After the previous weekend both engines were now installed back in the unit. This meant that the first job was to check all connections for correct fitting. As I had set up the engines Kevin went underneath the unit to check.
During the previous weekend we had had offers of help from a few of the Chinnor staff and the first to arrive was Andy Fowler who was given the task of overhauling the buffers of the unit. They had not been touched since the unit arrived in Chinnor and were starting to rust in certain points. All the old grease was scraped off and both sides were cleaned down with a wire brush. Both sides were then coated with a rust prevention solution, Dinitrol, and after drying silver paint. The unit had started to look better all ready.
Meanwhile Kevin and I had finished the few remaining tightening up jobs required on the engines. All that was required was to fill up the radiators and try the electrics. Andy duly obliged by filling the radiators, then his sleeve, then his shorts, then his boots!
Disaster! There were no leaks! But as the water slowly displaced the air pockets drips started to appear all around the engine. The Gods had been appeased and all leaks were duly sorted out. The worst was a leak in the radiator core itself on No. 1 engine. This however took up as the unit warmed up.
Whilst this was going on the batteries were given a extra booster charge to ensure full power to turn the engines.
Engines on a DMU are wired into a complicated loom that ensures that all circuits must prove correct before the engine will fire. All wiring had been checked and any loose or broken wires mended but the big test was still switching the unit on for the first time.
Kevin did the honours from No. 2 cab and turned the unit on for the first time in nearly three years. Various lights lit up and all circuits 'appeared' to be functioning correctly even the buzzer worked. The fire protection circuit on both engines was tested on the ground and proved somewhat temperamental but after a few tries and a quick clean of the electrics performed to specification. The fire bell(s) could be heard ringing in each cab and the red warning light shone out brightly.
The next test was to try to run up the engines. The first engine to be tested was No. 2 engine No. 275. The throttle cable was pulled and the start button was pushed. The engine turned over and at a good rate. After three or four seconds the engine roared into life and the team was very happy. The engine had been connected to the exhaust system and as the engine revved up three years accumulation of rust and rubbish was blown out of the top of the exhaust pipe. After a few moments the engine settled down to tickover. We then checked the engine mountings and connections and all appeared in order. We checked the gearbox and cardan shaft and final drive and all appeared in order. So leaving No. 2 engine running we turned our attention to No. 1 engine No. 900.
As we crossed the track we could hear a squeaking noise coming from the outside of the cab. Looking up at the driver's windscreen the wiper had started working. As the air pressure built up the wipers at each end had begun to run as the switches had been refitted switched on. It proved we were getting air! They were duly switched off but at least we could see through the driver's windows.
The same attention was given to the No. 1 engine and the starter was pressed. No. 1 engine fired immediately to the great delight of all around. Andy who was standing at the exhaust end was showered in rust as the engine cleared the exhaust system. But he still smiled as the two engines revved up and gave that distinctive burbling throaty roar from the exhaust pipes.
Both engines were now left to raise vacuum and air pressure. Both did and soon the air system was at 80 p.s.i. and the vacuum was rising in the reservoir. Only one air leak could be discovered from a pin hole perforation in a pipe at No. 1 end. This was taped up until our CME could braze it up. Upon further inspection the No. 2 engine was in a bit of a distressed state with diesel dripping from one end. Upon delivery one of the injector pipes was broken and had been repaired and we feared that the repair itself had failed. It transpired that the problem was a union nut loose on No. 6 cylinder injection pipe. The one underneath the air lines from the compressor. After a struggle of some 20 minutes the union was tightened the spilt diesel mopped up and the engine restarted. The problem was cured.
On both the air and vacuum sides the required amounts were achieved. The vacuum reservoir was in particularly good condition and over the weeks testing it held its vacuum very well indeed. On the air side the unloader valve lifted at a cab indicated value of just over 100 p.s.i. Once again just as required. Over the next few days the air system cleared itself of any water in the system and settled down to operate in good order.
The brakes were tested and both vacuum cylinders behaved impeccably with no trace of any problems. They needed taking up slightly as the unit did not quite hold on 16 inches of vacuum.
Once the air pressure, a minimum of 75 p.s.i., was achieved the final drive(s) could be tested.
