Hudswell Clarke 0-4-0DH: Beverley
|Weight||35tons (in working order)|
|Power Unit||Cummins NHS6, 255bhp at 1800rpm|
|Torque converter||Twin Disc CF11500|
|Final Drive||Hudswell's own forward/rerverse gearbox|
|Rating||255bhp at 1800rpm|
Of the three Hudswell 0-4-0DHs that were in Andrew's collection, this is the one that can be classed as truly 'saved' since it was about to be scrapped when Andrew stepped in.
Built in 1965 and used by the NCB at Shirebrook Colliery in Derbyshire, it had gone to the Shropshire Collection in running order but while there, rainwater had got in and seized the engine. At the time Andrew aquired "Grace" and "Claire" it was not apparently for sale, but as the plans for the former 'Shropshire collection' contracted, it came up for disposal. With the seized engine, badly worn wheel profiles and a missing spring hanger, it was regarded by many as too much to tackle and attracted no offers. Finally one evening Andrew got a phone call from a friend who advised him that unless it found a new owner, it would go for scrap in less than a week. That was too much for Andrew, and within 48 hours it had become the third Hudswell 0-4-0 in Andrew's burgeoning collection. Initially it was taken to Long Marston, arriving the same day that "Claire" left after restoration. Moving it was a trifle problematic, as apart from the missing spring hanger giving it a pronounced droop to the front left, the fact that the air brakes had been fully applied and the hand brake wound up "on top" when last run (a practice that is actually bad for the handbrake linkage) meant that the brakes could not be released except by moving the loco over a pit and releasing the adjusters! Dragging the loco with brakes applied was both noisy and inconvenient.
"Beverley" did not stay long at Long Marston - a home for it had been agreed at the Middleton Railway, as a good example of a 'modern' Leeds-built machine in comparison to the older Hudswells they already possessed. Thus with brakes released but still with seized engine and missing spring hanger, "Beverley" travelled north, stopping though at the big EWS (now DB Schenker) depot at Toton (between Nottingham and Derby), and thus becoming the first of Andrew's locos to receive a reprofile. In Leeds the engine was removed and rebuilt with new liners and rings. A new spring hanger was forged in Rotherham and machined at Middleton, rectifying the 'lean'. When Middleton professed an interest in having "Grace" from Andrew instead, "Beverley" moved to the AFRPS at Scunthorpe where most of the paintwork has been progressed. The locomotive was largely rewired whilst in Leeds, but more of this has been completed at Scunthorpe, while a new fluid-to-air transmission cooler has been fitted. With an eye to vacuum braking and thus operating passenger trains, a front PTO pulley was added to drive an exhauster.
This December 2011 view (above) has the new fluid-to-air cooler matrix immediately behind the grille (not then refitted) involving a 25mm extension to the front of the casings, while the additional front pulley neccessitated a 60mm lift in the radiator mountings to clear it (and judious hacking of the fan cowl!). The new reservoir (below), installed in January 2012, holds the hydraulic oil which is more satisfactory for the converter than gas oil of today's specifications. The locomotive was back in operation during February/March, although work to rectify a tendency for the engine to "hunt" continued. The casing door grilles and front radiator protection were shotblasted and the casing doors refitted March/April, together with the handrails and exhaust pipe cowl.
The locomotive was in operation by early April, but showed a tendency to lose oil pressure as the engine warmed up, possibly due to a worn oil pump or sticking relief valve. The loco was temporarily "stored serviceable" while effort concentrated on bringing D2128 up to running condition. By June attention returned to the loco, the oil pump was overhauled (new parts all ex-stock from Cummins) - the oil pressure relief valve spring having been found broken in 3 pieces! - and the loco put back into operation, with generally satisfactory results, save for a tendency to hunt around 200rpm. Thus the injectors were stripped out for attention, which on a Cummins requires removal of rockers and rocker boxes.
In the autumn of 2012 the driver's brake valve, which was prone to leaking off, was replaced by an overhauled one. More importantly, the decision was taken to proceed with vac-braking the loco, which had been envisaged when the additional PTO pulley had been fitted to the front of the engine and the radiator raised to provide sufficient room for a belt drive.
The exhauster was located at the front right of the engine bay - it was not quite possible to squeeze it within the casings, so the front two doors were spaced off 80mm with an angular frame. The main train pipe was installed front-to-back and taken off to the exhauster via an AV2, providing fully proportional vac brake control by air piloting. This work was completed in June 2013.
In late 2012/early 2013, a deal was struck with the Pontypool & Blaenavon railway to swap their ex Manchester Ship 0-6-0DM Hudswell for Beverley, once the latter had been vac-fitted. The six wheeler left Blaewnavon on the 10th July, arriving in Rowsley on the 11th. Beverley left Scunthorpe on the 12th and arrived at Blaenavon later that day.