Ruston 0-6-0 LSSH class #423 “Cromwell” (459518/61)

Condition Survey – 29/6/03

History

This locomotive was delivered new to the British Army in 1961; its service record is presently unknown. Released from Army service in March 2003, it was purchased privately on 28^th May 2003 and delivered to the Wirksworth headquarters of the Ecclesbourne Valley Railway on Saturday 28^th June.

As built the machine was equipped with a Paxman 6RPHL prime mover coupled to a “Twin Disk” torque converter. Output is 275hp at 1300 rpm, top speed with the overdrive engaged is reputed to be c30mph. Final drive is via a mechanical gearbox, which incorporates forward/reverse (air selection) and an overdrive. Output to the wheels is from a jackshaft, which is coupled to the trailing wheelset via connecting rods. As built, the locomotive would have originally been fitted with loco only air brakes and would have been supplied in the Army’s standard green colour.

From the limited information supplied by the Army, #423 is notable as it incorporates an electronic governor. This item was fitted as a trial, which although satisfactory, did not warrant the remaining fleet of LSSH Ruston’s being so retrofitted. At some point during it’s career #423 gained air train brakes, these were fitted by the Army at Shoeburyness, using a kit of parts supplied by Thomas Hill Ltd, of Manchester. 2 further locomotives were so fitted, but these were done at Thomas Hill’s own workshops.

Condition.

As delivered, the locomotive is in the condition it finished its service with the British Army (Defence Storage & Distribution Centre – Bicester). The external colour is Blue, with Yellow details & it carries the Royal Logistics Corps Crest on the cab doors. It is obvious from the cab side panels, that the nameplates & crests have been removed. The “RH” aluminium Ruston plates are also both absent from the rear nose, although traces of them can clearly be seen. The brass Ruston & Hornsby worksplate is missing from inside the cab. The former position of this plate can be seen, although it has obviously been missing for some time - before the cab interior was last repainted. The “Ruston” maker’s badges are still present on the front & rear noses.

The inspection doors from the leading nose are all missing, although the steel bonnet retaining strips are both present?! The right hand Air Maze Ltd, air filter body is also missing. Of the 4 marker lights on the noses, 2 from the rear are missing – appears as though they were cut off with bolt croppers. The main head light lenses & inner assemblies are missing from both the front & rear. An orange warning light has obviously been fitted to the cab roof – although this too is currently missing.

The interior of the cab is in very good condition, with all instruments intact and apparently serviceable. On delivery the inspection cover was removed from the Right hand rear wiper motor. The Bowden cable for the accelerator control was found stored on what remained of the cab floor. Looking at the dropdown side windows, it is apparent that the left hand unit is original, whilst the right hand is a much newer replacement.

Evident on the dashboard are the retrofitted airbrake gauges (marked Thomas Hill Ltd) and 2 new oil pressure gauges for the air compressors – replacing the original single one. Also located on the dashboard is the main processing box for the electronic governor. The cab interior is missing the main removable (3) floor panels.

The cab doors will require attention; the catches on both sides are currently loose and require tightening. The right hand door is currently loose on the bottom hinge and the door is dragging on the floor, making it very difficult to close.

Rear Nose;

The rear nose houses the fuel tank and provides access to the gearbox. The fuel tank appears to be in good order, with no sign of seepage from any seams or pipes. The gearbox is intact, with no evidence of damage or missing ancillary components.

Engine;

The Paxman 6RPL as fitted to the locomotive, appears to be a reconditioned unit, fitted at some point during it’s Military Career – in line with standard army practice. The engine is currently predominantly blue in colour, with the original grey showing through in many places. The Left hand side sump inspection cover is marked “U/S” in paint marker – an indication of problems?

There are a number of components that have been removed from the engine; of immediate concern are the missing fuel lines to the fuel pumps & injectors and the dipstick. These have left exposed openings, allowing possible water ingress to sensitive areas – the sump oil was checked and appears to be free from water contamination. The Bowden cable to the fuel pumps has been removed, and was in the cab – as mentioned previously.

Also missing is the starter motor, which was removed partially by cutting the power cables. The main retaining clamp is present, but is missing 3 of the retaining bolts. The generator is present on the opposite side. This unit has some minor surface rust to the drive pulleys, having been exposed to the elements for a period.

The drive to the air compressor & radiator fan pulleys is a retrofitted universal coupling, presumably during the air brake conversion by the Army. This coupling is loose on the engine and has one of the 4 bolts sheared. This needs attention prior to any engine start-up.

Air Compressors;

As delivered, there was only one of two, single cylinder Broome & Wade N3 compressors present – the missing one being on the right hand side. Additionally, a regulator valve has been removed from the extant compressor.

Torque Converter;

The Twin-Disk torque converter is visually complete, although the air actuator to control it has been completely removed (including the mounting brackets). Also missing is the associated control valve and an adjoining air pipe. The proximity detector for the electronic governor is present on the output shaft.

Prop-Shaft;

The prop-shaft, which couples the torque converter to the gearbox (underneath the cab floor), is in place – although it looks as though its been removed relatively recently.

Chassis;

The chassis comprises 6-coupled wheels – the wear condition is good, with perhaps 1mm of wear present. The Wakefield mechanical lubricator is present & appears to be complete and in good order.

Both airbrake cylinders are present, as are all brake blocks. The blocks appear to be of British Railways origin, bearing a BR casting number. The break system appears to be mechanically complete, but no inspection has been made underneath the chassis.

The buffing gear is all present & appears to be in good order. The screw coupling links are missing. All air brake headstock valves & pipes are present, although the rubber sealing grommets are missing from the palm couplings.

The locomotive works number is clearly stamped on the top edge of the front buffer beam. This number appears to have been originally stamped as 459517, with the “7” being over stamped with an “8” of a slightly different style.

Radiator;

The radiator is complete, with all pipe work present. The cooling system is currently drained, so it is impossible to confirm if the system is watertight. Also present, in front of the water radiator is a fuel oil cooling from the torque converter.

Batteries;

The Electrical system is 24V, present in the battery compartment are 3 heavy-duty 12v cells (from 2 different suppliers) – one is missing. Due to the age of these batteries, it is highly likely that these will require replacement.