The final drive(s) are used to select the direction of travel i.e. forwards or backwards by engaging a 'dog' on one or other side of the cog wheels. These are engaged by use of air pressure with the engines stopped. If the engines were running these 'dogs' would snap under the force of the turning cardan shaft. Once engaged the 'dogs' stop the cardan shaft rotating until a gear is selected. The first few tests in engaging the drives proved difficult. The 'dogs' in the machinery did not want to go into position. This was put down to the three years of standing after withdrawal from BR. Eventually they did go into place. The reassuring 'clunk' as they engaged was music to the ears as it proved both final drives were sound.
So far the engines were good, the electrics were good, the vacuum system was good, the air system was good and the final drives were good. The big moment was to try the gearbox(es).
The unit had been parked at the far end of No. 1 road on the siding behind all other stock. However we had left sufficient room to move the unit a few yards each way. So with 'a full head of steam' not to mention vacuum and air No. 2 cab was shutdown and the key was turned in No. 1 cab. All lights came up apart from the No. 1 engine light. This was put down to a faulty oil pressure switch as all systems on that engine seemed to be in order.
The final drive had already been selected from the other cab and the 'spoon' slid reassuringly into place in No. 1 cab. First gear was selected, the brake let off and the unit stalled but the gear had gone in with no undue problems. The vacuum brakes held the unit on the down gradient. We tried again and catching the revs on the engine the unit moved. We had to open all windows to get our smiles out. The unit had moved but the real test was still to come.
That test was to return up the gradient in the siding. No. 1 cab was shut down and from No. 2 cab the procedure was repeated and the exhaust told the tale that W55003 was back.
She had moved under her own power for the first time in private ownership.
So ended the Monday. We were too elated to do any other useful work so we repaired to the local hostelry to toast our achievement.
Plans laid for Tuesday included running the unit up and down the yard to test all components. However the best laid plans etc. did not turn out that way.
Daniel Weston joined the team on Tuesday and with Andy they started dismantling and testing the interior lighting. The next task they undertook was to clean all the melamine surfaces used as facia panels in the saloons. Finally they renumbered all panels and ascertained what went where and what was missing.
In the meantime Kevin and I spent the day readjusting the throttle motors and cables to get the engines to run in synchronisation. This proved a somewhat frustrating task as we couldn't quite get No. 1 engine to synchronise correctly. It had begun 'sticking' and we couldn't prove which area was at fault. Whether it was the throttle motor, the cable adjustment, the fuel rack actuating arm or the return spring.
On Wednesday the weather was less hot and humid so Andy and Daniel began work on the roof by cleaning out the guttering. The guttering was checked and found to be in good overall condition but to be full of detritus including a two foot length of heavy duty wire and a half penny! After cleaning out it worked fine again. Amazing what a bit of TLC can do.
I had refitted the return spring arrangement on No. 1 engine by fabricating a new plate and using a stronger spring. Similarly I tightened up the cable. This proved to be too tight and it was slackened off. Once both throttle motors had been adjusted the engines were more or less in sync in throttle positions one, two and three. Fully open still caused problems with No. 1 engine not returning to idling quickly enough. This was to prove problematical for the next few weeks.
Thursday began with a problem. One of the belts on No. 2 engine had been thrown the previous afternoon. It had not come off completely but was running on the rim of the drive. I took the offending belt off. Kevin and I then put the belt back in position. This was not an easy task with no pit available and involved loosening the right angled drive. Andy and Daniel kept on with cleaning out the guttering and Kevin and I filling the right angled drives, fuel governors and fuel racks with the requisite amount of oil. With a final resetting of the cable and the throttle motors we decided to try a run up and down the siding.
Graham Symes came straight from work and assisted us with shunting the stock. Once clear the unit was cleared of ladders and buckets etc. and started up. Kevin was to do the test driving. At this point disaster struck. Both belts on the No. 2 engine were thrown again, not off but inverted in the drive wheels. We had no option but to replace both belts with newer ones. This task proved even more difficult than with one belt. Thanks to Kevin's doggedness and our combined brute force the task was eventually performed. It transpired that the two original belts were badly stretched and the right angled drive was at more or less full extension to accommodate the stretch. With the two new belts it was far tighter.
