When British Railways initiated its Modernisation Plan in 1955, its
Western Region elected to trial locomotive designs with hydraulic
transmission whilst BR encouraged designs with electric
transmission. The Western Region felt that the lighter weight of 78
tons for a diesel hydraulic locomotive producing 2000 hp, compared
to an equivalent weight of 132 tons for a diesel electric
locomotive producing 2000 hp, would better meet BR's requirement
for a modern locomotive. BR's failure to follow up with its
declared policy of having all freight vehicles fitted with brakes
saw operators preferring the heavier diesel electric designs which
proved more able to operate trains without through brakes at higher
speed. The greatest concern was with operating costs whereby the
Western Region policy of replacing components at the depot then
transferring them to Swindon for repair incurred heavy costs that
were reflected in the maintenance cost per locomotive. Given the
smaller number of diesel hydraulic locomotives and the larger
number of diesel electric locomotives it was little surprise that
by the mid-1960s a cost comparison showed that the build and
operation of diesel electric locomotives was increasingly cheaper
over the long term. Furthermore the increased availability of
diesel electric locomotives released by a combination of factors
provided an opportunity to replace the diesel hydraulic fleet,
which was withdrawn from service during the 1970s. The preservation
of redundant locomotives was slow but once it was confirmed, by the
preservation of Hymek' Class 35 D7017 in 1975, that public appeals
could quickly fund the preservation of withdrawn examples further
public appeals followed. In a short space of time 31 locomotives
from a mixed fleet of 358 locomotives entered preservation to
remind both enthusiasts and the public of a concept (i.e. hydraulic
transmission) that had had much to offer but had been dismissed on
questionable financial grounds.
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