Since 2047's basic design remained unchanged in the many hundreds of Drewry shunters subsequently delivered to industry and railways over the ensuing thirty years, some details of her construction and history are not out of place. As built she was fitted with a prototype Allen direct injection engine arranged for electric starting, the only one of the eight locomotives to be so fitted. Transmission comprised a Vulcan Sinclair rigid traction type hydraulic coupling in conjunction with a four speed Wilson epicyclic gearbox having pneumatic operation and manufactured at ENV's Willesden works. The reverse and final drive unit was by Bostock & Bramley incorporating a layshaft reverse and worm final reduction. Based at Irlams o'th'Height, 7050 worked initially at Agecroft and then at Salford goods depot from 1936 onwards. The original cab was made fully enclosed after the first few months of service but the duplicated controls still remain as first designed and detailed at English Electric's Dick Kerr (Preston) works with whom Drewry were associated from 1930 to 1941.

    Trouble was almost entirely confined to the engine which showed many endearing traits including, latterly, that of throwing connecting rods! Derby Works produced several replacements but by the time 7050 was withdrawn from Stanlow in 1942 following the fourth rod failure the engine was virtually beyond repair. On the other hand the CAV electric starting compared favourably with the compressed-air or auxiliary petrol engine starting employed on the other locomotives and is now of course universal for normal applications.

    The Allen engine was replaced by a Gardner 6L3 153hp of the type then in use on the standard WD 21‑tonners. As the Allen had been of anti-clockwise rotation it was not possible to retain the original change-speed gearbox; this was therefore replaced by a Wilson SE‑type direct air operated unit again fitted to the standard 153hp WD's. The original reverse unit was retained however and the conversion was carried out by Vulcan Foundry Ltd in 1944, the rebuilt locomotive commencing work in February 1945 at Feltham Central Ordnance Depot bearing the number WD 70224.

    Sometime during the early post-war period she was renumbered WD 846 in which guise she worked at West Hallam (from October 1953), Stirling (from August 1956 to May 1957); then after a six weeks sojourn at Bicester Workshops she worked at Hilsea from June 1957 until 1961. From April 1961 she was at Bicester awaiting the fitting of a new worm gear to the final drive: in November of that year she emerged to work at Elstow and then moved in April 1964 to her present location at West Moors Supply Depot in Dorset where she continues to meet all demands made upon her.

    'Tramways [in Paris] are taking up a good deal of attention. The idea has been started to throw open a competition for the best type of tramway locomotive. That of Larmanjat was tried at the end of last month on the "Tramway Nord," with results qualified by one or two defects. It is not considered strong enough for independent use, but is recommended as an auxiliary to horse power. This would make it a steam engine helped out with horseflesh. The "Tramways Sud" are about to try a fresh experiment with Harding's locomotive, which has been improved since the date of the former experiments.' ("Iron," 10th June 1876. Keith Clingan related in RECORD 13 (Vol 2, page 34) that G. Palmer Harding was a representative of Merryweather & Sons, steam tram locomotive manufacturers. — KPP)