26 043 restoration http://26043.fotopic.net/ 15 rows en-gb 60 2009 http://26043.fotopic.net/c1630175.html 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. http://nigel-black.fotopic.net/p57629373.html 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. Thursday 1 January 2009: 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. http://nigel-black.fotopic.net/p57629373.html 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.

090228_BoilerRoomRectangularCover1_s.jpg 090103_TankSanding_s.jpg 090103_RadFrame_s.jpg 090110_27056_s.jpg 090116_AirTanks_s.jpg 090116_OilFilter_s.jpg 090116_No2CabEngineRoomDoor_s.jpg 090116_No1CabEngineRoomDoor_s.jpg 090116_CoarseFuelFilter2_s.jpg 090116_No2CabInstrumentLights_s.jpg 090116_No1CabCeilingBefore_s.jpg 090116_CleanedPU_s.jpg 090116_CoarseFuelFilter1_s.jpg 090116_CoarseFuelFilter3_s.jpg 090116_No1cabCeilingAfter_s.jpg 090131_GlossCeilingNo1Cab_s.jpg 090131_VentCutOut_s.jpg 090131_FibreGlassEngineCover_s.jpg 090131_TanksGloss_s.jpg 090131_TMblowerTriplePump_s.jpg 090131_ScrubbingEngine_s.jpg 090131_WheelWearCompensator_s.jpg 090131_Grime_s.jpg 090131_FibreglassRoofBackUp_s.jpg 090214_BoilerRoomFloorRot_s.jpg 090214_BRhingeBodge_s.jpg 090214_EngineRoomDoorsPrimer_s.jpg 090214_SunVisorTrialFit_s.jpg 090228_DrillingWasherNozzles_s.jpg 090228_BodysidePartPrimed_s.jpg 090314_Primer_s.jpg 090314_No1cabTanks_s.jpg 090314_No2cabTanks_s.jpg 090320_WiperMoving_s.jpg 090328_Speedo70mph_s.jpg 090328_ExhausterPlaque1_s.jpg 090328_ExhausterPlaque2_s.jpg 090328_ExhausterEngraving_s.jpg 090328_No2cabExtinguisherHolder_s.jpg 090425_Outside_s.jpg 090425_OutsideFiredUp_s.jpg 090510_Disc_s.jpg 090510_OilAndWaterCrankcase_s.jpg 090510_OilAndWaterDraining_s.jpg 090510_BoilerRoomCab2Door_s.jpg 090510_HeatExchanger_s.jpg 090516_HeatExchangerJig_s.jpg 090516_HeatExchangerLeakNo2End_s.jpg 090516_HeatExchangerLeakNo1End_s.jpg 090516_HeatExchangerLeakNo1EndClose_s.jpg

