Locomotives

 

 

CLASS 25/3

This will be the class 25/3 which will utilise the existing class 25 chassis but with the later style body and missing the underframe water tanks, as these were primarily freight locos with no steam heat boilers fitted.

We are still at the CAD stage with this, so no release date although I'm guessing it is likely to be towards the end of 2018 The viable liveries are green, small yellow panels; green with full yellow ends and blue with full yellow ends. There is a further option of early blue with small yellow panels but as less than 20 locos were in this livery we are undecided at this stage.

I have also guessed at the loco reference numbers as it is too early for Heljan to of assigned numbers of to of confirmed the liveries. Hopefully I will have more details after Telford show.

Ref.
Description
List Price
Our Price
HJ2530 BR Green without yellow warning panels
£TBC
£TBC
HJ2531 BR Green with yellow warning panels
£TBC
£TBC
HJ2532 BR Green with full yellow ends
£TBC
£TBC
HJ2533 BR early Blue with yellow ends (not confirmed at this stage that this livery will be done.
£TBC
£TBC
HJ2534 BR Blue with yellow ends
£TBC
£TBC

 

LOCOMOTIVE SPECIFICATION.

RTR O Gauge locomotives.
Heljan BR Class 25/3

Ready to run.

Features Include
• Highly detailed model in 1:43.5. (O Scale)
• Rotating roof fans.
• Highly detailed cab interior.
• Two powerful 5 pole motors.
• Kinematics.
• LED
• Screwlink coupling
• Directional changing lights.
• designed with sound installation in mind.
• Heavyweight model, weighing 3.0kg.

 

 

Number sequence (original) D7598–D7677 (TOPS) 25 248–25 327

The final batch of Class 25 locomotives were designated Class 25/3 and was to be built by BR Derby and Beyer, Peacock and Company of Manchester. However, because of financial problems Beyer, Peacock was unable to complete the final 18 locomotives and these were transferred to BR Derby for construction.

Though these locomotives still carried a RTB 15656 generator, this variant was a ten pole machine with a modified assembly incompatible with earlier equipment. The regulated (full hp) part of its characteristic was substantially the same as before but the unloading point, that is the point at which full power could no longer be utilised, was altered to 900 A, 910 V (819 kW) from 1,050 A, 780 V (819 kW). Only two stages of field weakening were employed, previous machines had six, and this provided ‘full power’ at speeds between 7 and 80 mph (130 km/h), and maximum tractive effort was reduced to 41,500 lbf (185,000 N).

The latter half of the 1960s had seen the widespread introduction of solid state electronics and these locomotives incorporated a control system where speed was detected electronically rather than mechanically. A signal from a tachogenerator was used to close contactors in sequence at given speeds to activate the motor's field weakening process, rather than through contacts and relays as in earlier types. The control system ensured the traction motors and main generator were all operated within the continuous rating of the machines except in full field conditions when the driver was able to judge how long to remain in the short-term rating condition. There were two variants of the Class 25/3 sub-class. Early 25/3 AV locomotives were fitted with vacuum brakes and in due course many of these were dual braked and redesignated 25/3 BX. By the time the last few locomotives were under construction dual braking had become the norm and ten of the last batch from Derby were built new as 25/3 BX locomotives for work out of Willesden on the recently upgraded West Coast Main Line.

 

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