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Deltic

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44-652: [REDACTED] Look up deltic in Wiktionary, the free dictionary. Deltic or Deltics may refer to: Napier Deltic , a diesel engine British Rail DP1 ("Deltic") a prototype locomotive built by English Electric fitted with the Deltic Engine British Rail Class 55 , production locomotives powered by Deltic engines British Rail Class 23 , "Baby Deltic" production locomotives powered by Deltic engines Deltic Preservation Society Deltic acid ,

88-404: A 15-minute rating; the continuous rating being 1,875 hp (1,398 kW) at 1700 rpm, based on a 10,000-hour overhaul or replacement life. By January 1952 six engines were available, enough for full development and endurance trials. A captured German E-Boat , S212 was selected as it was powered by Mercedes-Benz diesels with approximately the same power as the 18- cylinder Deltics. When two of

132-509: A chemical whose molecular backbone resembles the Greek letter delta (Δ) Deltaic or deltic Deltics (album) , a music album by Chris Rea See also [ edit ] [REDACTED] Search for "deltic" on Misplaced Pages. All pages with titles beginning with Deltic All pages with titles containing Deltic Delta (disambiguation) Deltate (disambiguation) Deltoid (disambiguation) Topics referred to by

176-520: A class of ten Bo-Bo diesel-electric locomotives built by the English Electric Company (EE) in 1959. The power unit used was a Napier Deltic T9-29 9-cylinder engine of 1,100 bhp (820 kW) driving an EE generator, which powered the four traction motors. They were numbered from D5900 to D5909. The T9-29 diesel engine was a single, half-sized version of those used in the more powerful British Rail Class 55 'Deltic' locomotives, and

220-530: A diamond-form, four-crankshaft, 24-cylinder Junkers Jumo 223 . Herbert Penwarden, a senior draughtsman with the Admiralty Engineering Laboratory, suggested that one crankshaft needed to revolve anticlockwise to achieve the correct piston-phasing, so Napier designers produced the necessary gearing so one of them rotated in the opposite direction to the other two. Being an opposed-piston design with no inlet or exhaust valves, and no ability to vary

264-459: A generous availability of spare engines, four of the ten locomotives were out of service at the time. Four main engine problems had been identified: In July 1961 BR suggested replacing the Napier engine with an English Electric 8SVT V8 . This would however have added eight tons in extra weight, and so was rejected. EE also pointed out that the locomotives were now highly reliable in general, except when

308-713: A hydraulic pump integrated to power bow-thrusters for slow-speed manœuvring, until a refurbishment programme by BAE Systems , that ran from 2010 to 2018, replaced the Deltic with Caterpillar C32 engines in the eight remaining commissioned Royal Navy vessels. Deltic engines were used in two types of British rail locomotive: the 1961–62 built class 55 and the 1959 built class 23. These locomotive types were known as Deltics and Baby Deltics , respectively. The Class 55 used two D18-25 series II type V Deltic engines: mechanically blown 18-cylinder engines each rated at 1,650 hp (1,230 kW) continuous at 1500 rpm. The Class 23 used

352-399: A major failure required the considerable downtime for an engine change. By around 1963 all the locomotives had gradually been moved to Stratford Depot as they failed and were added to the line in store, pending a decision on their future. By this time the locos were based at the new diesel maintenance depot at Finsbury Park. It was decided by BR and EE to carry out a programme to refurbish

396-533: A number of other smaller attack craft. Being largely of aluminium construction, their low magnetic signature allowed their use in mine countermeasures vessels and the Deltic was selected to power the Ton-class minesweepers . The Deltic engine is still in service in some Hunt class . These versions are de-rated to reduce engine stress. Deltic Diesels served in MTBs and PT boats built for other navies. Particularly notable

440-463: A painstaking weighing that involved specifying the amount of sand in the sandboxes and other precise details. After acceptance trials at Doncaster , they entered service between April and June 1959. They were based at Hornsey , although at weekends were usually located at Hitchin engine shed. It had been British Rail 's original intention to work the locos across London on the Widened Lines but

484-530: A policy of unit replacement rather than repair in situ. Deltic engines were easily removed after breakdown, generally being sent back to the manufacturer for repair, although after initial contracts expired both the Royal Navy and British Railways set up their own workshops for overhauls. The "E.185" or "Compound Deltic" turbo-compound variant was planned and a single prototype was built in 1956 and tested in 1957. This capitalised on Napier's experience with both