Published in 26 043 restoration

]]> Thu Jan 1 2009 2008 http://26043.fotopic.net/c1447526.html 9/2/08 10/2/08 16/2/08 23/2/08 1/3/08 Present: Chris, making lots of smoke and sparks Chris re-welded one of the hinges, which had come off, to one of the power controller doors. The seized broken hinge pins were removed from No2 end power controller framework. One had to be sawn out of the small fixed panel then the resulting hole welded back up. Old rivet holes were welded back up from a previous hinge repair. One framework hinge mount is missing from no.2 cab, so a new one will be made and welded in. A hole under no.1 cab driver's pedestal was plated over. 2/3/08 Present: Ian, Adrian Mike brought a newly-made "for/rev/eo/off" plate for sizing up, which replaces the very scratched original. Ian brought back two newly-manufactured pins for the power controllers - these give the "notch" on the power controller, to let the driver know that the handle is about to return to the "off" position. Bolts were sourced to attach the exhaust to the roof. Adrian brought back a repaired exhauster speed-up switch for the brake valve in no.1 cab and re-fitted it but this will have to be re-done as the contacts do not make when the handle is moved to "release". A length of 1/4" OD pipe was taken away for bending, to fit from Baldwin valve to AWS timing tank in no.1 cab. 8/3/08 Present: Chris Mike brought back a freshly re-painted green Baldwin valve for no.2 cab; the bolt threads are still in the dissolving tank to get the thread-lock off. All the new 1/4" hinge pins were welded in place on the power controller doors. There are four more sheared pins on the controller frame; one at No1 end...to be Dremmelled out. A few rotten bits around the bottom of the centre doors at each end were spotted; these will need welding soon. 15/3/08 Present: Ian, Mark, Adrian Mark continued with sanding the bodyside, revealing the text adjacent to the fire extinguisher from BR blue days. Ian and Adrian fitted (previously missing) bolts to attach the exhaust to the roof....and went fishing for a spanner that was dropped into the exhaust! A length of 15mm pipe was found to be used to replace the missing piece of pipe from the no.2 cab tank drains to the auto check valve in the boiler room. There is a hole between no.2 cab and the boiler room for this pipe to pass through but is almost fouled by a pipe crossing in front in the boiler room, so a bit of widening of the hole may be required. Ian took the pipe away for attention to the olive before fitting. This is the last missing piece of pipe in the air system, so pressurization tests should begin soon. Ian hoovered up more detritus in no.2 cab. Adrian brought back a length of 1/4" pipe for the AWS in no.1 cab, having bent it to shape. This was cut to size and Ian took it away to be brazed/silver soldered on to an existing tee fitting; the original pipe has been cut close to the tee. The windscreen wipers for no.2 cab were assembled, ready for fitting. The sanding pedal was fitted to no.1 cab driver's pedestal, using the brackets made by John. The exhauster speed-up switch in no.2 cab was re-fitted, and the repaired one in no.1 cab removed again, as the repair has not held. A spare was found - thanks Mark & Tim. The operation of the TWC (train wire contactor) on the power controller in no.2 cab was tested. This throws when the for/rev/eo/off switch is moved away from 'off'. The TWC did throw but not reliably, so this needs further attention, as does that in no.1 cab. When TWC threw, it enabled the compressor in the engine room to operate, proving the wiring from TWC to the cubicle is in order. 28/3/08 Present: John John scraped the peeling paint off some of the panels on the inside of the roof above the MG and cubicle; these will be primed and painted in due course. 29/3/08 Present: Chris L, Ian, John, Mark, Adrian Mike brought back four power controller doors, all professionally re-painted in grey - thanks! The remaining four pieces were taken away for re-painting, and the locking mechanism for refurbishment. Adrian brought back the two cab fire-extinguisher holders and the two 2nd-man-side cupboards, following paint-scraping. Mike took these away for further paint-removal and re-painting. Mark continued sanding the bodywork, having now done all one side to reach no.1 cab front. Chris L sanded the cab front of no.2 end. Ian brought replacement bolts for the switch assemblies in no.1 power controller. Sheared bolts were removed from the radiator grill mountings and holes re-tapped. Adrian fitted a 15mm compression nut to the drain pipe from the tanks in no.2 cab, and a blank, to make it air-tight, while the proper pipe is being made. A fault was traced, which caused intermittent operation of the TWC in no.2 cab master controller when the master switch was in FOR or REV. It seems the switch assemblies in the master controllers are not sitting down far enough on their mountings, causing the failure of this and other switches. The TWC was therefore operated 'manually' to enable the compressor to fire up and test the air system. One leak was found in no.2 cab - a loose fitting on the feed to the sanding valve. Note the cock to the sanding valve appears to have failed. Another leak was heard in the same area - under the 2nd man's desk but not traced. The batteries were unable to supply enough current to operate the compressor, and the battery charger was not happy supplying rather more current than it really should. So, Mark, John & Adrian retrieved batteries ex-24081 and replaced all the failed cells in the 26 and some of the borderline ones. Meanwhile, to continue the air tests, a pipe was searched for to be able to feed compressed air in from an external supply into the main res connection on the bufferbeam....but alas not found. Hopefully, the new order in batteries will be up to driving the compressors. 4/4/08 PRESSURISATION Present: Mark, Adrian Mark continued with sanding and filling the bodywork. No 1 cab area is now finished; as is half of the far side of the body. That just leaves half the far side body to go and no.1 cab. The primer, undercoat and top-coat Mark ordered has arrived at Toddington. Adrian charged the batteries installed last week and checked the voltage under load. There are now only a few weak cells; 44.5V for cells 1-24 and 48V for cells 25-48. The batteries powered the compressor at high speed for several minutes, with no sign of it slowing down (No assistance from the charger). Matt made an adaptor to feed compressed air into the MR bufferbeam connector - thanks! This revealed a whole load of leaks, mostly in the cabs, mostly due to loose nuts on pipe fittings. 100psi was showing on the regulator.....but only 20psi on both MR gauges - some way to go yet, then! 5/4/08 Present: Mark, Steve Mark cracked on with more body sanding and filling. Steve measured up the air filters which fit behind the cantrail grilles so supports for the lowermost edges of the air filters can be fabricated. 6/4/08 Ian brought back the silver-soldered AWS pipe for no.1 cab and the bent and 'olived' 15mm for the no.2 cab tank drains. 8/4/08 Present: Chris Chris tweaked the DSD frames and power controller side panels in each cab to enable them to live happily side-by-side. 9/4/08 Present: Mark Yes, more body sanding and filling. 10/4/08 Present: Richard Richard vacuumed more of no2 cab floor and applied underseal. Mike brought back the repainted speedo cover and cab power controller door locks, and took away the AWS bells and the fire alarm bell from no.2 cab for re-painting. Thanks! 12/4/08 Present: Chris, Ian, John, Steve, Adrian All assembled spent hours finding leaks in the air system - in the cabs and around the brake frame; more emerging as others were fixed and the pressure consequently rose. John and Steve concentrated on no.2 cab; tightening up loose fittings, then annnealing the pipes which feed from the horn valves to the bulkhead and re-fitting them, requiring much bending back into shape. As pressure rose, Chris located an age-old leak in the feed to the 2nd man's horn valve in no.2 cab, which had been sealed with insulation tape! This pipe is in poor condition and may have to be replaced...if a 1/2" OD substitute can be found. Adrian attempted to seal off a leak in a stub of a small MR pipe that had been cut off a long time ago. Access was very limited, so Araldite was used instead of soldering. This held for several hours, then failed as other leaks were fixed and pressure increased. This needs sorting... In no.1 cab, two splits were found in the miniature copper pipe feeding MR pipe gauge. The pipe was cut and the now free end bent back on itself to create a seal. A 3 ft length will have to be replaced. Lots of water was seen and heard in the air system, some dating from 15+ years ago? A hairline fracture was found in the drain tap, which was removed. Another must now be sourced, as it is beyond repair, having rotted from the inside out, with water build-up over the years. Steve trimmed back the fibreglass inner roof skin in no.2 cab to enable the driver's windscreen wiper to be re-fitted. Chris then Dremmeled off a small part of a roof-support, to enable access to fit one of the wiper's mounting nuts. Ian and John retrieved the radiator grilles from the Hawksworth. One of these was temporarily re-fitted, in order to find the location of several bolt-holes in the bodywork, which Ian then drilled out and tapped. Ian brought back...and took away again a section of pipe that needs brazing for the AWS in no.1 cab. John drilled holes for the windscreen squirter jets at no.1 end - 2 per side, then removed years of grime and sealant from the body of the solebar-mounted speedo housing. Steve man-handled the flexible conduit off the body and Mike took it away to re-paint. Steve fabricated a support out of aluminium for the lower edge of the cantrail air filters. This sits in the internal guttering. Two are required for each filter; so 17 more will be made to have a complete set. 18/4/08 Steve took away the split drain tap for brazing. 20/04/08 Present: Paul, Adrian Mike brought back the repainted cab fire-extinguisher holders, fire alarm bell from no.2 cab, AWS bells and newly fabricated replacement instrument light and demister switch panel, complete with engraved labels. Thanks! Paul and Adrian worked out how to re-fit/repair a few outstanding items of air/vac pipes. 26/4/08 GETTING THE HORN... Present: Andy L*,Chris, John, Richard, Steve, Adrian *Special guest-star appearance (Growler group member) Mark had been there sometime over the last 2 weeks, doing more rubbing down of the bodywork and Mike had re-fitted the re-painted AWS bells - thanks! Steve brought back the previously broken drain tap, now sporting a sizeable TIG-weld repair. It was re-fitted in no.1 cab. Thanks to BT4F Tim for lending a spanner and elbow-grease to tighten one particularly hard-to-get-to fitting. Air was fed into the bufferbeam using Matt's adaptor: Once the leaks around the re-fitted drain tap had been sorted, attention turned to the AWS CES in no.1 cab, from where air was leaking. The leak was stopped but the unit requires attention before the wires can be re-connected. Leaks were also found in the AWS Baldwin valve in no.1 cab; two missing O-rings being the cause - further thanks to Tim. This, however, is still leaking slightly and needs further attention. Two leaking Spirex valves under the engine were fixed by Chris and Steve, by administering blows with assorted heavy items, which persuaded the valves to start operating correctly, producing the characteristic clicking noise. With pressure increasing to a heady 35psi, more leaks were identified, and cured, under no.1 cab floor. A leak in the pipe joint behind cab roof tank #4 was heard. It is inside the bulkhead wall amongst the fibreglass; it could be tricky to get a spanner in there, so the tank may have to be removed to fix this. A blast on the high note horn at no.1 end was possible, and the low note at no.2 end. Another sign of life! Andy made several more aluminium pieces to sit in the gutters, to support the engine-room cantrail-level air filters. Andy, Chris and Adrian re-fitted the windscreen wiper to no.2 cab driver's side. More of Chris' Dremmeling required to the 2nd man's side roof supports to gain access to mount that wiper. John wire-brushed the peeling paint off another section of engine roof, most of the cubicle-end of the engine room now being ready for priming. The bolts on the main generator brush ring were loosened off, to try and rotate the ring, and release the brush-boxes. This appears to have seized. A seat-back and base were replaced, so the full set of 4 all now feature non-ripped cushions. Chris sorted the finer points of the eventual re-fitting side panels of the power controllers, so Mike can take them away for re-painting. Adrian swapped a horn pipe from 2nd man's side of no.1 cab with 2nd man's side of no.2 cab, in order to be able to reach the ex-cl.47 horn valve in no.2 cab. A hole was enlarged in the bulkhead between no.2 cab and the boiler room, so that the drain pipe from the cab tanks to the Spirex valve behind the brake frame can be fitted next time. The cut Vac gauge and Release pipe on the 2nd man's side of no.1 cab was located, which will be re-connected to the vac-release valve, once fittings have been bought. A fitting needs to be brazed to the MR feed in no.2 cab, to which the MR gauge will connect. One was identified but Chris found that it alas does not match the fitting on the MR gauge pipe. The batteries were re-charged as the engine-room lights were very dim. 10/5/08 Present: Chris, Ian, Steve, Adrian Mike brought back one of the two cab power controller side-panels,and one of the two 2nd man's storage boxes, now back in the shape it should be; both painted grey. Thanks! Chris Dremeled out a small section of the roof support at the 2nd man's side of no.2 cab, in order to re-fit the windscreen wiper bracket. Both wipers can now be re-fitted. The Dremel was then put to work to cut off a section of the FV4 brake valve in no.2 cab, in order to get a large spanner on to a nut on the drain tap, to free up the pipe. This, in turn, was to enable a pipe to be moved out of the way, to gain access to the broken-off stub of MR pipe which should go to the MR gauge. Tapping a thread on to the fitting, suggested by Steve M was eventually deemed impossible. Ian tried crushing the pipe, which was also not successful due to the very short length of exposed pipe. Silver soldering will be tried next time, to seal it up. A tee will then have to be inserted in the pipe feeding the horns and windscreen wipers, in order to provide the feed to the MR gauge. Ian made several more of the n-shaped pieces of aluminium which sit in the gutters to support the air filters; Adrian taking them away for assembly. Steve cleaned the two Spirex valves from underneath the loco, removing a large amount of black sludge from each. Hopefully they will click away next time we apply air pressure. Steve and Adrian removed the guts of the AWS CES in no.1 cab, as the cut-out on the left-hand "isolate" end of the shaft is broken. A spare unit was partially disassembled; Steve taking it away to finish removing the shaft. Adrian found a nut to fit on to the vacuum release valve in no.1 cab, enabling re-fitting of the pipe from this to the cut-off end under the 2nd man's seat. An 8mm straight union brought by Paul will be used to repair the cut, if the short oval-shaped stub of pipe near a tee fitting can be made round enough again. A 3/8" union is being sought for the split pipe to the MR gauge. 17/5/08 Present: Mike P Mike P brought back the 2nd man's panels with labels attached & replica handbrake instruction plate as used on Sulzer locos. The final panel for the cab power controllers was returned & the panels re-fitted. Thanks! 24/5/08 Present: Ian, John, Richard, Steve, Adrian Ian silver-soldered the hard-to-get-to broken stub of pipe in no.2 cab that was leaking. Sadly, it still leaks, due to the very restricted access, meaning cleaning of the job is very difficult, so the solder did not flow properly. Further work is required next time, using soft solder and copious quantities of rosin flux to get the hole filled. Another feed-point will then be used for the pipe leading to the MR gauge. John made the aluminium components for the final batch of supports for the engine room cantrail air filters; the filters rest on these supports, which sit in the gutters. Several of these were assembled and fitted, and a batch which Adrian had brought back were modified and fitted. 12 sets of components were taken away by Adrian to be assembled. Steve brought back the spare AWS CES, having stripped it, ready to be used to re-build the original in no.1 cab. Steve and Richard re-assembled the CES, working out how it should work each time that it didn't.... A solution was reached and the unit now functions properly. Adrian brought two 3/8" OD compression fittings to patch the splits in the MR gauge copper pipe in no.1 cab. One split was in the void below the centre cab window and required removal of particularly hard-to-get-to brackets holding the MR and MR pipe gauge pipes. To remove these brackets, a small side panel of the driver's desk, in turn, had to be removed, posing its own challenges. This done, space was at a premium in the cosy cab, with the AWS CES work on-going, so the splits in the pipe should be repaired next time. Attention turned to the main generator brush-boxes. The oustanding problem with removing the brush-boxes for cleaning was the ring on which the brush-boxes were mounted would not rotate. The cause was eventually found to be the square shaft on which the tool (or just a spanner or socket) is fitted to rotate the ring had seized (rust). It was freed up using WD40 and extreme violence. This enabled the brush ring to be rotated. After removing more of the vents at the end of the generator, 4 brush-boxes were successfully removed and most of the bolts of the remaining 6 have been loosened. The next step will be bead-blasting to remove the filth. Ian brought back the brazed tee-piece of 1/2" OD pipe linking the Baldwin valve and AWS timing tank in no.1 cab. Adrian connected this to the open end of a pipe emanating from the Baldwin valve with a compression fitting; this pipe presumably having been cut at MC Metals. This might well be the last bit of pipe that has to be repaired (OK, apart from the on-going MR gauge stuff in no.2 cab...) 4/6/08 Present: Adrian The remaining brackets to support the air filters were returned, the bits having been screwed together. Another MG brush-box was removed from the MG, a few more remaining to be removed. The engine room was tidied up! 5/6/08 Present: John John completed the fitting of a row of cantrail air-filters on one side of the engine room. All the screws except one awkward one were removed from the small ali side panel of the driver's desk in no.2 cab. 7/6/08 45 P.S.I. AND A HEARTY BLOW Present: Chris, Ian, John, Richard, Steve, Adrian A day of fixing leaks, leading to a significant rise in air pressure. Chris re-fitted the windscreen wiper motor on the 2nd man's side of no.2 cab and took a grinder to a lump of steel, to start the manufacture of a plate to hold the wiper motor for the driver's side. Adrian brought a 3/8" OD compression fitting and fitted it where one of the splits was in the MR gauge pipe. To enable a solder repair to be made to the small split further along this pipe, behind a bulkhead, Chris then had to remove the part of this pipe from the compression fitting up to the MR gauge. Ian then blobbed solder on to this split and the one in the pipe feeding the horn valve in no.2 cab, which had been repaired in BR days by wrapping insulation tape around it... The air-feed to the valve on the power controller in no.2 cab was leaking profusely....probably because Adrian forgot to re-connect a pipe when the controller was returned, so this was re-fitted. Ian re-soldered the hard-to-get-to broken-off stub under the driver's floor in no.2 cab to try and seal it once and for all. This held until the end of the day, when a hiss was heard once again... As air pressure rose, another leak sprung up in the boiler room - in a very difficult-to-get-to spot on the far side of the brake frame. A loose fitting was found, which was accessed on one side by Chris, via the boiler room and Adrian on the other side, via the never-used door on the bulkhead behind the driver in no.2 cab. Teamwork un-bolting of brackets and tightening of the offending loose fitting led to a satisfactory conclusion. Another leak was heard underneath the control air gauge in the engine room, behind the bulkhead with no.1 cab. This was on a compression fitting in the oily detritus near an exhauster. The offending fitting is closely neighboured by other pipes, thus not accessible with an ordinary spanner... With hitherto unprecedented pressure, the low-note horn was now capable of a hearty blow at no.1 and similarly the high note at no.2 end, so fun was had synchronising horn-blowing between ends. The Spirex valves, once clobbered, behaved well. Richard and Steve sorted leaks in the air system in no.1 cab - the leaks mostly being in the bulkhead insulation, so having limited access. Latterly, the AWS CES was found to have the air valves connected the wrong way round, so was reversed, but then leaked badly. Tale to be continued.... John modified the remaining 8 cantrail air-filter brackets and left them in the gutters, ready for the last 8 filters to be fitted. Four more filters were brought from the Hawksworth. Richard pulled the remaining wires through the last part of the conduit to the AWS CES switch, ready to be connected up. The conduit was then secured to the wall. Chris and Adrian brought 3 more boxes of ex-cl.24 batteries into the shed, to be used if necessary. Adrian removed the remaining brush-boxes from the MG. The carbon brushes have all been removed; John made a start on removing the mounting bolts with PTFE insultors, which hold the brush-boxes to the ring on the generator. Next comes bead-blasting. The access covers for the MG and AG were removed, along with the grilles from the MG. Mike P took all these and the grilles for the cantrail air filters away to be re-painted. 15/6/08 50 PSI Present: Chris T, Mark, Paul F, Steve. Steve continued chasing the air leaks, which keep appearing as the pressure rises. Several existing leaks were cured and the pressure quickly rose to a mighty 50psi, revealing one or two more new hisses. The pipe clamp in the brake frame behind the old boiler room door that was undone last time had to be undone again, as at higher pressure, two more joints in the bunch of seven started to let go. No.1 Baldwin valve looks set for another rebuild, as it is still leaking. At No.2 end, a new compression fitting in a pipe feeding the far end of a cab roof tank also needed adjustment. On turning off the air supply, the loco took a reassuringly long time to lose pressure, only the persistent stub under No.2 driver's desk noticeably losing air. One more attempt will be had next time at sealing this joint; if this fails, maybe a jubilee clipped rubber hose with a blank end will have to be tried! Mark continued bodywork filling and sanding. We are not far off painting now. The roof, particularly No2 horn box needs a little work first and a few minor roof leaks to check out. Paul F drew the short straw by "volunteering" to start needle-gunning No.1 end bogie. He was still mildly sane toward mid-afternoon, despite the grime. Chris brought back the newly-made windscreen wiper bracket for no.2 cab driver's window and fitted it and the motor. Oddly, the driving shaft on the motor is about 45 degrees out meaning on full sweep the wiper will either cause some gauging problems or double as a tablet catcher! We will look at re-aligning the shaft in the motor rack next time. No.2 second man's wiper motor appears to be seized; another unforeseen job. Mike P brought back the smaller of the main and auxiliary generator covers and one of the main generator grilles, all re-painted - thanks! Unfortunately, the cantrail air intake grilles failed the paint preparation by falling apart... Chris will have to do a few weld repairs on most of them next time before re-submitting for painting. 21/6/08 55 PSI Present: Ian, Richard Another leak sprung up in no.1 cab; this one is at the bulkhead-end of the centre tank. The nut was tightened but it may have to be removed and PTFE tape applied to the thread. Ian fixed the long-standing leak under the driver's desk in no.2 cab...using a large hammer. He then fixed the leak near the exhauster which is not accessible with an ordinary spanner, this time using a hammer and chisel to rotate the loose nut... Attention then turned to the broken fixings on the roof for the cantrail grilles. Unfortunately, several fixings (Hank bushes) collapsed when the grinder was used to remove the stubs of metal sticking out of the roof. New holes may have to be drilled to fix the grilles, and pop-rivets used. Richard opened up the horn access hatch on no.2 end roof, in order to fix a leak on the air supply pipe to one of the horns. This done, the horn *still* only sounds on one note; there appears be a blockage at the selector lever in the cab. The horn access hatch was re-sealed. After further work, the change end switch in no.1 cab now appears to be working ok(ish); there is a serious air leak from what seems to be the normal vent at the rear of the unit. A replacement unit is now the most likely way forward. The roof is in need of attention to corrosion, with the ever increasing likelihood of the loco being moved outside "forever" in August. 25/6/08 Present: Chris Chris re-fitted the side panels of the power controllers in both cabs. The desk tops had to be lifted slightly to fit the panels. The DSD pedal frame in no.1 cab was re-fitted, following the repair work to the MR gauge pipe. The curved doors on the power controller were then re-fitted at no.1 end; both will need some more fitting to the hinge pins as they don't sit down properly. The 2nd man's windscreen wiper motor for no.2 cab was stripped down and has been freed up. The motor appears to be wrong "handed", ie. a driver's-side motor. The drive shafts can't be moved round to change the wiper arm sweep, meaning either new flats will need filing on the shafts to reposition the wiper arms or the inserts in the arms will need adjusting. Two M5 bolts were sourced to replace those missing. two more need sourcing for the other motor. 28/6/08 Present: John, Adrian John removed all the bolts from all the MG brush boxes, then fitted the two side heater covers in each cab. Holes were then drilled to locate the driver's and 2nd man's pedestals in no.2 cab. John & Adrian then started the re-fitting of the part of the desk around the brake valve and the cover. First, the correct pairings of desk and cover had to be established, and which pair went in which cab. The aluminium desk piece for no.2 cab is a Mike P production, as the original was lost in Scotland pre-1994... This was trimmed to fit and then it was found that the cover would not reach the pedestal. Work required, or a draught will result! Mike took away the two semi-circular plates which fit around the brake valve to manufacture four new ones, as the ones we have do not fit - no idea why. Also taken were two strips of aluminium; covers at the side of the power contollers. Adrian traced the wiring of the AWS CES in no.1 cab...which led to a long wire having to be fed through the loco to the CES in no.2 cab to make a positive ID. The 2nd man's switches in no.2 cab were re-fitted to the panel, now complete with Mike P labels. Air pressure was raised, and revealed the latest in the long series of leaks emerging - this one from the check-valve in front of the compressor in the boiler room. Attention required: No.2 cab 2nd man's horn valve not operational. One no.1 cab horn note not operational. One no.2 cab horn note not operational. Leak from Baldwin valve in no.1 cab. Leak from CES in no.1 cab. 5/7/08 65 PSI Present: John, Mark, Richard, Steve, Adrian John re-fitted the inner skins of the cab doors, then started to re-fit the centre snowplough with Mark at no.1 end; the first time fitted since withdrawal. The side ploughs were subsequently fitted, requiring removal of one of the buffers to remove an old mounting bolt and fit a new one. The wooden spacer between buffer and bufferbeam was riddled with woodworm, and will be replaced, with the other three. The windscreen-wiper motor for no.2 cab 2nd man's side, freshly un-seized and brought back by Chris, was trial-fitted with Steve. There was insufficient of the shaft poking through to the outside of the loco, so Steve took away the piece of wood to which the motor affixes, which fits above the cab window inside no.2 cab. This will be re-profiled to better match the cab structure and should poke more windscreen wiper motor shaft through. Richard stopped the leak from the CES in no.1 cab, using a technique so secret, even he doesn't know what it is. It now works well, except the Isolate lever, which is still very stiff. It is not used, though, as we don't have AWS. The Baldwin valve, which has always leaked, was replaced, curing the problem. A hose-pipe was then wielded on the roof, in order to clean the dust off and find leaks; many were found: the seal around the fibre-glass central roof-section, several missing roof bolts and water "missing" the gutters when draining from the cantrail filters and cascading down the inner bodyside. Steve found that the lack of one note from no.2 cab horn is due to the actual horn itself, not a leaky pipe, as first thought. A repair will be attempted. The leak found last week in the check-valve for the boiler-room compressor was fixed; a broken seal being the cause. A replacement was made and fitted. The increase in air pressure led to several more leaks appearing, which were fixed: The boiler room-end of the driver's side and central tank in no.2 cab The windscreen-end of the tank over the 2nd man's side in no.1 cab Both ports of the straight air brake valve in no.1 cab. Pressure subsequently rose to a mighty 65 PSI. Not far to go until we reach the setting on the regulator (80ish). Adrian continued to trace the AWS wiring in no.1 cab and identified all the remaining wires to the CES in no.1 cab and AWS cancel buttons on the desks in both cabs. Steve re-crimped and connected the wires to the AWS cancel buttons in both cabs. Correct AWS operation and desk powering-up from the CES should be possible very soon. Attention required: 1) Seal for fibre-glass roof section. Missing bolts - roof - various places. 2) One horn note at both ends. 3) Bulkhead-end of centre tank in no.1 cab 4) Add seal between cantrail filters and internal gutters to stop water going down inner bodyside. 6/7/08 Present: Adrian Adrian completed the wiring to the CES in no.2 cab; the AWS should now operate, ie. cancel horn when cancel button pressed, and the desk should power-up from the CES. 12/7/08 Present: Steve Steve brought back and re-fitted the refurbished windscreen wiper air supply taps which go under the driver's desk in no.2 cab. These had been leaking. Also returned following homework was the now-profiled piece of wood to fit above the 2nd man's window in no.2 cab, which allowed the 2nd man's windscreen wiper motor and wiper arm assembly to be correctly re-fitted. The driver's straight air brake connections in both cabs were stripped, cleaned and sealed. The crane fitting at the bulkhead end of tank #4 in no.1 cab was removed, cleaned, sealed and replaced. The air system was then re-pressurized, revealing potentially very bad news: Steve is 80% sure that part of the weld repair that was done on the drain tap in no.2 cab is leaking... This needs closer investigation and therefore probably removal. The non-working air horn (high note?) in no.2 cab was checked, and the pipework found to be in very poor condition. The trumpet and piping were therefore removed to sort at home. Mark S left 3 batteries ex-24 081 in the yard for us; these will need to be taken into the shed next time. The removal of the fibreglass cover over the engine was investigated; this will take 2 men, 1 inside & 1 on a ladder outside just to undo the bolts. Fibreglass sheeting and filler will be sourced to effect repairs to the cracks. 16/7/08 Present: Mark Mark needle-gunned around the cab door hand rails, then applied primer. Sanding and filling of no.2 cab front continued. Two pieces of yellow pine hardwood were bought and brought to replace the wooden spacers behind the buffers; one was was cut to size and holes drilled. The blank space where the buffer at no.1 end was previously removed was needle gunned. The new spacer requires more treatment on it before being fitted. 19/7/08 Present: Ian, John, Richard, Steve Steve re-fitted the repaired air horn at no.2 end; both notes are now operational. The very high pitched and rather quiet horn at no.1 end was removed for similar treatment at home. When the system was pressurized, the leak from the drain tap at no.1 end was evident. Richard removed the offending part (once again) and Steve took it away for his mate, who did the original weld-fix to try his hand again. If the weld cannot be sorted, the unit will have to be removed and replaced with two tees. John re-fitted the plates over the cantrail resistors in the boiler room, which Mike P had had re-painted for us. Ian brought a metal plate on which the body-mounted part of the speedometer will sit (original went missing in Perth). This needs checking for size before final welding. Bolts were removed from the fibreglass roof section over the engine, most shearing in the process, then the roof was removed by all assembled, aided by Mike P, Mark B and Richard D. Steve took away a section of the foam seal and the only roof bolt that had not sheared to try to procure new. Steve brought fibreglass matting and resin to repair the cowling around the radiator. 21-23/7/08 Present: Mark Mark continued to sand and fill the cab fronts. The centre snow plough at no.2 end was fitted. The buffer that was removed at no.1 end was replaced, now that a replacement wooden spacer has been made and treated. The other buffer was removed, revealing evidence of a serious bash. The wood packing is shaped so the buffer faces forward; the new wooden spacer will have to be fabricated to match the "non-standard" shape of the old one. Previous plans for the loco to be moved outside have now been shelved, so Mark will continue to prepare the roof and bodysides for priming, which can still be done in the DP shed but the undercoat and topcoat must be applied in a less dusty environment. 26/7/08 Present: Chris, Steve Chris re-fitted the power controller doors in no.2 cab. Steve repaired 90% of the fibreglass roof with new matting and resin, before supplies ran out - to be continued... Rust was then removed from roof struts in the engine room where water has run down and collected. Some welding will be needed. Behind the scenes, no supplier has yet been found for the seal on the recently-removed engine-room roof section; the search continues. The troublesome drain tap in no.1 cab has been re-welded but is not looking good. Silver soldering will be investigated, before we give up and replace it with two tees. 27/7/08 Present: John, Mark, Adrian John removed the mesh grilles from the auxiliary generator for Mike to take away and have repainted. The cab side heater elements in no.2 cab were re-fitted - further work required here with the mountings. Adrian re-fitted the switch assemblies to the power controller in no.2 cab. The seal area on the roof was then needle-gunned, where the fibreglass section had been removed. Once done, other parts of the roof were done. Corrosion was found around the vents over the boiler room, and one rectangular plate disintegrated, so will have to be replaced. Despite large areas of paint coming off extremely easily, the overall condition of the metal was good. A last-minute grab was had for bits for Mike to have painted; this included the power handle and for/rev/eo/off handles from both cabs. Mark applied primer to the freshly needle-gunned roof seal channel. The many flakes of rust and paint that had fallen from the roof into the engine room were then hoovered up. Attention required: Replace boiler room rectangular cover. Make and fix circular plates over cab and boiler room roof vents. 2/8/08 Present: Chris, Ian, Mark, Richard, Steve, Steve's dad, Adrian Mike brought back the aux. generator meshes and compressor contactor plates all sprayed up. Thanks! Chris manufactured a new hinge for one of the power controller doors in no.2 cab, which took hours to complete due to the very limited access. The hinge is temporarily held in place and will require welding to fix permanently. Steve brought back the troublesome drain tap, welded for a second time. Richard re-fitted it, taking quite some time, due to the fact that other pipes have to be disconnected in order to access the connections with a spanner. The system was then pressurised but alas it was found that it was still leaking from the lowermost face. Huge sighs all round. The offending part was removed yet again, taking up the rest of Richard's day and Mike P took it away, to hopefully have it silver soldered/brazed. Ian may also be able to construct an equivalent part from some fittings, although there will be no internal space to accumulate water. Steve completed the fibreglassing of the engine room roof and painted gel over the whole lot. A 2nd coat will be required next time to complete. Ian, Steve & Adrian removed the injectors from all 6 cylinders, requiring use of a crowbar to force them out. Steve took them away for overhaul. Adrian removed the rotten rectangular plate from the roof over the boiler-room, then completed the wiring of the AWS in no.1 cab. The batteries were then checked, as the engine room lights were looking dim. 3 failed cells were found: 4 of the originals (cells 5, 9, 39 & 44) and one ex-24081 (cell 15). More shuffling of cells was done to replace the failed cells and three more ex-24 cells inserted to make up the numbers. 5/8/08 Present: Paul F Paul spent the morning needle-gunning the front-end of no.2 bogie, so the snow ploughs can now be fitted. One side of no.1 bogie is completed; the other side will be done next time, then attention will turn to the sides of no.2 bogie. 9/8/08 Present: Steve Steve removed the 2nd of 2 covers in the engine room underneath the radiator fan motor, in order to gain access to the broken fibreglass cowling around the motor. The cowling requires repair to prevent water coming straight through into the engine room. Fix leaking crane fitting of central tank, bulkhead end, no.1 cab. 16/8/08 REVERSER OPERATING Present: Ian, Steve, Steve's dad, Adrian Mike brought back the troublesome drain tap, which he had had brazed, and the for/rev/eo/off and start handles for each cab power controller, immaculately filled and painted black. Thanks! Ian removed a fuel pipe to one injector, which clamps round the injector body; this was taken away by Steve so his mate can clamp it to the injectors to disassemble them. Ian then hoovered some of the gutters out, which have become full of congealed dust & water following the roof-washing. Several more batteries were brought from 24081 with Steve. Steve replaced the horn he had refurbished at no.1 end, then disassembled the forward sanding valve in no.1 cab. This spat water everywhere - how long has that been in there? A compression fitting was tightened to stop a leak and now all seems well. Blowing sand out on to the rails should now be possible - something to play with next time. Adrian undercoated the engine-room roof seal area, over the primer that Mark had applied and the compressor resistor frame in the boiler room. The drain tap was then replaced in no.1 cab with Steve and the system pressurised..... ....All seems well. Both horns now work at no.1 end. Further leaks were found and fixed: Boiler-room end of tank nearest walk-way side at no.2 end. Fitting underneath air valve of power controller in no.2 cab. An 8mm compression fitting was attached to the pipe from the vac release valve in no.1 cab. This had been cut very close to a pipe joint, presumably by MC Metals. In the event, there was just enough left to attach the fitting. The for/rev/eo/off handle was fitted in no.2 cab. With air pressure up to 70psi (85 psi at the regulator), an attempt at getting the main contactors to throw was made. It was found that PA was not live in either cab; these connections had been disconnected to both cabs in the cubicle at some earlier point in restoration. With the PAs re-connected, the reverser was successfully operated but not the contactors. This is probably due to the PC relay not throwing due to the LMRG governor not having thrown (the exhausters were not running). This will be bypassed next time - that should be the electical control side of things done and dusted. The 2nd man's horn valve connections in no.1 cab were reversed, as pulling the lever up sounded the low note (well, it was a 50:50 chance of getting it right!). Attention required: Leaking crane fitting of central tank, bulkhead end, no.1 cab. Leaking compression fitting next to drain tap in no.1 cab. Pressing the anti-slip button in no.2 cab causes air to escape from no.1 bogie relay valve - permanently. 