The engines were started and the belts held firm, the unit took first gear and the unit slowly moved up the yard. It went into second and third and came back down with no problems. We took the unit into the station and checked it over. No problems.
We had left Graham in the yard so we decided to return to pick him up and try a trip to the first level crossing at Donkey Lane.
With Graham as guard and with two on the buzzer we set off again pausing only for photographs in the station. The unit went up the gradient out of Chinnor in fine style and was soon approaching Donkey Lane. Kevin decided that all was well enough to continue to Wainhill Halt crossing. As the unit ran it became clear that once the cobwebs had been cleared she was running very well indeed. We decided therefore to test the unit on a full run of the line to Thame Junction. This enabled us to test the gearbox fully. It proved that there was no slippage in any of the four gears and that both gearboxes were in excellent condition. We found no trace of any hot axle boxes.
The unit was returned back to Chinnor in fine style accelerating strongly up the gradients.
Shortly after returning the unit to Chinnor the CME arrived.
We had decided the next test was to be a multiple unit test with the Class 117 to test the jumper connections. However one of the power cars on the Class 117 could not be started because of low batteries. The good car was started and the other car was put on charge.
W55003 was driven out of the yard and put at the head of the Class 117 in No. 2 road and the CME was amazed.
Friday was spent charging up the Class 117 and doing various small jobs about the unit. Andy and Daniel finished cleaning the guttering. Andy topped up the radiators with water and did not fill his boots whilst Daniel cleaned up the jumper connections. Kevin and I changed the oil in No. 1 engine together with the oil pipe and filler assembly. Some work was still needed to bend the copper pipe to fit. No. 1 engine had also caused problems in that one of the oil pressure switches had failed as mentioned earlier. Once the offending switch had been identified the other was double wired to provide the correct readings on the driver's panel. Two spares were obtained from John Price on the SVR. Similarly the high intensity headlamp on No. 1 end was broken on delivery so a new Halogen bulb was fitted.
The only outstanding problem was that all week we could not start the unit from the start buttons in the driver's cab at either end. No amount of tracing back could provide any answers. Our resident electrical genius Andy Diston proved that all connections and voltages appeared to be electrically sound but could not ascertain the cause. We needed a full wiring diagram and some inside technical expertise.
The Class 117 was proving slow on the charge uptake so no further testing could be done on that side. It was decided to leave the Class 117 test until the weekend of August 3rd and 4th when the batteries could be recharged and a test run arranged after the last service train had returned.
The week ended with W55003 an operational unit almost three years after withdrawal from BR and six months since arrival at Chinnor.
I felt physically and emotionally drained but we were well on the way to completion.
The following day Saturday 27th July Kevin and I visited John Price on the SVR and collected the seat bases required to make a complete set together with other spares. On Sunday I had a day off. Meanwhile at Chinnor the CME and Andy Diston were determined to sort out the starter button problem.
They unearthed two wiring diagrams that showed that these buttons were wired through the panel light test switch. This button in No. 1 cab had been left unwired as I had not had time to finish off this cab before testing began. Once correctly rewired all circuits came in and the problem was solved.
Once the Class 117 was fired up on Sunday 28th July 1996 the jumper cables were tested between the two units. Various 'ghost lights' came up mainly as a result of earthing problems through lack of use. However once they had settled down the engine panel on W55003 was showing car 5 & 6 to be attached. According to the book this is correct with the jumpers connected as we had. Even so when tested all engines fired from which ever cab was used. Another success.
The only jobs to finish on W55003's engines during the weekend of August 3rd and 4th 1996 were replacing the shock absorbers, the tie rod links to the engine eye bolts on each engine, one oil pressure switch on engine No. 900 and tightening up the engine mounting bolts to the correct torque. I had purchased a new pair of shock absorbers from John Price on the SVR and the CME was having a new set of tie rod links made up from the original pattern. The shock absorbers required 1/2" B.S.F. nuts to hold them in place.These were duly obtained.
The shock absorber dampens the rocking motion of the engine and the tie rod links take out any fore and aft movement of the engine as well as stopping any twisting motion. The CME provided the torque wrench as mine only went up to 135 ft. lb.. We required 260 ft. lb. on the main hanger bolts.
