3/1/2009
Present: Ian, Richard, Adrian
Ian drilled out the holes in the fibreglass engine-room roof section to the required size and tidied up the edges. Ian and Adrian sanded the 6 air tanks, to ready them for priming.
Richard scraped the loose paint off the cab ceilings.
Adrian finished off the last bit of needle-gunning of the cab air-tanks, then needle-gunned the rear bulkhead of no.2 cab. The vac system was re-tested; after some fettling and re-connection of the gauge pipe in no.1 cab, 23.5" was achieved in no.1 cab and 23" in no.2 cab, running exhauster 1 directly, not via the governor. The wiring problem with PB (CB2) was investigated. The train wire contactor (TWC) in no.2 cab had stuck-on; this was freed. When the master controller was switched on, TWC energised and CB2 tripped again, therefore the failure is in something powered by wire 12, which connects to PB via the TWC. The reason why the TWC had stuck on appears to be the large current which had flowed. The failure on wire 12 will now be investigated.
10/1/09
Present: John, Mark
John cleaned out the sand and detritus from the 4 sanding boxes. Two more lamp brackets for the instrument lighting were fitted to no.1 end. This enables the wiring to be completed. The PB/CB2 wiring fault was investigated but alas no cigar yet. The radiator fan housing was wire brushed.
Mark sprayed primer on the six cab air tanks.
Mark and John re-fitted the cowling, which had been removed, to the radiator, following the recent leak investigation.
16/1/09
Present: Chris, Ian, John, Richard, Sean, Adrian
Chris checked the coarse oil and fuel filters, finding that the oil one was fine; the fuel filter needs further work to release the drain nut - it was set solid. The hangers in each cab for the air tanks were labelled; Adrian took these away for undercoating.
Ian and John fetched the two cab-to-engineroom doors, from which John then stripped the paint, revealing green under the rail grey. One has no hinges, and bears the scars of possibly being gas-axed off - work required...
Ian fitted a spare AWS relay box into no.2 cab, to find the fault in the AWS system when the air system is compressed once more.
New-recruit Sean spent hours cleaning a lot of oily detritus from the power unit, readying it for re-painting.
Richard and Adrian undercoated both cab ceilings.
Adrian wired-up the instrument-lighting in no.1 cab.
29/1/09
Present: Mark
Mark undercoated the air tanks and completed the priming of the radiator area bodywork on the driver's side of no.1 end.
One of the circular vents on the boiler room roof had much corrosion around it, so that section of roof was cut out.
31/1/09
Present: Chris, Ian, John, Mark, Richard, Sean, Steve, Adrian
Chris set about removing the accumulated detritus and water at the bottom of the coarse fuel filter, using a tube and his lungs... The area around this filter and the engine block was then relieved of phenomenal amounts of grease.
Ian cut the various bolts down to size for the wheel-wear compensator, then fitted it to the home-made solebar bracket.
John put white gloss on the upper half of the cab air tanks; Mark will do the other half tomorrow. John then continued with the stripping of the cab-to-engine room doors.
John and Steve applied the final coat of resin to the engine-room fibreglass roof. The assembled masses, with help from Mike then lifted it up on to the roof.
Mark leak-tested two radiator elements, one of which will replace the leaking one that is currently blanked off.
Richard and Steve glossed no.2 cab ceiling.
Steve and Adrian primed no.2 cab rear bulkhead.
Sean glossed no.1 cab ceiling and rear bulkhead in a tasteful shade of "morning mist" (similar-ish to rail grey), then cleaned and primed the traction motor blower housing, encountering similar amounts of grease to Chris.
Adrian wired-up the driver's heater in both cabs, and the rear heater in no.1 cab.
8/2/09
Present: Mark, Mark S
Marks welded in a new piece of steel into the roof of the boiler room to replace the rotten piece which Mark cut out.
14/2/09
Present: Chris, Ian, John, Mark, Richard, Sean, Adrian
Chris continued cleaning the oily goo from the engine and corrected the orientation of the electrical connector on the AWS bell in no.2 cab.
