BR Swindon class “03” 0-6-0DM*

(* now very much a DH)

This class of loco was based directly on the proven Drewry Car design, so forms a logical development from the earlier Drewry loco in Andrew's collection.

Built for general purpose shunting, they incorporated a 5-speed gearbox to enable them to 'trip' at up to 30mph between duties, but otherwise had the same basic configuration (Gardner 1200rpm engine - fluid coupling - change speed box - reversing box) as the earlier industrial/military examples.

D2128 was withdrawn in July 1976 and was sold to a scrapyard in Long Marston, where the Gardner 8L3/fluid coupling was removed for sale but then the rest of the loco sold seperately for use in Belgium (leaving on the Harwich Ferry in December 1976), where the gaping hole under the casings was filled with an air cooled engine and hydrostatic components to match up to the original 5-speed transmission. Additionally about 10 tons of steel slabs were welded into the chassis bringing the weight of the loco up to around 37/38tons.

Repatriated in the 1990s, it worked at Peak Rail for a while (see here) but was then sold to the Nottingham Sleeper company (where it is said that engine failure occurred) and on via Cotswold Rail, ending up at the Dean Forest Railway, from whence Andrew bought it in April, 2008.

Moved in July to Scunthorpe, the remaining incomplete Belgian components were removed, (together with the ballast which was detrimental to axles and springs as well as "in the way" of the proposed new engine and transmission) and work began to install a Cummins 14 litre engine and 2-speed Twin Disc transmission.  (This transmission, incidentally, came from a batch of locos built by Hunslet for the BAOR in 1984 and may be unique - Twin Disc employees know of no other applications and of the 6 manufactured for Hunslet (5 in the locos and one spare) Andrew bought up 3!)

This was the remains of the Deutz V12 air cooled engine as it was when Andrew aquired it - one bank of barrels and cylinder heads missing, as well as two pistons. Having been open to atmosphere for several years, it was not worth even attempting to rebuild, so it, together with the VM hydraulic pump (out of sight on the back) were sold for spares to the Royal Deesside Railway, who possess another such conversion.

Andrew prepares to lift out one of the ballast trays- this one directly under the Deutz engine. At one point it was discovered that the "tray" had been welded in such a manner that it would not lift clear of the original frame stretchers, and the entire loco started to lift off the ground...

A number of unwanted components have been sold to assist other owners of 03s in restoration. Chassis cleaning was carried out and installation drawings prepared for re-power. The envisaged specification on completion is that D2128 will be approximately 300bhp, with a top speed still around 30mph, and be dual (air and vacuum) braked.

The transmission, cooler groups and air cleaner arrived at Scunthorpe within the Palvan on 25th March, 2010. A Cummins NT855  joined the other "lumps" in the Palvan on 7th April. By November all the mounting brackets and anti-vibration mounts were on site at Scunthorpe, but bad weather precluded even trial fitting the components to the chassis.  In the event, the front frame mounting brackets were in place by April 2011, however, the power unit was not finally installed until the 3rd September.

By January 2012 the radiator, compressor, fuel tank, powershift cooler and air filter had all been installed.  By late April the prop-shaft and disc brake were being fitted, together with hosing, wiring and pneumatic system alterations in progress (see the Gallery section for other illustrations).  Sadly, although the engine was running, the powershift transmission refused to drive and the loco was unable to take part in the AFRPS gala on the 12th and 13th May, 2012. It was however, on display for a while at Appleby Frodingham station.

Subsequent work on the transmission, although resulting in limited drive in one gear only, (see here) brought us to the conclusion that the unit had a serious internal problem that we were not going to be able to fix in situ.  The second stock powershift (intended for the Hunguard/Vanlet) was therefore sent away for a running test with a view to swapping the two and getting that in D2128 now repaired ready for future use. This second transmission however was found to have some defects and leaks and received attention, allowing time for the loco to be stripped and made ready.

Thus work has proceeded on remaining aspects of the loco, from the manufacture of two replacement casing doors (tooling for the louvres kindly loaned by Gary Hibbs) and "power bulges" to cover the exhauster and compressor, through to bracketry for the parking brake caliper and linkage. The transmission was finally changed on the 5th November.