted for high-powered British Railways locomotives. The new 100Hz AC generator was rated at {{cvt|950|kW|bhp}}, a conversion efficiency of 91%. The output was at 1,325V / 600A.{{sfnp|Clough|2005|pp=22–24}} New AC traction motors were used, with [[squirrel cage motor]]s supplied by [[thyristor]] [[variable-frequency drive]]s.<ref name="MR, March 1965, Hawk" />
A more powerful engine would be required, to give a realistic trial, and Brush already had a suitable one on hand, as a spare from the development of [[British Rail D0280|''Falcon'']]. This was a [[Maybach MD655]] of 1,400&nbsp;bhp. The Maybach was also a high-speed [[diesel engine]], running at 1,500 rpm rather than the Paxman's 1,250 rpm. The Paxman was itself considered a high-speed engine, running significantly faster than the [[English Electric diesel engines|English Electric]] or [[History of Sulzer diesel engines#Type LDA28|Sulzer]] medium-speed (< 1,000 rpm) engines which had been adopted for high-powered British Railways locomotives. The new 100&nbsp;Hz AC generator was rated at {{cvt|950|kW|bhp}}, a conversion efficiency of 91%. The output was at 1,325V / 600A.{{sfnp|Clough|2005|pp=22–24}} New AC traction motors were used, with [[squirrel cage motor]]s supplied by [[thyristor]] [[variable-frequency drive]]s.<ref name="MR, March 1965, Hawk" />


Brush's experience with AC transmission, gained with ''Hawk'', would be put to use a few years later with the development of the 4,000 bhp single-engined AC transmission [[British Rail HS4000|HS4000 ''Kestrel'']].
Brush's experience with AC transmission, gained with ''Hawk'', would be put to use a few years later with the development of the 4,000 bhp single-engined AC transmission [[British Rail HS4000|HS4000 ''Kestrel'']].


''Hawk'' was used until 1968, after which its control equipment was becoming irrelvantly obsolete and was superseded by the direct experience from ''Kestrel''.{{sfnp|Clough|2005|p=24}} During the [[UK miners' strike (1972)|1972 miners' strike]] the engine and generator were removed as a standby generator for the Brush Falcon works. After this, parts began to be stripped until it was finally scrapped around 1976.
''Hawk'' was used until 1968, after which its control equipment was becoming obsolete and was superseded by the direct experience from ''Kestrel''.{{sfnp|Clough|2005|p=24}} During the [[UK miners' strike (1972)|1972 miners' strike]] the engine and generator were removed as a standby generator for the Brush Falcon works. After this, parts began to be stripped until it was finally scrapped around 1976.


==References==
==References==
{{Notelist-lr}}
{{Notelist-lr}}



{{Reflist|refs=
{{Reflist|refs=


<ref name="Cuynet" >{{cite journal
<ref name="Cuynet" >{{cite journal
|language=French
|language=fr
|last=Cuynet |first=Jean
|last=Cuynet |first=Jean
|year=2008
|year=2008
|title=Les débuts du courant "industriel" à la SNCF
|title=Les débuts du courant "industriel" à la SNCF
|trans-title=The beginnings of 'industrial' current on the SNCF
|trans-title=The beginnings of 'industrial' current on the SNCF
|url=http://www.j3ea.org/articles/j3ea/pdf/2008/01/j3ea08040.pdf
|url=https://www.j3ea.org/articles/j3ea/pdf/2008/01/j3ea08040.pdf
|journal=J3eA, Journal sur l'enseignement des sciences et technologies de l'information et des systèmes
|journal=J3eA, Journal sur l'enseignement des sciences et technologies de l'information et des systèmes
|publisher=EDP
|publisher=EDP
Line 91: Line 106:
|pages=1–13
|pages=1–13
|doi=10.1051/j3ea:2008040
|doi=10.1051/j3ea:2008040
|ref=harv
|access-date=1 September 2017
|access-date=1 September 2017
|doi-access=free
⚫
}}</ref>
}}</ref>


