Andrew Briddon Locos

Andrew Briddon Locos

preserved railway vehicles

BR Swindon Class 14: 14 901 - 2013

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Works Number D9524
Built December 1964, BR Swindon Works
Wheel arrangement 0-6-0DH
Weight 48tons
Power Unit Rolls-Royce DV8TCE
Rating 640bhp at 1800rpm
Train Braking Air
Present Location Peak Rail, Darley Dale
Photos Gallery

 

After two years in South Wales, 14 901 returned with damaged paintwork, low oil in the transmission, next to no oil in the exhauster and a seized hydrostatic fan motor.

It was deployed, with Cheedale as insurance, to shunt the air-braked stock from an incoming rail tour on April 14th. In the event Cheedale did all the work, with '901 acting merely as an additional air compressor. This was when we discovered that the fan motor had seized, as the power unit progressively overheated.

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Immediately after the event the fan motor was stripped down - it was apparent that the oil was severely contaminated (though what with was not quite so clear, it was emulsified in part) and found to be beyond economic repair. As the fan motor is plated Serck-Behr and about 50years old a direct replacement was not available, and in the end the fan motor from D9500 was recovered. Ironically, having been last used c. 1988, the latter's motor was in far better condition and was overhauled, and fitted to 14 901 with D9500's fan by late May. Since water may have entered the system at several places, one of which was the thermostatically controlled by-pass valve, Andrew took the decision to re-jig the system. The standard thermostatic valve was in due course stripped out and replaced by a simple temperature switch linked to the loco's PLC, but the by-pass valve is now controlled by the PLC, which activates the fan in response to either that temperature, or time delays built in to the start-up sequence. (The fan will always rotate on the '14s - the by-pass drops the pressure but allows some oil to circulate through the motor to lubricate it. This is in a sense a weak point as contaminated oil is pushed through an otherwise satisfactory motor. Once the by-pass closes, all oil routes through the motor and the fan accelerates with engine rpm).

The fan operation appeared substantially better than hitherto, but a hose leak prevented thorough testing, and this was changed a few days later. On the 6th June, it operated a works train to Matlock with the parts for the new waiting room.

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On the return run we spotted a fuel leak, and investigating this lead us to discovering a turbocharger defect which neccessitated major repairs, the turbo arriving back in Derbyshire on the 28th June. After refitting and testing around Rowsley yard, the loco operated a 7 coach train top'n'tail with D8 to prove operation of deadmans and vac control systems under those conditions, this taking place on 13th August. Subsequently the loco worked traffic for the Mixed Traffic gala (September 21-22) and  3 days during October (6th, 12th and 20th).

During 2014, 14 901 put in 58 days service on Peak Rail, visited the East Lancs for the "14s at 50" gala event in July and the Great Central for a gala at the end of August.  It was withdrawn from traffic over the winter to enable us to undertake alterations to the poorly constructed cooling system pipework, and change the Voith transmission cooler. This work was unfortunately delayed through lack of facilities at Rowsley.

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Archived News        
2009 8th May 2010 11th January 2010 9th August
  30th May   23rd January (continued) 1st September
  24th June   22nd February   13th September
  13th July   8th March   13th October
  29th July   29th March   22nd October
  11th August   5th April   14th November
  16th August   22nd April 2011 10th January
  1st September   3rd May    
  22nd September   19th May    
  1st November   23rd May    
  8th November   18th June    
  16th November   27th June    
  23rd November   1st July    
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