The A Class transplant from Crossley HSTV8 to 12 cylinder EMD 645E engine
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- Опубликовано: 4 окт 2024
- The A Class transplant was carried out between 1968 and 1971 at Diesel 1 Inchicore
Initially they were fitted with eight-cylinder two-stroke Crossley HSTV8
They produced 890 kW (1,200 hp) at 625 rpm and could do 120 km/h (75 mph
Their Crossley engines proved to be notoriously unreliable from the start.
Amongst a plethora of problems were:
Unbalanced engines resulting in vibration-induced fuel pipe and water pipe fractures
Cylinder defects
Excessive water temperature causing shutdowns
There were also problems with generator and motor flashovers.
These problems were tackled between 1968 and 1971 through
the progressive re-engining of the entire class with a 1,650 horsepower
(1,230 kW) 12-cylinder EMD 645E engine (a similar process was
implemented for the original 201 Class).
However, this power output stressed the ability of the
original cooling and transmission systems and the engine
output was reduced to 1,325 horsepower (988 kW) for
improved reliability. When built, these locomotives were
originally numbered The A Class transplant was carried
out between 1968 and 1971 at Diesel 1 Inchicore
Initially they were fitted with eight-cylinder two-stroke Crossley HSTV8
They produced 890 kW (1,200 hp) at 625 rpm and could
do 120 km/h (75 mph
Their Crossley engines proved to be notoriously unreliable
from the start. Amongst a plethora of problems were:
Unbalanced engines resulting in vibration-induced fuel pipe
and water pipe fractures
Cylinder defects
Excessive water temperature causing shutdowns
There were also problems with generator and motor flashovers.
These problems were tackled between 1968 and 1971
through the progressive re-engining of the entire class with a
1,650 horsepower (1,230 kW) 12-cylinder EMD 645E engine (a similar
process was implemented for the original 201 Class).
However, this power output stressed the ability of the original cooling
and transmission systems and the engine output was reduced to 1,325 horsepower
(988 kW) for improved reliability. When built, these locomotives were
originally numbered A1 to A60, and as locomotives were re-engined,
they had the suffix 'R' added to their number. From 1972, the prefix
letters were dropped and the locomotives were renumbered 001 to 060.
Absolutely brilliant! Thanks Gerry.
Thanks Rick. There a rotary switch behind the engine room door cab 2, the driver used the forward/ reverse handle that fitted the switch to cut out one traction motor. I have on photos of switch. Glad you enjoyed.
Gerry
Brilliant clips Gerry, many thanks for sharing.
Fascinating stuff, great presentation.
Excellent!
Many thanks!
Great to see the engineering side of the locos. Do you have any more in the pipe line? Would love to see the layout of a 141 of a 071 GM.
I have the C class nothing on the 141 or 071 class. Glad you enjoyed.
Gerry
@@gerryconmy Always a pleasure to watch your vids. Grew up near Ashtown and loved watching the Sligo trains ripping past. You could hear them from miles out on the old jointed rails back in the 70s. Going near the railway was forbidden by the ma so thats exactly where we often snuck off to.
Did you work as an engineer, fitter, driver?
Nice one Gerry, fair play
Thank you glad you enjoyed.
Gerry
Was a major job. Was the new engine smaller in size too?
My 1st spin in an A was A30 from Mallow - Tralee - Mallow in 1970. As in the photos. We could change ends/cabs by walking inside the engine. I recall there was a circular knob to isolate a faulty traction motor, not like the breakers shown here. Driver Jimmy, now deceased RIP, had trouble that day because the engine wouldn't "change up". Not a term associated w the GMs at all. Also shown here was A1. This unit spent lots of time in Mallow and I rode it frequently. The beet factory was a major part of Mallow station back then.
Thanks Rick. The traction motor cut out switch was behind the engine room door cab No 2. The driver used the forward/ reverse key to rotate the switch the motor Number 1 to 6 we wanted to isolate thus 5 motors now available for traction. Thank you for your comment.
Gerry
@@gerryconmy well Gerry as I reminisce I have lots of more fun & maybe the odd sad story as well to share. I was a kid who lived right by Mallow station. I knew or got to know lots of drivers and why I dont know !!!!! I always asked " can I come up" ? They always said yes. Unless Inspector Killoughy was around. Get in touch. I have 100s of stories.
Great stuff Gerry. I know nothing about engines but the Crossley just looked a complicated mess of pipes and wires. The GM engine less cluttered and clean lines are the total opposite. The engine room looked totally cramped, then compare the shot of the engine room with the GM engine and it looks like there’s loads of space. A transformation in more ways than one.
The Crossley engine as you say had water & oil pipes externally made of copper that hardened in time and fractured causing leaks and engine failure. Where the generator was, it was separated by doors and was pressurised by air pressure a so called clean room.
I remember walking through it from cab to cab many years ago.
Gerry
Thank you for making this film. It's interesting to see how the Heath Robinson-esque Crossley engine is a contrast to the mean EMD engine. Regarding the strengthening the floor for the EMD engine would this have been fitting some new beams for this?
Hi David.
The floor was strengthened with new beams to hold the GM engine more secure than the Crossley engine. The Crossley engine was just secured by 4 engine mounts I think.
Gerry
@@gerryconmy As a modeller I enjoyed the roof detail photos showing before and after re-engining of the A class. Regarding the C class locos do you have similar material for this class? Also I gather that consideration was given to re-engining the the B101 Birmingham Sulzer locos.
Hi David I am working on the C class at the moment and will upload it soon. Thanks for your comment.
Gerry
Hi David the sulzers were not re-engined
Because the sulzer company did not allow CIE re engine the locos, it was then decided to purchase the 071 class locomotive instead. A better decision by far as they are the best locomotive GM ever built.
Just by chance i came across one of those locomotives i managed to get inside and it had this 12cylinder engines in it. Wikipedia says that they only made 60 of those machines. Did they convert all of them?
Hi. All the original A Class ( 60 ) were converted to GM engines along with 34 C Class. The main generator and traction motors were original. A terrific locomotive after re engined.
Gerry
the HST was a dud,was completely re-engineered by WAGR in western australia but was known for being oil drenched due to leaks
Did the Crossley engines find further use on fishing boats or were they scrapped?
Hi. The Crossley engines were scrapped when removed from the A and C class Loco.
Gerry
These are now made in high spec 00 model form by Irish Railway Models,if you are into making a miniture world of this time.I have put a link to this on there model page for interest, it should get you more views so i hope you dont mind.
Hi Eric that's fine and glad you enjoyed the video
Gerry
Stickin out
Are the 12-645 power units fitted to class 57 locomotives sourced from withdrawn A class locomotives?
The engines in the class 57 are GM 12 Cylinder 645 E3.
@@gerryconmy What is the difference between the units fitted to the A class and units fitted to the class 57?
The engines fitted to the A Class was a 12 cylinder 645. The engines fitted to the 57 class is a 645 E3 which has a turbo fitted to increase power output. E3 means turbo.
@@gerryconmy Is it possible some of the non-turbo power units from withdrawn locos could have been rebuilt with turbochargers for Brush? I am trying to figure out where they sourced the power units for the 57s as EMD had already producing the 710 series for quite a while when the 57 project went ahead.
You got me there Iam sorry I've no idea if what you said happened. Try wikipedia
You might find something there. I will ask about it and let you know.