Ian lifted the floor in the boiler room to investigate rot that was spotted underneath the loco near the wheel-wear compensator. It revealed that the two drain pipes from the internal gutter on the walkway side of the boiler-room had corroded below the boiler-room floor level, resulting in water being spread all over the lower floor, this being approx 4" below the boiler-room floor. Needless to say, 'n' years of water ingress had caused much corrosion, so re-plating will be needed. The down-pipes must be lengthened so they reach past the lower floor.
John continued to strip the old paint off the internal doors, then primed them. A piece of conduit was made up for the driver's heater in no.2 cab. Adrian took this away to paint orange.
Mark and Sean stripped the less-than-perfect primer off the upper part of the rear bulkhead in no.2 cab and re-primed it.
Richard fitted the driver's horn valve to the desk in no.1 cab.
Richard and Adrian disected the wiper/washer pipes and fittings in no.2 cab and decided to replace all the brittle and not-very-accessible copper pipes with plastic ones...to be procured.
Adrian drilled out the old washer valve on the 2nd man's side of no.2 cab, ready for replacement. The copper pipes in no.2 cab may not require replacement. The wiring fault was confirmed as a loose wire for a sanding pedal touching a piece of metal - insulation tape had fallen off. A sun visor was trial-fitted to the 2nd man's side of no.2 cab.
28/2/08
Present: Richard, Adrian
Richard fitted conduit next to the driver's side heater in no.2 cab, then drilled out the rivets & screws holding the U-shaped covers of the windscreen washer jets and removed the washer jets.
Adrian fitted new flexible plastic pipes for the windscreen wipers and washers in no.1 cab and some of no.2 cab, before exhausting the 30 metre supply. More pipe and fittings to be procured... The rear cab heater in no.2 cab was wired up except a couple of bolts and the upper part of the rear bulkhead of no.2 bulkhead undercoated. The hangers for the cab air tanks were brought back, having been painted.
Meanwhile, in a small cave in woodland in deepest Gloucestershire, Chris T was busy welding a new piece of metal to the excessively holy rectangular cover that should live on the boiler room roof.
7/3/09
Present: Ian
Ian drilled out the broken remains of most of the bolts holding down the boiler-room chequer floor, ready for the eventual re-fitting of the floor.
14/3/09
Present: Chris, Ian, Richard, Sean, Steve, Adrian
All assembled re-fitted the six cab air tanks which Mark had glossed in the week. Mark had also primed the remaining half of one bodyside and cut out rotten metal in the boiler room sub-floor, ready for welding by the Jones the steam's son.
Chris did some repairs to, then primed one side of the engine-room - to - cab doors; Sean undercoated the other side.
Ian sorted the connections to the window-end of the tanks in no.2 cab.
Richard and Steve connected up the air tanks in no.1 cab and in the boiler room.
Sean fitted secured the flexible tubing to the windscreen wiper with p-clips and fitted sealing foam that Steve brought to the grooves in the covers above the radiators.
Steve brought a perspex cover for no.2 cab power controller, drilled and ready for fitting.
Adrian fitted more pipes and valves for the windscreen wipers and washers in no.2 cab, using ENOTS nuts which Ian had cut the correct 3/8" UNF thread into.
At the end of the day, the loco was connected to an air supply and pressure reached 60 psi. A noticeable leak was evident in no.1 cab from a fitting tucked well away inside the bulkhead, connecting to tank #2.
15-18/3/09
Robert Jones welded new plate into the boiler room floor and did weld repairs to the roof. Mark primed the new metal.
17/3/09
Mark and Tim moved the various spares from under a tarpaulin in the yard into one of the storage vans.
20/3/09
Present: John, Adrian
John painted the engine-room to cab doors: one side undercoated, one side glossed. Three roller-blinds were found, which need attention before re-fitting. Two pieces of conduit for the fire extinguisher pull-cord were cleaned up. The conduit needs to be fitted in the boiler room.
