Yorkshire Engine Co. 0-4-0DH: Jack
|Weight||30tons (in working order)|
|Power Unit||Rolls-Royce C6SFL, 12 litre, 6 cylinder supercharged|
|Rating||233bhp at 1800rpm|
|Transmission||Twin Disc CF10000 series torque converter, “Yorkshire” final drive gearbox|
|Present Location||Peak Rail|
This loco, similar to the Yorkshire BR class “02”, was built in Sheffield for the local South Yorkshire Chemical Company. Passed in the mid-1970s to loco builders and dealers Thomas Hill (Rotherham) Limited, it was sold to the Ford Motor Company together with 2675 ("James" q.v.) for use at Halewood as their number "3".
In 2000 it became one of the two locos first bought by Andrew, although it was incomplete and had been out of service for some time. It was brought back into action in the early part of 2006, in a 10 week(end) marathon session that involved installing a secondhand Rolls-Royce C6SFL engine (obtained from RMS Locotec and formerly one half of a twin-engined Janus 0-6-0DE) which required both flywheel and housing changing to suit a CF10000 torque converter (not its original) and a replacement radiator. The "new" converter had the conventional pneumatically operated 14" twin-plate clutch as opposed to the 17" single-plate manually-operated arrangement which Yorkshire fitted from new (and were almost certainly the locomotives' worst feature) and required a new clutch cylinder, a mounting bracket (from a scrapped Thomas Hill loco), and new control valves and pipework. New flexible hoses were made up, and much of the power unit re-wired back to the Thomas Hill control box. Finally, during the restoration of James it had been easier to fit Jack's side rods, so new crank bearings were fitted to James' old rods and these fitted to Jack with a new retaining nut machined as one original was missing.
There was a heart-stopping moment when Jack's engine was started for the first time - it was known that the donor Janus had been stopped with traction motor problems so the engine was probably OK but there were no guarantees offered or expected. For the first few seconds it knocked ominously, then suddenly cleared and ran smoothly. We can oinly assume some displaced carbon in the bores was hammered out of the way. Because the converter blading is different to James (although both have the CF10000 series converter and same engine power) Jack is noticeably different in response when driving.
After spending 2006-12 at the Hollycombe Steam collection, the loco moved to Peak Rail in November 2012 for storage.
An independent inspection of the loco was carried out on November 27th, prior to it being sheeted down.