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528-424: A reasonable starting point for the larger design that it required. The result was a triangle, the cylinder banks forming the sides, with crankshafts at each corner connected by phasing gears to a single output shaft—effectively three separate V-12 engines. The Deltic could be produced with varying numbers of cylinders; 9 and 18 were the most common, having either three or six cylinders per bank, respectively. In 1946,

572-429: A single less powerful nine-cylinder turbocharged T9-29 Deltic of 1,100 hp (820 kW). Six out of the original 22 Class 55 locomotives survive. Class leader D9000 Royal Scots Grey was returned to main line serviceable status in 1996. Following a power unit failure this locomotive was fitted, for a time, with an ex Royal Norwegian Navy T18-37K type, after various modifications were cleverly designed to make

616-441: A three-bank triangle, with a crankshaft at each corner of the triangle. The term Deltic (meaning "in the form of the Greek letter (capital) delta ") is used to refer to both the Deltic E.130 opposed-piston, high-speed diesel engine and the locomotives produced by English Electric using these engines, including its demonstrator locomotive named DELTIC and the production version for British Railways , which designated these as

660-399: Is different from Wikidata All article disambiguation pages All disambiguation pages Napier Deltic The Napier Deltic engine is a British opposed-piston valveless , supercharged uniflow scavenged , two-stroke diesel engine used in marine and locomotive applications, designed and produced by D. Napier & Son . Unusually, the cylinders were disposed in

704-436: Is in/out/in/out/in/out going around the triangular ring (i.e. the inlet and outlet manifold arrangements have C 3 rotational symmetry ). Earlier attempts at designing such an engine met with the difficulty of arranging the pistons to move in the correct manner, for all three cylinders in one delta, and this was the problem that caused Junkers Motorenbau to leave behind work on the delta-form while continuing to prototype

748-581: The Class 55 . A single, half-sized, turbocharged Deltic power unit also featured in the English Electric-built Type 2 locomotive, designated as the Class 23 . Both locomotive and engine became better known as the "Baby Deltic". The Deltic story began in 1943 when the British Admiralty set up a committee to develop a high-power, lightweight diesel engine for motor torpedo boats . Hitherto in

792-574: The Royal Navy , such boats had been driven by petrol engines , but their highly flammable fuel made them vulnerable to fire, unlike diesel-powered E-boats . A patent for an engine, similar in complexity, but with four lines of pistons, not just three, was filed in 1930 by Wifredo Ricart , linked to Alfa Romeo , and to the Spanish INI truck maker Pegaso , Pat ES0118013. Until this time, diesel engines had poor power-to-weight ratios and low speed. Before

836-498: The " Nomad " and its increasing involvement with gas turbines . It used the Deltic as the gas generator inside a gas turbine, with both a twelve-stage axial compressor and a three-stage gas turbine. Unlike the Nomad, this turbine was not mechanically coupled to the crankshaft, but merely drove the compressor. It was hoped that it would produce 6,000 horsepower, with fuel economy and power-to-weight ratio "second to none". Predictions by

880-557: The Admiralty placed a contract with the English Electric Company, parent of Napier, to develop this engine. One feature of the engine was the way that crankshaft-phasing was arranged to allow for exhaust port lead and inlet port lag. These engines are called " uniflow " designs, because the flow of gas into and out of the cylinder is one way, assisted by blowers to improve cylinder exhaust scavenging . The inlet/outlet port order

924-519: The Barrow Hill Roundhouse near Chesterfield where it is currently undergoing the transformation from 37372 into D5910. A book about the restoration of the sole-remaining 'Baby' Deltic engine has been published by The Baby Deltic Project and is available through their website. The Class 23 "Baby Deltic" is being made as a kit and ready-to-run in OO gauge by Silver Fox Models. Between 1960 and 1965

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968-638: The better reliability of the British Rail Class 24 Type 2. The Type 2s were averaging 30–40,000 miles per failure, the Baby Deltic less than a quarter of this. Although they suffered problems with the cylinder liners that were not dissimilar to those of the Class 55 Deltics, most of the Class ;23's early problems were a variety of failures with the engine ancillaries. The auxiliary gearbox used to drive

