These locomotives utilize a self-regulating transmission to deliver the energy generated by the gas turbines to the wheels.

Gas turbines have certain advantages over reciprocating engines. These locomotives have a limited number of moving parts, which reduces the need for lubrication. This reduces operating costs and the power to weight ratio is much higher. A similar engine with a solid cylinder outperforms a turbine, allowing the train to be exceptionally profitable and efficient without being huge.

The efficiency and power output of the turbine decreases as the rotational speed increases. This makes gas turbine locomotives suitable mainly for long distance and fast travel. Other problems with gas turbine locomotives have been the extreme loudness and the specific noise caused.

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An internal combustion engine is used in internal combustion locomotives, attached to the driving wheels. They generally keep the engine running at a roughly constant level whether the train is stationary or moving. Internal combustion locomotives are classified by fuel type and subdivided by transmission type.

Kerosene locomotive

Kerosene is used as the power source in kerosene locomotives. Lamp oil trains were the world’s first internal combustion locomotives, coming before electric and diesel locomotives. The first recognized kerosene-powered rail vehicle was built by Gottlieb Daimler in 1887, but this vehicle was not really a locomotive as it was used to move freight. The main triumph of the lamp oil train was the Lachesis, built by Richard Hornsby & Sons Ltd.

Gasoline locomotive

Gasoline is consumed as fuel by gasoline locomotives. The gasoline-mechanical locomotive was the very first economically successful gasoline locomotive and was manufactured in the early twentieth century in London for the Deptford Cattle Market by the Maudslay Motor Company. Gasoline-mechanical locomotives are the most popular type of gasoline locomotive, which uses a mechanical transmission in the form of a gearbox to transfer the power generated by the engine to the driving wheels, as in an automobile.

This bypasses the need for a gearbox and converts the rotational mechanical force of the engine into electrical energy. This can be achieved by using a dynamo and then by powering the wheels of the locomotive using multi-speed traction motors. This contributes to better acceleration as it eliminates the need to shift gears, although it is more expensive, heavier and sometimes more severe than a manual transmission.

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Both third rail and overhead wire systems typically utilize the running rails as the conductor for extraction, but some designs utilize a separate fourth rail for this purpose. In terms of the type of power used, it is alternating current (AC) or direct current (DC).

Data analysis shows that low gear ratios are usually found on passenger engines, while high gear ratios are common on freight units.

Electricity is typically generated at fairly large and profitable generating stations, transmitted to trains, and distributed throughout the railroad system. Only a few electric railroads have production depots and transmission lines, but can maximize access to purchase power from a generating station. The railroad usually provides its own distribution lines, transformers, and switches.

Diesel locomotives typically cost twenty percent more than electric locomotives, maintenance costs are twenty-five to thirty percent higher, and operation is fifty percent more expensive.

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Charles Brown developed the first pragmatic AC electric locomotive while working for Oerlikon, Zurich, at the time. In 1981, Charles demonstrated the transmission of electricity over long distances between hydroelectric power stations using three-phase alternating current.

Modern AC locomotives better maintain traction and provide adequate grip on the rails than earlier categories and models. AC-powered diesel-electric trains are typically used to haul massive loads. However, DC-powered diesel-electric trains are still very popular because they are fairly inexpensive to build.

Italy’s railroads were pioneers around the world, introducing electric traction throughout the entire length of the main line, not just on short sections.

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The engine’s steam drives pistons called “driving wheels,” which are adjacent to the main wheels. Both water and fuel, water supplies are transported with the locomotive, either in bunkers and tanks or on the locomotive. This configuration is called a “tank locomotive”. Richard Trevithick created the first full-scale operating railroad steam locomotive in 1802.

Modern diesel and electric locomotives are more expensive, and these locomotives require a much smaller crew to operate and maintain. UK railroad figures demonstrate the fact that the fuel costs for a steam locomotive are more than double that of a comparable diesel locomotive; the daily mileage they can run is also less.

As the 20th century drew to a close, any steam locomotive still running on steam power was considered a primordial railroad.

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Among all the varieties of diesel trains, a method was developed by which mechanical power was transmitted to the driving wheels of the locomotive.

When, after the world war, the world cured itself monetarily, it did so by a wide selection of diesel trains in different countries. Diesel locomotives gave tremendous performance and flexibility, and proved to be better than steam locomotives, as well as requiring much less maintenance and operating costs. Diesel-hydraulic were introduced in the mid-20th century, but after the 1970s diesel-electric transmissions were used at a higher level.

A motorized transmission to transmit power to all wheels is used in diesel locomotives. This type of transmission is usually limited to low-speed, low-power shunting locomotives, self-propelled cars, and numerous light units. The first diesel locomotives were diesel-mechanized. Most diesel locomotives today are diesel-electric locomotives.

The most important and absolutely vital factors of a diesel-electric propulsion system are the diesel engines (also called the traction unit), the central generator/alternator-rectifier, the control system consisting of the engine regulator and electrical or electronic elements, the traction motors (usually with four or six axes) including rectifiers, switchgear and other elements that regulate or modify the electrical supply to the traction motors.

In the most general case, the generator may be directly connected to the engines with only a very simple switchgear. In most cases, the generator is only connected to the engines with edge switchgear.