1 off sanding pedal required 17/8/08 Present: John John re-fitted the latches to the power controller doors destined to be re-fitted in no.1 cab. The mesh air vents from the auxiliary generator re-fitted and the remaining congealed dust in the gutters loosened, then hoovered out. The horn valve connections on the driver's side of no.2 cab were swapped, so pulling the lever up now sounds the high note. The 2nd man's side valve needs repairing - only one note works. 23/8/08 MAIN CONTACTORS OPERATING Present: John, Adrian John wire-brushed more of the engine room ceiling, then applied green primer to a large area above the cubicle and generators. A top coat was painted on to the engine room roof seal area, so the newly-purchased replacement seal can be inserted in the groove next time. Adrian managed to get the main contactors to throw, using the power controller in no.2 cab. As expected last time, this simply required the LMRG and ABPG to be shorted. This is a major milestone in re-commissioning the control circuits. The contactors did not throw in the Reverse position of the controller; this needs investigating but should only be a minor issue. The AWS horn in no.1 cab operates correctly when the CES is switched to 'on' but cannot be cancelled by pressing the AWS button on the driver's desk. The supply to the AWS voltage converter was traced; this is present but it appears the voltage converter may not be working (no 40V & 12V output). In the course of the tracing, a cut and taped up wire was found in no.2 cab from something on or under the 2nd man's desk and in no1 cab, a cut wire from the underfloor connection box. Both of these require identification. 25/8/08 Present: John John fitted Steve's new seal to the groove in the bodywork, against which the fibreglass engine-room roof section sits. The holes around the perimeter of the fibreglass roof section, through which the mounting bolts fit, were then drilled out, ready for the imminent replacement of the roof. The "uni-note" 2nd man's horn valve in no.2 cab was then investigated: A spare valve of the same type was fitted but resulted in exactly the same behaviour. The fault was finally traced to the fact that it has been connected up wrongly, and will need some pipes to be bent next time to get the inlet and outlets corrected. 30/8/08 Present: Chris, Ian, John, Mark, Steve, Adrian Mike brought back various covers for various electrical machines, stripped and re-painted and the light fittings for the instrument lights, all cleaned up to BS5705. Thanks! Chris ground and Dremelled off the captive Whitworth nuts on the lighting brackets - metric are to be used instead due to lack of availability of Whitworth bolts. The speedometer mounting plate which Ian made was checked for size and clearance, tweaked by Ian, then the various parts taken away by Chris to be welded together. John made a start on cleaning the MG commutator, simultaneously blasting with an air gun, and hoovering up the dust/muck. Thanks to Tim for lending us the barring-over tool. John then re-fitted more engine room air filters and drilled a hole in the fibreglass roof to enable the replacement for the missing lifting bracket to be mounted. Mark fitted the snowploughs at no.2 end, with a little help from his friends; all ploughs are now fitted. Steve fixed the leak in the compression fitting near our favourite drain tap in no.1 cab, then cleaned up the commutator and brushes of the compressor in the boiler room, which then reluctantly burst in to life. The drivers' instrument panels were removed from each cab and given to Mike for the labels to be affixed. Adrian brought back the MG brush-boxes, having been bead-blasted, and now looking totally different. The fine fuel filter was removed; we are now on the look-out for a replacement: A Crossland 499 filter. The pipes to the horn valve in no.2 cab were re-routed so the inlets and outlets are now correct. The valve now operates correctly. The drain pipe from the air tanks in no.2 cab was bent to enable connection to a pipe through to the boiler room. This was connected to the Spirax valve and exhaust pipe down through the floor of the boiler room. A loose wire in no.2 cab was traced as being the supply to the cab heater on the rear wall. The AWS CES in no.1 cab was re-wired, so should now work when the AWS voltage converter is connected. Tim provided one of these, which will be connected up next time. Thanks! A start was made on re-commissioning the power controller in no.1 cab. The main contactors and reversers do not yet throw from this controller. The forward position of no.2 power controller still does not throw the main contactors or the reverser. The sanding valve in no.2 cab was removed and the wires to it re-connected but it would not operate due to the forward position problem. In the reverse position, it did throw the sanding EP valve in no.1 cab; however, no sand came out due to the fact no air was reaching the EP valve. The isolating cock or drain tap upstream of the valve appear to be blocked. Steve took them away for rectification. h 4/9/08 Present: John A clean-up of the MG was had, using meths, a rag and much elbow grease, over several hours. After cleaning all the commutator segments, the crud between the slots was removed with tooth-picks and hoovered up. A cleaning fluid for commutators will be applied next, to finish the job off and hopefully give a shine to the copper after which it will be possible to re-fit the brush-boxes. 13/9/08 Present: Steve, Adrian (Ian) Mike brought back the driver's instrument panels with Engine stopped, Wheelslip, Alarm and Heater labels fitted above the lights and switch respectively, and the lighting bracket from no.1 cab, which sits behind the driver's instrument panel. Thanks! Ian paid back the BT4F for their donation of an AWS voltage converter by spending most of the day making a jig for them. Steve re-fitted the sanding pipe, cock and drain tap in no.1 cab. Air was then successfully blown through both sanding pipes at the rail head. Despite sand being present in one sanding box, none came out - another job for another time. The fine fuel filter which Tim sourced for us (Fram part no. C11862PL - thanks!) was fitted, replacing the original, and the housing subsequently wire-brushed. The six overhauled injectors were then re-fitted. Meanwhile, somewhere in deepest Gloucestershire, Chris nearly burned down his gazebo as his baby mig welder spat back in disapproval of the task of welding the speedo mounting. The mounting was then painted and is ready for fitting to the loco. Adrian fitted the "new" AWS voltage converter in no.2 cab; with a tweak to the wiring of the CES in no.1 cab, the 40V and 12V were produced for the correct positions of the CES levers in the cabs. Unfortunately, pressing the AWS reset button did not cancel the horn; this will have to be investigated further. The DSD circuit is now operational; the DSD EP valve operated when the power controller in either cab was set to For or Rev, which made a very loud hissing sound in the boiler room. The DSD pedal contacts in each cab were shorted to prevent this recurring, until the loco goes into service. Further investigation was done into the non-throwing of the main contactors when the controller in no.2 cab was set to Forward. A sticky reverser electro-pneumatic valve was the cause; this now operates correctly. The controller in no.1 cab was also re-commissioned. 20/9/08 Present: John John moved the ex-24081 batteries in the yard to the loco, then did some serious painting of the interior of the engine room: three panels of one wall, one engine-room access door, the last remaining cubicle door and kick-panels beneath the cubicle doors. A start was made on sanding the remaining roof panels; these are almost impossible to access above the AVR on top of the cubicle. 21/9/08 Present: John, Mark John sprayed the magic cleaning solution on the commutator so that will have a good soak. Mark continued sanding the roof. 26/9/08 Present: Adrian The power handles and fire-extinguisher bottle retainers which Mike had had re-painted were re-fitted - thanks! The sanding valve in no.2 cab was re-fitted. The gauges were re-fitted into the driver's instrument panels and a new section of laminate glued to the desk in no.2 cab, to cover a damaged section. The lighting brackets were then bolted to the underside of the desks. Further work is needed to complete these. The partially rotten rectangular boiler room roof cover was wire-brushed. 27/9/08 Present: Chris, John, Richard Chris re-fitted the power controller doors in no.1 cab and took the rectangular roof cover from the boiler room home to weld a new section in. Richard and Steve scraped and painted the engine room walls. John applied more cleaning solution to the MG. 11/10/08 Present: Chris, Ian, John, Mark, Steve Steve set up camp in No1 end cab to properly fit the inner roof skin and its million missing screws, the bulkhead skin screws and ponder the weird shaped in-fills and trims we will need to make it all look tidy around the edges. Chris did likewise in no2 cab, also with some window trim adjustments followed. John did more scraping and painting of the engine room walls, and started on the cooler group, which is starting to look good now. Painting continued until there was no grey undercoat left. The machines are next in line for painting. Mark continued sanding and filling the roof. Ian humped batteries about, ready for fitting. An errant fuel rail feed pipe was also re-fitted to no.6 injector, as this was unable to be re-fitted when the injectors were. The new speedometer bracket was fitted to the solebar. 16/10/08 Present: Mark Mark, having sanded the roof either side of the still-removed cover over the engine, applied primer in this area, down as far as the cantrail grilles. 18/10/08 Present: Steve Steve bought and brought some grey undercoat and applied it to the rear bulkhead of no.1 cab. De-greaser was applied to various parts of the engine, in readiness for re-painting. 20-23/10/08 Present: Mark Mark continued needle gunning the roof. 25/10/08 Present: Chris, Mark, Steve, Adrian Chris made a shopping list of all the roof rib plates that will need to be welded in the engine room, where water has come in and caused rot. Mark continued needle gunning the roof over no.2 cab and applied primer. Steve, Chris and Adrian removed all the remaining "original" batteries, as one by one, these keep failing. They were replaced with ex-class 24 cells and other, newer cells. These were then charged. Tim meggered the main generator, which showed 280kOhm on the commutator. OK but not ideal - more cleaning required 1/11/08 Present: Mark Mark and Chris Capener did some more cleaning of the main generator, in order to improve the insulation of the commutator. 2/11/08 Present: John John wire-brushed, sanded and undercoated most of the engine-room wall on the non-walkway side. 3-5/11/08 Present: Mark More needle gunning and priming of the roof: 2/3rds of the roof has now been completed 8/11/08 Present: Ian, Mark, Richard, Steve, Adrian Mark needle-gunned around the cover over one of the radiators, removing much rust and the old seal, similar to the engine-room roof seal, which will need to be replaced. The struts in front of the radiator, both covers and the roof area around the cover were all primed. Richard and Ian dismantled the water section of the triple pump, which had seized in the 3 years since the last time it was used. It was duly un-stuck, successfully run-up, and new gaskets made. Steve and Adrian opened a hidden cock to the straight air brake relay valve in no.2 cab, which led to all 8 brake cylinders successfully operating with no air leaks. With the brakes applied, the exposed part of the brake cylinders were wire-brushed, then greased. During testing, two more (loose) fittings gave up and started leaking, which were fixed by re-tightening. The main entry door in no.2 cab came off its hinges, due to two old coat hooks on the rear bulkhead levering the door when it was pushed fully open. The offending hooks were binned, the hinge fixed, the rubber floor covering, which had come adrift, stuck back down to the plywood floor and the floor screwed down to the loco frame. A start was made on fitting the instrument back-lights: half the bulb-holders were fitted and wired up. The speedo and ammeter wires were re-connected. The large reflector which sits behind the bulbs was trial-fitted in each cab. Steve re-fitted the covers in the boiler room at the back of the cubicle. Richard identified and labelled the no.1 and no.2 bogie gauge pipes underneath the desks in each cab. The pipes were subsequently connected to the appropriate gauges; strangely, one pipe had a 3/8" BSP instead of 1/2" BSP fitting; Ian sourced an adaptor to enable work to continue. 9/11/08 Present: John John marvelled at the now-working brakes and continued undercoating the engine-room walls, getting all the way through the walkway-side of the boiler room to no.2 cab door. 15/11/08 Present: John, Steve John rubbed down and undercoated the three doors in the boiler room which give access to the rear of the cubicle. Steve finished the cleaning of the commutator with the dodgy cleaning solution and brillo pad that Mark had started. The greasy detritus was then cleaned off the brake rigging. The air line was connected to the loco, which made it up to 110psi - an all time high, presumably due to the fact that no trains were running, so the 26 was probably the only thing connected to it. A small leak was heard in the brake frame - will need attention at some point. 22/11/08 Present: Andy, Chris, Ian, Mark, Richard, Steve, Adrian Chris Dremelled an arch in the hidden lip of the driver's side window-ledge so that the speedometer can pass this lip when the instrument panel is moved on its hinge. The instrument lighting reflectors were then fitted in both cabs. Ian, Mark and Richard filled the water system. One crankcase cover was removed, in order to check if water was leaking from the cylinder liner seals when the engine was barred over. With the triple-pump running, and the water system pressurised, no leaks were found. Oil started circulating after a few minutes running the pump. Unfortunately, a water leak was found in one of the radiator elements and a more serious leak somewhere in this area, which could be the settling tank. This tank was not attended to years ago when the other one was repaired, so may now be leaking - much work if so. The water level gauges on the engine-room side of the radiators were removed and taken away by Mike for cleaning, as these were sticking. The boiler room was hoovered, tidied and un-used stuff moved outside. Steve and Adrian Meggered the main generator, which gave a reading of 700kOhm - much improved. Most of the brush-boxes were then re-fitted - a very time-consuming and awkward task. An air leak was found underneath the FV4 brake valve in no.2 cab, which Steve rectified. The connection to the air brake pipe gauge in no.2 cab needs re-fitting - this was leaking air. 29/11/08 Present: John, Mark, Steve, Adrian Mark continued rubbing down and painting the roof. No.1 cab roof has now been completely primed. In the week, the ducting of one radiator was removed, to enable access to the radiator elements. One was found to have a leak; this has been re-fitted and blanked off. Re-filling of the water system, which should enable the engine to be started, will happen when the two water level gauges come back from cleaning. John rubbed down the far side wall of the boiler room, ready for painting. The pipes to the vacuum gauges in both cabs were re-fitted. Steve and Adrian re-fitted the three remaining MG brush-boxes. Two brushes were found to have several broken/frayed wires, and will need replacement at some point. These were re-fitted for now. The MG should now be regarded as ready for service. Adrian re-fitted the pipe to the air brake pipe gauge in no.2 cab. 6/12/08 Present: John John undercoated the far side of the boiler room, requiring much contorting to get the paintbrush past the various pipes, machines and framework. A start was made on cleaning the caked-on muck off the pipes and tanks on the brake frame. 7/12/08 FIRE-UP! Present: Andy, Ian, John, Mark, Richard, Adrian Mike brought back the water level gauges, having turned them around in record time, fixing the various botched BR repairs - thanks! John cleared away a lot of the "stuff" accumulated in and around the loco to the Newspapers van. The brackets for the still-to-be-procured sanding pedal in no.2 cab were fitted to the udnerside of the wooden driver's floor pedestal. Adrian cleaned the commutator of the boiler-room compressor, as this was very dirty and sparking excessively. Both compressors and the radiator fan were test-run from the batteries. A start was made on cleaning the aux gen commutator. The radiator settling tank drain pipe was re-fitted to the tank; unfortunately, one of the bolts threaded, so the captive thread will require re-tapping. With water in the loco, and the leaking radiator element blanked off, no leaks were seen. Two more air leaks occured, both due to non-tightened nuts in the bowels of no.1 cab. The loco was successfully fired up but circuit breaker CB2 (PB) tripped, which prevented the engine-run solenoid from operating, hence requiring manual intervention to keep the engine running. The fault causing CB2 to trip must now be rectified before loco can be started and move under its own power. Ian took away the speedometer wheel-wear adjuster housing to source various nuts and bolts required to hold it all together. Fire-up video here: http://www.youtube.com/watch?v=Y8K3Eyru73M The loco will have to be moved outside for any further fire-ups to be had, so as not to coat the inside of the shed with clag. This relies on track being temporarily laid to the shed, which should happen in February. 18/12/08 Air tank inspection - drain connections removed. 20/12/08 Present: Ian, John, Richard, Steve, Adrian Ian brought back the speedometer wheel-wear compensator body with bolts fitted. Two holes were drilled in the mounting plate, which hangs from the solebar, for the speedometer cable conduits to feed through. The correct 7/16" Whitworth bolts were fitted to the radiator settling tank drain - no re-tapping required. As the air tank drains had been removed, the opportunity was taken to take them down and remove the paint from the tanks. This laborious task was done by Steve, Adrian but mostly John - 4 being completed during the day, taking ~=4 hours. Adrian narrowed the electrical fault with CB2/PB to one wire from the star-connection in the cubicle, which feeds somewhere.... This appears to be cab2 but further investigation is required. The Engine Stopped, Wheelslip and General Fault warning lamps and driver's heater switch in both cabs were re-fitted. 27/12/08 Present: Ian, John, Steve, Steve's dad Ian fixed a loose air connection on no.1 end bufferbeam. John, Steve and dad needle-gunned two more cab air tanks, finishing off that phase of the job. John primed another square of the ceiling of the engine room then re-fitted the vacuum pipe at to no.2 end bufferbeam. Tuesday 1 January 2008: 9/2/08 10/2/08 16/2/08 23/2/08 1/3/08 Present: Chris, making lots of smoke and sparks Chris re-welded one of the hinges, which had come off, to one of the power controller doors. The seized broken hinge pins were removed from No2 end power controller framework. One had to be sawn out of the small fixed panel then the resulting hole welded back up. Old rivet holes were welded back up from a previous hinge repair. One framework hinge mount is missing from no.2 cab, so a new one will be made and welded in. A hole under no.1 cab driver's pedestal was plated over. 2/3/08 Present: Ian, Adrian Mike brought a newly-made "for/rev/eo/off" plate for sizing up, which replaces the very scratched original. Ian brought back two newly-manufactured pins for the power controllers - these give the "notch" on the power controller, to let the driver know that the handle is about to return to the "off" position. Bolts were sourced to attach the exhaust to the roof. Adrian brought back a repaired exhauster speed-up switch for the brake valve in no.1 cab and re-fitted it but this will have to be re-done as the contacts do not make when the handle is moved to "release". A length of 1/4" OD pipe was taken away for bending, to fit from Baldwin valve to AWS timing tank in no.1 cab. 8/3/08 Present: Chris Mike brought back a freshly re-painted green Baldwin valve for no.2 cab; the bolt threads are still in the dissolving tank to get the thread-lock off. All the new 1/4" hinge pins were welded in place on the power controller doors. There are four more sheared pins on the controller frame; one at No1 end...to be Dremmelled out. A few rotten bits around the bottom of the centre doors at each end were spotted; these will need welding soon. 15/3/08 Present: Ian, Mark, Adrian Mark continued with sanding the bodyside, revealing the text adjacent to the fire extinguisher from BR blue days. Ian and Adrian fitted (previously missing) bolts to attach the exhaust to the roof....and went fishing for a spanner that was dropped into the exhaust! A length of 15mm pipe was found to be used to replace the missing piece of pipe from the no.2 cab tank drains to the auto check valve in the boiler room. There is a hole between no.2 cab and the boiler room for this pipe to pass through but is almost fouled by a pipe crossing in front in the boiler room, so a bit of widening of the hole may be required. Ian took the pipe away for attention to the olive before fitting. This is the last missing piece of pipe in the air system, so pressurization tests should begin soon. Ian hoovered up more detritus in no.2 cab. Adrian brought back a length of 1/4" pipe for the AWS in no.1 cab, having bent it to shape. This was cut to size and Ian took it away to be brazed/silver soldered on to an existing tee fitting; the original pipe has been cut close to the tee. The windscreen wipers for no.2 cab were assembled, ready for fitting. The sanding pedal was fitted to no.1 cab driver's pedestal, using the brackets made by John. The exhauster speed-up switch in no.2 cab was re-fitted, and the repaired one in no.1 cab removed again, as the repair has not held. A spare was found - thanks Mark & Tim. The operation of the TWC (train wire contactor) on the power controller in no.2 cab was tested. This throws when the for/rev/eo/off switch is moved away from 'off'. The TWC did throw but not reliably, so this needs further attention, as does that in no.1 cab. When TWC threw, it enabled the compressor in the engine room to operate, proving the wiring from TWC to the cubicle is in order. 28/3/08 Present: John John scraped the peeling paint off some of the panels on the inside of the roof above the MG and cubicle; these will be primed and painted in due course. 29/3/08 Present: Chris L, Ian, John, Mark, Adrian Mike brought back four power controller doors, all professionally re-painted in grey - thanks! The remaining four pieces were taken away for re-painting, and the locking mechanism for refurbishment. Adrian brought back the two cab fire-extinguisher holders and the two 2nd-man-side cupboards, following paint-scraping. Mike took these away for further paint-removal and re-painting. Mark continued sanding the bodywork, having now done all one side to reach no.1 cab front. Chris L sanded the cab front of no.2 end. Ian brought replacement bolts for the switch assemblies in no.1 power controller. Sheared bolts were removed from the radiator grill mountings and holes re-tapped. Adrian fitted a 15mm compression nut to the drain pipe from the tanks in no.2 cab, and a blank, to make it air-tight, while the proper pipe is being made. A fault was traced, which caused intermittent operation of the TWC in no.2 cab master controller when the master switch was in FOR or REV. It seems the switch assemblies in the master controllers are not sitting down far enough on their mountings, causing the failure of this and other switches. The TWC was therefore operated 'manually' to enable the compressor to fire up and test the air system. One leak was found in no.2 cab - a loose fitting on the feed to the sanding valve. Note the cock to the sanding valve appears to have failed. Another leak was heard in the same area - under the 2nd man's desk but not traced. The batteries were unable to supply enough current to operate the compressor, and the battery charger was not happy supplying rather more current than it really should. So, Mark, John & Adrian retrieved batteries ex-24081 and replaced all the failed cells in the 26 and some of the borderline ones. Meanwhile, to continue the air tests, a pipe was searched for to be able to feed compressed air in from an external supply into the main res connection on the bufferbeam....but alas not found. Hopefully, the new order in batteries will be up to driving the compressors. 4/4/08 PRESSURISATION Present: Mark, Adrian Mark continued with sanding and filling the bodywork. No 1 cab area is now finished; as is half of the far side of the body. That just leaves half the far side body to go and no.1 cab. The primer, undercoat and top-coat Mark ordered has arrived at Toddington. Adrian charged the batteries installed last week and checked the voltage under load. There are now only a few weak cells; 44.5V for cells 1-24 and 48V for cells 25-48. The batteries powered the compressor at high speed for several minutes, with no sign of it slowing down (No assistance from the charger). Matt made an adaptor to feed compressed air into the MR bufferbeam connector - thanks! This revealed a whole load of leaks, mostly in the cabs, mostly due to loose nuts on pipe fittings. 100psi was showing on the regulator.....but only 20psi on both MR gauges - some way to go yet, then! 5/4/08 Present: Mark, Steve Mark cracked on with more body sanding and filling. Steve measured up the air filters which fit behind the cantrail grilles so supports for the lowermost edges of the air filters can be fabricated. 6/4/08 Ian brought back the silver-soldered AWS pipe for no.1 cab and the bent and 'olived' 15mm for the no.2 cab tank drains. 8/4/08 Present: Chris Chris tweaked the DSD frames and power controller side panels in each cab to enable them to live happily side-by-side. 9/4/08 Present: Mark Yes, more body sanding and filling. 10/4/08 Present: Richard Richard vacuumed more of no2 cab floor and applied underseal. Mike brought back the repainted speedo cover and cab power controller door locks, and took away the AWS bells and the fire alarm bell from no.2 cab for re-painting. Thanks! 12/4/08 Present: Chris, Ian, John, Steve, Adrian All assembled spent hours finding leaks in the air system - in the cabs and around the brake frame; more emerging as others were fixed and the pressure consequently rose. John and Steve concentrated on no.2 cab; tightening up loose fittings, then annnealing the pipes which feed from the horn valves to the bulkhead and re-fitting them, requiring much bending back into shape. As pressure rose, Chris located an age-old leak in the feed to the 2nd man's horn valve in no.2 cab, which had been sealed with insulation tape! This pipe is in poor condition and may have to be replaced...if a 1/2" OD substitute can be found. Adrian attempted to seal off a leak in a stub of a small MR pipe that had been cut off a long time ago. Access was very limited, so Araldite was used instead of soldering. This held for several hours, then failed as other leaks were fixed and pressure increased. This needs sorting... In no.1 cab, two splits were found in the miniature copper pipe feeding MR pipe gauge. The pipe was cut and the now free end bent back on itself to create a seal. A 3 ft length will have to be replaced. Lots of water was seen and heard in the air system, some dating from 15+ years ago? A hairline fracture was found in the drain tap, which was removed. Another must now be sourced, as it is beyond repair, having rotted from the inside out, with water build-up over the years. Steve trimmed back the fibreglass inner roof skin in no.2 cab to enable the driver's windscreen wiper to be re-fitted. Chris then Dremmeled off a small part of a roof-support, to enable access to fit one of the wiper's mounting nuts. Ian and John retrieved the radiator grilles from the Hawksworth. One of these was temporarily re-fitted, in order to find the location of several bolt-holes in the bodywork, which Ian then drilled out and tapped. Ian brought back...and took away again a section of pipe that needs brazing for the AWS in no.1 cab. John drilled holes for the windscreen squirter jets at no.1 end - 2 per side, then removed years of grime and sealant from the body of the solebar-mounted speedo housing. Steve man-handled the flexible conduit off the body and Mike took it away to re-paint. Steve fabricated a support out of aluminium for the lower edge of the cantrail air filters. This sits in the internal guttering. Two are required for each filter; so 17 more will be made to have a complete set. 18/4/08 Steve took away the split drain tap for brazing. 20/04/08 Present: Paul, Adrian Mike brought back the repainted cab fire-extinguisher holders, fire alarm bell from no.2 cab, AWS bells and newly fabricated replacement instrument light and demister switch panel, complete with engraved labels. Thanks! Paul and Adrian worked out how to re-fit/repair a few outstanding items of air/vac pipes. 26/4/08 GETTING THE HORN... Present: Andy L*,Chris, John, Richard, Steve, Adrian *Special guest-star appearance (Growler group member) Mark had been there sometime over the last 2 weeks, doing more rubbing down of the bodywork and Mike had re-fitted the re-painted AWS bells - thanks! Steve brought back the previously broken drain tap, now sporting a sizeable TIG-weld repair. It was re-fitted in no.1 cab. Thanks to BT4F Tim for lending a spanner and elbow-grease to tighten one particularly hard-to-get-to fitting. Air was fed into the bufferbeam using Matt's adaptor: Once the leaks around the re-fitted drain tap had been sorted, attention turned to the AWS CES in no.1 cab, from where air was leaking. The leak was stopped but the unit requires attention before the wires can be re-connected. Leaks were also found in the AWS Baldwin valve in no.1 cab; two missing O-rings being the cause - further thanks to Tim. This, however, is still leaking slightly and needs further attention. Two leaking Spirex valves under the engine were fixed by Chris and Steve, by administering blows with assorted heavy items, which persuaded the valves to start operating correctly, producing the characteristic clicking noise. With pressure increasing to a heady 35psi, more leaks were identified, and cured, under no.1 cab floor. A leak in the pipe joint behind cab roof tank #4 was heard. It is inside the bulkhead wall amongst the fibreglass; it could be tricky to get a spanner in there, so the tank may have to be removed to fix this. A blast on the high note horn at no.1 end was possible, and the low note at no.2 end. Another sign of life! Andy made several more aluminium pieces to sit in the gutters, to support the engine-room cantrail-level air filters. Andy, Chris and Adrian re-fitted the windscreen wiper to no.2 cab driver's side. More of Chris' Dremmeling required to the 2nd man's side roof supports to gain access to mount that wiper. John wire-brushed the peeling paint off another section of engine roof, most of the cubicle-end of the engine room now being ready for priming. The bolts on the main generator brush ring were loosened off, to try and rotate the ring, and release the brush-boxes. This appears to have seized. A seat-back and base were replaced, so the full set of 4 all now feature non-ripped cushions. Chris sorted the finer points of the eventual re-fitting side panels of the power controllers, so Mike can take them away for re-painting. Adrian swapped a horn pipe from 2nd man's side of no.1 cab with 2nd man's side of no.2 cab, in order to be able to reach the ex-cl.47 horn valve in no.2 cab. A hole was enlarged in the bulkhead between no.2 cab and the boiler room, so that the drain pipe from the cab tanks to the Spirex valve behind the brake frame can be fitted next time. The cut Vac gauge and Release pipe on the 2nd man's side of no.1 cab was located, which will be re-connected to the vac-release valve, once fittings have been bought. A fitting needs to be brazed to the MR feed in no.2 cab, to which the MR gauge will connect. One was identified but Chris found that it alas does not match the fitting on the MR gauge pipe. The batteries were re-charged as the engine-room lights were very dim. 10/5/08 Present: Chris, Ian, Steve, Adrian Mike brought back one of the two cab power controller side-panels,and one of the two 2nd man's storage boxes, now back in the shape it should be; both painted grey. Thanks! Chris Dremeled out a small section of the roof support at the 2nd man's side of no.2 cab, in order to re-fit the windscreen wiper bracket. Both wipers can now be re-fitted. The Dremel was then put to work to cut off a section of the FV4 brake valve in no.2 cab, in order to get a large spanner on to a nut on the drain tap, to free up the pipe. This, in turn, was to enable a pipe to be moved out of the way, to gain access to the broken-off stub of MR pipe which should go to the MR gauge. Tapping a thread on to the fitting, suggested by Steve M was eventually deemed impossible. Ian tried crushing the pipe, which was also not successful due to the very short length of exposed pipe. Silver soldering will be tried next time, to seal it up. A tee will then have to be inserted in the pipe feeding the horns and windscreen wipers, in order to provide the feed to the MR gauge. Ian made several more of the n-shaped pieces of aluminium which sit in the gutters to support the air filters; Adrian taking them away for assembly. Steve cleaned the two Spirex valves from underneath the loco, removing a large amount of black sludge from each. Hopefully they will click away next time we apply air pressure. Steve and Adrian removed the guts of the AWS CES in no.1 cab, as the cut-out on the left-hand "isolate" end of the shaft is broken. A spare unit was partially disassembled; Steve taking it away to finish removing the shaft. Adrian found a nut to fit on to the vacuum release valve in no.1 cab, enabling re-fitting of the pipe from this to the cut-off end under the 2nd man's seat. An 8mm straight union brought by Paul will be used to repair the cut, if the short oval-shaped stub of pipe near a tee fitting can be made round enough again. A 3/8" union is being sought for the split pipe to the MR gauge. 17/5/08 Present: Mike P Mike P brought back the 2nd man's panels with labels attached & replica handbrake instruction plate as used on Sulzer locos. The final panel for the cab power controllers was returned & the panels re-fitted. Thanks! 24/5/08 Present: Ian, John, Richard, Steve, Adrian Ian silver-soldered the hard-to-get-to broken stub of pipe in no.2 cab that was leaking. Sadly, it still leaks, due to the very restricted access, meaning cleaning of the job is very difficult, so the solder did not flow properly. Further work is required next time, using soft solder and copious quantities of rosin flux to get the hole filled. Another feed-point will then be used for the pipe leading to the MR gauge. John made the aluminium components for the final batch of supports for the engine room cantrail air filters; the filters rest on these supports, which sit in the gutters. Several of these were assembled and fitted, and a batch which Adrian had brought back were modified and fitted. 12 sets of components were taken away by Adrian to be assembled. Steve brought back the spare AWS CES, having stripped it, ready to be used to re-build the original in no.1 cab. Steve and Richard re-assembled the CES, working out how it should work each time that it didn't.... A solution was reached and the unit now functions properly. Adrian brought two 3/8" OD compression fittings to patch the splits in the MR gauge copper pipe in no.1 cab. One split was in the void below the centre cab window and required removal of particularly hard-to-get-to brackets holding the MR and MR pipe gauge pipes. To remove these brackets, a small side panel of the driver's desk, in turn, had to be removed, posing its own challenges. This done, space was at a premium in the cosy cab, with the AWS CES work on-going, so the splits in the pipe should be repaired next time. Attention turned to the main generator brush-boxes. The oustanding problem with removing the brush-boxes for cleaning was the ring on which the brush-boxes were mounted would not rotate. The cause was eventually found to be the square shaft on which the tool (or just a spanner or socket) is fitted to rotate the ring had seized (rust). It was freed up using WD40 and extreme violence. This enabled the brush ring to be rotated. After removing more of the vents at the end of the generator, 4 brush-boxes were successfully removed and most of the bolts of the remaining 6 have been loosened. The next step will be bead-blasting to remove the filth. Ian brought back the brazed tee-piece of 1/2" OD pipe linking the Baldwin valve and AWS timing tank in no.1 cab. Adrian connected this to the open end of a pipe emanating from the Baldwin valve with a compression fitting; this pipe presumably having been cut at MC Metals. This might well be the last bit of pipe that has to be repaired (OK, apart from the on-going MR gauge stuff in no.2 cab...) 4/6/08 Present: Adrian The remaining brackets to support the air filters were returned, the bits having been screwed together. Another MG brush-box was removed from the MG, a few more remaining to be removed. The engine room was tidied up! 5/6/08 Present: John John completed the fitting of a row of cantrail air-filters on one side of the engine room. All the screws except one awkward one were removed from the small ali side panel of the driver's desk in no.2 cab. 7/6/08 45 P.S.I. AND A HEARTY BLOW Present: Chris, Ian, John, Richard, Steve, Adrian A day of fixing leaks, leading to a significant rise in air pressure. Chris re-fitted the windscreen wiper motor on the 2nd man's side of no.2 cab and took a grinder to a lump of steel, to start the manufacture of a plate to hold the wiper motor for the driver's side. Adrian brought a 3/8" OD compression fitting and fitted it where one of the splits was in the MR gauge pipe. To enable a solder repair to be made to the small split further along this pipe, behind a bulkhead, Chris then had to remove the part of this pipe from the compression fitting up to the MR gauge. Ian then blobbed solder on to this split and the one in the pipe feeding the horn valve in no.2 cab, which had been repaired in BR days by wrapping insulation tape around it... The air-feed to the valve on the power controller in no.2 cab was leaking profusely....probably because Adrian forgot to re-connect a pipe when the controller was returned, so this was re-fitted. Ian re-soldered the hard-to-get-to broken-off stub under the driver's floor in no.2 cab to try and seal it once and for all. This held until the end of the day, when a hiss was heard once again... As air pressure rose, another leak sprung up in the boiler room - in a very difficult-to-get-to spot on the far side of the brake frame. A loose fitting was found, which was accessed on one side by Chris, via the boiler room and Adrian on the other side, via the never-used door on the bulkhead behind the driver in no.2 cab. Teamwork un-bolting of brackets and tightening of the offending loose fitting led to a satisfactory conclusion. Another leak was heard underneath the control air gauge in the engine room, behind the bulkhead with no.1 cab. This was on a compression fitting in the oily detritus near an exhauster. The offending fitting is closely neighboured by other pipes, thus not accessible with an ordinary spanner... With hitherto unprecedented pressure, the low-note horn was now capable of a hearty blow at no.1 and similarly the high note at no.2 end, so fun was had synchronising horn-blowing between ends. The Spirex valves, once clobbered, behaved well. Richard and Steve sorted leaks in the air system in no.1 cab - the leaks mostly being in the bulkhead insulation, so having limited access. Latterly, the AWS CES was found to have the air valves connected the wrong way round, so was reversed, but then leaked badly. Tale to be continued.... John modified the remaining 8 cantrail air-filter brackets and left them in the gutters, ready for the last 8 filters to be fitted. Four more filters were brought from the Hawksworth. Richard pulled the remaining wires through the last part of the conduit to the AWS CES switch, ready to be connected up. The conduit was then secured to the wall. Chris and Adrian brought 3 more boxes of ex-cl.24 batteries into the shed, to be used if necessary. Adrian removed the remaining brush-boxes from the MG. The carbon brushes have all been removed; John made a start on removing the mounting bolts with PTFE insultors, which hold the brush-boxes to the ring on the generator. Next comes bead-blasting. The access covers for the MG and AG were removed, along with the grilles from the MG. Mike P took all these and the grilles for the cantrail air filters away to be re-painted. 