Andrew Briddon Locos

Andrew Briddon Locos

preserved railway vehicles

Yorkshire Engine Co. 0-6-0DH: Libby

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Works Number 2940
Weight 48tons (in working order)
Built 1964
Power Unit Cummins NT855
Rating 375bhp at 2100rpm
Transmission Twin Disc CF11500 series converter and RF11 final drive gearbox
Present Location Peak Rail, Rowsley
Photos Gallery

One of the last locomotives completed by YE is this 0-6-0DH that worked at Calverton colliery before initial preservation in the 'Shropshire Collection'. The history of the Yorkshire Engine Company is very well documented in Tony Vernon's book, but suffice it to say that YEC revamped its designs to compete with the award-winning Sentinel range, producing some first-class locos, but market prospects in the mid 1960s were such that YEC's parent company United Steels decided to discontinue the business. The designs and diesel loco goodwill were acquired by Rolls-Royce, and several locos by Sentinel and Thomas Hill were copies of, or owed much to, YEC engineering - several YE employees, including latter-day Chief Designer Arthur Hunter, joined Thomas Hill.

Andrew aquired this loco in late 2001, at which point it had no engine or converter, and damaged superstructure. Taken to Long Marston, a Cummins NT855 was acquired out of an EE Stephenson 0-6-0DH and given a commercial overhaul in Barnsley. The original power unit had been rigidly mounted to the loco frame, but it was typical of Andrew to insist that its replacement be provided with flexible mounting for noise (etc) reduction. Thus began a policy of improving rather than slavishly 'restoring to original' the locomotives in Andrew's collection. It was not yet in running condition when commercial constraints applied at Long Marston forced relocation. It was kindly offered a temporary home by RMS Locotec - thus Libby came north to Dewsbury, then, when RMS re-located to Wakefield, transferred there. Some work was carried out on Libby in these homes but it was not quite in running order when RMS needed the space and the loco transferred again, to Peak Rail, where the final work on wiring and exhaust systems were finished. However, its usefulness was limited by a leaking radiator, and this was taken out for repair late in 2008. For one reason after another the opportunity to refit the radiator was delayed until September 2010, and after some delay, the loco was brought into Peak Rail's shed at Rowsley to facilitate painting and cabside repairs.



Both sides of the cab had corrosion all the way through, brought about by wet coal dust building up under the wooden cab floor. Large rectangular sections were removed (see above) and filled with 5mm plate (below) before being primed and body-filled to achieve a good overall appearance.

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The badly corroded cupboard in the rear corner of the cab was cut out and the side sheets made good - the cab floor and sliding door will be dealt with later in 2012. The front superstructure has been removed in order that the parts can be shotblast and brought up to the same standard as the casing doors. While accessible, it is intended that the injectors and valves are reset. The transmission oil reservoir (ex an EE Stephenson loco) has been resited against the fuel tank (below).

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In addition, a secondhand transmission cooler matrix (ex Poole Harbour Vanguard) has been added to the front of the radiator and the converter lines re-plumbed to suit.

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Meanwhile paintwork progresses - compare with the undercoated picture above.

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The remaining casing parts (tops, front sheet and side pillars) went out for shotblasting and returned during September. After some remedial work they will be painted internally and fitted to the loco.

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