Not too many DMU clashes, by my reckoning, the 565xx range is all clear, whilst the 562xx, 563xx, 566xx, 567xx, 568xx and 569xx are almost entirely clear (201-208, 331-345, 393-398, 630-639, and 801-806 being used by various turbostar MSs, 751-766 are 175 MSs, and 901-914 are 180 MSLRBs). There are plenty of blocks big enough for GBRf and whoever is fitting the EMDs for them (Wabtec or Brush I would guess?) to pick from, and clashes between blocks isn't something that they'd appear to be concerned about given the overlap between the 563xx turbostar vehicles and the 6 56/3s 301, 302, 303, 311, 312, 313)It couldn't be "anything" - there are plenty of number clashes with DMU vehicles in the 56xxx range.
I would have thought engines from the 710 series... AIUI the 645 series, while still in use, are not as common and been out of production for over a decade.So a refurbed grid with an emd engine? What particular series of engine, the one from a 66 or 59?
Thus more blasted ying yinging!
Would they fit within the uk loading gauge.I would have thought engines from the 710 series... AIUI the 645 series, while still in use, are not as common and been out of production for over a decade.
While new built 710s probably wouldn't be allowed due to EU emission regs, there would be plenty of 710s available from elsewhere in the world, Possibly Egypt, considering they (ENR) have taken a number of their JT42CWRM/Class 66s out of service after collisions... to say nothing of rebuilt engines from the US, Or even Ireland displaced after re-engining - although the 710s from Ireland would depend on IE's desired re-engining of the 201 fleet
We've got both V12 & V16 645s (in the class 57 and 59 respectively) and V12 710s (in 66s & 67s) so the short answer is 'yes'.Would they fit within the uk loading gauge.
The 70 test was deemed successful. However as with most things in life, I imagine it all comes down to price.
If you can get and do up 15 56’s at a less or similar cost than 6 or 7 70’s then the extra flexibility probably swayed the decision.....that is of course if the confirmation is true.
We've got both V12 & V16 645s (in the class 57 and 59 respectively) and V12 710s (in 66s & 67s) so the short answer is 'yes'.
Which ones would fit in a class 56 is a different question... but a (shorter) V12 is likely to be far easier to fit in the available space, and the 710 is a more fuel-efficient engine, so I'd bet on a V12 710 personally.
I thought the V16 was modular or am I wrong? I'.e. it could be built on the basis of a V12.Don't forget that a few years back in the states there was a fair sized business in converting V16 645 to V12 by laser cutting the crank cases and fitting new crankshafts. If I remember correctly many of the V16 came out of retired military vessels
Strange, since the Colas 60s seem pretty well used to me. Granted, they could try to replace some duties with 70s but that didn't seem to go too well in Scotland last year and Colas have seemed reluctant to do it, to date, this year.A post on the WNXX news page this morning states that 5 of the Colas Class 60s are to be transferred to GBRf.
the 645 could be built as 20, 16 or 12 cylindersI thought the V16 was modular or am I wrong? I'.e. it could be built on the basis of a V12.
...plus 6 and 8 cylinder versions, mostly used to power switchers (shunters) e.g. the SW1000/1001 series.the 645 could be built as 20, 16 or 12 cylinders
From the 645 Wikipedia page:But a market developed in the USA of taking the larger engines and cutting them down in the interest of efficiency, at the expense of power. Basically you laser cut four cylinders at one end, fit a new crank assembly and plate over the end.
As far as I can remember it was modular in the sense the cylinder block pairs were individually machined out and then welded together to make the required engine size: the whole engine wasn't cast/machined as one
One of the things that customers like about the EMD engines is that they have fabricated (rather than cast) crankcases which can be repaired by welding when they develop fatigue cracks. This is a major reason there are lots of old EMD locos still running around. GE engines of the same vintage use cast crankcases, which tend to have to be scrapped once the cracking gets too bad, quite often resulting in the scrapping of the host loco as well (as a replacement crankcase or engine is expensive, I assume).For maintenance, a power assembly, consisting of a cylinder head, cylinder liner, piston, piston carrier and piston rod can be individually replaced relatively easily and quickly. The engine block is made from flat, formed and rolled structural steelmembers and steel forgings welded into a single structure (a "weldment"), so it can easily be repaired using conventional shop tools.
Colas have lost the Lindsey to Colnbrook BAA fuel tanks to Freightliner who are running the service 8 times per week from Thamesport, starting September, isnt that a regular class 60 diagram.Strange, since the Colas 60s seem pretty well used to me. Granted, they could try to replace some duties with 70s but that didn't seem to go too well in Scotland last year and Colas have seemed reluctant to do it, to date, this year.
Unless, of course, GBRf are getting the contracts too.