15/6/08 50 PSI Present: Chris T, Mark, Paul F, Steve. Steve continued chasing the air leaks, which keep appearing as the pressure rises. Several existing leaks were cured and the pressure quickly rose to a mighty 50psi, revealing one or two more new hisses. The pipe clamp in the brake frame behind the old boiler room door that was undone last time had to be undone again, as at higher pressure, two more joints in the bunch of seven started to let go. No.1 Baldwin valve looks set for another rebuild, as it is still leaking. At No.2 end, a new compression fitting in a pipe feeding the far end of a cab roof tank also needed adjustment. On turning off the air supply, the loco took a reassuringly long time to lose pressure, only the persistent stub under No.2 driver's desk noticeably losing air. One more attempt will be had next time at sealing this joint; if this fails, maybe a jubilee clipped rubber hose with a blank end will have to be tried! Mark continued bodywork filling and sanding. We are not far off painting now. The roof, particularly No2 horn box needs a little work first and a few minor roof leaks to check out. Paul F drew the short straw by "volunteering" to start needle-gunning No.1 end bogie. He was still mildly sane toward mid-afternoon, despite the grime. Chris brought back the newly-made windscreen wiper bracket for no.2 cab driver's window and fitted it and the motor. Oddly, the driving shaft on the motor is about 45 degrees out meaning on full sweep the wiper will either cause some gauging problems or double as a tablet catcher! We will look at re-aligning the shaft in the motor rack next time. No.2 second man's wiper motor appears to be seized; another unforeseen job. Mike P brought back the smaller of the main and auxiliary generator covers and one of the main generator grilles, all re-painted - thanks! Unfortunately, the cantrail air intake grilles failed the paint preparation by falling apart... Chris will have to do a few weld repairs on most of them next time before re-submitting for painting. 21/6/08 55 PSI Present: Ian, Richard Another leak sprung up in no.1 cab; this one is at the bulkhead-end of the centre tank. The nut was tightened but it may have to be removed and PTFE tape applied to the thread. Ian fixed the long-standing leak under the driver's desk in no.2 cab...using a large hammer. He then fixed the leak near the exhauster which is not accessible with an ordinary spanner, this time using a hammer and chisel to rotate the loose nut... Attention then turned to the broken fixings on the roof for the cantrail grilles. Unfortunately, several fixings (Hank bushes) collapsed when the grinder was used to remove the stubs of metal sticking out of the roof. New holes may have to be drilled to fix the grilles, and pop-rivets used. Richard opened up the horn access hatch on no.2 end roof, in order to fix a leak on the air supply pipe to one of the horns. This done, the horn *still* only sounds on one note; there appears be a blockage at the selector lever in the cab. The horn access hatch was re-sealed. After further work, the change end switch in no.1 cab now appears to be working ok(ish); there is a serious air leak from what seems to be the normal vent at the rear of the unit. A replacement unit is now the most likely way forward. The roof is in need of attention to corrosion, with the ever increasing likelihood of the loco being moved outside "forever" in August. 25/6/08 Present: Chris Chris re-fitted the side panels of the power controllers in both cabs. The desk tops had to be lifted slightly to fit the panels. The DSD pedal frame in no.1 cab was re-fitted, following the repair work to the MR gauge pipe. The curved doors on the power controller were then re-fitted at no.1 end; both will need some more fitting to the hinge pins as they don't sit down properly. The 2nd man's windscreen wiper motor for no.2 cab was stripped down and has been freed up. The motor appears to be wrong "handed", ie. a driver's-side motor. The drive shafts can't be moved round to change the wiper arm sweep, meaning either new flats will need filing on the shafts to reposition the wiper arms or the inserts in the arms will need adjusting. Two M5 bolts were sourced to replace those missing. two more need sourcing for the other motor. 28/6/08 Present: John, Adrian John removed all the bolts from all the MG brush boxes, then fitted the two side heater covers in each cab. Holes were then drilled to locate the driver's and 2nd man's pedestals in no.2 cab. John & Adrian then started the re-fitting of the part of the desk around the brake valve and the cover. First, the correct pairings of desk and cover had to be established, and which pair went in which cab. The aluminium desk piece for no.2 cab is a Mike P production, as the original was lost in Scotland pre-1994... This was trimmed to fit and then it was found that the cover would not reach the pedestal. Work required, or a draught will result! Mike took away the two semi-circular plates which fit around the brake valve to manufacture four new ones, as the ones we have do not fit - no idea why. Also taken were two strips of aluminium; covers at the side of the power contollers. Adrian traced the wiring of the AWS CES in no.1 cab...which led to a long wire having to be fed through the loco to the CES in no.2 cab to make a positive ID. The 2nd man's switches in no.2 cab were re-fitted to the panel, now complete with Mike P labels. Air pressure was raised, and revealed the latest in the long series of leaks emerging - this one from the check-valve in front of the compressor in the boiler room. Attention required: No.2 cab 2nd man's horn valve not operational. One no.1 cab horn note not operational. One no.2 cab horn note not operational. Leak from Baldwin valve in no.1 cab. Leak from CES in no.1 cab. 5/7/08 65 PSI Present: John, Mark, Richard, Steve, Adrian John re-fitted the inner skins of the cab doors, then started to re-fit the centre snowplough with Mark at no.1 end; the first time fitted since withdrawal. The side ploughs were subsequently fitted, requiring removal of one of the buffers to remove an old mounting bolt and fit a new one. The wooden spacer between buffer and bufferbeam was riddled with woodworm, and will be replaced, with the other three. The windscreen-wiper motor for no.2 cab 2nd man's side, freshly un-seized and brought back by Chris, was trial-fitted with Steve. There was insufficient of the shaft poking through to the outside of the loco, so Steve took away the piece of wood to which the motor affixes, which fits above the cab window inside no.2 cab. This will be re-profiled to better match the cab structure and should poke more windscreen wiper motor shaft through. Richard stopped the leak from the CES in no.1 cab, using a technique so secret, even he doesn't know what it is. It now works well, except the Isolate lever, which is still very stiff. It is not used, though, as we don't have AWS. The Baldwin valve, which has always leaked, was replaced, curing the problem. A hose-pipe was then wielded on the roof, in order to clean the dust off and find leaks; many were found: the seal around the fibre-glass central roof-section, several missing roof bolts and water "missing" the gutters when draining from the cantrail filters and cascading down the inner bodyside. Steve found that the lack of one note from no.2 cab horn is due to the actual horn itself, not a leaky pipe, as first thought. A repair will be attempted. The leak found last week in the check-valve for the boiler-room compressor was fixed; a broken seal being the cause. A replacement was made and fitted. The increase in air pressure led to several more leaks appearing, which were fixed: The boiler room-end of the driver's side and central tank in no.2 cab The windscreen-end of the tank over the 2nd man's side in no.1 cab Both ports of the straight air brake valve in no.1 cab. Pressure subsequently rose to a mighty 65 PSI. Not far to go until we reach the setting on the regulator (80ish). Adrian continued to trace the AWS wiring in no.1 cab and identified all the remaining wires to the CES in no.1 cab and AWS cancel buttons on the desks in both cabs. Steve re-crimped and connected the wires to the AWS cancel buttons in both cabs. Correct AWS operation and desk powering-up from the CES should be possible very soon. Attention required: 1) Seal for fibre-glass roof section. Missing bolts - roof - various places. 2) One horn note at both ends. 3) Bulkhead-end of centre tank in no.1 cab 4) Add seal between cantrail filters and internal gutters to stop water going down inner bodyside. 6/7/08 Present: Adrian Adrian completed the wiring to the CES in no.2 cab; the AWS should now operate, ie. cancel horn when cancel button pressed, and the desk should power-up from the CES. 12/7/08 Present: Steve Steve brought back and re-fitted the refurbished windscreen wiper air supply taps which go under the driver's desk in no.2 cab. These had been leaking. Also returned following homework was the now-profiled piece of wood to fit above the 2nd man's window in no.2 cab, which allowed the 2nd man's windscreen wiper motor and wiper arm assembly to be correctly re-fitted. The driver's straight air brake connections in both cabs were stripped, cleaned and sealed. The crane fitting at the bulkhead end of tank #4 in no.1 cab was removed, cleaned, sealed and replaced. The air system was then re-pressurized, revealing potentially very bad news: Steve is 80% sure that part of the weld repair that was done on the drain tap in no.2 cab is leaking... This needs closer investigation and therefore probably removal. The non-working air horn (high note?) in no.2 cab was checked, and the pipework found to be in very poor condition. The trumpet and piping were therefore removed to sort at home. Mark S left 3 batteries ex-24 081 in the yard for us; these will need to be taken into the shed next time. The removal of the fibreglass cover over the engine was investigated; this will take 2 men, 1 inside & 1 on a ladder outside just to undo the bolts. Fibreglass sheeting and filler will be sourced to effect repairs to the cracks. 16/7/08 Present: Mark Mark needle-gunned around the cab door hand rails, then applied primer. Sanding and filling of no.2 cab front continued. Two pieces of yellow pine hardwood were bought and brought to replace the wooden spacers behind the buffers; one was was cut to size and holes drilled. The blank space where the buffer at no.1 end was previously removed was needle gunned. The new spacer requires more treatment on it before being fitted. 19/7/08 Present: Ian, John, Richard, Steve Steve re-fitted the repaired air horn at no.2 end; both notes are now operational. The very high pitched and rather quiet horn at no.1 end was removed for similar treatment at home. When the system was pressurized, the leak from the drain tap at no.1 end was evident. Richard removed the offending part (once again) and Steve took it away for his mate, who did the original weld-fix to try his hand again. If the weld cannot be sorted, the unit will have to be removed and replaced with two tees. John re-fitted the plates over the cantrail resistors in the boiler room, which Mike P had had re-painted for us. Ian brought a metal plate on which the body-mounted part of the speedometer will sit (original went missing in Perth). This needs checking for size before final welding. Bolts were removed from the fibreglass roof section over the engine, most shearing in the process, then the roof was removed by all assembled, aided by Mike P, Mark B and Richard D. Steve took away a section of the foam seal and the only roof bolt that had not sheared to try to procure new. Steve brought fibreglass matting and resin to repair the cowling around the radiator. 21-23/7/08 Present: Mark Mark continued to sand and fill the cab fronts. The centre snow plough at no.2 end was fitted. The buffer that was removed at no.1 end was replaced, now that a replacement wooden spacer has been made and treated. The other buffer was removed, revealing evidence of a serious bash. The wood packing is shaped so the buffer faces forward; the new wooden spacer will have to be fabricated to match the "non-standard" shape of the old one. Previous plans for the loco to be moved outside have now been shelved, so Mark will continue to prepare the roof and bodysides for priming, which can still be done in the DP shed but the undercoat and topcoat must be applied in a less dusty environment. 26/7/08 Present: Chris, Steve Chris re-fitted the power controller doors in no.2 cab. Steve repaired 90% of the fibreglass roof with new matting and resin, before supplies ran out - to be continued... Rust was then removed from roof struts in the engine room where water has run down and collected. Some welding will be needed. Behind the scenes, no supplier has yet been found for the seal on the recently-removed engine-room roof section; the search continues. The troublesome drain tap in no.1 cab has been re-welded but is not looking good. Silver soldering will be investigated, before we give up and replace it with two tees. 27/7/08 Present: John, Mark, Adrian John removed the mesh grilles from the auxiliary generator for Mike to take away and have repainted. The cab side heater elements in no.2 cab were re-fitted - further work required here with the mountings. Adrian re-fitted the switch assemblies to the power controller in no.2 cab. The seal area on the roof was then needle-gunned, where the fibreglass section had been removed. Once done, other parts of the roof were done. Corrosion was found around the vents over the boiler room, and one rectangular plate disintegrated, so will have to be replaced. Despite large areas of paint coming off extremely easily, the overall condition of the metal was good. A last-minute grab was had for bits for Mike to have painted; this included the power handle and for/rev/eo/off handles from both cabs. Mark applied primer to the freshly needle-gunned roof seal channel. The many flakes of rust and paint that had fallen from the roof into the engine room were then hoovered up. Attention required: Replace boiler room rectangular cover. Make and fix circular plates over cab and boiler room roof vents. 2/8/08 Present: Chris, Ian, Mark, Richard, Steve, Steve's dad, Adrian Mike brought back the aux. generator meshes and compressor contactor plates all sprayed up. Thanks! Chris manufactured a new hinge for one of the power controller doors in no.2 cab, which took hours to complete due to the very limited access. The hinge is temporarily held in place and will require welding to fix permanently. Steve brought back the troublesome drain tap, welded for a second time. Richard re-fitted it, taking quite some time, due to the fact that other pipes have to be disconnected in order to access the connections with a spanner. The system was then pressurised but alas it was found that it was still leaking from the lowermost face. Huge sighs all round. The offending part was removed yet again, taking up the rest of Richard's day and Mike P took it away, to hopefully have it silver soldered/brazed. Ian may also be able to construct an equivalent part from some fittings, although there will be no internal space to accumulate water. Steve completed the fibreglassing of the engine room roof and painted gel over the whole lot. A 2nd coat will be required next time to complete. Ian, Steve & Adrian removed the injectors from all 6 cylinders, requiring use of a crowbar to force them out. Steve took them away for overhaul. Adrian removed the rotten rectangular plate from the roof over the boiler-room, then completed the wiring of the AWS in no.1 cab. The batteries were then checked, as the engine room lights were looking dim. 3 failed cells were found: 4 of the originals (cells 5, 9, 39 & 44) and one ex-24081 (cell 15). More shuffling of cells was done to replace the failed cells and three more ex-24 cells inserted to make up the numbers. 5/8/08 Present: Paul F Paul spent the morning needle-gunning the front-end of no.2 bogie, so the snow ploughs can now be fitted. One side of no.1 bogie is completed; the other side will be done next time, then attention will turn to the sides of no.2 bogie. 9/8/08 Present: Steve Steve removed the 2nd of 2 covers in the engine room underneath the radiator fan motor, in order to gain access to the broken fibreglass cowling around the motor. The cowling requires repair to prevent water coming straight through into the engine room. Fix leaking crane fitting of central tank, bulkhead end, no.1 cab. 16/8/08 REVERSER OPERATING Present: Ian, Steve, Steve's dad, Adrian Mike brought back the troublesome drain tap, which he had had brazed, and the for/rev/eo/off and start handles for each cab power controller, immaculately filled and painted black. Thanks! Ian removed a fuel pipe to one injector, which clamps round the injector body; this was taken away by Steve so his mate can clamp it to the injectors to disassemble them. Ian then hoovered some of the gutters out, which have become full of congealed dust & water following the roof-washing. Several more batteries were brought from 24081 with Steve. Steve replaced the horn he had refurbished at no.1 end, then disassembled the forward sanding valve in no.1 cab. This spat water everywhere - how long has that been in there? A compression fitting was tightened to stop a leak and now all seems well. Blowing sand out on to the rails should now be possible - something to play with next time. Adrian undercoated the engine-room roof seal area, over the primer that Mark had applied and the compressor resistor frame in the boiler room. The drain tap was then replaced in no.1 cab with Steve and the system pressurised..... ....All seems well. Both horns now work at no.1 end. Further leaks were found and fixed: Boiler-room end of tank nearest walk-way side at no.2 end. Fitting underneath air valve of power controller in no.2 cab. An 8mm compression fitting was attached to the pipe from the vac release valve in no.1 cab. This had been cut very close to a pipe joint, presumably by MC Metals. In the event, there was just enough left to attach the fitting. The for/rev/eo/off handle was fitted in no.2 cab. With air pressure up to 70psi (85 psi at the regulator), an attempt at getting the main contactors to throw was made. It was found that PA was not live in either cab; these connections had been disconnected to both cabs in the cubicle at some earlier point in restoration. With the PAs re-connected, the reverser was successfully operated but not the contactors. This is probably due to the PC relay not throwing due to the LMRG governor not having thrown (the exhausters were not running). This will be bypassed next time - that should be the electical control side of things done and dusted. The 2nd man's horn valve connections in no.1 cab were reversed, as pulling the lever up sounded the low note (well, it was a 50:50 chance of getting it right!). Attention required: Leaking crane fitting of central tank, bulkhead end, no.1 cab. Leaking compression fitting next to drain tap in no.1 cab. Pressing the anti-slip button in no.2 cab causes air to escape from no.1 bogie relay valve - permanently. 1 off sanding pedal required 17/8/08 Present: John John re-fitted the latches to the power controller doors destined to be re-fitted in no.1 cab. The mesh air vents from the auxiliary generator re-fitted and the remaining congealed dust in the gutters loosened, then hoovered out. The horn valve connections on the driver's side of no.2 cab were swapped, so pulling the lever up now sounds the high note. The 2nd man's side valve needs repairing - only one note works. 23/8/08 MAIN CONTACTORS OPERATING Present: John, Adrian John wire-brushed more of the engine room ceiling, then applied green primer to a large area above the cubicle and generators. A top coat was painted on to the engine room roof seal area, so the newly-purchased replacement seal can be inserted in the groove next time. Adrian managed to get the main contactors to throw, using the power controller in no.2 cab. As expected last time, this simply required the LMRG and ABPG to be shorted. This is a major milestone in re-commissioning the control circuits. The contactors did not throw in the Reverse position of the controller; this needs investigating but should only be a minor issue. The AWS horn in no.1 cab operates correctly when the CES is switched to 'on' but cannot be cancelled by pressing the AWS button on the driver's desk. The supply to the AWS voltage converter was traced; this is present but it appears the voltage converter may not be working (no 40V & 12V output). In the course of the tracing, a cut and taped up wire was found in no.2 cab from something on or under the 2nd man's desk and in no1 cab, a cut wire from the underfloor connection box. Both of these require identification. 25/8/08 Present: John John fitted Steve's new seal to the groove in the bodywork, against which the fibreglass engine-room roof section sits. The holes around the perimeter of the fibreglass roof section, through which the mounting bolts fit, were then drilled out, ready for the imminent replacement of the roof. The "uni-note" 2nd man's horn valve in no.2 cab was then investigated: A spare valve of the same type was fitted but resulted in exactly the same behaviour. The fault was finally traced to the fact that it has been connected up wrongly, and will need some pipes to be bent next time to get the inlet and outlets corrected. 30/8/08 Present: Chris, Ian, John, Mark, Steve, Adrian Mike brought back various covers for various electrical machines, stripped and re-painted and the light fittings for the instrument lights, all cleaned up to BS5705. Thanks! Chris ground and Dremelled off the captive Whitworth nuts on the lighting brackets - metric are to be used instead due to lack of availability of Whitworth bolts. The speedometer mounting plate which Ian made was checked for size and clearance, tweaked by Ian, then the various parts taken away by Chris to be welded together. John made a start on cleaning the MG commutator, simultaneously blasting with an air gun, and hoovering up the dust/muck. Thanks to Tim for lending us the barring-over tool. John then re-fitted more engine room air filters and drilled a hole in the fibreglass roof to enable the replacement for the missing lifting bracket to be mounted. Mark fitted the snowploughs at no.2 end, with a little help from his friends; all ploughs are now fitted. Steve fixed the leak in the compression fitting near our favourite drain tap in no.1 cab, then cleaned up the commutator and brushes of the compressor in the boiler room, which then reluctantly burst in to life. The drivers' instrument panels were removed from each cab and given to Mike for the labels to be affixed. Adrian brought back the MG brush-boxes, having been bead-blasted, and now looking totally different. The fine fuel filter was removed; we are now on the look-out for a replacement: A Crossland 499 filter. The pipes to the horn valve in no.2 cab were re-routed so the inlets and outlets are now correct. The valve now operates correctly. The drain pipe from the air tanks in no.2 cab was bent to enable connection to a pipe through to the boiler room. This was connected to the Spirax valve and exhaust pipe down through the floor of the boiler room. A loose wire in no.2 cab was traced as being the supply to the cab heater on the rear wall. The AWS CES in no.1 cab was re-wired, so should now work when the AWS voltage converter is connected. Tim provided one of these, which will be connected up next time. Thanks! A start was made on re-commissioning the power controller in no.1 cab. The main contactors and reversers do not yet throw from this controller. The forward position of no.2 power controller still does not throw the main contactors or the reverser. The sanding valve in no.2 cab was removed and the wires to it re-connected but it would not operate due to the forward position problem. In the reverse position, it did throw the sanding EP valve in no.1 cab; however, no sand came out due to the fact no air was reaching the EP valve. The isolating cock or drain tap upstream of the valve appear to be blocked. Steve took them away for rectification. h 4/9/08 Present: John A clean-up of the MG was had, using meths, a rag and much elbow grease, over several hours. After cleaning all the commutator segments, the crud between the slots was removed with tooth-picks and hoovered up. A cleaning fluid for commutators will be applied next, to finish the job off and hopefully give a shine to the copper after which it will be possible to re-fit the brush-boxes. 13/9/08 Present: Steve, Adrian (Ian) Mike brought back the driver's instrument panels with Engine stopped, Wheelslip, Alarm and Heater labels fitted above the lights and switch respectively, and the lighting bracket from no.1 cab, which sits behind the driver's instrument panel. Thanks! Ian paid back the BT4F for their donation of an AWS voltage converter by spending most of the day making a jig for them. Steve re-fitted the sanding pipe, cock and drain tap in no.1 cab. Air was then successfully blown through both sanding pipes at the rail head. Despite sand being present in one sanding box, none came out - another job for another time. The fine fuel filter which Tim sourced for us (Fram part no. C11862PL - thanks!) was fitted, replacing the original, and the housing subsequently wire-brushed. The six overhauled injectors were then re-fitted. Meanwhile, somewhere in deepest Gloucestershire, Chris nearly burned down his gazebo as his baby mig welder spat back in disapproval of the task of welding the speedo mounting. The mounting was then painted and is ready for fitting to the loco. Adrian fitted the "new" AWS voltage converter in no.2 cab; with a tweak to the wiring of the CES in no.1 cab, the 40V and 12V were produced for the correct positions of the CES levers in the cabs. Unfortunately, pressing the AWS reset button did not cancel the horn; this will have to be investigated further. The DSD circuit is now operational; the DSD EP valve operated when the power controller in either cab was set to For or Rev, which made a very loud hissing sound in the boiler room. The DSD pedal contacts in each cab were shorted to prevent this recurring, until the loco goes into service. Further investigation was done into the non-throwing of the main contactors when the controller in no.2 cab was set to Forward. A sticky reverser electro-pneumatic valve was the cause; this now operates correctly. The controller in no.1 cab was also re-commissioned. 20/9/08 Present: John John moved the ex-24081 batteries in the yard to the loco, then did some serious painting of the interior of the engine room: three panels of one wall, one engine-room access door, the last remaining cubicle door and kick-panels beneath the cubicle doors. A start was made on sanding the remaining roof panels; these are almost impossible to access above the AVR on top of the cubicle. 21/9/08 Present: John, Mark John sprayed the magic cleaning solution on the commutator so that will have a good soak. Mark continued sanding the roof. 26/9/08 Present: Adrian The power handles and fire-extinguisher bottle retainers which Mike had had re-painted were re-fitted - thanks! The sanding valve in no.2 cab was re-fitted. The gauges were re-fitted into the driver's instrument panels and a new section of laminate glued to the desk in no.2 cab, to cover a damaged section. The lighting brackets were then bolted to the underside of the desks. Further work is needed to complete these. The partially rotten rectangular boiler room roof cover was wire-brushed. 27/9/08 Present: Chris, John, Richard Chris re-fitted the power controller doors in no.1 cab and took the rectangular roof cover from the boiler room home to weld a new section in. Richard and Steve scraped and painted the engine room walls. John applied more cleaning solution to the MG. 11/10/08 Present: Chris, Ian, John, Mark, Steve Steve set up camp in No1 end cab to properly fit the inner roof skin and its million missing screws, the bulkhead skin screws and ponder the weird shaped in-fills and trims we will need to make it all look tidy around the edges. Chris did likewise in no2 cab, also with some window trim adjustments followed. John did more scraping and painting of the engine room walls, and started on the cooler group, which is starting to look good now. Painting continued until there was no grey undercoat left. The machines are next in line for painting. Mark continued sanding and filling the roof. Ian humped batteries about, ready for fitting. An errant fuel rail feed pipe was also re-fitted to no.6 injector, as this was unable to be re-fitted when the injectors were. The new speedometer bracket was fitted to the solebar. 16/10/08 Present: Mark Mark, having sanded the roof either side of the still-removed cover over the engine, applied primer in this area, down as far as the cantrail grilles. 18/10/08 Present: Steve Steve bought and brought some grey undercoat and applied it to the rear bulkhead of no.1 cab. De-greaser was applied to various parts of the engine, in readiness for re-painting. 20-23/10/08 Present: Mark Mark continued needle gunning the roof. 25/10/08 Present: Chris, Mark, Steve, Adrian Chris made a shopping list of all the roof rib plates that will need to be welded in the engine room, where water has come in and caused rot. Mark continued needle gunning the roof over no.2 cab and applied primer. Steve, Chris and Adrian removed all the remaining "original" batteries, as one by one, these keep failing. They were replaced with ex-class 24 cells and other, newer cells. These were then charged. Tim meggered the main generator, which showed 280kOhm on the commutator. OK but not ideal - more cleaning required 1/11/08 Present: Mark Mark and Chris Capener did some more cleaning of the main generator, in order to improve the insulation of the commutator. 2/11/08 Present: John John wire-brushed, sanded and undercoated most of the engine-room wall on the non-walkway side. 3-5/11/08 Present: Mark More needle gunning and priming of the roof: 2/3rds of the roof has now been completed 8/11/08 Present: Ian, Mark, Richard, Steve, Adrian Mark needle-gunned around the cover over one of the radiators, removing much rust and the old seal, similar to the engine-room roof seal, which will need to be replaced. The struts in front of the radiator, both covers and the roof area around the cover were all primed. Richard and Ian dismantled the water section of the triple pump, which had seized in the 3 years since the last time it was used. It was duly un-stuck, successfully run-up, and new gaskets made. Steve and Adrian opened a hidden cock to the straight air brake relay valve in no.2 cab, which led to all 8 brake cylinders successfully operating with no air leaks. With the brakes applied, the exposed part of the brake cylinders were wire-brushed, then greased. During testing, two more (loose) fittings gave up and started leaking, which were fixed by re-tightening. The main entry door in no.2 cab came off its hinges, due to two old coat hooks on the rear bulkhead levering the door when it was pushed fully open. The offending hooks were binned, the hinge fixed, the rubber floor covering, which had come adrift, stuck back down to the plywood floor and the floor screwed down to the loco frame. A start was made on fitting the instrument back-lights: half the bulb-holders were fitted and wired up. The speedo and ammeter wires were re-connected. The large reflector which sits behind the bulbs was trial-fitted in each cab. Steve re-fitted the covers in the boiler room at the back of the cubicle. Richard identified and labelled the no.1 and no.2 bogie gauge pipes underneath the desks in each cab. The pipes were subsequently connected to the appropriate gauges; strangely, one pipe had a 3/8" BSP instead of 1/2" BSP fitting; Ian sourced an adaptor to enable work to continue. 9/11/08 Present: John John marvelled at the now-working brakes and continued undercoating the engine-room walls, getting all the way through the walkway-side of the boiler room to no.2 cab door. 15/11/08 Present: John, Steve John rubbed down and undercoated the three doors in the boiler room which give access to the rear of the cubicle. Steve finished the cleaning of the commutator with the dodgy cleaning solution and brillo pad that Mark had started. The greasy detritus was then cleaned off the brake rigging. The air line was connected to the loco, which made it up to 110psi - an all time high, presumably due to the fact that no trains were running, so the 26 was probably the only thing connected to it. A small leak was heard in the brake frame - will need attention at some point. 22/11/08 Present: Andy, Chris, Ian, Mark, Richard, Steve, Adrian Chris Dremelled an arch in the hidden lip of the driver's side window-ledge so that the speedometer can pass this lip when the instrument panel is moved on its hinge. The instrument lighting reflectors were then fitted in both cabs. Ian, Mark and Richard filled the water system. One crankcase cover was removed, in order to check if water was leaking from the cylinder liner seals when the engine was barred over. With the triple-pump running, and the water system pressurised, no leaks were found. Oil started circulating after a few minutes running the pump. Unfortunately, a water leak was found in one of the radiator elements and a more serious leak somewhere in this area, which could be the settling tank. This tank was not attended to years ago when the other one was repaired, so may now be leaking - much work if so. The water level gauges on the engine-room side of the radiators were removed and taken away by Mike for cleaning, as these were sticking. The boiler room was hoovered, tidied and un-used stuff moved outside. Steve and Adrian Meggered the main generator, which gave a reading of 700kOhm - much improved. Most of the brush-boxes were then re-fitted - a very time-consuming and awkward task. An air leak was found underneath the FV4 brake valve in no.2 cab, which Steve rectified. The connection to the air brake pipe gauge in no.2 cab needs re-fitting - this was leaking air. 29/11/08 Present: John, Mark, Steve, Adrian Mark continued rubbing down and painting the roof. No.1 cab roof has now been completely primed. In the week, the ducting of one radiator was removed, to enable access to the radiator elements. One was found to have a leak; this has been re-fitted and blanked off. Re-filling of the water system, which should enable the engine to be started, will happen when the two water level gauges come back from cleaning. John rubbed down the far side wall of the boiler room, ready for painting. The pipes to the vacuum gauges in both cabs were re-fitted. Steve and Adrian re-fitted the three remaining MG brush-boxes. Two brushes were found to have several broken/frayed wires, and will need replacement at some point. These were re-fitted for now. The MG should now be regarded as ready for service. Adrian re-fitted the pipe to the air brake pipe gauge in no.2 cab. 6/12/08 Present: John John undercoated the far side of the boiler room, requiring much contorting to get the paintbrush past the various pipes, machines and framework. A start was made on cleaning the caked-on muck off the pipes and tanks on the brake frame. 7/12/08 FIRE-UP! Present: Andy, Ian, John, Mark, Richard, Adrian Mike brought back the water level gauges, having turned them around in record time, fixing the various botched BR repairs - thanks! John cleared away a lot of the "stuff" accumulated in and around the loco to the Newspapers van. The brackets for the still-to-be-procured sanding pedal in no.2 cab were fitted to the udnerside of the wooden driver's floor pedestal. Adrian cleaned the commutator of the boiler-room compressor, as this was very dirty and sparking excessively. Both compressors and the radiator fan were test-run from the batteries. A start was made on cleaning the aux gen commutator. The radiator settling tank drain pipe was re-fitted to the tank; unfortunately, one of the bolts threaded, so the captive thread will require re-tapping. With water in the loco, and the leaking radiator element blanked off, no leaks were seen. Two more air leaks occured, both due to non-tightened nuts in the bowels of no.1 cab. The loco was successfully fired up but circuit breaker CB2 (PB) tripped, which prevented the engine-run solenoid from operating, hence requiring manual intervention to keep the engine running. The fault causing CB2 to trip must now be rectified before loco can be started and move under its own power. Ian took away the speedometer wheel-wear adjuster housing to source various nuts and bolts required to hold it all together. Fire-up video here: http://www.youtube.com/watch?v=Y8K3Eyru73M The loco will have to be moved outside for any further fire-ups to be had, so as not to coat the inside of the shed with clag. This relies on track being temporarily laid to the shed, which should happen in February. 18/12/08 Air tank inspection - drain connections removed. 20/12/08 Present: Ian, John, Richard, Steve, Adrian Ian brought back the speedometer wheel-wear compensator body with bolts fitted. Two holes were drilled in the mounting plate, which hangs from the solebar, for the speedometer cable conduits to feed through. The correct 7/16" Whitworth bolts were fitted to the radiator settling tank drain - no re-tapping required. As the air tank drains had been removed, the opportunity was taken to take them down and remove the paint from the tanks. This laborious task was done by Steve, Adrian but mostly John - 4 being completed during the day, taking ~=4 hours. Adrian narrowed the electrical fault with CB2/PB to one wire from the star-connection in the cubicle, which feeds somewhere.... This appears to be cab2 but further investigation is required. The Engine Stopped, Wheelslip and General Fault warning lamps and driver's heater switch in both cabs were re-fitted. 27/12/08 Present: Ian, John, Steve, Steve's dad Ian fixed a loose air connection on no.1 end bufferbeam. John, Steve and dad needle-gunned two more cab air tanks, finishing off that phase of the job. John primed another square of the ceiling of the engine room then re-fitted the vacuum pipe at to no.2 end bufferbeam.

