Testing Days

The line was used for numerous tests, most of which are lost in the mists of time, but one or two stick in the memory.

Photos are the author's unless otherwise credited

BR's automatic train operation system (BRATO), which used the ex-Scottish Region 2-car battery railcar (re-numbered RDB 975003/4 and named Gemini) as its test vehicle, was extensively tested here between 1968 and 1975. Known as the 'wiggly wire' system this was the forerunner of what was developed by many other companies into what is now known as Automatic Train Protection (ATP).

The original wiggly-wire was laid on the Down line between Friargate and Etwall stations - a distance of approx. five miles.

Further tests were carried out with a linear motor, which was mounted on a Class 101 DMU. The trials were to evaluate the difficulties of laying the aluminium/steel reaction rail, which the linear motor would utilise, down the centre of the track. The motor never provided propulsion but was used to test the practicalities of the system.

Hydraulic Drive DMU

Single car unit No: RDB 975385 (formerly M55997 a Cravens-built parcels car) was converted as a test bed for hydrostatic transmission in 1974 and was known as Lab 9 'Hydra'. Although it was tested at Old Dalby on a number of occasions it is pictured here at Mickleover, which was a convenient line due to its proximity to Derby

Track Defect Tests

Further wagon testing conducted at the track included running a test vehicle over a known track defect. A length of the line was connected via turnbuckles to the adjacent line which was braced with additional lengths of rail for stability. These turnbuckles could be moved by the application of a large spanner to introduce a kink into the running line. This feature was introduced in the early days of the Research Department and was used extensively during pioneering investigations into wagon suspensions and wheel/rail interaction.

Later a miniature wind tunnel was constructed on the track bed of the old Up line in which aerodynamic modelling in connection with research into shock waves caused by the Advanced Passenger Train and high speed trains was carried out. 

During the acceptance testing of the Class 151 Metro-Cammell built Sprinter units in the summer of 1985, the Twin Disc gearboxes proved to be rather troublesome. Their 'hot shift' characteristic imparted unacceptable longitudinal shocks to the trains and hence to the passengers and made for an uncomfortable journey.

In order to address the problem the first unit spent a few weeks at the test track where the Twin Disc engineers carried out numerous adjustments until an acceptable gear change characteristic was achieved. 

	In March 1985 Metro-Cammell-built DMU 151001 is pictured passing Stenson Jcn being loco-hauled en route to Mickleover John Tuffs
	The prototype Metro-Cammell Sprinter No: 151001 stands at the Mickleover end of the track in March 1985. The wind tunnel is to the left of the unit.
	Unit 151001 rests outside the workshop at Mickleover during its shakedown running at the test track in the spring of 1985. The workshop, which housed the battery railcar etc is behind the unit and the original GNR station can be seen in the left background. Matt Harrison

Speed Limit Signs Evaluation

The prototype Class 150 Sprinter DMU's also visited the site and one of the tests which they carried out was the evaluation of the new reflective speed limit trackside signs in the mid 1980's. As most modern traction was then being fitted with high intensity headlights the cut-out type speed signs which had served the railway for many years were to be replaced with more modern reflective devices. These of course are subject to being obliterated by graffiti. Progress?

These trials were carried out at night, much to the annoyance of the locals, no doubt.

Class 60 commissioning

The early class 60 locomotives were commissioned at Mickleover (and at Old Dalby) over a  lengthy period.

Class 155 Publicity shots

The Leyland-built class 155 DMU visited the test track for some publicity shots prior to entering service

Derailment Detection Device

At the end of 1974 the line was used to demonstrate a 'derailment detection device'. This was thought necessary since a large number of 4-wheeled vacuum braked wagons were still in use on BR and derailments were not uncommon. If after derailment the brake pipe remained complete, the derailed wagons could run for miles damaging the track and often the loco crew didn't even know they had a derailed wagon, the power of the modern diesels was unaffected by the extra drag. The device was connected to the braking system and consisted of one ceramic pipe above the vehicle's leaf springs and one attached to the axlebox. When the vehicle de-railed the gap above the spring was closed thereby breaking the element and venting the brake pipe, alternatively the one on the axlebox would come into contact with the rail head. Although successfully tested by deliberately de-railing a van the system was not really a practical proposition and was never developed any further.

	The devices are shown attached to the suspension of a 10ft wheelbase 'Vanfit'. The white parts are the frangible elements, one between the spring buckle and the solebar and the other placed so as to break when it came into contact with the rail. All a bit unbelievable after 40 years Author's Collection
	The switch was designed such that when a bar fixed to the leading wagon came into contact with the lever it would open thereby derailing the trailing wheelset. It worked! Author's Collection
	The aftermath: The van derailed and the brake pipe vented. All filmed from the train and from the trackside. Author's Collection

Auto-wagon

In the summer of 1971 an unusual development was tested in the shape of a vehicle which carried a single container and which was self-propelled. Known as the 'Autowagon' it was proposed that the vehicle would be able to park itself, and thereby save on motive power but not surprisingly the idea didn't take off. It did feature on the TV programme 'Tomorrow's World' but was pushed into the shot by the 08 shunter giving the impression that it was self-propelled.

Remote controlled shunter

Another idea trialled at Mickleover was a radio-controlled class 08 350HP shunting loco. Withdrawn in 1978 and formerly 08267 it was used by the Train Control Group and named 'Pluto'. Although it was taken into stock as RDB968020 it was later re-numbered 97 801.

Tests to assess the lateral stiffness of vehicle's suspension were undertaken at various places including the test track.

In addition to its "in house" projects, the R&D maintained close links with the plastics industry. One such development to result from this connection was the use of Mathweb GRP structures.

BP Technical Developments had developed a technique for producing GRP lattice structures more as a speculative general development than with any specific application in mind. The Plastics Development Unit (PDU) recognised the potential of this technique for producing emergency structures for overhead line equipment where the lighter weight of the GRP (approx ¹/₃ wt of a steel structure) could considerably reduce erection time and equipment, and ease transportation to site.

Accordingly the PDU and the CM & EE Overhead Line Engineer stimulated a joint development programme with BP carrying out component design and production. PDU provided the loading criteria and performed site trials to assess suitability and link theory with practice thus providing valuable information for both parties.

A system for a simple support structure to resemble the level crossing case has been devised and further work is being undertaken on the assessment of a full portal frame structure.

More pictures will be added