I visited the site on Friday evening with the two headboards for the unit. My measurements must have been reasonable as they fitted more or less perfectly. The only problem with the unit was a broken belt on the No. 2 alternator.
When we returned on the Saturday Dick showed me how to replace the belt with 'Brammer belting' and the job was done within 30 minutes.
Angie was with me for the weekend so I had W55001 positioned so that we could set up a small stall with badges etc. for the unit. Over the weekend we took over £100.00 pounds for the coffers.
Stuart and Bryce came down and Stuart set of with video and has produced a magnificent video of the weekends events.
The weekend did not go as planned. On Saturday morning the Peak would not start. Dick traced it to a failed oil primer pump causing a lack of initial oil pressure. The pump was removed and Nick, Dick and myself replaced the failed end piece with one off a seized pump. Once replaced the unit functioned perfectly and the Peak fired up. It eventually failed with an AVR fault towards the end of the day.
The Class 14 worked all day as did the Class 25, the Class 117/108 and finally W55003 was given two trips and worked perfectly.
Sunday started badly. The Peak would not charge and therefore could not be run and the Class 14 would not start. Dick took the AVR boards out and they were checked and a suspect joint resoldered. Once put back in the AVR the same problem occurred. Dick, Mervyn and I then went through the whole system to check and recheck each bit. The boards were removed and checked again then replaced. The last chance was to reset everything and fire the engine up again. The loco started with no problems, all reset switches switched in and the system immediately began charging at 40 amps. It steadied of at 10 amps and the AVR voltage was reset at 210volts and left. The locomotive then ran faultlessly all day.
The next job was to get the Class 14 working. The problem was in the fact that the starter motor has a sensor in the head of the actual motor and is not a standard solenoid and motor starter. The owner was filing (!!) down the copper contacts to the voltage relays to make a proper contact. This however was just causing arcing. The solution was to press the starter then kick the relay into place thus throwing the starter motor pinion into place and action. The Class 14 was then no problem.
I did some work in W55003 by putting up the lettering above the doors on the No. 1 side. The now read L1 through to L6 in white letters on green. I also replaced the missing strip in the Guard's van on the No. 2 side ceiling/side wall join. I then replaced the guard on the No. 1 side window. Dick and I discussed the replacement of the side panel and we are now ready for next week's work-in. I took home the last two remaining luggage racks for cleaning.
The last run of the Diesel Gala was a trip with W55003 up and down the branch. Once again it ran faultlessly.
The long haul on W55001 was begun by Dick on Sunday afternoon when one of the missing AWS panels was replaced.
On Monday I rang Henderson's and they are going to deliver the new panel next Thursday.
Thursday came and the panel was delivered. All we need to do now is fit it. Ha ha easier said than done.
This years weeks work in was during the week Saturday May 16th to Monday May 25th inclusive. Dick was down for five days from Saturday to do the panel. I was on site for Saturday and Sunday but in Glasgow for Monday and Tuesday. Anyway the weekend started reasonably well weather wise and by lunch time I had the guttering off and Dick was making inroads into the panel itself. It soon became apparent that the door upright of door B3 was too far gone for salvage so it would have to be replaced. It would however have to wait until Monday.
The panel was eventually removed and the extent of the rot in the cross members was soon apparent. Dick, however, ever resourceful, found a suitable piece of 'S' shaped angle iron and the bad sections were soon replaced.
I, in the meantime, had measured up the panel for refitting the window surround and soon had the holes drilled and the surround in place. The panel was ready for fitting. The fitting took most of the afternoon but by evening the panel was in place and red oxided.
Sunday was spent in finishing off the panel, removing the other rotten parts of panelling and generally getting ready for the week ahead.
On Monday I telephoned the SVR but they were unable to assist in providing a new upright. It was back to Henderson's who could fabricate a replacement section. It would not be ready until Wednesday morning. Once Dick came down he took the sample piece down to Henderson's and occupied the rest of his time in finishing off the other patching together with other work.
Meanwhile Martin, Gordon and I wended our way northwards to Glasgow. We arrived at MC Metals by 1530 hrs. After a quick word with Jim McWilliam's we were let loose on the two remaining units in the yard 51394 & 59489. Jim had said that they shut the yard at about 1630 - 1645 hrs.. By 1730 we were still at work and locked in!!!! After various calls to the Glasgow Constabulary Jim came back to let us out.
We found a hotel in Renfrew Street and had a most pleasant evening in Paparino's Pizzeria. The next day we continued to take what we wanted and eventually loaded up by 1330 hrs. The van was down on its stops and we had to leave some stuff in Jim's care. We were on the road by 1400 hrs. and arrived back at Northampton by 1900 hrs..
We decided to rent the van for another day as we were in no fit state to unload that evening. I dropped Gordon home in Wellingboro' so that the van could stay on site.