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Published in 26 043 restoration

]]> Tue Jan 1 2008 2007 http://26043.fotopic.net/c1169395.html 6/1/07 Chris undercoated the last part of the Winchcombe side - no Dutch yellow left now, and the remaining handrail recesses. Adrian, now armed with some sharp drill bits, fitted the mouting plate for the windscreen wiper on the driver's side of no.1 cab, and some of the wood in no.2 cab to which the inner skin attaches. 7/1/07 Paul and Richard prepared the loco to be moved (to another road in the same shed). The air tanks and grills were put inside the loco and Richard vacuumed dust from the louvres. 20/1/07 Present: Paul, Koji, Chris T, Richard, Adrian The 26 was moved outside, probably until March, so tarpaulins were hastily put over the cabs. Koji rubbed down the solebars and applied primer to exposed metal. Adrian marked up some of the air & vac components in the cabs and boiler room in the continuing "audit" of the air & vac system, to understand the system and find what pipework is missing. 3/2/07 Present: Paul, Koji, Chris T, Ian, Adrian A -2 deg C start today. Ice all over the no2 cab front windows. Koji touched up the primer of the frame on the Broadway side of the loco. Ian removed years of grime on the main generator, which revealed some cleanish paintwork. Chris removed the rotten ends of the guttering on the far side of the boiler-room, ready to attach his newly-made end-pieces. Adrian traced every pipe in cab 2 and most of cab 1, for the pipe "audit". This revealed some torched ends of pipes and some that had been disconnected. A correlation will now be done with the schematics. Paul was seeing to the fitting of the new tanks for the 24. 10/2/07 Adrian completed tracing all the pipes in the cabs, and is 1/4 way through drawing the brake frame area. It snowed and rained this week; there are a few places where water is getting in. 1) No2 cab driver's side windscreen wiper shaft. There was a puddle on the shelf at the bottom of the driver's window. 2) Guttering of non-walkway side of boiler room: The open end is dripping. Chris T is on the case, drilling out a hole for the downpipe in the end-piece he'e already made. 3) Guttering on the non-walkway side of the engineroom. 5 of the 9 cantrail *exterior* gutters are full of water, overflowing into the engineroom and sending water down the walls and the primer'd engineroom door. 4) Guttering on the Walkway side of the engineroom. The panel nearest no 1 end is overflowing as above. 5) Roof panels. There seems to be leaks all along the roof panel above the engine, as there are drips all along the walkway. Evidence of corrosion on the roof beams, so this is not new. I didn't check the side nearest the Peak. This might well need us to lift the roof off to replace the seal. 6) Various (drilled) holes in the roof - some are for the yet-to-be-fitted cantrail grilles. The new internal guttering generally seems to be doing its job and there is no evidence of leaks in cab 1. 17/2/07 Paul: Ian and I spent the day on the gutters. We drilled a hole in the ali channel just above the small drain pipes coming from each channel, this allowed us to rod out the crap (it is something that Richard and myself talked about doing before). These hole could eventually be blocked off. We also continued to clean out the drain holes at the end of each louver and the drain holes at the bottom of the channel where the louvers meet. One of which was had been drilled allowing water into the loco, I have sealed this. Also one of the new main gutter drains was blocked, we roded the main drain pipes from outside, so that is now clear. Some of the water marks and leaks running down the inside wall are I believe caused by the louver channel filling with water because it could not drain and entering the loco via the rivets Ian drilled although sealed the sealant will stop water from entering from the top, but may not seal around the rivet from behind. Hopefully now as the channel will drain the water level will not reach height of rivet, that said it may still be better to apply sealant/bitumen around the rivet on the inside of the channel. I also need to seal the seam that runs the length of the louver channel inside it is spot welded but can if channel fills up allow water to leak with the risk of it running back and not into gutter. I need it dry before I can seal this seam. 18/2/07 Paul Fuller and Adrian had a good deal of success in finding homes for several pipes. These have been temporarily fitted where they belong. The 2 pipes from the brake valve and the 2 from the reduction charging button in each cab need new couplings making, to re-join the pipes where they were (very cleanly) cut. There are still a few pipes left in cab 1 without homes from the original mass of pipes - I am not sure where these fit but I haven't finished charting the brake frame in the boiler room yet, so they might have a home somewhere. But more likely, the MC Metals boys may have just chucked them in the loco back in 1993. 3/3/07 Present: Chris, Graham, Ian, Paul, Adrian Much overnight rain tested the gutter repairs and they seemed to hold out, with no water on the inside engine room walls. Chris fitted the end-piece he fabricated to the non-walkway side of the boiler room guttering and fitted a rubber pipe from it to the drain pipe. Graham, Paul, Richard and Adrian pulled back the tarpaulins and armed with a hose-pipe, checked the water-tightness of both cabs. The following leaks were found: - front of the horn grilles (bjavascript:popWin('/collection/00738501/story.html','collection_story738501',1); Commentaryoth cabs) No1 cab - the lower corner of the driver's window, nearest the bodyside - bottom of the 2nd man's door No2 cab - central, half way between front and rear of the cab roof - 2nd man's side, from the riveted strip that holds the cantrail-level guttering (2 places). The 2/3 section of cab1 ceiling skin had to be brought down to enable the horn leak to be found. Luckily, this was fairly quick to do, and should also be to put back. Richard made a start identifying the original studs which the air-tank brackets; the aim being to get the tanks up when the ceiling is re-fitted, so the pipework can be sorted out to the tanks. Adrian prepared the 4 pipes in both cabs that come from the TCR reservoir and go to the brake valve and reduction charging button. The pipes were identified last time and will be joined using 15mm compression fittings. One of the pipes at no.1 end was cut on a bend and a right-angle compression fitting will be used to re-fit this pipe. These are the pipes that were mysteriously very cleanly cut before the loco arrived at Toddington. 17/3/07 Present: Chris, Graham, Ian, Adrian The loco is now back inside the shed. Chris T removed the horn box covers, with the intention of removing the horns, to be able to apply a new waterproof coating. In the event, the horns were corroded to the pipes but may not have to be removed anyway, as there is room between the bottom of the horns and the roof to get a brush in. The waterproof coating now needs to be sourced. Chris T, Graham and Adrian wire-brushed and sanded the generator and triple-pump covers, ready for re-painting. The electrical cubicle door hinges were shimmed so they close/latch properly then both were sanded and undercoated. Adrian put the batteries on charge and Graham checked the electrolyte SG. Around 16 cells were showing as rather deadish. A de-sulphator circuit courtesy of the SRPS will be used to try and revive the cells; if this is not successful, they will be replaced. Adrian continued the re-fitting of pipes to no.2 cab and rescued no.2 cab brake valve from the Hawksworth. 31/3/07 (Diesel gala) Present: Chris, Richard, Adrian Chris applied Acropol to the leaky parts of the fibre-glass roof; Richard applied filler to no2 cab 2nd man's side, to get a smooth profile; and Adrian applied himself to re-connecting pipes in no1 cab and completing the survey of pipes and components of the brake frame. The loco is to be moved to another road in the shed later today or tomorrow. 10/4/07 Present: Richard Richard trial-fitted the studs in the roof of no.1 cab, on to which fit the brackets which holds the air tanks. 14 were found; the remaining 14 have seized bolts attached, and if these cannot be removed, replacements will have to be manufactured. 13/4/07 Present: Chris, Richard, Adrian Chris applied sealant to the front of the horn boxes, where the gap between the fibreglass was too large to apply Acropol. This should be the end of the leaks, subject to testing next time, and should then allow both ceilings to be re-fitted. Richard continued applying filler and smoothing the corner of the 2nd man's side of no 2 cab front, so it is a gradual curve from front to bodyside, instead of an uneven step. Adrian fitted the wiper controls to no.1 cab and continued to hunt for the last missing bits of plumbing in the Hawksworth. 28/4/07 Present: Chris, Richard, Steve, Adrian Richard continued to sort No2 cab front, 2nd man's side; applying primer to the filled area. Chris fitted the inner skin on the driver's side of no.1 cab, enabling the brake valve to be fitted next time. Steve and Adrian started re-fitting the same panel in no.2 cab. Adrian poured water over the cabs while Steve stayed dry inside - a result. Richard ground off the bolts for the cast scottie dog and BR double arrow at no.2 end, which were then removed. The ceiling of no.1 cab was re-fitted, and that for no.2 cab was fitted for the first time since arrival at Toddington. 6/5/07 Present: Steve, Adrian Steve and Adrian fitted the wooden supports to the loco frame at no 2 end, to which the driver's and 2nd man's interior side panels fit, beneath the cab side windows. 12/5/07 Present: Ian Ian fitted his newly-made studs to cab 2 ceiling, which support the air tanks. 12/5/07 Present: Richard Richard rubbed down no2 cab driver's side panel where the double arrow was located, filled the mounting holes, and applied primer. 13/5/07 Present: Chris, Adrian Chris re-fitted the air-horn box covers at both ends and fitted vertical wooden supports along the edge of driver's and 2nd man's side panels. These were then temporarily fitted. Adrian fitted the driver's heater and associated conduit at no1 end and cut the hole in the driver's side floor pedestal. (Heater to be wired up), then fitted the cab lights to no.2 cab ceiling. 26/5/07 Present: Chris, Ian, Richard, Steve, Adrian Richard rubbed down no.2 cab 2nd man's side panel where the Eastfield depot logo was located, filled the mounting holes, and applied primer. Undercoat was put over the driver's side panel and the front of the loco. The only part of the bodywork that has not yet been primed & undercoated is a small part of no.2 cab front. Steve brought a re-covered driver's seat back and took away the rest of the seat and another for re-painting (black) of the metal parts. Adrian, Chris and Steve took the remaining air tanks from the Hawksworth, fitted the remaining studs to no.2 cab roof, attached the brackets which hold the air tanks to the roof, and, with Richard, put three air tanks up in no.2 cab. The plumbing to these will now be worked on. Ian fabricated 16 brackets to support the studs that will hold the seats to the cab floor pedestals. Chris fitted horizontal bracing wooden struts to no.2 cab 2nd man's side, to support the insulation material and stop the panels vibrating excessively. All the woodwork on this side was varnished. Adrian temporarily re-fitted the refurbished no.2 cab 2nd man's desk and with Chris, the refurbished no.2 cab driver's power controller. 3/6/07 Present: Steve, Adrian Steve brought back a fully painted and re-covered driver's seat and drilled the holes in the 4 floor sections, on which to mount the seats. Adrian found bits of conduit for the heater/lights on the 2nd man's side of no.2 cab and fitted the floor in no.2 cab. Top man Mike P took away the four instrument panels and the handbrake wheel from no.2 cab for spraying. 6/6/07 Present: Ian, Paul Ian brought 16 pieces of 3" square metal and coach bolts, which will form the mounting studs for the cab seats. Paul fabricated 10 rubber washers for the air/vac gauges on the driver's instrument panel. 10/6/07 Present: Chris, Steve, Adrian Chris brought back the freed studs, which Steve fitted to the ceiling of no.1 cab. All then fitted tank #2 - the central tank. Chris re-fitted the now-varnished wood supports to no.2 cab side panels, and fitted insulation in the void between the cab side panel and the bodywork. Chris took away the coach bolts and metal to weld, which will form the mountings for the driver's and 2nd man's seats. Adrian removed the BR-era grey paint from no.2 cab side panels, which Chris then primed. Adrian removed the primer from the driver's and 2nd man's instrument panels, for Mike to take away again and have professionally painted. The people from Heljan (apparently pron. Hell-yan) visited to take measurements of the air tanks underneath the frame, for the air-braked release of their OO model next year. 23/6/07 Present: Chris, Adrian That nice Peak man Mike P returned the instrument panels, handbrake wheel and AWS air tank all professionally painted eggshell black to match the desks. What a guy! Chris brought back the welded seat bolt plates and fitted them to No1 driver's floor, finished putting the rest of the insulation in No2 driver's panel, rubbed down the primed cab side panels and undercoated them, then attacked the rotten no2 cab second man's door frame. A nice chap working on 45149 will give us some unwanted steel plate from 45 149 so this will be cut and welded in. 8/7/07 Present: Adrian Adrian removed layers of paint from the instrument bezels, ready for repainting and re-fitting in the re-painted panels. 22/7/07 Present: Steve, Adrian Steve and Adrian copied Chris' fitting of the retaining studs to the other 3 floor sections, then fitted the two floor sections to no1 cab. The driver's seat was then fitted to the floor and a trial sitting done by Steve! An un-refurbished seat was temporarily fitted in the 2nd man's position. The 2nd man's desk was secured to the side wall and the horn valve fitted to the desk. 28/7/07 Present: Andy, Chris, Ian, Paul, Steve, Adrian Steve brought back the refurbished frame of the 2nd man's seat for no.1 cab. Seat cushion and back are currently being re-covered to match the driver's seat. Chris and Ian fitted the undercoated side panels to no.2 cab and the support for the 2nd man's desk. Andy and Steve secured several loose panels on the rear wall of no.1 cab. Andy, Steve and Adrian fitted a piece of angle aluminium to the side panel in no.1 cab, and then fitted the driver's desk and instrument panel to the desk. Adrian finally fitted the 4 pipes in each cab from the TCR reservoir that had been cut by MC Metals; much fiddling with a pipe bender required to get them into the correct shape. Ian and Paul found several bolts, for the brake valves in each cab. Andy and Adrian went hunting in the Hawksworth and found the cut-out remains of the brackets for the DSD pedals, which can be salvaged and welded. Things needing to be welded (Chris:-) Above the driver's door no.1 cab Above the 2nd man's door no.2 cab DSD frames both cabs Sanding pedal mouting both cabs Floor pedestal support 2nd man's side no.2 cab Brake valve frame 2nd man's side no.2 cab 7/8/07 Present: Ian, Richard, Adrian Ian searched the Hawksworth and found the missing bolts needed to secure the brake valves in the cabs. Adrian left the remaining gauges to be sprayed black by Mike P's colleague Richard and Adrian hauled out the battery boxes so replacement of the 8 (?) duff cells can begin. 19/8/07 Present: Adrian Brought back no.1 cab driver's arm rest and 2 windscreen washer housings. Removed 8 duff cells from one side of the loco. Removed rust from the two DSD pedal mounting frames. Removed a load of cab fittings for that nice Peak man Mike to take away for repainting: Fire bells, heater covers, the mr/mr pipe gauges, AWS horns and no.2 cab AWS valve. Mike brought back several instruments which have had their bezels painted egg-shell black to match the instrument panels and no.2 cab AWS timing tank painted white. 25/8/07 Present: Chris & Adrian Mike brought back the no.2 cab driver's desk with the newly made ali plate for the reduction charging button. Ta! Chris scraped away the flaky underseal and rust that is no.2 cab's 2nd man floor (luckily no weight is put on this - seat is on a pedestal). At least he now has some wafer thin metal to weld to. He chopped off some bent bits of the rather scabby 2nd man's pedestal support and welded on a new bit, so it is now better-looking and ready to weld to the floor. Adrian fitted replacement cells, in the gaps left last week, and replaced 5 more round the other side. Distilled water is now needed to top them up (50p/ltr at Tesco, apparently) and then it's see-what-happens when they are charged... He also fitted the brake valves in both cabs in readiness for vac testing. 2/9/07 Present: Steve & Adrian Mike returned more cab gauges, all nicely painted up with black bezels to match the desks. Adrian re-fitted them into the desks, along with the warning lamps and switches. Chris had been in the week to weld the 2nd man's table support "ladder frame" to the floor and pedestal support to the floor in no.2 cab and further remove the rust and old underseal from the floor. The floor proved hard work to make conductive enough to weld but progress is being made. Steve fitted the newly - re-covered 2nd man's seat cushion and back to the frame in no.1 cab - we now have a matching pair. Steve fitted the aluminium beading to the power controller in no.1 cab, along with the "Start", "Key", "For/Rev/EO/Off" and power control plates and sorted the pipes to the horns which pass over the central door. No.1 cab was cleared of debris. Adrian fitted both AWS bells to the ceilings, above the central cab windows. Adrian identified the location of the DSD pedal framework so these can be repaired and then bolted back into position. 8/9/07 Present: Steve Steve topped up the existing & replacement batteries with carefully-acquired distilled from an air-con unit and Halfords. 13 litres. Next thing to do is charge them and see what happens..... 13/9/07 Present: Richard That nice Peak man Mike P returned the AWS sunflower indicators , no.1 cab handbrake wheel and the six heater covers painted in green black and black respectively. Richard filled, sanded and primed no.2 cab exterior on the 2nd man's side. 15/9/07 Present: Koji, Richard, Steve, Adrian Koji continued the fitting of the wooden window-ledges to no.2 cab driver's side. He now leaves us to return to Japan for good. Thanks for your help over the few years. Richard applied undercoat to no.2 cab exterior 2nd man's side and started to fill the driver's side. Steve fitted new hooks to the front driver's side window-ledge, which the instrument panel clips on to. Adrian put the batteries on charge (took 15 A) and then shorted the triple pump supply to an exhauster fuse mount, so this could be run up without starting the engine to run the auxiliary generator. Steve and Adrian then searched for the leaks: No.2 cab emergency 'flap' on the brake valve - requires new 'O' ring. Section removed and tape put over pipe. Bufferbeam vac 'bag' seating at no.1 end - O ring replaced. Connection to gauge under driver's raised floor at no.1 end - covered with tape. The big leak was found to be the un-powered exhauster changing to an 'inhaler'. If both exhausters are not powered, air is pulled backwards through the un-powered one. The tap was closed and the vac in no.2 gauge rose to 25" - result! See pic (yes I know it's showing on the wrong gauge). Both exhauster speed-up contactors were closed 'manually' and had the desired effect. For reference - to run the exhauster from batteries/charger, run wire from nearest fuse post of triple pump to furthest fuse post of exhauster (or any other machine). Do this via a fuse hanging off the nearest fuse post of the triple pump. The right-hand exhauster contactor is dirty - glows green when closed. Needs a clean. 16/9/07 Present: Chris No2 cab 2nd man's door was removed, door frame had the rot cut out, fresh metal welded in then primed. The draught excluder on no.1 cab's driver's side door frame was chopped off to expose more rot than metal... Measurements were taken in order to make new patches. Mike brought back freshly painted bells and AWS timing tank brackets. Thanks! 23/9/07 Present: Paul Paul freed up the seized vacuum valve plunger on the brake valve in no.1 cab, as the brake valve would not move to emergency & shutdown position. Spring washers were also fitted to the 4 Allen bolts on the emergency vacuum fitting. The same freeing up the of the vacuum valve plunger, fitting of spring washers to the 4 Allen bolts on the emergency vacuum fitting was done to the brake valve in no.2 cab. A new O-ring was also fitted to replace the perished original. 29/9/07 Present: John, Richard, Steve, Adrian Mike Pember once again did us proud by bringing back the two MR and MR pipe gauges for each cab with a newly fabricated bezel, to replace the rather dodgy original. These are painted black to match the main instrument panels and have 26043 stamped below the gauge. He also returned the last gauge for no.2 cab, the kA meter, with a nicely blackened bezel. GWR-returnee John joined us, and got straight down to it, helping remove the long-standing workbench in the boiler-room, so the brake frame and compressor can be accessed. He wire-brushed the brake framework where it had started to corrode. A replacement cushion was fitted to no.2 cab driver's seat. The area around the ceiling between the rad tanks was cleaned up - much loose paint. Steve tried to get the fibre-glass main roof section off, removing the bolts along the length. This is so the seal can be replaced if necessary, as water is entering somehow. He then turned to the radiator, where a rain-cover around the motor is in need of repair - daylight can be seen from the engine-room. Richard continued filling, sanding, priming and undercoating the driver's side of the front of no.2 cab, the only remaining piece left untouched by us. Adrian fitted the instruments Mike returned, removed the plate covering the exhaust port, then measured up the hole, in order to make a plug for when the loco is stored outside. The missing sections of pipework from underneath the 2nd man's desk of no.2 cab were documented for Paul to try and find replacements. An electronic battery-re-juvenator was fitted to 12 of the batteries, to see if this helps. The vac section of the brake valve in no.2 cab was re-fitted after Paul freed up the plunger which opens a vent to atmosphere when the brake is set to emergency. John, Steve and Adrian removed tank 2 and fitted tank 4, the former not having the correct pipe connection at the bulkhead end, whereas the latter does. 7/10/07 Present: Steve Steve brandished a hoover throughout the loco, removing assorted detritus and tidying up the engine and boiler rooms. 13/10/07 Present: Chris, Richard Richard continued work on the last part of no.2 cab front - the driver's side - removing rust around the lamp fixings and brackets, sanding and applying primer. Chris took no.1 cab driver's door off to gain access to the very corroded door frame. Much had to be cut out. He then welded in some new plate. The door is a poor fit in the frame and needs trimming. Chris L visited to assess the body painting situation; he intends to return shortly to take up where he left off. 14/10/07 Present: Ian, Steve Ian removed and cleaned out the two exhauster oil reservoirs, which now need re-filling with oil. 17/10/07 Present: Adrian Adrian pored over the schematics to identify various cut wires around the driver's desk in no.1 cab. Re-connected were the speedo, ammeter, driver's heater switch, engine stop, wheelslip and alarm lights, de-mister (for future ref: neutral still to be fed to the panel). The feeds to the instrument lights were located but the lights themselves have long gone. New bulb-holders, bulbs and a panel on which to mount them will have to be purchased/fabricated. The three wires to the AWS button were located - these are to be connected next time. A start was made on the same wiring in no.2 cab - to be completed next time. Measurements were taken of the panels for Mike P, who is going to manufacture some new, original labels for the switches (Dymo tape appears to have been used in the past). 23/10/07 Present: Adrian Adrian continued with the wiring of no1 & 2 cabs, and fitted the newly-made exhaust cover. Ian recently deposited an ex-class 47 horn valve in the loco. This has different connections to those in the 26 but should be able to be used to replace the missing horn valve. 27/10/07 Present: Chris L, Chris T, Paul, Adrian Chris T removed the driver's door from no.1 cab, as this did not fit well in the frame following the weld repair of the frame. The door was trimmed top and bottom. The floor needs securing down, as it bows when walked on, fouling the bottom of the door. the DSD pedal mounting bracket in no.1 cab was positioned ready for welding. Chris L returned and started removing the remaining flaking paint from no.2 cab rear bulkhead with a view to a repaint. Paul & Adrian measured up the missing pipework. One of the brake valve isolators in no.2 cab was removed, in order to remove a 28mm OD fitting, so that a replacement pipe can be sorted. Three 90 degree connectors will also be sourced, to connect to the 3 tanks which are in no.2 cab but whose bulkhead-end connectors poke through into the boiler room. Adrian returned 8 of the 10 flexible hoses for the air/vac instruments (5 in each cab) with new connectors on one end. The remaining 2 were taken away to effect this modification. The exhausters were topped-up with oil and run up, achieving 22" vacuum. The exhauster speed-up switches within the brake valves in each cab were connected up, and tested (closed when brake valve is moved to "release". The switch in no.1 cab appears to have collapsed, so the brake valve will have to be partially disassembed; no.2 cab is fine. Rusty metal covers for these switches were taken away for a scrape. Two wires in no.2 cab were identified as the feed to the DSD box hidden behind the central door; the source of these wires needs to be ascertained. A blue warning lamp for the wheelslip warning that is not from a class 26 was fitted in no.1 cab, which does not quite match the adjacent two red warning lamps but is at least blue. The batteries were checked: Cells 18 and 20 were found to be showing a reversed polarity when under load (~=-3V), so these were replaced with more of Ian's ex-class 14 cells. Cells 26 and 35 showed very low voltage, and will also likely need replacement. Measurements with an SG meter are required. FOR REF: I am counting cells from the most -ve to most +ve; Cell 1 being nearest no.2 end, on the side where the driver sits in no.2 cab. Cell 24 is at no.1 end of this side. Cell 25 is nearest no.1 end, on the side where the driver sits in no.1 cab. and cell 48 is nearest no.2 end on this side. 9/11/07 Present: Adrian Adrian continued with the wiring of no.2 cab. The two unidentified wires to the DSD turn out to be the speed input...from the speedo. The light & DSD switch panel on the 2nd man's side was removed and the mounting re-made, together with the conduit from it to the 2nd man's heater. The DSD button, cab interior light switch and heater wires were then fed through to the under-floor panel. New demister negative wires were fed through to the under-floor panels in both cabs. The last two flexible hoses for the air/vac instruments were brought back and are ready for fitting, together with remaining 6. It is not known which pipe is which to the instruments, so these will be connected randomly and sorted out when the system is pressurized and it becomes evident which is which. The support for the driver's desk in no.2 cab was attached to the inner skin and the desk partially re-assembled. The batteries were charged and left to discharge overnight in the on-going re-juvenation attempts through use of an electronic de-sulphation gadget. 10/11/07 Present: Chris L, Chris T, John Chris T put the batteries on charge and filled the loco with smoke - a result of welding no.1 cab DSD pedal frame in place; it has been modified so it can be unbolted for access to pipes behind should this be necessary. John and Chris L took the paint off the rear bulkhead of no.2 cab and the pipework & conduits, in readiness for eventual repainting. 18/11/07 Present: Ian, Paul, Richard Ian and Paul fitted the air pipework (flexible and copper) to the brake valve isolator underneath the second man's desk in no.2 cab. The bracket that holds the two brake valve isolators now needs welding to the floor and also securing to the underside of the secondman's desk top. It is suspected that this end had a collision as well as no.1 end as the floor is raised and the BVI bracket is mis-aligned. The three 90-degree-bend pipes in the boiler room which connect to the three pipes which pass through the bulkhead from the tanks in no.2 cab were also fitted. Richard continued with filling/priming/undercoating the driver's side of no.2 cab. 24/11/07 Present: John, Richard, Adrian John re-fitted the four windscreen-washer U-shaped covers which sit underneath the windscreens at no.1 end, and drilled the holes for the eventual re-fitting of the "squirters". The 3 air gaues in each cab were then connected to random pipes coming up from the floor, to be sorted when air pressure is raised. The horn valve from the 2nd man's side of no.2 end was removed and fitted in no.1 cab driver's side, a new mounting bracket being made, as the original valve and bracket seemingly did not arrive with the loco. An ex-class 47 valve will be used to replace the no.2 cab 2nd man's valve. Richard continued with filling/priming/undercoating the driver's side of no.2 cab. Adrian checked the state of the batteries under load. Cell 20 shows 0V, 35 shows 1.5V. Both look like needing replacement. SG tests still need doing on the other cells but all show 1.8 to 2V under load, implying reasonable condition. The cab lights in no.2 cab were re-instated. 30/11/07 Present: Mark Mark is now helping prepare the bodywork for re-painting, having previously re-painted 47 105 & 47 376. He has started on the centre section of bodyside on the Winchcombe side. The brush marks on the existing undercoat are being removed, and filler being added where necessary. 1/12/07 Present: John John pushed on with the driver's horn mounting bracket, passing it to Mike P for finishing off. 8/12/07 Present: Andy, Ian, John, Richard, Steve, Adrian Mike did us proud yet again, providing a better-than-when-new horn valve and mounting plate, which were put in position under the driver's desk in no.1 cab. Thanks for all the work you've done, Mike.... Andy brought a load of flexible pipe, to be used for the windscreen washers. Thanks Andy! The pipes connect from the washer valves in front of driver & 2nd man to the washer bottles and from the washer bottles to the washer jets under the windscreens. Steve cut the required lengths. Ian fitted the crane fittings to the bulkhead-end of tanks 2 and 5 in no.1 cab. Various bodies then lifted the tanks into position and bulkhead fittings, and some windscreen-end fittings were attached. This means all the tanks are now in position. John cleaned up the cab door droplight window raising/lowering concertina under each cab door window in no.2 cab, which freed up the droplight windows. The floor in no.2 cab was screwed down to prevent the door causing damage to the floor. Richard continued filling, priming and undercoating no.2 cab front, covering up the last remaining piece of unrestored (yellow) bodywork. Steve brought back shaped pieces of wood on which the windscreen wiper motors and sun-shades are fixed in no.1 cab. The no.1 cab driver's windscreen wiper was then re-fitted. Adrian brought back three primed covers for the compressors, cut the kinked 1/2" OD pipe from the compressor governor to tank 3 and fitted a straight coupling. The wires to the power controllers in both cabs were re-connected. Paul & Adrian determined which pipes are still missing or requiring work: 1) MR to AWS CES and Baldwin valve (1/2" OD, also requires reducer from 22mm tee). 2) Short length of 22mm to tank 5 windscreen-end. May be able to make from some of the existing pipe - using 2 off straight couplers to insert the extra section of pipe. 3) Drains from all 3 tanks in no.1 cab (tanks 4,2 & 5) including cocks. 4) Kinked pipe to be cut in boiler room - feed to LMRG. 90 degree 1/2" OD fitting if possible. 5) Feed to replacement (ex cl.47) horn valve in no.2 cab 2nd man's side. Need to find what type of fittings are required. 6) 1/2" OD pipe from AWS timing reservoir to Baldwin valve in no.1 cab. 15/12/07 Present: Chris T, John John carried on with easing the droplight door windows, this time in no.1 cab. Some screws still need drilling out of the door skins and eventual submission was inevitable due to hands being numb with cold. John has vowed to make it his life's work to defeat the remaining screws. Chris T realigned the door lock at no.2 end to suit recent hinge adjustments which means it is now OK again. No.2 cab DSD pedal frame has had previous BR mods cut off, mountings cleaned up and two of the four new demountable lugs have been fitted to the driver's plinth (one is only tacked on at the moment). Chris put the charger on....and on....and on during the day. 22/12/07 Present: John, Paul, George and Ringo. OK: John, Paul, Richard, Steve and Adrian Mark had been down since last time, continuing to make the Winchcombe side of the body extremely smooth; now about half way along that bodyside from no.2 end (see photo) John cleaned up the concertinas under the cab door droplight windows in no.1 cab, which now slide up and down much more freely. An orbital sander was then brandished on the Broadway bodyside to complement Mark's work, starting at no.1 end. Rapid progress was made. Richard applied undercoat to no.2 cab front, covering over last week's primer, then set about Waxoyling the primed floor of no.1 cab driver's side, with Paul hoovering up the detritus first. Steve fixed down the driver's pedestal at no.2 end, after much trimming. Paul and Adrian searched the Hawksworth van for the last pieces of pipe identified last time. Only #6 (listed above) was found, and even then, a gap still remains - a short piece of 1/2" OD pipe and fittings will have to be sourced. Short lengths of pipe with taps that can be used as drains from the tanks in no.1 cab were found but none appeared to fit this loco. Mods can be done to make them fit. Other items found in the Hawksworth were: 1) Cosmetic covers for the brake valves in each cab, as per around the power controllers. One has the piece which fits around the top of the brake valve but needs re-laminating. 2) Fire extinguisher holders - one for each cab 3) Storage boxes which fit above the 2nd man's cab door in each cab for storing the driver's whisky. 4) Instrument back-lighting brackets, one rather battered. All the above are rather rusty after being left in the Hawksworth for 13 years... 5) Two fibre-glass skins which appeared as though they may have fitted in front of the driver's legs, to hide the mass of pipes and stop draughts going up the driver's kilt. These were found not to fit, were a symmetrical pair (ie. not from same side of the cab) and so we assume are off the 33. They may, however, be modifiable. Adrian removed the inner skins from the cab doors in no.1 cab, then fitted a straight coupler to the feed pipe to the cab front window-end of tank 5 in no.1 cab. The new cotter pins were then trial-fitted to the power controller and for-rev control in each cab but were found to be fractionally too large in diameter. The engine room compressor was then started up (last time was 2005), using the battery charger to supplement the batteries, several of which seem to have taken a rapid downturn recently. Monday 1 January 2007: 6/1/07 Chris undercoated the last part of the Winchcombe side - no Dutch yellow left now, and the remaining handrail recesses. Adrian, now armed with some sharp drill bits, fitted the mouting plate for the windscreen wiper on the driver's side of no.1 cab, and some of the wood in no.2 cab to which the inner skin attaches. 7/1/07 Paul and Richard prepared the loco to be moved (to another road in the same shed). The air tanks and grills were put inside the loco and Richard vacuumed dust from the louvres. 20/1/07 Present: Paul, Koji, Chris T, Richard, Adrian The 26 was moved outside, probably until March, so tarpaulins were hastily put over the cabs. Koji rubbed down the solebars and applied primer to exposed metal. Adrian marked up some of the air & vac components in the cabs and boiler room in the continuing "audit" of the air & vac system, to understand the system and find what pipework is missing. 3/2/07 Present: Paul, Koji, Chris T, Ian, Adrian A -2 deg C start today. Ice all over the no2 cab front windows. Koji touched up the primer of the frame on the Broadway side of the loco. Ian removed years of grime on the main generator, which revealed some cleanish paintwork. Chris removed the rotten ends of the guttering on the far side of the boiler-room, ready to attach his newly-made end-pieces. Adrian traced every pipe in cab 2 and most of cab 1, for the pipe "audit". This revealed some torched ends of pipes and some that had been disconnected. A correlation will now be done with the schematics. Paul was seeing to the fitting of the new tanks for the 24. 10/2/07 Adrian completed tracing all the pipes in the cabs, and is 1/4 way through drawing the brake frame area. It snowed and rained this week; there are a few places where water is getting in. 1) No2 cab driver's side windscreen wiper shaft. There was a puddle on the shelf at the bottom of the driver's window. 2) Guttering of non-walkway side of boiler room: The open end is dripping. Chris T is on the case, drilling out a hole for the downpipe in the end-piece he'e already made. 3) Guttering on the non-walkway side of the engineroom. 5 of the 9 cantrail *exterior* gutters are full of water, overflowing into the engineroom and sending water down the walls and the primer'd engineroom door. 4) Guttering on the Walkway side of the engineroom. The panel nearest no 1 end is overflowing as above. 5) Roof panels. There seems to be leaks all along the roof panel above the engine, as there are drips all along the walkway. Evidence of corrosion on the roof beams, so this is not new. I didn't check the side nearest the Peak. This might well need us to lift the roof off to replace the seal. 6) Various (drilled) holes in the roof - some are for the yet-to-be-fitted cantrail grilles. The new internal guttering generally seems to be doing its job and there is no evidence of leaks in cab 1. 17/2/07 Paul: Ian and I spent the day on the gutters. We drilled a hole in the ali channel just above the small drain pipes coming from each channel, this allowed us to rod out the crap (it is something that Richard and myself talked about doing before). These hole could eventually be blocked off. We also continued to clean out the drain holes at the end of each louver and the drain holes at the bottom of the channel where the louvers meet. One of which was had been drilled allowing water into the loco, I have sealed this. Also one of the new main gutter drains was blocked, we roded the main drain pipes from outside, so that is now clear. Some of the water marks and leaks running down the inside wall are I believe caused by the louver channel filling with water because it could not drain and entering the loco via the rivets Ian drilled although sealed the sealant will stop water from entering from the top, but may not seal around the rivet from behind. Hopefully now as the channel will drain the water level will not reach height of rivet, that said it may still be better to apply sealant/bitumen around the rivet on the inside of the channel. I also need to seal the seam that runs the length of the louver channel inside it is spot welded but can if channel fills up allow water to leak with the risk of it running back and not into gutter. I need it dry before I can seal this seam. 18/2/07 Paul Fuller and Adrian had a good deal of success in finding homes for several pipes. These have been temporarily fitted where they belong. The 2 pipes from the brake valve and the 2 from the reduction charging button in each cab need new couplings making, to re-join the pipes where they were (very cleanly) cut. There are still a few pipes left in cab 1 without homes from the original mass of pipes - I am not sure where these fit but I haven't finished charting the brake frame in the boiler room yet, so they might have a home somewhere. But more likely, the MC Metals boys may have just chucked them in the loco back in 1993. 3/3/07 Present: Chris, Graham, Ian, Paul, Adrian Much overnight rain tested the gutter repairs and they seemed to hold out, with no water on the inside engine room walls. Chris fitted the end-piece he fabricated to the non-walkway side of the boiler room guttering and fitted a rubber pipe from it to the drain pipe. Graham, Paul, Richard and Adrian pulled back the tarpaulins and armed with a hose-pipe, checked the water-tightness of both cabs. The following leaks were found: - front of the horn grilles (bjavascript:popWin('/collection/00738501/story.html','collection_story738501',1); Commentaryoth cabs) No1 cab - the lower corner of the driver's window, nearest the bodyside - bottom of the 2nd man's door No2 cab - central, half way between front and rear of the cab roof - 2nd man's side, from the riveted strip that holds the cantrail-level guttering (2 places). The 2/3 section of cab1 ceiling skin had to be brought down to enable the horn leak to be found. Luckily, this was fairly quick to do, and should also be to put back. Richard made a start identifying the original studs which the air-tank brackets; the aim being to get the tanks up when the ceiling is re-fitted, so the pipework can be sorted out to the tanks. Adrian prepared the 4 pipes in both cabs that come from the TCR reservoir and go to the brake valve and reduction charging button. The pipes were identified last time and will be joined using 15mm compression fittings. One of the pipes at no.1 end was cut on a bend and a right-angle compression fitting will be used to re-fit this pipe. These are the pipes that were mysteriously very cleanly cut before the loco arrived at Toddington. 17/3/07 Present: Chris, Graham, Ian, Adrian The loco is now back inside the shed. Chris T removed the horn box covers, with the intention of removing the horns, to be able to apply a new waterproof coating. In the event, the horns were corroded to the pipes but may not have to be removed anyway, as there is room between the bottom of the horns and the roof to get a brush in. The waterproof coating now needs to be sourced. Chris T, Graham and Adrian wire-brushed and sanded the generator and triple-pump covers, ready for re-painting. The electrical cubicle door hinges were shimmed so they close/latch properly then both were sanded and undercoated. Adrian put the batteries on charge and Graham checked the electrolyte SG. Around 16 cells were showing as rather deadish. A de-sulphator circuit courtesy of the SRPS will be used to try and revive the cells; if this is not successful, they will be replaced. Adrian continued the re-fitting of pipes to no.2 cab and rescued no.2 cab brake valve from the Hawksworth. 31/3/07 (Diesel gala) Present: Chris, Richard, Adrian Chris applied Acropol to the leaky parts of the fibre-glass roof; Richard applied filler to no2 cab 2nd man's side, to get a smooth profile; and Adrian applied himself to re-connecting pipes in no1 cab and completing the survey of pipes and components of the brake frame. The loco is to be moved to another road in the shed later today or tomorrow. 10/4/07 Present: Richard Richard trial-fitted the studs in the roof of no.1 cab, on to which fit the brackets which holds the air tanks. 14 were found; the remaining 14 have seized bolts attached, and if these cannot be removed, replacements will have to be manufactured. 13/4/07 Present: Chris, Richard, Adrian Chris applied sealant to the front of the horn boxes, where the gap between the fibreglass was too large to apply Acropol. This should be the end of the leaks, subject to testing next time, and should then allow both ceilings to be re-fitted. Richard continued applying filler and smoothing the corner of the 2nd man's side of no 2 cab front, so it is a gradual curve from front to bodyside, instead of an uneven step. Adrian fitted the wiper controls to no.1 cab and continued to hunt for the last missing bits of plumbing in the Hawksworth. 28/4/07 Present: Chris, Richard, Steve, Adrian Richard continued to sort No2 cab front, 2nd man's side; applying primer to the filled area. Chris fitted the inner skin on the driver's side of no.1 cab, enabling the brake valve to be fitted next time. Steve and Adrian started re-fitting the same panel in no.2 cab. Adrian poured water over the cabs while Steve stayed dry inside - a result. Richard ground off the bolts for the cast scottie dog and BR double arrow at no.2 end, which were then removed. The ceiling of no.1 cab was re-fitted, and that for no.2 cab was fitted for the first time since arrival at Toddington. 6/5/07 Present: Steve, Adrian Steve and Adrian fitted the wooden supports to the loco frame at no 2 end, to which the driver's and 2nd man's interior side panels fit, beneath the cab side windows. 12/5/07 Present: Ian Ian fitted his newly-made studs to cab 2 ceiling, which support the air tanks. 12/5/07 Present: Richard Richard rubbed down no2 cab driver's side panel where the double arrow was located, filled the mounting holes, and applied primer. 13/5/07 Present: Chris, Adrian Chris re-fitted the air-horn box covers at both ends and fitted vertical wooden supports along the edge of driver's and 2nd man's side panels. These were then temporarily fitted. Adrian fitted the driver's heater and associated conduit at no1 end and cut the hole in the driver's side floor pedestal. (Heater to be wired up), then fitted the cab lights to no.2 cab ceiling. 26/5/07 Present: Chris, Ian, Richard, Steve, Adrian Richard rubbed down no.2 cab 2nd man's side panel where the Eastfield depot logo was located, filled the mounting holes, and applied primer. Undercoat was put over the driver's side panel and the front of the loco. The only part of the bodywork that has not yet been primed & undercoated is a small part of no.2 cab front. Steve brought a re-covered driver's seat back and took away the rest of the seat and another for re-painting (black) of the metal parts. Adrian, Chris and Steve took the remaining air tanks from the Hawksworth, fitted the remaining studs to no.2 cab roof, attached the brackets which hold the air tanks to the roof, and, with Richard, put three air tanks up in no.2 cab. The plumbing to these will now be worked on. Ian fabricated 16 brackets to support the studs that will hold the seats to the cab floor pedestals. Chris fitted horizontal bracing wooden struts to no.2 cab 2nd man's side, to support the insulation material and stop the panels vibrating excessively. All the woodwork on this side was varnished. Adrian temporarily re-fitted the refurbished no.2 cab 2nd man's desk and with Chris, the refurbished no.2 cab driver's power controller. 3/6/07 Present: Steve, Adrian Steve brought back a fully painted and re-covered driver's seat and drilled the holes in the 4 floor sections, on which to mount the seats. Adrian found bits of conduit for the heater/lights on the 2nd man's side of no.2 cab and fitted the floor in no.2 cab. Top man Mike P took away the four instrument panels and the handbrake wheel from no.2 cab for spraying. 6/6/07 Present: Ian, Paul Ian brought 16 pieces of 3" square metal and coach bolts, which will form the mounting studs for the cab seats. Paul fabricated 10 rubber washers for the air/vac gauges on the driver's instrument panel. 10/6/07 Present: Chris, Steve, Adrian Chris brought back the freed studs, which Steve fitted to the ceiling of no.1 cab. All then fitted tank #2 - the central tank. Chris re-fitted the now-varnished wood supports to no.2 cab side panels, and fitted insulation in the void between the cab side panel and the bodywork. Chris took away the coach bolts and metal to weld, which will form the mountings for the driver's and 2nd man's seats. Adrian removed the BR-era grey paint from no.2 cab side panels, which Chris then primed. Adrian removed the primer from the driver's and 2nd man's instrument panels, for Mike to take away again and have professionally painted. The people from Heljan (apparently pron. Hell-yan) visited to take measurements of the air tanks underneath the frame, for the air-braked release of their OO model next year. 23/6/07 Present: Chris, Adrian That nice Peak man Mike P returned the instrument panels, handbrake wheel and AWS air tank all professionally painted eggshell black to match the desks. What a guy! Chris brought back the welded seat bolt plates and fitted them to No1 driver's floor, finished putting the rest of the insulation in No2 driver's panel, rubbed down the primed cab side panels and undercoated them, then attacked the rotten no2 cab second man's door frame. A nice chap working on 45149 will give us some unwanted steel plate from 45 149 so this will be cut and welded in. 8/7/07 Present: Adrian Adrian removed layers of paint from the instrument bezels, ready for repainting and re-fitting in the re-painted panels. 22/7/07 Present: Steve, Adrian Steve and Adrian copied Chris' fitting of the retaining studs to the other 3 floor sections, then fitted the two floor sections to no1 cab. The driver's seat was then fitted to the floor and a trial sitting done by Steve! An un-refurbished seat was temporarily fitted in the 2nd man's position. The 2nd man's desk was secured to the side wall and the horn valve fitted to the desk. 28/7/07 Present: Andy, Chris, Ian, Paul, Steve, Adrian Steve brought back the refurbished frame of the 2nd man's seat for no.1 cab. Seat cushion and back are currently being re-covered to match the driver's seat. Chris and Ian fitted the undercoated side panels to no.2 cab and the support for the 2nd man's desk. Andy and Steve secured several loose panels on the rear wall of no.1 cab. Andy, Steve and Adrian fitted a piece of angle aluminium to the side panel in no.1 cab, and then fitted the driver's desk and instrument panel to the desk. Adrian finally fitted the 4 pipes in each cab from the TCR reservoir that had been cut by MC Metals; much fiddling with a pipe bender required to get them into the correct shape. Ian and Paul found several bolts, for the brake valves in each cab. Andy and Adrian went hunting in the Hawksworth and found the cut-out remains of the brackets for the DSD pedals, which can be salvaged and welded. Things needing to be welded (Chris:-) Above the driver's door no.1 cab Above the 2nd man's door no.2 cab DSD frames both cabs Sanding pedal mouting both cabs Floor pedestal support 2nd man's side no.2 cab Brake valve frame 2nd man's side no.2 cab 7/8/07 Present: Ian, Richard, Adrian Ian searched the Hawksworth and found the missing bolts needed to secure the brake valves in the cabs. Adrian left the remaining gauges to be sprayed black by Mike P's colleague Richard and Adrian hauled out the battery boxes so replacement of the 8 (?) duff cells can begin. 19/8/07 Present: Adrian Brought back no.1 cab driver's arm rest and 2 windscreen washer housings. Removed 8 duff cells from one side of the loco. Removed rust from the two DSD pedal mounting frames. Removed a load of cab fittings for that nice Peak man Mike to take away for repainting: Fire bells, heater covers, the mr/mr pipe gauges, AWS horns and no.2 cab AWS valve. Mike brought back several instruments which have had their bezels painted egg-shell black to match the instrument panels and no.2 cab AWS timing tank painted white. 25/8/07 Present: Chris & Adrian Mike brought back the no.2 cab driver's desk with the newly made ali plate for the reduction charging button. Ta! Chris scraped away the flaky underseal and rust that is no.2 cab's 2nd man floor (luckily no weight is put on this - seat is on a pedestal). At least he now has some wafer thin metal to weld to. He chopped off some bent bits of the rather scabby 2nd man's pedestal support and welded on a new bit, so it is now better-looking and ready to weld to the floor. Adrian fitted replacement cells, in the gaps left last week, and replaced 5 more round the other side. Distilled water is now needed to top them up (50p/ltr at Tesco, apparently) and then it's see-what-happens when they are charged... He also fitted the brake valves in both cabs in readiness for vac testing. 2/9/07 Present: Steve & Adrian Mike returned more cab gauges, all nicely painted up with black bezels to match the desks. Adrian re-fitted them into the desks, along with the warning lamps and switches. Chris had been in the week to weld the 2nd man's table support "ladder frame" to the floor and pedestal support to the floor in no.2 cab and further remove the rust and old underseal from the floor. The floor proved hard work to make conductive enough to weld but progress is being made. Steve fitted the newly - re-covered 2nd man's seat cushion and back to the frame in no.1 cab - we now have a matching pair. Steve fitted the aluminium beading to the power controller in no.1 cab, along with the "Start", "Key", "For/Rev/EO/Off" and power control plates and sorted the pipes to the horns which pass over the central door. No.1 cab was cleared of debris. Adrian fitted both AWS bells to the ceilings, above the central cab windows. Adrian identified the location of the DSD pedal framework so these can be repaired and then bolted back into position. 8/9/07 Present: Steve Steve topped up the existing & replacement batteries with carefully-acquired distilled from an air-con unit and Halfords. 13 litres. Next thing to do is charge them and see what happens..... 13/9/07 Present: Richard That nice Peak man Mike P returned the AWS sunflower indicators , no.1 cab handbrake wheel and the six heater covers painted in green black and black respectively. Richard filled, sanded and primed no.2 cab exterior on the 2nd man's side. 15/9/07 Present: Koji, Richard, Steve, Adrian Koji continued the fitting of the wooden window-ledges to no.2 cab driver's side. He now leaves us to return to Japan for good. Thanks for your help over the few years. Richard applied undercoat to no.2 cab exterior 2nd man's side and started to fill the driver's side. Steve fitted new hooks to the front driver's side window-ledge, which the instrument panel clips on to. Adrian put the batteries on charge (took 15 A) and then shorted the triple pump supply to an exhauster fuse mount, so this could be run up without starting the engine to run the auxiliary generator. Steve and Adrian then searched for the leaks: No.2 cab emergency 'flap' on the brake valve - requires new 'O' ring. Section removed and tape put over pipe. Bufferbeam vac 'bag' seating at no.1 end - O ring replaced. Connection to gauge under driver's raised floor at no.1 end - covered with tape. The big leak was found to be the un-powered exhauster changing to an 'inhaler'. If both exhausters are not powered, air is pulled backwards through the un-powered one. The tap was closed and the vac in no.2 gauge rose to 25" - result! See pic (yes I know it's showing on the wrong gauge). Both exhauster speed-up contactors were closed 'manually' and had the desired effect. For reference - to run the exhauster from batteries/charger, run wire from nearest fuse post of triple pump to furthest fuse post of exhauster (or any other machine). Do this via a fuse hanging off the nearest fuse post of the triple pump. The right-hand exhauster contactor is dirty - glows green when closed. Needs a clean. 16/9/07 Present: Chris No2 cab 2nd man's door was removed, door frame had the rot cut out, fresh metal welded in then primed. The draught excluder on no.1 cab's driver's side door frame was chopped off to expose more rot than metal... Measurements were taken in order to make new patches. Mike brought back freshly painted bells and AWS timing tank brackets. Thanks! 23/9/07 Present: Paul Paul freed up the seized vacuum valve plunger on the brake valve in no.1 cab, as the brake valve would not move to emergency & shutdown position. Spring washers were also fitted to the 4 Allen bolts on the emergency vacuum fitting. The same freeing up the of the vacuum valve plunger, fitting of spring washers to the 4 Allen bolts on the emergency vacuum fitting was done to the brake valve in no.2 cab. A new O-ring was also fitted to replace the perished original. 29/9/07 Present: John, Richard, Steve, Adrian Mike Pember once again did us proud by bringing back the two MR and MR pipe gauges for each cab with a newly fabricated bezel, to replace the rather dodgy original. These are painted black to match the main instrument panels and have 26043 stamped below the gauge. He also returned the last gauge for no.2 cab, the kA meter, with a nicely blackened bezel. GWR-returnee John joined us, and got straight down to it, helping remove the long-standing workbench in the boiler-room, so the brake frame and compressor can be accessed. He wire-brushed the brake framework where it had started to corrode. A replacement cushion was fitted to no.2 cab driver's seat. The area around the ceiling between the rad tanks was cleaned up - much loose paint. Steve tried to get the fibre-glass main roof section off, removing the bolts along the length. This is so the seal can be replaced if necessary, as water is entering somehow. He then turned to the radiator, where a rain-cover around the motor is in need of repair - daylight can be seen from the engine-room. Richard continued filling, sanding, priming and undercoating the driver's side of the front of no.2 cab, the only remaining piece left untouched by us. Adrian fitted the instruments Mike returned, removed the plate covering the exhaust port, then measured up the hole, in order to make a plug for when the loco is stored outside. The missing sections of pipework from underneath the 2nd man's desk of no.2 cab were documented for Paul to try and find replacements. An electronic battery-re-juvenator was fitted to 12 of the batteries, to see if this helps. The vac section of the brake valve in no.2 cab was re-fitted after Paul freed up the plunger which opens a vent to atmosphere when the brake is set to emergency. John, Steve and Adrian removed tank 2 and fitted tank 4, the former not having the correct pipe connection at the bulkhead end, whereas the latter does. 7/10/07 Present: Steve Steve brandished a hoover throughout the loco, removing assorted detritus and tidying up the engine and boiler rooms. 13/10/07 Present: Chris, Richard Richard continued work on the last part of no.2 cab front - the driver's side - removing rust around the lamp fixings and brackets, sanding and applying primer. Chris took no.1 cab driver's door off to gain access to the very corroded door frame. Much had to be cut out. He then welded in some new plate. The door is a poor fit in the frame and needs trimming. Chris L visited to assess the body painting situation; he intends to return shortly to take up where he left off. 14/10/07 Present: Ian, Steve Ian removed and cleaned out the two exhauster oil reservoirs, which now need re-filling with oil. 17/10/07 Present: Adrian Adrian pored over the schematics to identify various cut wires around the driver's desk in no.1 cab. Re-connected were the speedo, ammeter, driver's heater switch, engine stop, wheelslip and alarm lights, de-mister (for future ref: neutral still to be fed to the panel). The feeds to the instrument lights were located but the lights themselves have long gone. New bulb-holders, bulbs and a panel on which to mount them will have to be purchased/fabricated. The three wires to the AWS button were located - these are to be connected next time. A start was made on the same wiring in no.2 cab - to be completed next time. Measurements were taken of the panels for Mike P, who is going to manufacture some new, original labels for the switches (Dymo tape appears to have been used in the past). 23/10/07 Present: Adrian Adrian continued with the wiring of no1 & 2 cabs, and fitted the newly-made exhaust cover. Ian recently deposited an ex-class 47 horn valve in the loco. This has different connections to those in the 26 but should be able to be used to replace the missing horn valve. 27/10/07 Present: Chris L, Chris T, Paul, Adrian Chris T removed the driver's door from no.1 cab, as this did not fit well in the frame following the weld repair of the frame. The door was trimmed top and bottom. The floor needs securing down, as it bows when walked on, fouling the bottom of the door. the DSD pedal mounting bracket in no.1 cab was positioned ready for welding. Chris L returned and started removing the remaining flaking paint from no.2 cab rear bulkhead with a view to a repaint. Paul & Adrian measured up the missing pipework. One of the brake valve isolators in no.2 cab was removed, in order to remove a 28mm OD fitting, so that a replacement pipe can be sorted. Three 90 degree connectors will also be sourced, to connect to the 3 tanks which are in no.2 cab but whose bulkhead-end connectors poke through into the boiler room. Adrian returned 8 of the 10 flexible hoses for the air/vac instruments (5 in each cab) with new connectors on one end. The remaining 2 were taken away to effect this modification. The exhausters were topped-up with oil and run up, achieving 22" vacuum. The exhauster speed-up switches within the brake valves in each cab were connected up, and tested (closed when brake valve is moved to "release". The switch in no.1 cab appears to have collapsed, so the brake valve will have to be partially disassembed; no.2 cab is fine. Rusty metal covers for these switches were taken away for a scrape. Two wires in no.2 cab were identified as the feed to the DSD box hidden behind the central door; the source of these wires needs to be ascertained. A blue warning lamp for the wheelslip warning that is not from a class 26 was fitted in no.1 cab, which does not quite match the adjacent two red warning lamps but is at least blue. The batteries were checked: Cells 18 and 20 were found to be showing a reversed polarity when under load (~=-3V), so these were replaced with more of Ian's ex-class 14 cells. Cells 26 and 35 showed very low voltage, and will also likely need replacement. Measurements with an SG meter are required. FOR REF: I am counting cells from the most -ve to most +ve; Cell 1 being nearest no.2 end, on the side where the driver sits in no.2 cab. Cell 24 is at no.1 end of this side. Cell 25 is nearest no.1 end, on the side where the driver sits in no.1 cab. and cell 48 is nearest no.2 end on this side. 9/11/07 Present: Adrian Adrian continued with the wiring of no.2 cab. The two unidentified wires to the DSD turn out to be the speed input...from the speedo. The light & DSD switch panel on the 2nd man's side was removed and the mounting re-made, together with the conduit from it to the 2nd man's heater. The DSD button, cab interior light switch and heater wires were then fed through to the under-floor panel. New demister negative wires were fed through to the under-floor panels in both cabs. The last two flexible hoses for the air/vac instruments were brought back and are ready for fitting, together with remaining 6. It is not known which pipe is which to the instruments, so these will be connected randomly and sorted out when the system is pressurized and it becomes evident which is which. The support for the driver's desk in no.2 cab was attached to the inner skin and the desk partially re-assembled. The batteries were charged and left to discharge overnight in the on-going re-juvenation attempts through use of an electronic de-sulphation gadget. 10/11/07 Present: Chris L, Chris T, John Chris T put the batteries on charge and filled the loco with smoke - a result of welding no.1 cab DSD pedal frame in place; it has been modified so it can be unbolted for access to pipes behind should this be necessary. John and Chris L took the paint off the rear bulkhead of no.2 cab and the pipework & conduits, in readiness for eventual repainting. 18/11/07 Present: Ian, Paul, Richard Ian and Paul fitted the air pipework (flexible and copper) to the brake valve isolator underneath the second man's desk in no.2 cab. The bracket that holds the two brake valve isolators now needs welding to the floor and also securing to the underside of the secondman's desk top. It is suspected that this end had a collision as well as no.1 end as the floor is raised and the BVI bracket is mis-aligned. The three 90-degree-bend pipes in the boiler room which connect to the three pipes which pass through the bulkhead from the tanks in no.2 cab were also fitted. Richard continued with filling/priming/undercoating the driver's side of no.2 cab. 24/11/07 Present: John, Richard, Adrian John re-fitted the four windscreen-washer U-shaped covers which sit underneath the windscreens at no.1 end, and drilled the holes for the eventual re-fitting of the "squirters". The 3 air gaues in each cab were then connected to random pipes coming up from the floor, to be sorted when air pressure is raised. The horn valve from the 2nd man's side of no.2 end was removed and fitted in no.1 cab driver's side, a new mounting bracket being made, as the original valve and bracket seemingly did not arrive with the loco. An ex-class 47 valve will be used to replace the no.2 cab 2nd man's valve. Richard continued with filling/priming/undercoating the driver's side of no.2 cab. Adrian checked the state of the batteries under load. Cell 20 shows 0V, 35 shows 1.5V. Both look like needing replacement. SG tests still need doing on the other cells but all show 1.8 to 2V under load, implying reasonable condition. The cab lights in no.2 cab were re-instated. 30/11/07 Present: Mark Mark is now helping prepare the bodywork for re-painting, having previously re-painted 47 105 & 47 376. He has started on the centre section of bodyside on the Winchcombe side. The brush marks on the existing undercoat are being removed, and filler being added where necessary. 1/12/07 Present: John John pushed on with the driver's horn mounting bracket, passing it to Mike P for finishing off. 8/12/07 Present: Andy, Ian, John, Richard, Steve, Adrian Mike did us proud yet again, providing a better-than-when-new horn valve and mounting plate, which were put in position under the driver's desk in no.1 cab. Thanks for all the work you've done, Mike.... Andy brought a load of flexible pipe, to be used for the windscreen washers. Thanks Andy! The pipes connect from the washer valves in front of driver & 2nd man to the washer bottles and from the washer bottles to the washer jets under the windscreens. Steve cut the required lengths. Ian fitted the crane fittings to the bulkhead-end of tanks 2 and 5 in no.1 cab. Various bodies then lifted the tanks into position and bulkhead fittings, and some windscreen-end fittings were attached. This means all the tanks are now in position. John cleaned up the cab door droplight window raising/lowering concertina under each cab door window in no.2 cab, which freed up the droplight windows. The floor in no.2 cab was screwed down to prevent the door causing damage to the floor. Richard continued filling, priming and undercoating no.2 cab front, covering up the last remaining piece of unrestored (yellow) bodywork. Steve brought back shaped pieces of wood on which the windscreen wiper motors and sun-shades are fixed in no.1 cab. The no.1 cab driver's windscreen wiper was then re-fitted. Adrian brought back three primed covers for the compressors, cut the kinked 1/2" OD pipe from the compressor governor to tank 3 and fitted a straight coupling. The wires to the power controllers in both cabs were re-connected. Paul & Adrian determined which pipes are still missing or requiring work: 1) MR to AWS CES and Baldwin valve (1/2" OD, also requires reducer from 22mm tee). 2) Short length of 22mm to tank 5 windscreen-end. May be able to make from some of the existing pipe - using 2 off straight couplers to insert the extra section of pipe. 3) Drains from all 3 tanks in no.1 cab (tanks 4,2 & 5) including cocks. 4) Kinked pipe to be cut in boiler room - feed to LMRG. 90 degree 1/2" OD fitting if possible. 5) Feed to replacement (ex cl.47) horn valve in no.2 cab 2nd man's side. Need to find what type of fittings are required. 6) 1/2" OD pipe from AWS timing reservoir to Baldwin valve in no.1 cab. 15/12/07 Present: Chris T, John John carried on with easing the droplight door windows, this time in no.1 cab. Some screws still need drilling out of the door skins and eventual submission was inevitable due to hands being numb with cold. John has vowed to make it his life's work to defeat the remaining screws. Chris T realigned the door lock at no.2 end to suit recent hinge adjustments which means it is now OK again. No.2 cab DSD pedal frame has had previous BR mods cut off, mountings cleaned up and two of the four new demountable lugs have been fitted to the driver's plinth (one is only tacked on at the moment). Chris put the charger on....and on....and on during the day. 22/12/07 Present: John, Paul, George and Ringo. OK: John, Paul, Richard, Steve and Adrian Mark had been down since last time, continuing to make the Winchcombe side of the body extremely smooth; now about half way along that bodyside from no.2 end (see photo) John cleaned up the concertinas under the cab door droplight windows in no.1 cab, which now slide up and down much more freely. An orbital sander was then brandished on the Broadway bodyside to complement Mark's work, starting at no.1 end. Rapid progress was made. Richard applied undercoat to no.2 cab front, covering over last week's primer, then set about Waxoyling the primed floor of no.1 cab driver's side, with Paul hoovering up the detritus first. Steve fixed down the driver's pedestal at no.2 end, after much trimming. Paul and Adrian searched the Hawksworth van for the last pieces of pipe identified last time. Only #6 (listed above) was found, and even then, a gap still remains - a short piece of 1/2" OD pipe and fittings will have to be sourced. Short lengths of pipe with taps that can be used as drains from the tanks in no.1 cab were found but none appeared to fit this loco. Mods can be done to make them fit. Other items found in the Hawksworth were: 1) Cosmetic covers for the brake valves in each cab, as per around the power controllers. One has the piece which fits around the top of the brake valve but needs re-laminating. 2) Fire extinguisher holders - one for each cab 3) Storage boxes which fit above the 2nd man's cab door in each cab for storing the driver's whisky. 4) Instrument back-lighting brackets, one rather battered. All the above are rather rusty after being left in the Hawksworth for 13 years... 5) Two fibre-glass skins which appeared as though they may have fitted in front of the driver's legs, to hide the mass of pipes and stop draughts going up the driver's kilt. These were found not to fit, were a symmetrical pair (ie. not from same side of the cab) and so we assume are off the 33. They may, however, be modifiable. Adrian removed the inner skins from the cab doors in no.1 cab, then fitted a straight coupler to the feed pipe to the cab front window-end of tank 5 in no.1 cab. The new cotter pins were then trial-fitted to the power controller and for-rev control in each cab but were found to be fractionally too large in diameter. The engine room compressor was then started up (last time was 2005), using the battery charger to supplement the batteries, several of which seem to have taken a rapid downturn recently.