The throttle motors govern the speed of the engine. They were set up on W55003 according to the engine synchronisation method shown in HINTS. At the same time the throttle lever on the fuel pump governor on engine No. 900 was dismantled, cleaned and reset. The engine had been sprayed in grey paint, all over! This engine was the one that was not returning to idling speed correctly under certain circumstances. The set up on all engines had to be accurate. When driving from any given cab only the engine speed on the local engines can be checked not those in other attached units. Thus when more than one unit is coupled together the revs on the remote engines need to drop correctly for smooth gear changing.
These jobs occupied most of Saturday morning as they should ideally have been done before the exhausts and other ancillary fittings were replaced. The difference however is great with no motion now noticeable in the engines at idling and only a slight movement at full throttle.
At about 1400 hrs. the two units were started and left to make vacuum and air. Once the correct air pressure was obtained the two throttle motors on W55003 were reset to fine tune the engines. The jumper connections were also recleaned to ensure proper contact. The indicator panels were refitted with a new set of bulbs in both cabs of W55003 and various other small wiring jobs were either completed or sized up for the following weekend.
The Class 117 was beginning to smoke badly and one engine and final drive had to be switched out. This was because the engine was throwing oil badly. The risk of doing some damage to it was considered too great if it was left to run.
Eventually at 1915 hrs. the mainline was cleared and the test run could begin. W55003 and the Class 117 were taken slowly into the platform. All control gear on both units worked correctly in tandem. The pair then proceeded to Thame Junction with no problems. All axlebox bearings on W55003 were tested and found to be cool.
The return journey was made driving from the Class 117 and once again, apart from the Class 117 laying a smoke screen over the Icknield Way both units performed impeccably. The day ended with both units being retired to the sidings. The only problem noted on inspection was that engine No. 900 had spun a belt. This was rectified by removing both belts and replacing with two new ones.
The following weekend was back to earth with a bump. The unit was now in working order so the long slog in restoring the bogies and bodywork could be started.
It was therefore decided over the next three months up to November 1996 to start cleaning the bogies and repainting firstly in red oxide and finally in black; weatherproofing the roof and finally making a start on the interior ceilings and saloon floors.
Work was also completed in the No. 1 cab to finish off a few wiring jobs that needed doing, to replace the desk panelling and restore/clean the driver's seat. The driver's seat was stamped with the number 51302 which was the DMBS from Laira Class 118 No. P460. This unit gained fame as the one that was painted in yellow for a British Telecom advertisement.
The start on cleaning the bogies were left as Saturday August 10th was wet for most of the day. Chris Hatton from Reading Depot gave the bogies the once over and pronounced them fit for many more years. He pointed out one or two things that could be looked at i.e. the 'T' bolts holding the rubbing plates that were slightly bent at the No. 1 end second man's side and the bushes on all the brake hanger brackets. The brake blocks still had plenty of life in them and had not started to flange i.e. come over the rim of the wheel, so the bushes appeared in good condition. The springs also appeared in good condition with plenty of 'spring' left in the leaves. I had started oiling the springs a few weeks before so as to allow the oil to seep between the leaves. This allows the leaves to slide freely over one another when the unit is on the move. The problems in the jumper cables were looked at but all that was found in the junction boxes inspected on W55003 was in order. Further investigation will no doubt be done later.
Work continued inside the unit and all the seat backs were dismantled for cleaning by a professional cleaner. The seat bases and backs were finally removed from Chinnor on Friday August 16th. Upon inspection the seats were from a wide variety of previous owners. All were Class 116 vehicles nos. 50050, 50098, 50852, 50858, 50914, 51146 & 59326.
This left the saloons far more accessible as far as the floors and ceilings were concerned. During the afternoon the bulb fittings were removed and overhauled including replacing two badly damaged ones. The unit was then fitted out with a complete set of bulbs and tested. All lighting systems worked to specification. The light bases i.e. the fittings that hold the light shades to the roof of the saloon, were also removed and taken for cleaned to remove the many layers of paint put over them during visits to the works for attention.
Finally the panelling for the main saloons and the guard's van was measured up and consisted of 28 sheets of hardboard measuring from 5' x 4' (16 pieces) to 5' x 27.5'' (2 pieces). That's what I thought in fact I was two pieces short as will be seen later.