<ref name="MR, March 1965, Hawk" >{{cite magazine
<ref name="MR, March 1965, Hawk" >{{cite magazine
Line 107: Line 122:
== Further reading ==
== Further reading ==
*{{Cite book
*{{Cite book
|work=Diesel Pioneers
|title=Diesel Pioneers
|last=Clough |first=David N.
|last=Clough |first=David N.
|publisher=[[Ian Allan Publishing|Ian Allan]]
|publisher=[[Ian Allan Publishing|Ian Allan]]
|year=2005
|year=2005
|isbn=978-0-7110-3067-1
|isbn=978-0-7110-3067-1
⚫
|chapter=Early Post-Nationalisation Prototypes: No. 10800 and ''Hawk''
|ref={{harvid|Clough|2005}}
⚫
|chapter=Early Post-Nationalisation Prototypes
|title=''Nº10800 and ''Hawk
|pages=20–24
|pages=20–24
}}
}}
Line 123: Line 136:
|year=2011
|year=2011
|isbn=978-0-7110-3550-8
|isbn=978-0-7110-3550-8
|ref={{harvid|Clough|2011}}
|chapter=2: Diesel-Electric Development after 1945
|chapter=2: Diesel-Electric Development after 1945
|pages=18–19
|pages=18–19
}}
}}
*{{cite book|title=British Rail Main Line Diesel Locomotives|first1=Colin J.|last1=Marsden|first2=Graham B.|last2=Fenn|pages=44–47|publisher=Haynes|location=Sparkford|year=1988|isbn=9780860933182|oclc=17916362}}
*{{cite magazine|title=The 'Hawk' project|first=George|last=Toms|magazine=[[RAIL (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=January 1984|pp=8-11, 13|issn=0262-561X|oclc=49957965}}
*{{cite magazine|title=The 'Hawk' project|first=George|last=Toms|magazine=[[RAIL (magazine)|Rail Enthusiast]]|publisher=EMAP National Publications|date=January 1984|pages=8–11, 13|issn=0262-561X|oclc=49957965}}


==External links==
==External links==
*[http://www.therailwaycentre.com/Pages%20Loco/D%20loco%20page%20list.html The Railway Centre]
*{{usurped|1=[https://web.archive.org/web/20021208095832/http://www.therailwaycentre.com/Pages%20Loco/D%20loco%20page%20list.html The Railway Centre]}}
*[http://glostransporthistory.visit-gloucestershire.co.uk/railwayraptors.htm The Railway Raptors]
*[https://glostransporthistory.visit-gloucestershire.co.uk/railwayraptors.htm The Railway Raptors]


{{British Rail Locomotives}}
{{British Rail Locomotives}}
Line 144: Line 157:
[[Category:Standard gauge locomotives of Great Britain]]
[[Category:Standard gauge locomotives of Great Britain]]
[[Category:Diesel-electric locomotives of Great Britain]]
[[Category:Diesel-electric locomotives of Great Britain]]
[[Individual Locomotives of Great Britain]]
[[Category:Individual locomotives of Great Britain]]

Latest revision as of 21:24, 23 August 2024

British Railways 10800
10800 at North British Locomotive Company, Glasgow
Type and origin
Power typeDiesel-electric
BuilderNorth British Locomotive Company
Serial number26413
Build date1 July 1950
Specifications
Configuration:
​
 • WhyteBo-Bo
 • AARB-B
 • UICBo′Bo′
Gauge4 ft 8+1⁄2 in (1,435 mm) standard gauge
Wheel diameter3 ft 6 in (1.067 m)
Minimum curve3.75 chains (247.50 ft; 75.44 m)
Wheelbase31 ft 0 in (9.45 m)
Length41 ft 10+1⁄2 in (12.76 m)
Width9 ft 2 in (2.79 m)
Height12 ft 9+1⁄2 in (3.90 m)
Loco weight69.80 long tons (70.92 t; 78.18 short tons)
Fuel capacity300 imp gal (1,400 L; 360 US gal)
Coolant cap.85 imp gal (390 L; 102 US gal)
Water cap.90 imp gal (410 L; 110 US gal)
Prime moverPaxman 16RPHXL Series 2
rebuilt: Maybach MD655
GeneratorDC
Traction motorsBTH 159, DC, four (4) off
Cylinder size7 in × 7+3⁄4 in (177.80 mm × 196.85 mm)
rebuilt: 7+1⁄4 in × 8+3⁄4 in (184.15 mm × 222.25 mm)
TransmissionDiesel electric
MU workingNot fitted
Train heatingClarkson steam generator
Loco brakeBrakeforce: 45 long tons-force (450 kN)
Train brakesVacuum
Performance figures
Maximum speed70 mph (110 km/h)
Power output827 hp (617 kW)
rebuilt: 1,400 hp (1,000 kW)
Tractive effort34,500 lbf (153.5 kN)
Career
OperatorsBritish Railways
Power class3MT; later: Type 1
Numbers10800
Axle load classRoute availability: 4
Retired8 August 1959
DispositionSold to Brush Traction, rebuilt into research locomotive Hawk, retired 1968, cannibalised 1972–1976, scrapped 1976.

British Railways 10800 was a diesel locomotive built by the North British Locomotive Company for British Railways in 1950. It had been ordered by the London, Midland and Scottish Railway in 1946 but did not appear until after the 1948 nationalisation of the railways.