Adrian completed the fitting of the pipework for the windscreen wipers and washers. Some wiping of windscreens was had at no.1 cab. All wipers need varying levels of attention. Water was ejected from no.1 cab drivers washer pipes.
The one and only sanding pedal was measured up for a replica to be made for the other cab.
21/3/09
Present: Sean
Sean finished off the painting of the engine-room to cab doors.
28/3/09
Present: Ian, Sean, Steve, Adrian
All assembled did some tank-shuffling in no.1 cab to sort out a problem air connection with the central tank behind the bulkhead. 80psi was subsequently achieved with slight leaks from the drain blanking plug in the tank on the driver's side, 2nd man's windscreen washer valve, windscreen wiper/washer taps and driver's side windscreen wiper, all in no.1 cab.
Ian started the re-fitting of the floor in the boiler-room, trimming the floor sections to mate with a new floor support.
Sean cleaned up one of the 22mm pipes to the tanks in no.1 cab, then fitted the fire-extinguisher holder in no.1 cab, based on measurements taken from the surviving mounting studs in no.2 cab.
Adrian checked the wiring from the wheel-wear compensator to the speedometers and extended the cables as they had been cut. The speedometer in no.1 cab was found to be defective and taken away to attempt a repair.
Steve and Adrian removed and replaced the blanked-off leaking radiator element.
Old batteries and assorted junk was cleared away from around the loco.
3/4/09
Present: John
John gave one engine room wall a "Morning Mist" top coat.
5-9/4/09
Present: Mark
Mark continued smoothing one body-side and applied primer to no.2 cab front.
11/4/09
Present: Chris, Ian, Richard, Adrian
Chris brought back the welded rectangular boiler room cover. The rather lengthy speedo cable from the axle generator to the wheel-wear compensator was fitted and much time spent sorting out the fire extinguisher pull-cord conduit & cable in the boiler room. The cable was cut, presumably at MC Metals slightly short of where it reaches the pull handle in no.2 cab, so a new piece will have to be spliced on.
Richard fitted the cab heater cover in no.1 cab and the brackets of the AWS timing tank.
Richard and Adrian removed bits of no.1 cab instrument area in order to be able to tighten up the driver's side fittings of the horn pipes.
Ian and Adrian removed the old rotten conduit from the boiler room floor to the speedo wheel-wear compensator. This was then replaced with new flexible conduit.
Ian sourced a replacement tap for the tap feeding the 2nd man's side windscreen wiper & washer in no.1 cab.
Adrian brought back the repaired speedo for no.1 cab. An LA1 wire in no.2 cab was connected, to enable the driver's ceiling lights to operate.
The loco was readied for the long-awaited move to another road in the shed, possibly next weekend, enabling it to be shunted outside and started-up: Engine-room slid into place, radiator roof covers fitted; cab chairs, spare batteries and other bits put inside the loco.
15/4/09
Present: Mark
Further sanding of the primed bodywork and further application of primer over the smoothed surface ready for 2nd coat of primer.
19/4/09 NO LONGER MAROONED...
Present: Chris, Ian, John, Mark
Chris Ian & John assisted with the move of the loco to another road in the shed.
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John continued top-coating the engine-room.
Mark brought a newly-fabricated headcode disc for trial-fitting.
25/4/09 FIRE UP
Present: Chris, Ian, John, Richard, Adrian
The loco was filled up with water, then shunted out of the shed to be started up. Failing batteries and electrical troubles caused the first attempt to be un-successful. More charging of the batteries led to a successful start but the engine run solenoid does not appear to be energising, so manual intervention was required to keep it running.
Chris set to work repairing the hinge areas of the two repainted internal cab-to-engine-room doors, inserting new wood.
John drilled a hole in the cubicle wall for an engine hours counter.