After picking Gordon up we went into Northampton to pick up a cylinder of CO2 for Dick who had run out. The van was unloaded and the amount of spares acquired was soon apparent, lots. The triangle between the units and the RBR was soon covered with spare parts. The two engines, Nos. 8063777 & RFS 527, and gear boxes were unloaded in the field and covered over. The rest were reloaded into W55001.
I now have 90% of the parts required for W55001 and some spares for both. All in all an excellent foray to MC Metals even if my bank balance has taken a good pounding.
Dick in the meantime was having welder trouble and he only just managed to get the upright in place before finally giving up.
I finally finished putting the parts away by 1700 hrs..
Thursday was spent dismantling Harringworth Signalbox with Graham and others.
Friday I spent in sorting out the finances for the spare parts and sorting out what parts I had taken home.
Saturday was spent in refitting the wooden door uprights and making a new backing piece for the door striking plate. This took me the best part of the day and I still was not happy.
Sunday was spent in refitting the guttering. I have now nearly finished that horrible job with only the gap that called the original problem to finish. I will fabricate a new section to fit this 1" gap.
By Sunday night I was all in. I stayed at home for Monday and after two unsuccessful attempts I managed to fabricate a backing piece for the striking plate that I was happy with. I gave up at that point and had a rest. I was knackered.
On Wednesday. May 27th, I was at a DB2 meeting at IBM Warwick so after the event I arrived on site at about 1600 hrs.. I filled the one of the guttering with sealant and began manufacturing a piece for the gap end. It wasn't very successful.
I eventually decided as I couldn't find the piece to fabricate one from the metal tape given to me by harry. The only problem was how to make it watertight.
Saturday came around and I arrived first on site. By about 0900 hrs. I decided the piece MUST be somewhere but where? The only place I had not looked was in the box containing my angle grinder that had failed on the first Saturday of the weeks work in. I telephoned Angie and .... there it was put away for safe keeping!!!!! I called Dick and told him if I ever ask if he has seen something to remind me I've put it somewhere safe.
I took the bull by the horns and decided that I should fit the door striking plate. I did and it fitted correctly much to my amazement. The blue cross has been ceremoniously removed from the door.
Dave Young was in doing door repairs on 5001 and after I offered him one of my door handles he in return offered me enough to refit W55001. This was duly completed with the screws bought as replacement for one of W55001's driver's cab handle, 1 1/4" 12s.
The weather was glorious all day so I began in grinding, rubbing and painting the No. 1 side panels. I finished one door and one panel before I called it a day and went home.
That night it rained hard but in the morning the drizzle abated by 0900 hrs. and the sun shone. I began by replacing the piece in the guttering and sealing up the gaps. I then had to seal the window frame that was leaking on the inside of the aluminium frame.
Nick and Dick arrived and between us we finished off the welding. We also refitted the lower door hinge on door L4 using the 2 1/4" size 14 screws I had bought for the door striking plate. No welding will need to be done just a spot of filler.
This means that I can now concentrate on grinding down, rubbing down and priming the body on both sides. The only welding required now will be any on the No. 1 end around the wiper mechanisms. The last job was to measure up for the window frame inserts. Most of the original wood had disintegrated but the two surviving pieces and the replacements already made by myself can be tailored to ensure an easy fit.
According to the weather forecast Saturday June 6th was to be fine with a possibility of showers but Sunday was definitely rain with occasional bright spells. So with a will I started on undersealing the new panel and all the patched pieces on the No. 2 side. Almost immediately I was collared to assist with the loading of the sleepers for the Harringworth Signalbox move. I finally got started about 1100 hrs.
As most of the crew had gone to Harringworth only Martin and I were left on site. Dave and Clare arrived about 1300 hrs. and so between us we did the shunt and marshalled the train in readiness for that evening's special.
By 1800 hrs. I had ground, rubbed down and red oxided a further two doors and two panels. This leaves one passenger door, L1, the driver's door and the panel in between on the No. 1 side to finish next weekend.
Sunday dawned fair but soon the showers came. I started by cleaning out, once again, the guttering on both sides of the unit. The guttering on the No. 1 side was clogged up with the remains of blossom off the hawthorn trees/bushes. The No. 2 side was more or less clear but I had to ensure that all the leaks were stopped. This I did by smoothing over the lip between the gutter and the roof with sealant. The No. 1 cab is a whole weeks work in itself.
As the rain was now more or less persistent I began indoors doing what little I could. I refitted the window frame with the exception of the bottom piece which will need longer bolts. I also fitted the bottom panel on the other panel left open. This will ensure less dust is generated by the glass fibre insulation. In the Guard's van I fitted the piece in the corner left when I fitted the window frames.
Eventually the weather became more predictable and I managed to get rubbed down two doors on the No. 2 side. I did not attempt the side panels as I did not want to get the metal wet before painting.
I called it a day at about 1430 hrs..
The week continued to be of miserably wet weather and the following weekend was no exception.
