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Sale of two DB Class 67s to Colas

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route:oxford

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ac6000cw said:
The relatively high fuel consumption of the 67s was one of the reasons Chiltern gave at the time for switching to the 68s. I suspect slow acceleration due to 125 mph gearing and DC drive was another reason for dropping them - and of course the 68s are more powerful. In general the fuel economy of the EMD two-stroke diesel engine is not quite as good as an equivalent four-stroke diesel, but when properly maintained they have a reputation for pretty bullet-proof reliability and longevity - it's what's kept them in the market for the last 75+ years.
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Ok, this is a fantasy...

Take an elderly 37 with bogies that are in good condition.
Take a surplus 67.

Rebuild 67 with 37 bogies - voila - hybrid 37/67 with a revised (lower) RA.
 
ac6000cw

ac6000cw

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route:oxford said:
Ok, this is a fantasy...

Take an elderly 37 with bogies that are in good condition.
Take a surplus 67.

Rebuild 67 with 37 bogies - voila - hybrid 37/67 with a revised (lower) RA.
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It basically already exists - it's called a 57 (albeit derived from a 47) ;)

But no-one seems to want those either these days...
 
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fgwrich

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Word on the street is that this may not be all as it seems, with the two 67s receiving a trip to Rugby or Canton at some point. DBC Has done these sorts of deals before, with the 37/4s sold on from DBS to DRS but having to still being subjected to an expression of interest release.

Besides, I'm not sure why anyone would want to rebuild a 37 with the engine from the 67 - fuel consumption would rise through it's roof!
 
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route:oxford

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CosherB said:
This is a wind-up ...... yes? :shock:
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Probably...

But something at that the back of my mind suggests that at one time the plan was for the class 67 to have 125mph capable Co-Co bogies similar to those on the Class 89 however there was a licensing issue with the design.
 
59CosG95

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route:oxford said:
Probably...

But something at that the back of my mind suggests that at one time the plan was for the class 67 to have 125mph capable Co-Co bogies similar to those on the Class 89 however there was a licensing issue with the design.
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I heard it was down to cost. The only existing Co-Co 125mph bogies at the time were on the 89, and Brush had them priced at roughly £1m a pair. :shock:
 
PYROOGOBBO

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forgive my dumbness here but, would they possibly be good on the fife circle like they used to do, thus maybe freeing up the 68 for possible sleeper stuff? :D

I heard stories about how the 67's on sleeper duties used to not like the hills with some drivers complaining they had to full throttle them sometimes
 
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CosherB

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HellaEllie said:
forgive my dumbness here but, would they possibly be good on the fife circle like they used to do, thus maybe freeing up the 68 for possible sleeper stuff? :D

I heard stories about how the 67's on sleeper duties used to not like the hills with some drivers complaining they had to full throttle them sometimes
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1. Fife Circle - no reason why not as DB used to run it with 67s and their mouldy Mk2 coffins, however, DRS has the current contract through to 2018 (I think) to supply 68s and their Mk2 coffins (together with sub-leased carriages from Riviera).

2. How are 68s going to find themselves on sleeper duties? GBRf has a 15 year contract to supply traction to Serco for the CS, while GWR knocked back the use of 67s on the CNS a while back.
 
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dgl

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As has been said before the 67's are designed for 125mph but this is more to gearing than raw engine power meaning the tractive effort is rather low and getting too 125mph with a decent amount of coaches would need rather a lot of track if at all, that means hills despite their decent amount of horsepower aren't their best friend.



Which is their problem and is why some of them are being gotten rid of, the jobs they were originally brought for ended and the 68's owned by DRS, despite their lower speed, are what TOC's ate going for add they are better in pretty much all respects.

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CosherB

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dgl said:
As has been said before the 67's are designed for 125mph but this is more to gearing than raw engine power meaning the tractive effort is rather low and getting too 125mph with a decent amount of coaches would need rather a lot of track if at all, that means hills despite their decent amount of horsepower aren't their best friend.

Sent from my Lumia 625 using Tapatalk
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It's an academic point because it'll never happen, but it would be interesting to see how a 67 regeared to a maximum speed of 99 mph would fare against a 68. Probably still inferior though .... ;)
 
43096

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CosherB said:
It's an academic point because it'll never happen, but it would be interesting to see how a 67 regeared to a maximum speed of 99 mph would fare against a 68. Probably still inferior though .... ;)
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The extra 500+hp and slightly lower weight of the 68 would give it a distinct advantage. Perhaps that is the future for any 67s with a long-term future: rebuild them as 68 clones.
 
507 001

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59CosG95 said:
Yes they were, but with the cessation of the mail traffic in 2004, for various reasons, the class lost the work they were designed for.
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Hmm. Never a good idea to have a one trick pony in your fleet is it?
 
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Are there any freight flows or potential freight flows that use refrigerated wagons?
 
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furnessvale

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D365 said:
What do the Class 67s have to do with freight?
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They are capable of being used on freight and have occasionally done so.

Going back to basics they were in fact built for freight work, albeit high speed.
 
D365

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Fair enough, I meant more in response to the kind of freight that SpacePhoenix suggested?
 
Bevan Price

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Could a few 67s find their way to Central or East European Railway operators at some time in the future ??
 
CosherB

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507 001 said:
Hmm. Never a good idea to have a one trick pony in your fleet is it?
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What else would EWS have done at the time? Gone to Siemens, Alstom or Bombardier?

The 47s were hopelessly unreliable, and EWS had no other 100+mph loco available at the time. Their love of EMD traction was well known, so the 67 was born (out what could have been a micro-fleet of ETS-equipped 66/4).
 
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