1012-471: The bogie frames, and replacing steel buffer beams or roof panels with aluminium. Much of the over-weight was due to ancillary components, particularly the train-heating steam generators, being supplied over weight. To avoid waste, these components were replaced by lighter versions from other makers, but the heavier originals were then used in the Class 20 and Class 40 locomotives. The lightened locomotives eventually met British Rail's approval, but only after

1056-514: The centre. This obviates the need for a heavy cylinder head , as the opposing piston filled this role. On the downside, the layout required separate crankshafts on each end of the engine that must be coupled through gearing or shafts. The primary advantages of the design were uniflow breathing and a rather "flat" engine. The Admiralty required a much more powerful engine, and knew about Junkers' designs for multicrankshaft engines of straight-six and diamond forms. The Admiralty felt that these would be

1100-611: The class and modify the engines with new parts designed by the engine manufacturer. The locos also had modifications to their nose ends, losing the gangway doors and headcode discs in favour of a central roller blind headcode box. The livery also changed to two tone green with grey roof similar to that of the British Rail Class 55s so they looked every bit a 'Baby Deltic'. The locomotives gradually returned to traffic and became very reliable in traffic except for continuing coolant system problems. The allocation of all ten locomotives in October 1967

1144-521: The class received full yellow ends whilst still in two-tone green. These were D5900/3/4/8; D5908 also carried the new double-arrow BR symbol. D5909 was the only locomotive to receive the full "rail blue" livery. D5901 was transferred to the departmental fleet of the Railway Technical Centre in 1969. It worked test trains to and from the RTC until 1975, when it was replaced by a Class 24 . The loco

1188-594: The compressor and cooling fans was a particular problem, suffering from vibration in its geartrain and a resonant whirling in the long drive shaft to it at particular rpm. Many engines seized because this shaft driving the auxiliaries snapped and then whipped round, rupturing coolant hoses and causing overheating. By October 1960 the emphasis of failures had shifted from the ancillaries to the engine itself. Locomotive mileages had only reached 40–60,000 miles each, including stoppages, whilst in this 18 months there had been 44 engine changes across only 10 locomotives. Despite

1232-661: The decision was taken to transfer the engine to the National Railway Museum in York. In 2001 the engine was purchased by the Baby Deltic Project and restored to operational condition in 2008. The Baby Deltic Project purchased Class 37 No. 37372, into which the engine was temporarily fitted whilst undergoing running tests. A photograph of the engine being started has been published in Rail Express magazine, and videos of

1276-470: The engine was cylinder-ported and required no poppet valves , each bank had a camshaft , driven at crankshaft speed. This was used solely to drive the fuel-injection pumps, each cylinder having its own injector and pump, driven by its own cam lobe. Development began in 1947 and the first Deltic model was the D18-11B, produced in 1950. It was designed to produce 2,500  hp (1,900  kW ) at 2000 rpm for

1320-477: The engineers closely connected with it were that connecting rod failure would be the limit on this power, failing at around 5,300 bhp. On test it actually produced 5,600 bhp before throwing a connecting rod through the crankcase just as predicted. Naval interest had waned by 1958 in favour of the pure gas turbine, despite its heavier fuel consumption, and no further development was carried out. British Rail Class 23 The British Rail Class 23 were

1364-654: The even, buzzing exhaust note of the Deltic, with a charge ignition every 20° of crankshaft revolution, and a lack of torsional vibration , ideal for use in mine-hunting vessels. The 9-cylinder design, having three banks of cylinders, has its crankshafts rotating in the opposite direction. The exhaust lead of 20° is added to the 60° between banks, giving firing events for adjacent cylinders in the same bank 80° apart. Interlacing firing events over all three banks of cylinders still leads to an even buzzing exhaust note, and charge ignition occurring every 40° of crankshaft revolution with consequent reduction of torsional vibration. Although

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1408-471: The event are available online. The T9-29 engine is currently in store at Barrow Hill Roundhouse near Chesterfield (and not on public display) whilst the Baby Deltic Project completes modification work to the locomotive. On 5 September 2010, the Baby Deltic Project announced its plans to create a new member of the class. This is being achieved by way of shortening 37372's body in three places and mounting it on Class 20 bogies. The locomotive can be viewed in