070613_InstrumentPanelsRepainted_MikeP_s.jpg 26043_Doggie.jpg 070106_LastBitOfDutch_s.jpg 070106_No2cabSkinFit2ndman_s.jpg 070106_No2cabSkinFitDrivers_s.jpg 070106_AllGrey_s.jpg 070120_OutsideTarpaulin1_s.jpg070121_OutsideTarpaulin_s.jpg__MikeP 070120_OutsideTarpaulin2_s.jpg__MikeP 070120_OutsideTarpaulin3_s.jpg__MikeP 070121_OutsideTarpaulin_s.jpg__MikeP 070210_MainGenerator_s.jpg 070210_BoilerRoomGutterLeak_070210_s.jpg 070210_EngineroomGutterProb2_s.jpg 070210_EngineroomGutterProb_s.jpg 070317_26n45_1_s.jpg 26 and 45 in the shed Cab 2 on-going work 070331_AuxGen_s.JPG 070428_DobbinDiesel_s.jpg 070428_No2cabScottieDogRemoved.jpg 26043_No1endEastfieldLogo.jpg 070428_no2cabCeiling_s.jpg 070526_MP_hard_at_work_s.jpg 070526_No2cabTanksRefitted_s.jpg 070708_no2cab_2ndMansInsulation_s.jpg 070708_no2cab_DriversInsulation_s.jpg 070708_no2cab2ndMansDoorFrame_s.jpg 070722_No1CabDriverSideSteve_s.jpg 070722_No1CabFromOutside_s.jpg 070722_No1CabDriverSide_s.jpg 070722_No1Cab_s.jpg 070808_BatteryBox_s.jpg 070916_VacRaised_s.jpg 071023_ExhaustCover.JPG 071023_No1cabDriversWelded.JPG 071023_WiringInstPanel.JPG 071124_BoilerRoomTankConnections_s.jpg 071124_No2cab2ndMansNewPipe_s.jpg 071124_No2cabKinkedPipe_s.jpg 071124_No2cabBulkhead_s.jpg 071124_No2cabLighting_s.jpg 071208_No1cabTanks_s.jpg 071222_BodysideMark_s.jpg 071223_BrakeValveCovers_Unrestored_s.jpg 071223_Instrument_lights_Unrestored_s.jpg 071223_Cab_storage_Unrestored_s.jpg 071223_BrakeValveBase_Unrestored_s.jpg 071223_CabFireExtinguisherHolders_Unrestored_s.jpg 080101_BrakeValvePlate.JPG