Adrian brought back the FV4 brake valve from no.1 cab in bits, ready for testing, an engine hours meter mounted on a bracket for fitting into the cubicle and the modified wheel-wear compensator circuit board. The latter was installed in its housing on the solebar. A start was made on cleaning the AG commutator. A 1/2" OD tee fitting was inserted into the main res pipework in no.2 cab, followed by a 1/2" to 3/8" straight union, to enable the MR gauge pipe to finally be connected up. This has not been operational thus far in preservation due to the original fitting having broken off and the stub having to be blanked off (21/6/08).
A leak occurred in the compressor auto check valve air fitting in the boiler room, which has previously leaked due to a broken seal and was repaired on 5/7/08. This will require a further repair. (Air pressure reached 110psi from the shore supply).
10/5/09 DISASTER
Present: Adrian X, Ian, Richard, Adrian S
The loco was shunted outside. However, before the fire-up it was discovered that the cooling water had mixed in with the oil, creating a grey sludge in the sump. This had occurred since the last fire-up 2 weeks ago, when the oil was OK. The rest of the day was spent emptying the sludge out. Likely causes are a failed pipe in the heat exchanger or one or more leaking cylinder liners. More will be found out next time when the oil system will be flushed and checks can then be made.
Adrian X (p-way regular) set to work on the bogies with a wire wheel, readying them for re-painting.
Adrian S completed the wiring of the wheel-wear compensator and fixed the windscreen wiper blades in no.1 cab so the wiper movement is correct across the screen.
17/5/09 ASSESSING THE DAMAGE
Present: Ian, Adrian S
Adrian removed the oil and water pipes connecting to the heat exchanger, and the ends of the exchanger. Ian constructed a jig to attach to the oil inlet on the upper side, in order to connect a water hose.
A blank gasket was fitted to the oil pipe on the lower side. Water was fed in and was seen dribbling from the bottom of the end-plate; how many tubes were leaking is unclear, as water is clear... The ID of the tubes is 5.2mm, so these will be threaded with a 6mm tap next time and 6mm bolts used to blank off the end any tubes that can be seen to be leaking. If there are more than 20, the whole unit will have to be sent off to Graysons in Tyseley, or similar.
Adrian replaced the failed gasket on the compressor check valve in the boiler room. Air pressure then quickly reached 80psi (same as the shore supply). Small leaks remain at the AWS CES and the rear of the MR gauge, both in no.2 cab. The plug from the bottom of the coarse oil filter was removed to let the accumulated water and grey emulsion in the bottom escape. The end cap was also removed from the fine oil filter on the other side of the engine. All the liquid should have drained into the engine bed-plate by next time, so it can be collected.
90 gallons of new oil will soon be ordered; before it is used, oil with diesel will be used to flush the oil system, ex-47376 - thanks to the BT4F.
Ian brought back the disassembled speedometer from no.2 cab, to enable cleaning to be done, to stop it sticking. Adrian took away 2 off dual gauges, mounted on a plate. The plate will be cut to size, cleaned up and attached to the no.1 end of the engine to provide metering of engine oil, water, inlet and fuel pressures. 4 off Schrader bellows, pipes and fittings also need to be sourced.
30/5/09
Present: Ian, Richard, Adrian
The heat exchanger was pressured again with water and leaking tubes plugged with tapered plugs. These were grouped in two areas. After 10 were plugged, it became difficult to see the source of the continued leak in these areas and a further area was seen to be leaking, so the decision was made to remove the heat exchanger to be properly repaired.
Richard re-assembled the ducting on the radiator which was replaced some time ago.
Steve and Adrian fixed an instrument panel to the tray at the non-generator end of the engine; this panel houses two dual gauges. Flexible hydraulic hoses and fittings were sourced, ready for final fitting.
When the straight air brake is released, the air escaping from the exhaust port of the brake relay valve in no.2 cab makes a loud noise. The exhaust port is not threaded and no hole in the floor nearby could be located. Some exhaust piping needs to be arranged.
Adrian attempted to sort the windscreen wipers in no.2 cab, to no avail. More new-ish batteries were fitted and more ex-class 24 ones removed. The large water pipes from the heat exchanger were taken away to remove the paint.
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