RD 1994
Hs4000 kestrel mug
mug created by the BRCW LTD to fund the rebuild of Hs4000 kestrel
kestrel was built by Brush Traction in 1967 as a technology demonstrator, featuring a 4,000hp Sulzer 16LVA24 and an alternator. The loco was designed to show the benefits of a single high power engine over the twin engine designs then in use on BR. The high power output also meant that Kestrel would be able to haul trains that previously had to be double headed.
As well as using an alternator in place of the usual genetator the loco also featured Dynamic Braking, using electric resistance to slow the train from high speed before the conventional vacuum or air systems took over. The loco also featured solid state systems in place of the usual control cubicle.
In service the loco suffered from a high axle load which Brush tried to correct by fitting bogies from a Class 47. The result was still too high for it to continue on passenger duties so Kestrel moved to freight. At the same time the decision was taken to sell the loco on.
In 1971 Kestrel was overhauled and had its original bogies refitted. There then followed a trip to Cardiff Docks, loading on to the MV Krasnokamsk and of to its new life at the Russian Railway Institute at Scherbinka. After re gauging Kestrel spent its days being tested and examined . The design wasn't suitable for the Russian style of operation, but all wasn't lost as the bogies and internals were copied for use in what has become the most popular loco produced, the Tep70 and its successor the Tep70BS which is still built today.
With everything stripped from the loco the body shell was turned into a load test vehicle with a large block of contrete taking the place of the engine. By the early 90's the institute had lost interest in Kestrel and it was dumped in a courtyard in Kolomna , rusting away. The date the loco finally met its end isn't known, but is believed to be 1994.
In 2014 BRCW included Kestrel as one of its projects, hoping to use the advances in materials and technology since it was designed to bring down the weight towards the desired 21.5 tonnes per axle. The hunt began for information about the fate of the body shell and its contents, along with the drawings and the location of any surviving engines. Anyone who has tried this kind of research will know that for every step forward you are lucky if you only take one back. There is a lot of contradicting information around and it has taken time to work through everything to discover which bits are true and which aren't.
Hs4000 kestrel mug
mug created by the BRCW LTD to fund the rebuild of Hs4000 kestrel
kestrel was built by Brush Traction in 1967 as a technology demonstrator, featuring a 4,000hp Sulzer 16LVA24 and an alternator. The loco was designed to show the benefits of a single high power engine over the twin engine designs then in use on BR. The high power output also meant that Kestrel would be able to haul trains that previously had to be double headed.
As well as using an alternator in place of the usual genetator the loco also featured Dynamic Braking, using electric resistance to slow the train from high speed before the conventional vacuum or air systems took over. The loco also featured solid state systems in place of the usual control cubicle.
In service the loco suffered from a high axle load which Brush tried to correct by fitting bogies from a Class 47. The result was still too high for it to continue on passenger duties so Kestrel moved to freight. At the same time the decision was taken to sell the loco on.
In 1971 Kestrel was overhauled and had its original bogies refitted. There then followed a trip to Cardiff Docks, loading on to the MV Krasnokamsk and of to its new life at the Russian Railway Institute at Scherbinka. After re gauging Kestrel spent its days being tested and examined . The design wasn't suitable for the Russian style of operation, but all wasn't lost as the bogies and internals were copied for use in what has become the most popular loco produced, the Tep70 and its successor the Tep70BS which is still built today.
With everything stripped from the loco the body shell was turned into a load test vehicle with a large block of contrete taking the place of the engine. By the early 90's the institute had lost interest in Kestrel and it was dumped in a courtyard in Kolomna , rusting away. The date the loco finally met its end isn't known, but is believed to be 1994.
In 2014 BRCW included Kestrel as one of its projects, hoping to use the advances in materials and technology since it was designed to bring down the weight towards the desired 21.5 tonnes per axle. The hunt began for information about the fate of the body shell and its contents, along with the drawings and the location of any surviving engines. Anyone who has tried this kind of research will know that for every step forward you are lucky if you only take one back. There is a lot of contradicting information around and it has taken time to work through everything to discover which bits are true and which aren't.