I continued therefore to work inside the saloons doing next winter's work. I refitted the new window frame in the new panel. By Saturday night, June 13th I had replaced all the internal panels around the windows and luggage racks bar 1. By 1100 hrs. on Sunday I had completed that.
Sam, her husband and friends came to visit so whilst they were on the steam train I began refitting the internal window frames I had brought from home. I now have only two large frames to refit. I managed to split the edge off one upright but will be able to refit it with no noticeable damage. I also refitted the cover to the lighting loom which goes from floor to ceiling in the small saloon. The only internal panels now needing fitting are the panels above the doors on No. 2 side. I hope next weekend is better weatherwise if not I will have to start on the two seater frames.
The following week continued to be miserable and rainy but by Friday the forecast was for sun and warm temperatures so I booked Friday June 19th on holiday.
The day started dull but dry but brightened up later on. So much so in fact that I managed to complete the No. 1 side and half the No. 1 cab. The cab side was the most troublesome with a large amount of filler to be removed. The top of the cab front on No. 1 cab will need some remedial welding work around the wiper motors.
Saturday was not as forecast and the heavens opened up again until lunch time. I managed to replace the two final window frames inside the unit. The final one though is not a success and will need to be refitted as and when possible. This will be sooner than later as will be seen shortly.
In the afternoon I managed to prepare and red oxide the two previously rubbed down doors and the panel in between.
During the day I started up the No. 2 engine but failed to start the No. 1 engine. Dave was on site and we put the batteries on charge for 10 minutes @ 30 amps. This did the trick and the No. 1 engine roared into life at the second attempt, Dave still hasn't got the hang of the starting quirks on the unit. We did the usual run up procedures and toggled up the gearbox. The unit is now ready for moving next weekend when the Class 27 is to be lifted.
Sunday was better weather wise and I managed another panel and door. In the afternoon I began another panel but this proved that even more replacement of skin and uprights need to be done. The panel is the double one in the small saloon No. 2 side and was the one that I had patched some of the upright from the inside of the saloon. It transpired that the upright is rotten along at least a 2 ft. section mainly of the straight part and had also come through the external skin in quite a few places.
I removed the outer skin and found the full extent of the rot. Dick and I have sorted out what needs to be done. The spare section left over from the other upright can be used and the outer skin can easily be fabricated from the sheets we have in the Guard's van. We will replace the section(s) in a couple of weeks time during the weekend of July 25th/26th..
I will, therefore, have to remove all the internal panelling and hence can rectify the problem as mentioned earlier.
So the long weekend was a success. I managed 5 doors and 5 panels and am now approximately 75% of the way around the unit. By the end of July the basic bodywork treatment should be finished. I will then turn my attention to the front of the No. 1 cab. Then it's fill rub down, fill rub down etc. ready for an undercoat in late Summer and a top coat next year. As all the guttering has been replaced I can now make plans for top coating the roof.
Over the year that the undercoat has been on no evidence of flaking has made itself evident. This shows that proper preparation and using the correct etching primer etc. pays dividends. I will need to clean the roof down however and degrease ready for the topcoat.
The cab roofs are made of fibreglass. I will, therefore, need to get some expert advice on how to remove the paint that is peeling badly from them. Similarly to restore them to pristine condition in white may need some careful attention.
During the following week I considered the options in replacing the pillar. I have ordered a new 4 ft. piece of top-hat section and a new panel insert from Henderson's
Fabrications in order to do a proper job on the rotten upright. It will necessitate removal of the patch pieces I inserted but will ensure a proper job is done from the outset. We will also utilise the 22" spare piece of top-hat as well.
The next Friday I had off to assist Dave and the lads to prepare the 27 for lifting including rerailing one of the spare Class 26 bogies. The following day Nick & Dick came down and the lift was completed by 1800 hrs. utilising the 120 ton hydraulic jacks from Tyseley. Unfortunately I injured my hip on the Saturday afternoon, the old war wound you know, and am now recovering. I hope to be in one piece again for next weekend.
Dave had said that he would like W55001 to be part of the floating rake in order to release room in the sidings. So the Tyseley lads set to and now W55001 is a nearly fully braked unit again. The brakes are fully functional on both bogies and she can be operated from both ends.
After spending most of the week on my back I was at least able to do some work over the weekend of July 4th and 5th. I managed to prepare and red oxide 3 doors and two panels. The only work to be completed now is the No. 1 end, seconds man's side, door L6, the panel between L6 and the Guard's van doors and the Guard's van doors themselves. I expect to get everything except the No. 1 cab end finished by the weekend of July 18th/19th. I can then concentrate on the No. 1 cab. This should enable me to commence filling and rubbing down ready for the first undercoat by the end of August.
On the Saturday I refitted the speedo head onto the axle of the No. 1 bogie of W55001. Dave then took both units out so I could photograph them. We then washed W55001 down with super strong industrial cleaner and it looks a lot better than it did. Even the yellow front has come up well. We can do the other side when it is in the rake and in the main platform. We can also replace the cracked window.