1452-595: The locomotives were found to be too heavy. The first of the class was held at Vulcan Foundry whilst EE tried to reduce the weight but this could not be completed to a satisfactory standard. The locomotives were put to work on King's Cross outer suburban duties such as the Cambridge Buffet Express as well as services from Kings Cross to Moorgate sub-surface platforms via the 'widened lines' (more recently, part of Thameslink ). The locomotives were later banned from Moorgate because of excessive exhaust smoke in

1496-400: The new unit compatible. The New York City Fire Department used a Napier Deltic engine to power their one-of-a-kind "Super Pumper System". This was a very-high-volume trailer-mounted fire pump with a separate tender. While the Deltic engine was successful in marine and rail use and very powerful for its size and weight, it was a highly strung unit, requiring careful maintenance. This led to

1540-455: The overall design and external appearance of the Class 23 was also similar to the Class 55, but much shorter, leading to their nickname of Baby Deltics . On initial completion, the first locomotives were found to weigh 3 long tons (3.05 t; 3.36 short tons) over the specification weight of 72 long tons (73.2 t; 80.6 short tons). A programme of lightening was begun: some of this involved cutting circular lightening holes into

1584-532: The port positions, the Deltic design arranged each crankshaft to connect two adjacent pistons operating in different cylinders in the same plane, using "fork and blade" connecting rods, the latter an "inlet" piston used to open and close the inlet port, and the former an "exhaust" piston in the adjacent cylinder to open and close the exhaust port. This would have led the firing in each bank of cylinders to be 60° apart, but arranging that each cylinder's exhaust piston would lead its inlet piston by 20° of crankshaft rotation

1628-409: The same term [REDACTED] This disambiguation page lists articles associated with the title Deltic . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Deltic&oldid=1192048699 " Category : Disambiguation pages Hidden categories: Short description

1672-462: The three Mercedes-Benz engines were replaced, the compactness of the Napier engines was graphically illustrated—they were half the size of the original engines and approximately one fifth the weight. Proving successful, Deltic Diesel engines became a common power plant in small and fast naval craft. The Royal Navy used them first in the Dark-class fast attack craft. Subsequently they were used in

1716-417: The tunnels. Other services entrusted to the class were race specials run from King's Cross to race meetings at Newmarket . Initial problems with the locomotives were minor and varied, although a problem with cracking in the cylinder liner around the injector hole required the engine to be changed. By November 1959, seven engines had been changed and this reduced availability first raised comparisons with

1760-559: The war, Napier had been working on an aviation diesel design known as the Culverin after licensing versions of the Junkers Jumo 204 . The Culverin was an opposed-piston, two-stroke design. Instead of each cylinder having a single piston and being closed at one end with a cylinder head , the Jumo-based design used an elongated cylinder containing two pistons moving in opposite directions towards

1804-458: Was Finsbury Park . By the late 1960s BR had drawn up a "National Traction Plan", whose aim was to rationalise the number and types of diesel locomotives in traffic (and thus reduce operating costs). The 'Baby Deltics' were an obvious target, being only a ten-strong class, and still beset with operational problems. The locos were withdrawn between 1968 and 1971. The last two locos in traffic on revenue-earning service were D5905 and D5909. Several of

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1848-421: Was adopted. This allowed the exhaust port to be opened well before the inlet port, and allowed the inlet port to be closed after the exhaust port, which led to both good scavenging of exhaust gas and good volumetric efficiency for the fresh air charge. This required the firing events for adjacent cylinders to be 40° apart. For the 18-cylinder design, firing events could be interlaced over all six banks. This led to

1892-415: Was cut up in 1977, still carrying two-tone green livery with a grey roof and small yellow warning panel. The only major component of a Baby Deltic to survive (apart from works plates ) is Napier T9-29 engine No. 388 along with its main and auxiliary generators. It had been stored at Stratford TMD being retained as a spare for D5901 whilst it continued in service at the RTC. After D5901 was finally withdrawn

1936-726: Was the Norwegian Tjeld or Nasty class , which was also sold to Germany, Greece, and the United States Navy . Nasty -class boats served in the Vietnam War , largely for covert operations. Smaller nine-cylinder Deltic 9 engines were used as marine engines, notably by minesweepers. The Ton-class vessels were powered by a pair of Deltic 18s and used an additional Deltic 9 for power generation for their magnetic influence sweep. The Hunt class used three Deltic 9s, two for propulsion and again one for power generation, but this time with

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