The locomotive was designed by George Ivatt as a possible replacement for steam locomotives on secondary and branch lines. It was the first British road switcher locomotive.[1] The single-cab layout (long bonnet forward) gave the driver a poor view of the road ahead. However, the driver's view was no worse than that from a steam locomotive cab, so it would have been acceptable at the time.[2]

During its brief time on the Southern Region between 1952 and 1954, 10800 gained the nickname 'The Wonder Engine', from the locomotive department's daily query, 'I wonder if it will go today'.[3]

Description

[edit]

Due to having been ordered by the LMS before the creation of British Railways (BR), 10800 became the first BR mixed-traffic diesel-electric locomotive when it was delivered in 1950. It was successful enough in operation for BR to order two classes of 54 similar locomotives in 1955[4] although these classes, the BTH Type 1 and NBL Type 1, used the improved YHXL engine.

Extra Information

[edit]

Rebuilding as an AC transmission prototype

[edit]
10800 on the down main platform at Rugby

In 1961 No. 10800 was bought by Brush Traction and rebuilt for experiments in AC power transmission. Brush named the locomotive Hawk.[6] DC transmission in diesel-electric locomotives was reaching its limits, at least for single-generator locomotives.[i] The brushgear and commutator of a DC generator became prone to flashover for engine powers greater than around 2,700 bhp. The most straightforward solution, rather than redesigning the DC generator, was to adopt an AC alternator instead, which could use a much simpler slipring connection to its field rotor rather than a commutator.[ii]

Although the advantages of AC transmission were obvious, the best means to implement suitable traction motors was not. Should these be the familiar DC motors (requiring AC–DC rectification)? Or should AC traction motors be developed, and if so, how would their speed be controlled?[iii] High-power solid-state electronics was in an early state at this time, although Brush were keen to become leaders in the field.

A more powerful engine would be required, to give a realistic trial, and Brush already had a suitable one on hand, as a spare from the development of Falcon. This was a Maybach MD655 of 1,400 bhp. The Maybach was also a high-speed diesel engine, running at 1,500 rpm rather than the Paxman's 1,250 rpm. The Paxman was itself considered a high-speed engine, running significantly faster than the English Electric or Sulzer medium-speed (< 1,000 rpm) engines which had been adopted for high-powered British Railways locomotives. The new 100 Hz AC generator was rated at 950 kW (1,270 bhp), a conversion efficiency of 91%. The output was at 1,325V / 600A.[6] New AC traction motors were used, with squirrel cage motors supplied by thyristor variable-frequency drives.[8]

Brush's experience with AC transmission, gained with Hawk, would be put to use a few years later with the development of the 4,000 bhp single-engined AC transmission HS4000 Kestrel.

Hawk was used until 1968, after which its control equipment was becoming obsolete and was superseded by the direct experience from Kestrel.[9] During the 1972 miners' strike the engine and generator were removed as a standby generator for the Brush Falcon works. After this, parts began to be stripped until it was finally scrapped around 1976.

References

[edit]
  1. ^ The Deltics had twin engines and generators. Brush's prototype Falcon had also used twin engines and generators.
  2. ^ The main improvement is that for the DC generator, the large output current is taken from the rotor and so must pass through the commutator. For the AC alternator, only the much smaller field current needs to be supplied to the rotor and the output current is taken from the static field coils.
  3. ^ The same question had arisen in France in the mid-1950s, for their 25 kV 50 Hz AC electrification project. Four similar classes of electric locomotive, the BB 12000, BB 13000, CC 14000 and CC 14100 classes, each using a different method, had been produced and tested.[7]
  1. ^ Clough (2005), p. 20.
  2. ^ Allen, G. Freeman, ed. (1962). "Progress with British Railways' diesel locomotives". Trains Illustrated Annual, 1962. Ian Allan. pp. 14, 18–19.
  3. ^ "Ivatt 800hp Diesel Electric Locomotive". Southern E-Group. 10 August 2004.
  4. ^ Carr, Richard (29 October 2008). "Paxman and Diesel Rail Traction". Richard Carr's Paxman History Pages. Retrieved 2 December 2008.
  5. ^ "Clarkson Thimble Tube Boiler Co". Grace's Guide to British Industrial History. 4 September 2013.
  6. ^ a b Clough (2005), pp. 22–24.
  7. ^ Cuynet, Jean (2008). "Les débuts du courant "industriel" à la SNCF" [The beginnings of 'industrial' current on the SNCF] (PDF). J3eA, Journal sur l'enseignement des sciences et technologies de l'information et des systèmes (in French). 7. EDP: 1–13. doi:10.1051/j3ea:2008040. Retrieved 1 September 2017.
  8. ^ "The experimental Brush 'Hawk'". Modern Railways. March 1965. p. 170. ISSN 0262-561X.
  9. ^ Clough (2005), p. 24.

Further reading

[edit]
[edit]
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