Published in 26 043 restoration

]]> Mon Jan 1 2007 Other Preserved 26s http://26043.fotopic.net/c1018399.html Other Preserved 26s Thursday 1 January 1970: Other Preserved 26s

260xx at Polmadie open day 16/9/2000 26024_Rawtenstall_060709_s.jpg 26024_Bury2_060709_s.jpg 26024_Bury1_060709_s.jpg 26007_071216_SlowSpeedBarrowHill_s.jpg 26007_071216_BarrowHill_s.jpg 26011_071216_BarrowHill_s.jpg 26011_071216_BarrowHill2_s.jpg

Published in 26 043 restoration

]]> Thu Jan 1 1970 2006 http://26043.fotopic.net/c953486.html 7/1/06 Winchcombe bodyside further red-oxided. Rivets drilled out of Broadway side cantrail vents. Lighting wiring cab2 replacing. Engineroom window re-fitted (took all day!) 21/1/06 2 bodyside windows re-fitted. AWS CES and conduit refitted to cab 1. Components of No2 cab power controller sand-blasted. 4/2/06 Another bodysdie window re-fitted. Some of no.2 cab wiring re-installed 18/2/06 B'way side cantrail grills painted black. AWS EP valve replaced on no.1 rear bulkhead. More no.2 cab wiring re-installed. 4/3/06 Stuff happened.......but no report. 18/3/06 Heater replaced in No1 cab. Guttering installed on non-walkway side of engine room. 6/5/06 Sorting the batteries out....again. Hauled the batt boxes out. The electrolyte is very low in some cells, as is the terminal voltage. On charge, but current was very low (only around 5A). Richard painted the non-walkway side internal guttering black on the inside. Paul and I identified some of the air pipes behind No1 cab against the schematics; the ones which will have to be re-connected before the cab desk can go back in. Bizarrely, the 4 cut pipes have also been cut at no 2 end but no others have been cut, so it's possible that these were cut years before the locos were scrapped. Alan has made 3 copies of the door latch, so we now have 4, ready to be fitted. Paul and Richard put another window in (engine room). 20/5/06 no report - AGS not there 3/6/06 no report - AGS not there 18/6/06 (Sunday) Paul and Richard put the centre window in cab 2. Adrian did more work on the heaters in cab 1 and traced more air/vac pipes. Ian was helping with removing the radiator from 24 081. 30/6/06 Paul and Adrian cut out rotten metal on No1 cab drivers side door frame, as the door would not close correctly and cut a slot for the new door latches on the drivers and 2nd man's doors (the latches of the "new" class 33 doors are a different size and in a different position to the original class 26 doors). Adrian checked the cab heater elements; one of the elements from the four in the large heater at the rear of cab 1 was removed, to be used on its own, on one of the cab sides, as one is missing. Two brackets and insulating collars will need to be sourced). 15/7/06 Richard and Paul replaced another engine-room window and undercoated the driver's front window in cab 2. A template of the window had to be made to aid re-construction of the frame. Ian continued to sort out the cantrail grilles on the Winchcombe side. 29/7/06 Paul applied copious amounts of filler to the driver's window area of no. 2 cab. Ian again continued to sort out the cantrail grilles on the Winchcombe side. Adrian, armed with photos of 26024, identified some of the spaghetti of air/vac tubing and conduit made a start on replacing it, and took some wooden window-ledge sections away to make copies. 12/8/06 Ian completed the grinding and riveting of the cantrail grilles on the Winchcombe side. Steve, Andy & Adrian re-fitted the AWS bell to no.1 cab ceiling, re-fitted no.1 cab master controller following refurbishment and identified more of the spaghetti of air/vac pipes stored in the Hawksworth van. A start was made on re-fitting the window ledges to the driver's side of no.1 cab and both sides of no.2 cab. 26/8/06 Ian primed the remaining grilles on the Winchcombe side - now just needing the black topcoat. Adrian continued the struggle with the batteries: Some cells have deteriorated over the last year, so that now the engine room lights are very dim. Clearly the cells are not in a state to turn the engine over. A hydrometer will be dunked in the cells to find which ones are bad. More brackets for the roof-mounted air tanks in cab 1 were fitted and pipework identified. The seized sanding pedal in cab 1 was disconnected and taken away to be freed up. Most importantly: A tidy up was had ! 10/9/06 (Diesel gala) Painting and trial-fitting driver's front window in no.2 cab. 16/9/06 (CMDG meeting) Paul and new recruit Chris fitted the driver's front window in no.2 cab but had to remove it when a weld cracked. Chris painted the black top-coat on the remaining cantrail louvres on the Winchcombe side. Adrian re-fitted the vacuum hoses to both ends; the intention being to get the vacuum system air-tight in order to run up the exhausters and test the system. The brake valve for no.1 cab was placed in position; this will be re-fitted soon. Adrian brought the renovated sanding pedal and bracket from no.1 cab back took away the straight air brake valve and desk from no.2 cab for cleaning. 23/9/06 A successful trial fit was done of both no.2 cab front screens. Just need to undercoat and topcoat the secondmans surround and undercoat and topcoat the small areas Allan welded on driver's side. Chris L made a start to undercoat the red oxide on bodyside. Drivers side no1 cab door frame has new section welded in and primed. Forward planning ---------------------- - Fit both front screens no.2 cab - Undercoat and topcoat the secondmans surround and undercoat and topcoat the small areas Allan welded on drivers side. Sealant in gaps between the 2 skins in certain places. - Continue undercoating the red oxide on bodyside. - Horn access top panels. Ali plate to be cut to size and painted. Small metal blocks to be riveted/screwed to the housing with a hole tapped in the middle to take 8mm bolt that will hold down the panel. - Cab rebuild no1 end: Continue - Repaint engine room machines & walls - Door catches to be welded on. - Secure bolts on inside of doors. - Fit a yale lock or similar to one door. 24/9/06 (work-day) Adrian removed the 2nd man's desk, the handbrake wheel and the centre console from no.2 cab, housing the windscreen washer fluid bottles (some liquid still in them...). The removed items were taken away for restoration. The Baldwin (AWS) valve on the rear bulkhead of no.1 cab was re-fitted with secure mountings and the AWS horn was fitted just above. The copper pipe linking these two was located from the spaghetti of pipes found in the Hawksworth. This will need shortening slightly to fit. 30/9/06 Alan welded the new door catches in place. These are necessary due to the ex-class 33 doors with droplight windows. Adrian fitted new wood to cab 2 window surrounds and above the windows, which the fibre-glass ceiling will attach to. Wood is ready which will provide the mounting for the panels on driver's and 2nd man's side. Adrian started fitting a Yale lock to the driver's door on no.2 cab. The barrel needs fitting - a long metal bar is required to complete this. 7/10/06 Present: Paul, Ian, Richard, Chris L, the Canadian guy (sorry don't remember your name) and Chris T. Both remaining no.2 cab front windows were fitted, cantrail drain pipes were unblocked and additional drains planned, remaining louvres were top coated, loads of undercoating went on. Ian got a drawing of mounting blocks to make for the horn covers, filling and fibreglassing were planned, Richard discovered a damaged gutter under one of the resistor banks that will need cutting out and a new piece fabricated, the fire extinguisher pipe was secured back to the bodyside. 21/10/06 Chris L painted more grey undercoat, finished doing round No.1 cab. Richard and Steve dug out some of the soft filler further along the bodyside towards no.2 cab. Adrian took some spare laminate that Andy procured years ago to fit to no.2 cab 2nd man's desk, replaced the fire alarm break glass in no.1 cab and sorted through more piping, ready to make some new pipes out of the many apparent spare pieces. 4/11/06 (Diesel gala) 11/11/06 Richard continued with the repair of the awkward-to-get-to guttering on the far side of the boiler room, which had corroded into non-existence in parts. As it cannot practically be cut out, a fibre-glass sheet will be used inside the old guttering to effect a gutter. Adrian (thanks AndyR) identified 8 of the spaghetti of pipes as being from the horn valves, 2 each per side per cab. These were placed in position. 18/11/06 Paul continued with replacing the mountings for the horn grill roof covers, fitting threaded blocks of steel to no2 end so that the cover bolts down in 6 places. He made a start no1 end, adding ali strip to give extra strength between the fibre glass skin and threaded blocks. 25/11/06 Chris L undercoated the Winchcombe side of the engine, following sanding the previous week. It needs some more filling to finish off. Left to do is most of the Broadway side and the cab end, much filling needed on the cab. 2/12/06 The loco is due to be moved out of the David Paige shed imminently. Chris L continued to undercoat the Winchcombe body-side. Chris T secured the guttering over the 2nd man's window at no. 2 end and sealed the newly-fitted horn access covers. Adrian completed the fitting of the Yale lock and pushed on with the fitting of the windscreen wipers, with Paul. 10/12/06 Paul fitted a cover on the roof over the exhaust to prevent water ingress while Richard did some grinding on no.1 cab roof. Adrian continued with the fitting of the windscreen wipers. 13/12/06 Paul finished the 2 "new" handrail recesses the Broadway side of the 26, that leaves one left to complete at No1 end 2nd man's side. The 4 "newly primed handrail channels will need undercoating asap. These channels were welded after loco came to GWR as the old ones had been removed to examine for asbestos. 16/12/06 Adrian fitted the wipers to no.2 cab 17/12/06 Paul made further progress priming bare metal and undercoating the handrail recesses in readiness for the imminent move outside the shed. 27/12/06 Adrian fitted the windscreen wiper motor on the 2nd man's side of cab 1....scuppered by blunt drill bits from doing driver's side. Andy brought back a floor section from cab 1 which he modified to clear the main vac pipe. Sunday 1 January 2006: 7/1/06 Winchcombe bodyside further red-oxided. Rivets drilled out of Broadway side cantrail vents. Lighting wiring cab2 replacing. Engineroom window re-fitted (took all day!) 21/1/06 2 bodyside windows re-fitted. AWS CES and conduit refitted to cab 1. Components of No2 cab power controller sand-blasted. 4/2/06 Another bodysdie window re-fitted. Some of no.2 cab wiring re-installed 18/2/06 B'way side cantrail grills painted black. AWS EP valve replaced on no.1 rear bulkhead. More no.2 cab wiring re-installed. 4/3/06 Stuff happened.......but no report. 18/3/06 Heater replaced in No1 cab. Guttering installed on non-walkway side of engine room. 6/5/06 Sorting the batteries out....again. Hauled the batt boxes out. The electrolyte is very low in some cells, as is the terminal voltage. On charge, but current was very low (only around 5A). Richard painted the non-walkway side internal guttering black on the inside. Paul and I identified some of the air pipes behind No1 cab against the schematics; the ones which will have to be re-connected before the cab desk can go back in. Bizarrely, the 4 cut pipes have also been cut at no 2 end but no others have been cut, so it's possible that these were cut years before the locos were scrapped. Alan has made 3 copies of the door latch, so we now have 4, ready to be fitted. Paul and Richard put another window in (engine room). 20/5/06 no report - AGS not there 3/6/06 no report - AGS not there 18/6/06 (Sunday) Paul and Richard put the centre window in cab 2. Adrian did more work on the heaters in cab 1 and traced more air/vac pipes. Ian was helping with removing the radiator from 24 081. 30/6/06 Paul and Adrian cut out rotten metal on No1 cab drivers side door frame, as the door would not close correctly and cut a slot for the new door latches on the drivers and 2nd man's doors (the latches of the "new" class 33 doors are a different size and in a different position to the original class 26 doors). Adrian checked the cab heater elements; one of the elements from the four in the large heater at the rear of cab 1 was removed, to be used on its own, on one of the cab sides, as one is missing. Two brackets and insulating collars will need to be sourced). 15/7/06 Richard and Paul replaced another engine-room window and undercoated the driver's front window in cab 2. A template of the window had to be made to aid re-construction of the frame. Ian continued to sort out the cantrail grilles on the Winchcombe side. 29/7/06 Paul applied copious amounts of filler to the driver's window area of no. 2 cab. Ian again continued to sort out the cantrail grilles on the Winchcombe side. Adrian, armed with photos of 26024, identified some of the spaghetti of air/vac tubing and conduit made a start on replacing it, and took some wooden window-ledge sections away to make copies. 12/8/06 Ian completed the grinding and riveting of the cantrail grilles on the Winchcombe side. Steve, Andy & Adrian re-fitted the AWS bell to no.1 cab ceiling, re-fitted no.1 cab master controller following refurbishment and identified more of the spaghetti of air/vac pipes stored in the Hawksworth van. A start was made on re-fitting the window ledges to the driver's side of no.1 cab and both sides of no.2 cab. 26/8/06 Ian primed the remaining grilles on the Winchcombe side - now just needing the black topcoat. Adrian continued the struggle with the batteries: Some cells have deteriorated over the last year, so that now the engine room lights are very dim. Clearly the cells are not in a state to turn the engine over. A hydrometer will be dunked in the cells to find which ones are bad. More brackets for the roof-mounted air tanks in cab 1 were fitted and pipework identified. The seized sanding pedal in cab 1 was disconnected and taken away to be freed up. Most importantly: A tidy up was had ! 10/9/06 (Diesel gala) Painting and trial-fitting driver's front window in no.2 cab. 16/9/06 (CMDG meeting) Paul and new recruit Chris fitted the driver's front window in no.2 cab but had to remove it when a weld cracked. Chris painted the black top-coat on the remaining cantrail louvres on the Winchcombe side. Adrian re-fitted the vacuum hoses to both ends; the intention being to get the vacuum system air-tight in order to run up the exhausters and test the system. The brake valve for no.1 cab was placed in position; this will be re-fitted soon. Adrian brought the renovated sanding pedal and bracket from no.1 cab back took away the straight air brake valve and desk from no.2 cab for cleaning. 23/9/06 A successful trial fit was done of both no.2 cab front screens. Just need to undercoat and topcoat the secondmans surround and undercoat and topcoat the small areas Allan welded on driver's side. Chris L made a start to undercoat the red oxide on bodyside. Drivers side no1 cab door frame has new section welded in and primed. Forward planning ---------------------- - Fit both front screens no.2 cab - Undercoat and topcoat the secondmans surround and undercoat and topcoat the small areas Allan welded on drivers side. Sealant in gaps between the 2 skins in certain places. - Continue undercoating the red oxide on bodyside. - Horn access top panels. Ali plate to be cut to size and painted. Small metal blocks to be riveted/screwed to the housing with a hole tapped in the middle to take 8mm bolt that will hold down the panel. - Cab rebuild no1 end: Continue - Repaint engine room machines & walls - Door catches to be welded on. - Secure bolts on inside of doors. - Fit a yale lock or similar to one door. 24/9/06 (work-day) Adrian removed the 2nd man's desk, the handbrake wheel and the centre console from no.2 cab, housing the windscreen washer fluid bottles (some liquid still in them...). The removed items were taken away for restoration. The Baldwin (AWS) valve on the rear bulkhead of no.1 cab was re-fitted with secure mountings and the AWS horn was fitted just above. The copper pipe linking these two was located from the spaghetti of pipes found in the Hawksworth. This will need shortening slightly to fit. 30/9/06 Alan welded the new door catches in place. These are necessary due to the ex-class 33 doors with droplight windows. Adrian fitted new wood to cab 2 window surrounds and above the windows, which the fibre-glass ceiling will attach to. Wood is ready which will provide the mounting for the panels on driver's and 2nd man's side. Adrian started fitting a Yale lock to the driver's door on no.2 cab. The barrel needs fitting - a long metal bar is required to complete this. 7/10/06 Present: Paul, Ian, Richard, Chris L, the Canadian guy (sorry don't remember your name) and Chris T. Both remaining no.2 cab front windows were fitted, cantrail drain pipes were unblocked and additional drains planned, remaining louvres were top coated, loads of undercoating went on. Ian got a drawing of mounting blocks to make for the horn covers, filling and fibreglassing were planned, Richard discovered a damaged gutter under one of the resistor banks that will need cutting out and a new piece fabricated, the fire extinguisher pipe was secured back to the bodyside. 21/10/06 Chris L painted more grey undercoat, finished doing round No.1 cab. Richard and Steve dug out some of the soft filler further along the bodyside towards no.2 cab. Adrian took some spare laminate that Andy procured years ago to fit to no.2 cab 2nd man's desk, replaced the fire alarm break glass in no.1 cab and sorted through more piping, ready to make some new pipes out of the many apparent spare pieces. 4/11/06 (Diesel gala) 11/11/06 Richard continued with the repair of the awkward-to-get-to guttering on the far side of the boiler room, which had corroded into non-existence in parts. As it cannot practically be cut out, a fibre-glass sheet will be used inside the old guttering to effect a gutter. Adrian (thanks AndyR) identified 8 of the spaghetti of pipes as being from the horn valves, 2 each per side per cab. These were placed in position. 18/11/06 Paul continued with replacing the mountings for the horn grill roof covers, fitting threaded blocks of steel to no2 end so that the cover bolts down in 6 places. He made a start no1 end, adding ali strip to give extra strength between the fibre glass skin and threaded blocks. 25/11/06 Chris L undercoated the Winchcombe side of the engine, following sanding the previous week. It needs some more filling to finish off. Left to do is most of the Broadway side and the cab end, much filling needed on the cab. 2/12/06 The loco is due to be moved out of the David Paige shed imminently. Chris L continued to undercoat the Winchcombe body-side. Chris T secured the guttering over the 2nd man's window at no. 2 end and sealed the newly-fitted horn access covers. Adrian completed the fitting of the Yale lock and pushed on with the fitting of the windscreen wipers, with Paul. 10/12/06 Paul fitted a cover on the roof over the exhaust to prevent water ingress while Richard did some grinding on no.1 cab roof. Adrian continued with the fitting of the windscreen wipers. 13/12/06 Paul finished the 2 "new" handrail recesses the Broadway side of the 26, that leaves one left to complete at No1 end 2nd man's side. The 4 "newly primed handrail channels will need undercoating asap. These channels were welded after loco came to GWR as the old ones had been removed to examine for asbestos. 16/12/06 Adrian fitted the wipers to no.2 cab 17/12/06 Paul made further progress priming bare metal and undercoating the handrail recesses in readiness for the imminent move outside the shed. 27/12/06 Adrian fitted the windscreen wiper motor on the 2nd man's side of cab 1....scuppered by blunt drill bits from doing driver's side. Andy brought back a floor section from cab 1 which he modified to clear the main vac pipe.

Cantrail vent cleaning - mucky work Refitted AWS CES and vac cylinder in No1 cab A day spent replacing an engine-room window Cantrail vents: Painting Cantrail vents: Riveting re-done on Broadway side Cantrail vents: covers almost ready to be refitted to Broadway side Cantrail vents painted No1 cab Heater Fitted Spare traction motor blower brake cylinder and cylinder head Spare exhauster Spare exhauster Spare rad fan Spare rad fan No1 cab controller re-fitted No1 cab controller re-fitted No1 cab Gauges Unrestored Cantrail vents in primer Cantrail vents topcoated Cantrail vents: Working 060930_BroadwaySide_s.jpg 060930_Cab2_woodwork_s.jpg 061021_TopcoatSide_1.JPG 061021_TopcoatSide_2.JPG 061202_BroadwaySide1_s.jpg 061202_No1cabHornHatch_s.jpg 061202_BodyworkChris_s.jpg 061202_BroadwaySide2_s.jpg 061216_No2cabWipers1_s.jpg 061216_No2cabWipers2_s.jpg 061216_26_47_and_shunter_s.jpg

Published in 26 043 restoration

]]> Sun Jan 1 2006 26s on BR http://26043.fotopic.net/c797639.html 26s on BR Friday 1 January 1960: 26s on BR

26043 on Ayr depot.A Rowlands collection 26043 on Ayr depot.A Rowlands collection D5343 Inverness July 70 (c) G Wareham 26007+47443 on 10:45 Leeds-Carlisle 24/2/1990.(c) J Spencer Unknown 26 at Inverness August 1981.(c)David Varley 26035 and another at Inverness 1993.(c) A Spencer 26008 AyrYard 7/8/1980 (c)_I_Boskett 26019 Inverness 8/8/80 (c)_I_Boskett 26013 Crewe 16/11/1980 (c)_I_Boskett 25001 26260 Millerhill 9/8/1980 (c)_I_Boskett

Published in 26 043 restoration

]]> Fri Jan 1 1960 2005 http://26043.fotopic.net/c797617.html 8th Jan Both battery boxes were heaved out & the defective cells changed for the `new' ones. This is not as simple as it sounds, requiring multiple disconnections & reconnections of the linking strips, and manhandling the cells in & out, which are not exactly lightweight, after which Graham topped them all up & checked them with the hydrometer. The loco was then left on charge all day. The Broadway side mid-body door had its hinge fixings drilled out & the door was removed for Alan Jones to weld a new base where it had rotted. A start was made on cleaning the cantrail-level outer grilles, and much rotten steel was cut out around the Driver's front & side windows at No.2 end. Both tail lights were cleaned back to bare Aluminium and much old filler was removed from No.2 cab front, as rust had got behind it. Lastly, the �gutters� over the tail lights at No. l end were removed, as they are not an original feature & were less than useful, and yet more filling, sanding & painting was done around No. l cab & it is now starting to look much more respectable. At the end of the day, the loco was filled with water, and we again attempted to motor the power unit, this time with success! ! We repeated it twice to make sure it wasn't a fluke, and the next step is to do the same again with the de-compressor plugs in situ but have the fuel injectors isolated before going for the full start-up. 22nd Jan No.2 end Secondman's cabside window frame was removed to allow Alan to use the hole as a template to fabricate a new section of steel over the Driver's side window, which had previously had the rotten steel cut away. This revealed extensive corrosion around the Secondman's window and in the corner pillar, which will need extensive rebuilding. Alan also started to fit new steel over the Driver's windscreen. A start was made on grinding corroded steel back to bare metal around No.2 cab front. A build-up of debris was removed from inside No. l cab roof horn recess, and drain holes were drilled in either corner to hopefully prevent or at least reduce any further accumulation of water that had been seeping through the fibreglass into No.l cab. More grinding back of corrosion was done around the Driver's side radiator opening, and it was later painted in red oxide, to show more clearly areas needing filling. The Broadway side mid-�body door, which Alan had rebuilt the bottom of, had rust cleaned off the inside, had drain holes drilled and was painted in red oxide ready for refitting. Five of the cantrail level aluminium inner air filter grilles on the Winchcombe side were cleaned and painted in etched primer. 5th Feb Since our last workday, Alan had cut out rot & rebuilt the steel around both No.2 end Driver's side front & side windows and to�day fabricated & fitted the mounting bracket for the windscreen wiper then began work on re-plating a section of the lower cabside that had completely rotted through. Adrian had offered to take on the role of re-commissioning the electrical systems and spent most of today poring over the schematics, by mid afternoon had got all four tail & marker lights working at No. l end & had identified some of the wires whose function was uncertain. The BR-fabricated horn recess cover was removed from No.2 cab roof, revealing the truly horrible state of the fibreglass underneath and the various 'quick-fix' botched repairs done by BR depots over the years. It seems likely that some collision or impact at roof level all but removed the original horn cover resulting in the mess now revealed. One of the bodyside window glasses was removed to allow attention to the steel around the opening & so the glass can be cleaned. A start was made on grinding the cantrail weld lines back along the Winchcombe side, three more of the cantrail grilles were cleaned and painted & more grinding & filling was done around No. l cab. 19th Feb The remaining three bodyside window glasses were re�moved and the aluminium frames cleaned up, and corrosion on the steel round the openings was ground out. Filler was applied above the Driver's side opening window where the fibreglass repairs had been made some time ago. This and other filler was then rubbed down & another coat of red oxide was applied around the whole cab front & sides. Adrian continued his inspection of the lighting circuits in No.2 cab and was able to illuminate the marker & tail lights on the Driver's side, but the wiring is damaged on the Secondman's side, which will be attended to when we start work on No.2 cab once No. l cab is finished. No more welding can be done until the car park resurfacing is finished, as Alan is unable to get his vehicle to the engine shed. 5th Mar. Paul & I had asked Paul Jordan to come & join Adrian to explain where he had got to with testing the auxiliary circuits, and one of the first things they found was that for some reason, several battery cells had gone completely dry, so they spent much of the day refilling them with distilled water & testing all the cells with a hydrometer. We will have to have the loco back down the yard to put the batteries on charge, as the small charger in the shed does not like charging batteries from flat. No.2 end Secondman's windscreen was removed and much more rotten steel was cut out around and below it. Bodywork repairs continue along the Winchcombe side of the loco, with the area from the radiator grille to the bodyside door now about half finished, and a start was made on grinding the weld lines back on the cantrail repairs on the Broadway side. 13th Mar (AGM day) Whilst I carried on doing bodywork, Adrian disconnected the electrical & air supplies to No. l cab control pedestal, as both the direction lever & power controller were seized, then I helped him remove it from the loco. Matt happened to come into the shed at this time, and offered Adrian various advice on how to strip & clean the various electrical & mechanical parts. As I was coming up to the AGM, Adrian was loading the pedestal into his car to take it home. After the AGM, I carried on filling, sanding and painting & before I knew where I was, it was almost 7pm! 2nd Apr With Richard on Secondman duties twice during the day, he wasn't able to do all that much apart from removing the Secondman's windscreen at No. l end (so we could replace the old rubbers with new ones that Paul had purchased), rubbing down, priming & undercoating round the aperture. While Steve started sanding down filler previously applied along the Winchcombe side of the body, I arranged with Richard Drewitt for the 26 to be positioned on the unloading road on the Saturday of the upcoming diesel gala, weather permitting. If rain is likely, we won't do it as No.2 end has no windscreens and there are no bodyside windows on the Winchcombe side. Steve & I did as much filling and sanding as we could, leaving us time to paint red oxide from the radiators to the mid-body door. This will serve two purposes; it will make the loco look better for the gala & show up more clearly those areas that still require filling. 16th Apr We didn't put the 26 outside for the gala in the end, as rain was forecast for the Saturday. In the event, of course, it didn't rain, but that's just typical; if we'd put it outside you could guarantee it would have! Today, we put the Secondman's windscreen back in at No. l end, but unfortunately, either the new rubber is of a slightly thicker profile, or the aperture is slightly undersize, because the top of the windscreen barely fits in the rubber & is almost at 90� to the correct angle it should be, so we'll have to remove it again & trim some more off the aperture. Chris Leigh did some more grinding of weld lines. Between April and June, I could not add anything else to this report, because my PC stopped working, and was only fixed in late June. During this time, the majority of the work was still concentrating on doing as much bodywork as possible while we are still in the engine shed. About 1/3 of the Winchcombe side is now repaired, filled, sanded & painted in red oxide. While we were doing this, Adrian and new recruit Chris were gradually working on remov�ing both drivers control pedestals, stripping them down and freeing the stuck power handle mechanisms. In June, they also ran up both exhausters, both compressors, the traction motor blower and the rad fan, which surprised me, as I had expected at least some of them would refuse to work without remedial attention, as they had not been powered since 1995. The exhausters will have their carbon brushes renewed, as we know one is missing at least one brush, and the rad fan motor bearings will need lubricating, as they are a little noisy. Ade also identified several small control relays in the electrical cubicle that had broken or cracked insulators and auxiliary contacts, and he started removing them to attempt repairs. During mid-June, several attempts were made to motor the power unit under full compression, to prove the batteries were capable of doing the job. These were sufficiently successful that it was decided to go for a start-up. The combination of the 12 �new� battery cells plus the �Batt-aid� tablets seems to have done the trick & the batteries now seem to be holding the charge quite well. On Saturday 18th June, Paul & Adrian had a `dress rehearsal' of a start-up by partially starting to see if it looked like it wanted to go, then closing the fuel rack to stop a full fire-up & avoid filling the shed with blue smoke in the process. 2nd Jul Adrian got there early and put the batteries on charge to give them a final blast, and spent the morning making sure the starting circuits were okay. The engine oil was topped up as we had previously only filled it to the minimum level. Chris C. fitted the engine room lighting change-over switch to the rear bulkhead of No. l cab, put together the bulkhead connector for the fire detection system & connected its wires. The electrical cubicle panels in the boiler room were removed to reveal the back of the cubicle and five sets of broken auxiliary contacts were removed to see if they can be mended. Just before lunch, Ian Cheshire's 14 dragged the loco outside, and after setting up my video camera outside & with Steve Gorman filming inside, we went for it, and this time ...it was successful! Hooray!! After running for about 20 mins, Paul thought one injector was not firing, as the fuel was coming out of the bypass tube. We shut down and tightened the crank case door on one side, as it was seeping oil, then started up again about 15 mins later. We let it run for about half an hour, and no other faults showed themselves. This is a significant milestone in the restoration of 26043, and for those of you who didn't know, this is the first time the power unit has been run since 1995! A third start-up in the afternoon was also successful, proving the batteries have been successfully revived. The loco was finally shunted back inside the shed later in the afternoon, the batteries put on charge again, and while Ade removed two more damaged relays, Chris fitted the missing aux. contact onto the Field Divert Relay and removed an unused aux. contact from the Earth Fault Contactor to replace a missing one on the Power Control Relay, which has to be complete before the loco can move under its own power. All in all, I think a pretty good day. 10th Jul While Chris continued grinding & filling along the bodyside, Richard & Steve removed the Secondman's cab door from No. l cab, removed the remains of the rubber weather seal & ground out rust from the door pillars. With Paul, they removed the Secondman's windscreen from No.1 cab & ground a small amount of metal to hopefully allow the window to seat properly. The glass was test-fitted and it seemed much better, so it was removed again & the cut area of the window frame painted with red oxide. 30th Jul Whilst Paul & Richard refitted the Secondman's windscreen, Bob continued the dismantling of one of the power controller pedestals, I applied some fibreglass reinforcing to four sets of the damaged auxiliary contacts Adrian had removed from various relays in the electrical cubicle which he had repaired with araldite. 27th Aug Our team has been boosted by Ian who, having sold his Class 14 D9539, has joined us to work on the 26. Ian did more work on one of the Class 33 cab doors in preparation for fitting it to No.1 cab. Chris dismantled one of the exhauster speed-up relays that had a broken coil energizing connection, cleaned it up & re-assembled it ready for repair of the coil connection & re-installation in the electrical cubicle, then he & Paul, with help from Matt Thomas, removed the two cam shafts from No. l cab driver's control pedestal. Paul took the camshafts away with him to see if he can obtain new bearings, as the old ones are unusable due to water penetration rusting them. That pedestal is now completely dismantled ready for cleaning of it & its components, fitting of new springs & reassembly. I re-fibreglassed two of the auxiliary relay contacts Ade had repaired with araldite, as the first attempt at fibreglassing resulted in two of the four not going off. I then cleaned the five air-pipe connections on the Air / Vacuum Isolating Valve that Steve Beniston had acquired for us & its air pipes on the brake frame, then fitted the valve. Paul borrowed a specially cut-down spanner to tighten the pipe nuts, as they are too close together to allow normal spanners or adjustables to be used. 10th Sept While Ade spent the day refitting the repaired auxiliary contacts to various relays in the electrical cubicle & removing the four traction motor contact tips for cleaning, Ian continued work on one of the ex-Class 33 cab doors to make it fit No. 1 cab. Paul worked on the stripped power control pedestal. Steve & I tidied up the filling along the Winchcombe body side & applied another coat of red oxide to areas that had not been done, or where more filling had been applied over the paint. 23rd Sept Adrian had acquired from another 26-owning group two spare relay contacts to replace two of our broken ones, and he fitted one set of the contacts. Steve & Chris began checking the mountings for the AWS equipment to go on the rear bulkhead in No. 1 cab. Paul Jordan paid a visit & gave Ade a drawing he had made of the AWS circuits. Ade also removed the rusted cable trunking underneath No.2 cab floor & started replacing it with PVC trunking as we had done in No. l cab, got the last tail & marker lights working & fitted some of the cab switches. 1st Oct. Lots of rust was cleared from No.2 cab floor, rotted cable trunking from the underfloor junction box to the Secondman's side was cut away & was replaced with PVC trunking, the first of the new springs were fitted to the field divert pilot motor & load regulator & their contacts were cleaned. The traction motor contactor tips & three of the five arc chutes were refitted and one broken arc chute clamp was taken away for repair or to have a new one made. The top surface of the No.1 cab power control pedestal was cleaned of rust. 8th Oct. The Oil Pressure Relay, which had been sticking, was freed off & its contacts cleaned. The last two auxiliary relay contacts were reinforced with fibreglass & refitted into the electrical cubicle. Ade got an air supply into the cubicle to see if the traction motor contactors would close, and to see if the reverser would operate, as they are all electro-pneumatic. The Power Control Relay was energized from the batteries, and the contactors closed, but because the power unit was not running, there was insufficient current available & both the power control relay and the motor contactors jumped in & out. When the power control relay was manually held closed (by a piece of wood!), the motor contactors closed & remained so until the relay was released. This proves yet another part of the loco works & there is no reason why it cannot move under its own power now, coupled to another loco to pro¬vide an air supply and brake force & we intend to do this in the near fu¬ture. Areas of the loco body that were still bare metal were beginning to show a slight layer of surface rust, and with the winter approaching, they were cleaned back to bright metal and two coats of red oxide were applied to these areas. 19th Nov. After lunch, the second, larger half of the inner cab roof was fitted into No. l cab, and the first two of the air tank brackets were fitted, although the identifying marks I put on them after cleaning them some time ago now appear to be incorrect, as there was some mis-alignment, so we will probably have to offer one of the tanks up to see which way round the brackets should be. With all four ex-33 cab doors now fitted and the inner cab roof, No. l cab is starting to look a lot better. 27/12/05 Final elec contact fitted (sent from Strathspey). Rotten guttering inside engineroom removed. 31/12/05 Smooting Winchcombe side and cleaning cantrail vents (mucky work). Saturday 1 January 2005: 8th Jan Both battery boxes were heaved out & the defective cells changed for the `new' ones. This is not as simple as it sounds, requiring multiple disconnections & reconnections of the linking strips, and manhandling the cells in & out, which are not exactly lightweight, after which Graham topped them all up & checked them with the hydrometer. The loco was then left on charge all day. The Broadway side mid-body door had its hinge fixings drilled out & the door was removed for Alan Jones to weld a new base where it had rotted. A start was made on cleaning the cantrail-level outer grilles, and much rotten steel was cut out around the Driver's front & side windows at No.2 end. Both tail lights were cleaned back to bare Aluminium and much old filler was removed from No.2 cab front, as rust had got behind it. Lastly, the ___gutters___ over the tail lights at No. l end were removed, as they are not an original feature & were less than useful, and yet more filling, sanding & painting was done around No. l cab & it is now starting to look much more respectable. At the end of the day, the loco was filled with water, and we again attempted to motor the power unit, this time with success! ! We repeated it twice to make sure it wasn't a fluke, and the next step is to do the same again with the de-compressor plugs in situ but have the fuel injectors isolated before going for the full start-up. 22nd Jan No.2 end Secondman's cabside window frame was removed to allow Alan to use the hole as a template to fabricate a new section of steel over the Driver's side window, which had previously had the rotten steel cut away. This revealed extensive corrosion around the Secondman's window and in the corner pillar, which will need extensive rebuilding. Alan also started to fit new steel over the Driver's windscreen. A start was made on grinding corroded steel back to bare metal around No.2 cab front. A build-up of debris was removed from inside No. l cab roof horn recess, and drain holes were drilled in either corner to hopefully prevent or at least reduce any further accumulation of water that had been seeping through the fibreglass into No.l cab. More grinding back of corrosion was done around the Driver's side radiator opening, and it was later painted in red oxide, to show more clearly areas needing filling. The Broadway side mid-___body door, which Alan had rebuilt the bottom of, had rust cleaned off the inside, had drain holes drilled and was painted in red oxide ready for refitting. Five of the cantrail level aluminium inner air filter grilles on the Winchcombe side were cleaned and painted in etched primer. 5th Feb Since our last workday, Alan had cut out rot & rebuilt the steel around both No.2 end Driver's side front & side windows and to___day fabricated & fitted the mounting bracket for the windscreen wiper then began work on re-plating a section of the lower cabside that had completely rotted through. Adrian had offered to take on the role of re-commissioning the electrical systems and spent most of today poring over the schematics, by mid afternoon had got all four tail & marker lights working at No. l end & had identified some of the wires whose function was uncertain. The BR-fabricated horn recess cover was removed from No.2 cab roof, revealing the truly horrible state of the fibreglass underneath and the various 'quick-fix' botched repairs done by BR depots over the years. It seems likely that some collision or impact at roof level all but removed the original horn cover resulting in the mess now revealed. One of the bodyside window glasses was removed to allow attention to the steel around the opening & so the glass can be cleaned. A start was made on grinding the cantrail weld lines back along the Winchcombe side, three more of the cantrail grilles were cleaned and painted & more grinding & filling was done around No. l cab. 19th Feb The remaining three bodyside window glasses were re___moved and the aluminium frames cleaned up, and corrosion on the steel round the openings was ground out. Filler was applied above the Driver's side opening window where the fibreglass repairs had been made some time ago. This and other filler was then rubbed down & another coat of red oxide was applied around the whole cab front & sides. Adrian continued his inspection of the lighting circuits in No.2 cab and was able to illuminate the marker & tail lights on the Driver's side, but the wiring is damaged on the Secondman's side, which will be attended to when we start work on No.2 cab once No. l cab is finished. No more welding can be done until the car park resurfacing is finished, as Alan is unable to get his vehicle to the engine shed. 5th Mar. Paul & I had asked Paul Jordan to come & join Adrian to explain where he had got to with testing the auxiliary circuits, and one of the first things they found was that for some reason, several battery cells had gone completely dry, so they spent much of the day refilling them with distilled water & testing all the cells with a hydrometer. We will have to have the loco back down the yard to put the batteries on charge, as the small charger in the shed does not like charging batteries from flat. No.2 end Secondman's windscreen was removed and much more rotten steel was cut out around and below it. Bodywork repairs continue along the Winchcombe side of the loco, with the area from the radiator grille to the bodyside door now about half finished, and a start was made on grinding the weld lines back on the cantrail repairs on the Broadway side. 13th Mar (AGM day) Whilst I carried on doing bodywork, Adrian disconnected the electrical & air supplies to No. l cab control pedestal, as both the direction lever & power controller were seized, then I helped him remove it from the loco. Matt happened to come into the shed at this time, and offered Adrian various advice on how to strip & clean the various electrical & mechanical parts. As I was coming up to the AGM, Adrian was loading the pedestal into his car to take it home. After the AGM, I carried on filling, sanding and painting & before I knew where I was, it was almost 7pm! 2nd Apr With Richard on Secondman duties twice during the day, he wasn't able to do all that much apart from removing the Secondman's windscreen at No. l end (so we could replace the old rubbers with new ones that Paul had purchased), rubbing down, priming & undercoating round the aperture. While Steve started sanding down filler previously applied along the Winchcombe side of the body, I arranged with Richard Drewitt for the 26 to be positioned on the unloading road on the Saturday of the upcoming diesel gala, weather permitting. If rain is likely, we won't do it as No.2 end has no windscreens and there are no bodyside windows on the Winchcombe side. Steve & I did as much filling and sanding as we could, leaving us time to paint red oxide from the radiators to the mid-body door. This will serve two purposes; it will make the loco look better for the gala & show up more clearly those areas that still require filling. 16th Apr We didn't put the 26 outside for the gala in the end, as rain was forecast for the Saturday. In the event, of course, it didn't rain, but that's just typical; if we'd put it outside you could guarantee it would have! Today, we put the Secondman's windscreen back in at No. l end, but unfortunately, either the new rubber is of a slightly thicker profile, or the aperture is slightly undersize, because the top of the windscreen barely fits in the rubber & is almost at 90___ to the correct angle it should be, so we'll have to remove it again & trim some more off the aperture. Chris Leigh did some more grinding of weld lines. Between April and June, I could not add anything else to this report, because my PC stopped working, and was only fixed in late June. During this time, the majority of the work was still concentrating on doing as much bodywork as possible while we are still in the engine shed. About 1/3 of the Winchcombe side is now repaired, filled, sanded & painted in red oxide. While we were doing this, Adrian and new recruit Chris were gradually working on remov___ing both drivers control pedestals, stripping them down and freeing the stuck power handle mechanisms. In June, they also ran up both exhausters, both compressors, the traction motor blower and the rad fan, which surprised me, as I had expected at least some of them would refuse to work without remedial attention, as they had not been powered since 1995. The exhausters will have their carbon brushes renewed, as we know one is missing at least one brush, and the rad fan motor bearings will need lubricating, as they are a little noisy. Ade also identified several small control relays in the electrical cubicle that had broken or cracked insulators and auxiliary contacts, and he started removing them to attempt repairs. During mid-June, several attempts were made to motor the power unit under full compression, to prove the batteries were capable of doing the job. These were sufficiently successful that it was decided to go for a start-up. The combination of the 12 ___new___ battery cells plus the ___Batt-aid___ tablets seems to have done the trick & the batteries now seem to be holding the charge quite well. On Saturday 18th June, Paul & Adrian had a `dress rehearsal' of a start-up by partially starting to see if it looked like it wanted to go, then closing the fuel rack to stop a full fire-up & avoid filling the shed with blue smoke in the process. 2nd Jul Adrian got there early and put the batteries on charge to give them a final blast, and spent the morning making sure the starting circuits were okay. The engine oil was topped up as we had previously only filled it to the minimum level. Chris C. fitted the engine room lighting change-over switch to the rear bulkhead of No. l cab, put together the bulkhead connector for the fire detection system & connected its wires. The electrical cubicle panels in the boiler room were removed to reveal the back of the cubicle and five sets of broken auxiliary contacts were removed to see if they can be mended. Just before lunch, Ian Cheshire's 14 dragged the loco outside, and after setting up my video camera outside & with Steve Gorman filming inside, we went for it, and this time ...it was successful! Hooray!! After running for about 20 mins, Paul thought one injector was not firing, as the fuel was coming out of the bypass tube. We shut down and tightened the crank case door on one side, as it was seeping oil, then started up again about 15 mins later. We let it run for about half an hour, and no other faults showed themselves. This is a significant milestone in the restoration of 26043, and for those of you who didn't know, this is the first time the power unit has been run since 1995! A third start-up in the afternoon was also successful, proving the batteries have been successfully revived. The loco was finally shunted back inside the shed later in the afternoon, the batteries put on charge again, and while Ade removed two more damaged relays, Chris fitted the missing aux. contact onto the Field Divert Relay and removed an unused aux. contact from the Earth Fault Contactor to replace a missing one on the Power Control Relay, which has to be complete before the loco can move under its own power. All in all, I think a pretty good day. 10th Jul While Chris continued grinding & filling along the bodyside, Richard & Steve removed the Secondman's cab door from No. l cab, removed the remains of the rubber weather seal & ground out rust from the door pillars. With Paul, they removed the Secondman's windscreen from No.1 cab & ground a small amount of metal to hopefully allow the window to seat properly. The glass was test-fitted and it seemed much better, so it was removed again & the cut area of the window frame painted with red oxide. 30th Jul Whilst Paul & Richard refitted the Secondman's windscreen, Bob continued the dismantling of one of the power controller pedestals, I applied some fibreglass reinforcing to four sets of the damaged auxiliary contacts Adrian had removed from various relays in the electrical cubicle which he had repaired with araldite. 27th Aug Our team has been boosted by Ian who, having sold his Class 14 D9539, has joined us to work on the 26. Ian did more work on one of the Class 33 cab doors in preparation for fitting it to No.1 cab. Chris dismantled one of the exhauster speed-up relays that had a broken coil energizing connection, cleaned it up & re-assembled it ready for repair of the coil connection & re-installation in the electrical cubicle, then he & Paul, with help from Matt Thomas, removed the two cam shafts from No. l cab driver's control pedestal. Paul took the camshafts away with him to see if he can obtain new bearings, as the old ones are unusable due to water penetration rusting them. That pedestal is now completely dismantled ready for cleaning of it & its components, fitting of new springs & reassembly. I re-fibreglassed two of the auxiliary relay contacts Ade had repaired with araldite, as the first attempt at fibreglassing resulted in two of the four not going off. I then cleaned the five air-pipe connections on the Air / Vacuum Isolating Valve that Steve Beniston had acquired for us & its air pipes on the brake frame, then fitted the valve. Paul borrowed a specially cut-down spanner to tighten the pipe nuts, as they are too close together to allow normal spanners or adjustables to be used. 10th Sept While Ade spent the day refitting the repaired auxiliary contacts to various relays in the electrical cubicle & removing the four traction motor contact tips for cleaning, Ian continued work on one of the ex-Class 33 cab doors to make it fit No. 1 cab. Paul worked on the stripped power control pedestal. Steve & I tidied up the filling along the Winchcombe body side & applied another coat of red oxide to areas that had not been done, or where more filling had been applied over the paint. 23rd Sept Adrian had acquired from another 26-owning group two spare relay contacts to replace two of our broken ones, and he fitted one set of the contacts. Steve & Chris began checking the mountings for the AWS equipment to go on the rear bulkhead in No. 1 cab. Paul Jordan paid a visit & gave Ade a drawing he had made of the AWS circuits. Ade also removed the rusted cable trunking underneath No.2 cab floor & started replacing it with PVC trunking as we had done in No. l cab, got the last tail & marker lights working & fitted some of the cab switches. 1st Oct. Lots of rust was cleared from No.2 cab floor, rotted cable trunking from the underfloor junction box to the Secondman's side was cut away & was replaced with PVC trunking, the first of the new springs were fitted to the field divert pilot motor & load regulator & their contacts were cleaned. The traction motor contactor tips & three of the five arc chutes were refitted and one broken arc chute clamp was taken away for repair or to have a new one made. The top surface of the No.1 cab power control pedestal was cleaned of rust. 8th Oct. The Oil Pressure Relay, which had been sticking, was freed off & its contacts cleaned. The last two auxiliary relay contacts were reinforced with fibreglass & refitted into the electrical cubicle. Ade got an air supply into the cubicle to see if the traction motor contactors would close, and to see if the reverser would operate, as they are all electro-pneumatic. The Power Control Relay was energized from the batteries, and the contactors closed, but because the power unit was not running, there was insufficient current available & both the power control relay and the motor contactors jumped in & out. When the power control relay was manually held closed (by a piece of wood!), the motor contactors closed & remained so until the relay was released. This proves yet another part of the loco works & there is no reason why it cannot move under its own power now, coupled to another loco to pro__vide an air supply and brake force & we intend to do this in the near fu__ture. Areas of the loco body that were still bare metal were beginning to show a slight layer of surface rust, and with the winter approaching, they were cleaned back to bright metal and two coats of red oxide were applied to these areas. 19th Nov. After lunch, the second, larger half of the inner cab roof was fitted into No. l cab, and the first two of the air tank brackets were fitted, although the identifying marks I put on them after cleaning them some time ago now appear to be incorrect, as there was some mis-alignment, so we will probably have to offer one of the tanks up to see which way round the brackets should be. With all four ex-33 cab doors now fitted and the inner cab roof, No. l cab is starting to look a lot better. 27/12/05 Final elec contact fitted (sent from Strathspey). Rotten guttering inside engineroom removed. 31/12/05 Smooting Winchcombe side and cleaning cantrail vents (mucky work).

