RE-MANUFACTURED LOCOMOTIVES

A fully re-manufactured locomotive is one that has been stripped to the bare frame, the running gear fully overhauled (re-tyred, new brake rigging, etc.) and what is in effect a new loco built on the top.

Remanufactured 48ton 0-6-0 for RMS, 2006.  Based on a Thomas Hill "Vanguard" chassis, this locomotive was fitted with the Caterpillar C15 (450bhp) engine, hydrostatic drive to a 70cfm Hydrovane compressor, composition brake blocks and non-metallic side rod bearings. The customer specified a ground level fuelling system.  This locomotive is one of several Pete has provided with full remote (radio) control, whereby the driver operates the locomotive from wherever best suited, with a portable transmitter. Basic functions are indicated by the code light box on the cab roof. Pete has installed this equipment on various locomotives, incorporating either Theimeg or Micromotive equipment.  This loco shunts trains for loading at Bardon's Croft quarry, south of Leicester.

Remanufactured loco for Ford Motor Co, started by YEC, finished by RMS, 2002.  Based on a English Electric chassis, this locomotive has a Cummins N14 engine (440bhp) and amongst other features has a seperate Kubota V1903 engine driving a 70cfm Hydrovane compressor, Webasto-type cab heater, and automatic lubrication system for the non-metallic side rod bearings. In daily service at the Ford Motor plant at Bridgend.

This 0-4-0DH, remanufactured from a former Hunslet for the BAOR, is pictured at the Ford Werke plant in Genk, Belgium, in Summer 2001.  Two Ford Genk fitters are inspecting their new charge under the protective roof of the gull wing door system. Pete Briddon stands alongside, in this unfortunately rather scratched photo.  The loco, ballasted to 44tonnes, has a Deutz V6 water cooled engine.

These remanufactured locomotives include a number of characteristic features of Pete Briddon's work -

Flex mounted cab typical noise levels better than 75db(A)

PLC based control system - complete with multi-line text display and full diagnostics. Typically the start sequence is controlled by the PLC, limiting the cranking to a maximum of six 10 second periods. Once fired, the engine is ramped up to a medium rpm (1300-1400) to build main air pressure, and the control only passed back to the driver when this has been completed. Additionally on the Genk loco, a low temperature detection switch under the casings, and a "cold weather" mode on the PLC, enabled the latter to switch everything on, start the engine, run for 10-15 minutes (to warm the block, cab and keep the batteries fully-charged) before shutting back down again.

"Gull wing" casing doors. Pete's unique gull-wing door system affords protection against inclement weather for maintenance while also providing maximum noise reduction and air flow management. The casing doors are lifted by an air cylinder. Typical external casing noise levels are around 65-75db(A) at 7m. Additionally, the main centre section of the casings carry the engine exhaust and induction systems, but can be speedily detached and with a top panel removed, lifting points mean that the entire engine and transmission can be exposed in only 2-3 hours. The casing doors stay within the locomotive load gauge at all times, and afford considerable unfettered access to the power unit components inside.

Spring-apply/pressure release parking and emergency brak. Rather than rely exclusively on the mechanical brake rigging, Pete fits spring-apply/pressure release calipers to a disc on the final drive gearbox input. The units are sized to provide emergency braking should it be required, but normally provides good parking braking without the "last man out don't forget to wind on the brake".

Innovation in pneumatic systems. Pete's characteristic control desk maintains 3 control levers on each side for normal operation, but are cleverly crossed over within the desk to ensure that the same control falls to the same hand on opposite sides -  a significant safety benefit, backed up by the utilisation of a  knob for power and a taper handle for braking. The centre lever is loco brake alone: the left hand loco and train brake, whereby the loco brake operates in a lower pressure range for smoother operation. "Overcharge" - not normally installed on industrial locomotives, is an easy addition.  Pete has also improved on the traditional low-air protection systems ("auto-emergency") with a "Safety Pilot" system which not only applies the loco brakes in the event of low main air pressure, but isolates the train brake pipe and vents the contents to atmosphere, protecting the loco air in the event of a seperation and ensuring all brakes are fully applied.