Diesel locomotives with hydraulic transmission are called diesel-hydraulic locomotives. In this configuration, they use more than one torque converter combined with gears, with a mechanical final drive gear to transmit power from the diesel engine to the wheels.

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The transportation and subsequent unloading of these assets at their new destination signify a pivotal step forward. While I regret that this update constitutes the sole news for 2018, it underscores the gravity of the situation from my perspective. As far as my understanding goes, competing priorities have regrettably kept Deltic activity on the back burner.

Despite the relative quietude of updates, rest assured that our commitment to the preservation and restoration of these engines remains steadfast. The relocation to Crewe represents a strategic move aimed at optimizing resources and fostering future progress in our endeavors. We look forward to the opportunities and challenges that lie ahead as we continue our journey in the realm of rail preservation.

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Tuesday, April 4 – Locomotive Move:

• The locomotive was part of a movement from Grosmont to York NRM (National Railway Museum), designated as 5Z60. The journey involved hauling a support coach alongside 46100 ‘Royal Scot’ between Grosmont and Battersby, then reversing roles between Battersby and Darlington, and finally jointly hauling the support coach to its destination at NRM.
• Subsequently, 55022 and 46100 ‘Royal Scot’ transported the support coach from York NRM to Southall WCR as part of movement 5Z61.
• The day concluded with a further move, designated as 0Z55, from Newark Northgate to Orton Mere (Nene Valley) with 55022 in charge.

Monday, May 1 – Locomotive Move:

• A movement labeled as 0Z55 saw 55022 hauling 31 271 and 45 041 ‘Royal Tank Regiment’ from Wansford NVR to Kidderminster SVR.

Monday, May 22 – Locomotive Move:

• 55022 was engaged in multiple movements:
  • 0Z50 from Kidderminster S.V.R. to Worcester Shrub Hill, hauling 31 271 and 50 008.
  • 0Z50 from Worcester Shrub Hill to Washwood Heath Met.Cammel, with 50 008 now in the lead, hauling 31 271 and 55022.
  • 0Z55 from Washwood Heath Met.Cammel to Fletton Jn, and onwards to Nene Valley, with 31 271 being hauled by 55022.

Wednesday, June 28 – Locomotive Move:

• The locomotive traveled from Wansford NVR to Fletton Jn, followed by movement 0Z55 from Fletton Jn to Grosmont.

Monday, December 11 – Locomotive Move:

• In this movement labeled as 0Z26, 55022 journeyed from Grosmont to Crewe, with 68003 and 66429 providing banking assistance between Grosmont and York, and then 68003 continuing the journey alone from York to Crewe.

These movements demonstrate the diverse roles and destinations that 55022 has undertaken since 2011, showcasing its ongoing significance in the realm of rail transportation.

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This successful endeavor wouldn’t have been possible without the crucial efforts of Dan Monkman at Washwood Heath, whose coordination ensured a smooth transition for the locomotive. Following its departure from Boden Rail’s facilities next door, Dan arranged for ‘Gordon Highlander’ to be accommodated within the premises of the Devon & Cornwall Railways depot, providing a temporary haven during the relocation process.

Captured in a photograph by Andrew Lunn, the image immortalizes the momentous occasion of D9016’s arrival at Crewe Diesel Depot. This milestone marks not only a physical transfer but also symbolizes a new chapter in the locomotive’s journey, as it integrates into its new environment under the stewardship of Locomotive Services. Such strategic moves are essential for ensuring the continued preservation and operation of these historic locomotives, safeguarding their legacy for generations to come.

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After several discussions in recent weeks, an exciting opportunity has emerged that I believe is in the best interests of both locomotives. It entails my team, which boasts considerable experience, continuing to be involved in all aspects of maintenance, operation, and restoration. We will be partnering with a highly skilled engineering team and gaining access to top-notch rail preservation facilities.

A reasonable figure has been agreed upon, reflecting the historical significance of ‘Royal Scots Grey’ and ‘Gordon Highlander,’ including all spare parts, components, and consumables. Both locomotives will be relocated to Crewe Diesel Depot in the coming weeks under the ownership of Locomotive Diesels Ltd, a division of Locomotive Services Ltd.

The owner of Locomotive Services is well-known for his passion for steam locomotives, and this extends to all historic railway vehicles, including Diesels. Therefore, the addition of 55 022 and D9016 to his fleet ensures their future alongside renowned locomotives like Blue Peter and Britannia, a fitting match. The prospect of “Royal Scots Grey” being united with the famous Steam Locomotive “Royal Scot” is particularly intriguing.

The new owner is committed to restoring both locomotives to full operation promptly and ensuring they are maintained and operated in optimal condition. I made it clear that I wouldn’t sell the locomotives to the highest bidder alone; my priority was the security and preservation of both 55 022 and D9016. I believe this will indeed be the case under their new ownership, considering all factors.

The royalscotsgrey.com website and the 55 022 Facebook pages will remain unchanged, and future updates will still be accessible through these and other channels. Lastly, I extend my gratitude to everyone who has supported us in any way over the past 14 years, and I eagerly anticipate remaining involved with 22 and 16 as we embark on exciting new chapters.

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