Fibre-glassing No1 cab No2 end looking forlorn Big day: 2nd July 2005. No1 master controller before stripping No1 master controller before stripping No1 master controller during stripping Bodyside repairs progressing Work starting on no 2 cab Cab 2 in a mess before work started No1 end lights working again Smoothing off the weld lines - new metal underneath cantrail Cab 1 drivers window about to be re-fitted No1 cab 2nd man's window ready to be replaced Patching completed on No2 cab 1st (ex cl.33) droplight door fitted No2 end lights now working No2 cab horns - ready for ex cl.33 pod to be fitted Primed all bare metal - winter approaching 1st bit of roof skin re-fitted to cab 1 2nd droplight door fitted - cab 2 driver's side 051105 Cab 1 ceiling re-fitted All 4 droplight-window cab doors now fitted Cab 2 2nd mans side No 2 end primed for the damp months Air tanks to be refitted in cab 1 No1 cab internal lights working

Published in 26 043 restoration

]]> Sat Jan 1 2005 1996 http://26043.fotopic.net/c759172.html 1996 Monday 1 January 1996: 1996

Published in 26 043 restoration

]]> Mon Jan 1 1996 1995 http://26043.fotopic.net/c759168.html 1995 Sunday 1 January 1995: 1995

Not long after arrival Handrail repaired, following asbestos removal

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]]> Sun Jan 1 1995 1994 http://26043.fotopic.net/c759165.html 1994 Saturday 1 January 1994: 1994

Engine room No1 cab in a mess after asbestos checks Tarpaulins to help keep the water out

Published in 26 043 restoration

]]> Sat Jan 1 1994 2000 http://26043.fotopic.net/c759088.html 22 October 2000 26043. Work has recommenced on the loco now that 37324 is restored and returned to service on the GWR, and 043 has been returned to the road by the group's stores van, with the battery boxes needle-gunned, cleaned & painted. Saturday 1 January 2000: 22 October 2000 26043. Work has recommenced on the loco now that 37324 is restored and returned to service on the GWR, and 043 has been returned to the road by the group's stores van, with the battery boxes needle-gunned, cleaned & painted.

26airtanks.jpg

Published in 26 043 restoration

]]> Sat Jan 1 2000 2001 http://26043.fotopic.net/c759085.html 31 March, 2001 Work is continuing on reinstating and rewiring the lighting in no.1 cab and the boiler compartment. After the welded repair to the drivers side settling tank, the radiator frame has been reinstalled, and material is being sourced to replace the weather-sealing flashings. The large internal fibreglass radiator air duct is being cleaned and painted. Both battery boxes have been cleaned, rubbed down and coated with rubberised paint, and one set of the batteries installed. All the carbon brushes in the various motors in both locos have been inspected to ascertain their condition. 30 June, 2001 The loco now sports a full set of batteries and final work has been completed on the boiler compartment and the engine room bulkhead lights. On June 16th, after various Megger insulation tests, the batteries were fully connected and the lights switched on with no faults seen. Both cabs have been isolated from the lighting circuits as there is much work to do rebuilding them. The second man’s side fibreglass radiator air duct has been cleaned and painted, likewise that same side of the radiator fan housing. A replacement fuel lift pump has been fitted to replace the one taken for use on 24081, but a problem was encountered with one of the fuel pipes, so it will be replaced with a flexible hose. Work has commenced on taking the electrical cubicle back to bare metal, & cleaning and painting it. Rubber material has been sourced to replace the radiator weather flashings, and is being fitted on the drivers side. The radiator frame was re-fitted over the repaired settling tank. This was done in mid 2001, then we began assembling the radiator elements back onto the frame, and reconnecting the coolant pipework. During one of the test-fillings of the cooler group, water was observed coming from the underfloor ‘T’ joint in the balancing pipe between the two settling tanks and the triple pump. An inspection of the joint revealed all three seals had failed, so the joint was removed and new seals fitted. However, this was not as straight-forward as it sounds, as the joint was under the body of the loco above the bogies, where access was severely limited from either inside or outside the loco, and appeared to be a job intended to be done with the loco lifted off the bogies. The solution was to cut a hole through the floor of the loco, but even then it took several working days with Paul Good or myself reaching through the hole and on one occasion Kevin Bridges wedged under the loco to change out the joint, as his were the only arms long enough to reach one particular nut! The radiators both sides have now all been removed, pressure tested and refitted with new seals. The radiator frame fiberglass airducts have been cut in half to facilitate moving them round in the loco easier, as their size & shape precludes them being removed from the loco without having the roof off. The ducts have also seen repairs in various places, and were refitted with new weather sealing flashes to replace the original leather ones, which had become brittle and badly torn. The radiator area, including bulkheads and pipe runs that are inaccessible once the air-ducts are in place, were cleaned & painted before the ducts were refitted. Monday 1 January 2001: 31 March, 2001 Work is continuing on reinstating and rewiring the lighting in no.1 cab and the boiler compartment. After the welded repair to the drivers side settling tank, the radiator frame has been reinstalled, and material is being sourced to replace the weather-sealing flashings. The large internal fibreglass radiator air duct is being cleaned and painted. Both battery boxes have been cleaned, rubbed down and coated with rubberised paint, and one set of the batteries installed. All the carbon brushes in the various motors in both locos have been inspected to ascertain their condition. 30 June, 2001 The loco now sports a full set of batteries and final work has been completed on the boiler compartment and the engine room bulkhead lights. On June 16th, after various Megger insulation tests, the batteries were fully connected and the lights switched on with no faults seen. Both cabs have been isolated from the lighting circuits as there is much work to do rebuilding them. The second man___s side fibreglass radiator air duct has been cleaned and painted, likewise that same side of the radiator fan housing. A replacement fuel lift pump has been fitted to replace the one taken for use on 24081, but a problem was encountered with one of the fuel pipes, so it will be replaced with a flexible hose. Work has commenced on taking the electrical cubicle back to bare metal, & cleaning and painting it. Rubber material has been sourced to replace the radiator weather flashings, and is being fitted on the drivers side. The radiator frame was re-fitted over the repaired settling tank. This was done in mid 2001, then we began assembling the radiator elements back onto the frame, and reconnecting the coolant pipework. During one of the test-fillings of the cooler group, water was observed coming from the underfloor _T_ joint in the balancing pipe between the two settling tanks and the triple pump. An inspection of the joint revealed all three seals had failed, so the joint was removed and new seals fitted. However, this was not as straight-forward as it sounds, as the joint was under the body of the loco above the bogies, where access was severely limited from either inside or outside the loco, and appeared to be a job intended to be done with the loco lifted off the bogies. The solution was to cut a hole through the floor of the loco, but even then it took several working days with Paul Good or myself reaching through the hole and on one occasion Kevin Bridges wedged under the loco to change out the joint, as his were the only arms long enough to reach one particular nut! The radiators both sides have now all been removed, pressure tested and refitted with new seals. The radiator frame fiberglass airducts have been cut in half to facilitate moving them round in the loco easier, as their size & shape precludes them being removed from the loco without having the roof off. The ducts have also seen repairs in various places, and were refitted with new weather sealing flashes to replace the original leather ones, which had become brittle and badly torn. The radiator area, including bulkheads and pipe runs that are inaccessible once the air-ducts are in place, were cleaned & painted before the ducts were refitted.

Ready to lift the radiator frame out, to repair the settling tank Refitting the radiator frame after the repair to the settling tank Genreral view of a workday, mid 2001

Published in 26 043 restoration

]]> Mon Jan 1 2001 2002 http://26043.fotopic.net/c759083.html 10th April 2002 26043. Work on the loco slowed a little over the last few months as effort was concentrated on preparing the Peak for the body lift and traction motor change. Rewiring of the fire bell and lighting switch in No.1 cab is underway. Repairs to damaged electrical conduits to the triple pump and driver's side exhauster have been undertaken. The secondman's side control desk has been removed to allow repairs to the cab floor. The desk was dismantled and the old damaged laminate removed. It was then thoroughly cleaned, sanded, has been re-laminated and reassembled with new fixings and stored. New steel is being welded in to replace that rotted over the secondman's windscreen, the rotten wood supports for the inner cab skin are being replaced with new timber and the boiler room brake frame electrical junction box rewiring has been completed. 11th September 2002 Protracted problems with the cooler group, mainly involving the difficulty of replacing blown gaskets in the underfloor pipework between the radiators and triple-pump due to extremely limited access, has meant there has been little progress elsewhere on the loco. On the plus side, once the coolant system could be filled, the radiators on both sides all seem sound, although the secondman's side rads. have been removed anyway for pressure testing and to renew their seals, while the driver's side rad. area is now complete again, with all pipework and the airduct reconnected. In No.1 cab, the lighting switches from the secondman's control desk have been attended to as several were stuck, and all five now work freely. The remains of the rusted electrical trunking has been cut away from No.1 cab secondman's side floor, and the wiring removed and labelled, in preparation for repairs to the cab floor and secondman's cabside. Several other sections of cab floor trunking have also been repaired. In the engine compartment, cleaning continues of the cantrail air grills, and the double arrows and "Scottie Dog" depot plaques have been removed from No.1 cabsides, cleaned and stored for possible future re-use. Tuesday 1 January 2002: 10th April 2002 26043. Work on the loco slowed a little over the last few months as effort was concentrated on preparing the Peak for the body lift and traction motor change. Rewiring of the fire bell and lighting switch in No.1 cab is underway. Repairs to damaged electrical conduits to the triple pump and driver's side exhauster have been undertaken. The secondman's side control desk has been removed to allow repairs to the cab floor. The desk was dismantled and the old damaged laminate removed. It was then thoroughly cleaned, sanded, has been re-laminated and reassembled with new fixings and stored. New steel is being welded in to replace that rotted over the secondman's windscreen, the rotten wood supports for the inner cab skin are being replaced with new timber and the boiler room brake frame electrical junction box rewiring has been completed. 11th September 2002 Protracted problems with the cooler group, mainly involving the difficulty of replacing blown gaskets in the underfloor pipework between the radiators and triple-pump due to extremely limited access, has meant there has been little progress elsewhere on the loco. On the plus side, once the coolant system could be filled, the radiators on both sides all seem sound, although the secondman's side rads. have been removed anyway for pressure testing and to renew their seals, while the driver's side rad. area is now complete again, with all pipework and the airduct reconnected. In No.1 cab, the lighting switches from the secondman's control desk have been attended to as several were stuck, and all five now work freely. The remains of the rusted electrical trunking has been cut away from No.1 cab secondman's side floor, and the wiring removed and labelled, in preparation for repairs to the cab floor and secondman's cabside. Several other sections of cab floor trunking have also been repaired. In the engine compartment, cleaning continues of the cantrail air grills, and the double arrows and "Scottie Dog" depot plaques have been removed from No.1 cabsides, cleaned and stored for possible future re-use.

Published in 26 043 restoration

]]> Tue Jan 1 2002 2003 http://26043.fotopic.net/c759082.html July The welding above the windows and on the floor in No.1 cab has at long last been completed, and replating around the cabside windows is underway due to extensive corrosion. Further fibreglass repairs have been carried out on the interior and exterior of No1 cab. All the Secondman’s side radiator elements have now been pressure tested, with no leaks apparent, the radiator area has been cleaned & painted and the radiators refitted with new seals. However, one of the Driver’s side elements professionally repaired off-site has developed a serious leak, and will have to be replaced, which unfortunately will require much of the work already done being done again in dismantling the air ducting and pipework. The broken Control Air gauge next to the radiator frame has been replaced with a spare. The fibreglass engine room battery switch cover, damaged from years of being kicked due to it being in one of the gangways, has been repaired and strengthened with an aluminium kick-plate. The engine room compressor has been cleaned down and cleaning of the power unit is underway. In the boiler room, the two compressor contactors and resistors have been cleaned and checked electrically, and their cabinets cleaned out, painted and reassembled. Insulation testing of the auxiliary circuits is underway, and Megger tests have revealed the Main Generator and traction motors are in relatively good condition considering they have not taken power for several years. New flexible air hoses have been made up to replace those cut and damaged when the air tanks were removed from No.1 cab roof, and two of the air tanks have been test-fitted on the cab roof to ensure the new hoses align correctly. December The welding around No.1 cab Secondman’s window has been completed and the window frame has been refitted and sealed. New wood supports for the inner cab roof skin are being fitted into the cab roof. The exhauster on that side has finally been re-sited in front of the radiators and reconnected to its electrical and air supplies, and the suspect rad. element removed and replaced with a spare, while the original has been repaired and will now be the spare. Work on the radiators is now complete and the air-ducting and pipework has been reconnected. Repairs to the rotted base of the Secondman’s cab desk support pedestal and the bodywork above the cab handrails have been completed, as has a repair to the badly corroded base of one of the bodyside engine room doors. As the original supports for the cab floor under the Secondman’s seat had either corroded or been cut away, a new aluminium framework has been devised and fitted, and new flooring panels have been cut using the original ones as templates. A new wood framework to support the Secondman’s side aluminium inner cab skin has been fitted, insulated and the skin cleaned of old paint, primed and undercoated. The top of the rear cab bulkhead has been re-sheeted with aluminium, with holes cut for the airpipes to the cab-roof mounted airtanks. The combined engine oil drain & filler valve was removed and overhauled as it had been dripping oil for some time. It was found to have a chunk of metal lodged inside the valve, which was causing the leak. It has now been refitted under the loco. Wednesday 1 January 2003: July The welding above the windows and on the floor in No.1 cab has at long last been completed, and replating around the cabside windows is underway due to extensive corrosion. Further fibreglass repairs have been carried out on the interior and exterior of No1 cab. All the Secondman_s side radiator elements have now been pressure tested, with no leaks apparent, the radiator area has been cleaned & painted and the radiators refitted with new seals. However, one of the Driver_s side elements professionally repaired off-site has developed a serious leak, and will have to be replaced, which unfortunately will require much of the work already done being done again in dismantling the air ducting and pipework. The broken Control Air gauge next to the radiator frame has been replaced with a spare. The fibreglass engine room battery switch cover, damaged from years of being kicked due to it being in one of the gangways, has been repaired and strengthened with an aluminium kick-plate. The engine room compressor has been cleaned down and cleaning of the power unit is underway. In the boiler room, the two compressor contactors and resistors have been cleaned and checked electrically, and their cabinets cleaned out, painted and reassembled. Insulation testing of the auxiliary circuits is underway, and Megger tests have revealed the Main Generator and traction motors are in relatively good condition considering they have not taken power for several years. New flexible air hoses have been made up to replace those cut and damaged when the air tanks were removed from No.1 cab roof, and two of the air tanks have been test-fitted on the cab roof to ensure the new hoses align correctly. December The welding around No.1 cab Secondman_s window has been completed and the window frame has been refitted and sealed. New wood supports for the inner cab roof skin are being fitted into the cab roof. The exhauster on that side has finally been re-sited in front of the radiators and reconnected to its electrical and air supplies, and the suspect rad. element removed and replaced with a spare, while the original has been repaired and will now be the spare. Work on the radiators is now complete and the air-ducting and pipework has been reconnected. Repairs to the rotted base of the Secondman_s cab desk support pedestal and the bodywork above the cab handrails have been completed, as has a repair to the badly corroded base of one of the bodyside engine room doors. As the original supports for the cab floor under the Secondman_s seat had either corroded or been cut away, a new aluminium framework has been devised and fitted, and new flooring panels have been cut using the original ones as templates. A new wood framework to support the Secondman_s side aluminium inner cab skin has been fitted, insulated and the skin cleaned of old paint, primed and undercoated. The top of the rear cab bulkhead has been re-sheeted with aluminium, with holes cut for the airpipes to the cab-roof mounted airtanks. The combined engine oil drain & filler valve was removed and overhauled as it had been dripping oil for some time. It was found to have a chunk of metal lodged inside the valve, which was causing the leak. It has now been refitted under the loco.

No1 2nd man's cab window removed Repaired floor No1 end Cab window from No1 end ...And replaced cab window Welding new metal on to one of the engine room doors

Published in 26 043 restoration

]]> Wed Jan 1 2003 2004 http://26043.fotopic.net/c759078.html April The second frame holding the two Davis & Metcalf brake valves has been re-sited on the floor under where the Secondman’s control desk sits, after new spacers and fixings were made to replace the original corroded ones. It and the sanding valve have been rewired, with new PVC conduit being fitted, as have both cab light switches, the DSD button and the connections for the cab roof lights & Secondman’s desk. All the air-pipes have been re-connected to the brake valves on that side, cleaned and painted. A further test-fitting of one of the roof-mounted air-tanks showed the holes cut in the aluminium plates on the rear cab bulkhead were correctly cut. The wooden surround has been removed from the Driver’s side opening window as it was mostly rotten. New timber has been cut is being fitted. The inner cab-side skin has had a new frame fabricated and likewise been refitted. The inner access hatch to the old cab-front communication door has been freed from where it had jammed against the Driver’s control pedestal. A large section of rotten cab flooring on the Driver’s side has been cut out & re-plated. The steel support frame for the train air brake has been fitted, the sediment trap and air pipes reconnected underneath & have been cleaned & painted. New wiring is being installed for the cab heaters, as the old was either severed or damaged, and much of the conduit also missing. The old oil has been drained from the power unit, the coarse oil filter has been removed from its housing & it and the housing cleaned & refitted, and new oil pumped into the power unit. Last but not least, much cleaning and painting has been done in No.1 cab. December Restoration has continued at an increased pace during 2004, as we now have several new recruits regularly working on the loco, plus the loco was shunted inside the engine shed in early November. The lower half of the inside of No.1 cab has been painted in dark grey undercoat, ready for applying the dark green topcoat when the cab is nearing completion. An inspection of the triple pump revealed the water pump to be badly corroded inside, and it has been removed, stripped, cleaned out & refitted. The triple pump has subsequently been successfully run and the power unit barred over several times this year to keep them free. The air pipes to No.1 cab horns have been identified, cleaned, painted & have been stored prior to refitting. New window rubbers have at last been sourced, & all three cab-front windscreens at No.1 end have now been refitted. No.1 cab Driver’s desk has been removed from the stores van, dismantled, cleaned and stuck valves freed up. Several attempted start-ups in the summer failed because of several dead battery cells, but we have now sourced replacement cells & the loco was successfully motored with the de-compressor plugs out to make sure it would turn over okay. After removal of the remaining outer air filter grilles, repairs are being done on both sides of the body at cantrail level from No.2 cab to the radiator grilles, to leaks in the fibreglass horn recesses on No.1 cab roof & around the windscreens at No.2 end. The exterior of No.1 cab has been rubbed down & rust ground out, filled as required & painted in red oxide, as has about half of one bodyside from No.1 cab to the mid-body engine room door. The mid-body door has been removed from the other side of the loco to allow re-fabrication of it’s rotted base and much old filler has been removed from No.2 nose end where rust had got behind it and bodywork repairs are underway around the Driver’s windscreen and body-side windows. All four marker & tail lights have been stripped to bare metal and their interiors cleaned & painted with a reflective paint. Thursday 1 January 2004: April The second frame holding the two Davis & Metcalf brake valves has been re-sited on the floor under where the Secondman_s control desk sits, after new spacers and fixings were made to replace the original corroded ones. It and the sanding valve have been rewired, with new PVC conduit being fitted, as have both cab light switches, the DSD button and the connections for the cab roof lights & Secondman_s desk. All the air-pipes have been re-connected to the brake valves on that side, cleaned and painted. A further test-fitting of one of the roof-mounted air-tanks showed the holes cut in the aluminium plates on the rear cab bulkhead were correctly cut. The wooden surround has been removed from the Driver_s side opening window as it was mostly rotten. New timber has been cut is being fitted. The inner cab-side skin has had a new frame fabricated and likewise been refitted. The inner access hatch to the old cab-front communication door has been freed from where it had jammed against the Driver_s control pedestal. A large section of rotten cab flooring on the Driver_s side has been cut out & re-plated. The steel support frame for the train air brake has been fitted, the sediment trap and air pipes reconnected underneath & have been cleaned & painted. New wiring is being installed for the cab heaters, as the old was either severed or damaged, and much of the conduit also missing. The old oil has been drained from the power unit, the coarse oil filter has been removed from its housing & it and the housing cleaned & refitted, and new oil pumped into the power unit. Last but not least, much cleaning and painting has been done in No.1 cab. December Restoration has continued at an increased pace during 2004, as we now have several new recruits regularly working on the loco, plus the loco was shunted inside the engine shed in early November. The lower half of the inside of No.1 cab has been painted in dark grey undercoat, ready for applying the dark green topcoat when the cab is nearing completion. An inspection of the triple pump revealed the water pump to be badly corroded inside, and it has been removed, stripped, cleaned out & refitted. The triple pump has subsequently been successfully run and the power unit barred over several times this year to keep them free. The air pipes to No.1 cab horns have been identified, cleaned, painted & have been stored prior to refitting. New window rubbers have at last been sourced, & all three cab-front windscreens at No.1 end have now been refitted. No.1 cab Driver_s desk has been removed from the stores van, dismantled, cleaned and stuck valves freed up. Several attempted start-ups in the summer failed because of several dead battery cells, but we have now sourced replacement cells & the loco was successfully motored with the de-compressor plugs out to make sure it would turn over okay. After removal of the remaining outer air filter grilles, repairs are being done on both sides of the body at cantrail level from No.2 cab to the radiator grilles, to leaks in the fibreglass horn recesses on No.1 cab roof & around the windscreens at No.2 end. The exterior of No.1 cab has been rubbed down & rust ground out, filled as required & painted in red oxide, as has about half of one bodyside from No.1 cab to the mid-body engine room door. The mid-body door has been removed from the other side of the loco to allow re-fabrication of it_s rotted base and much old filler has been removed from No.2 nose end where rust had got behind it and bodywork repairs are underway around the Driver_s windscreen and body-side windows. All four marker & tail lights have been stripped to bare metal and their interiors cleaned & painted with a reflective paint.

New conduit cab 1 New driver's side floor in cab 1 Oil filter 26043_Toddington.jpg 37324_26043_Toddington1.jpg 37324_26043_Toddington2.jpg No 2 end: Other side No 2 end: Bit of a mess at the mo No 1 end: Red oxide progressing

Published in 26 043 restoration

]]> Thu Jan 1 2004