I spent Wednesday, Thursday & Friday, July 8th to the 10th respectively, on the East Lancashire Railway's Diesel Gala with Stuart and had a thoroughly good time. The finish on some of the locomotives is excellent.
So straight from Swinton I came down to the railway on Saturday morning arriving just after 0930. The weather forecast was for rain and high winds. I made a start on removing the rotten upright and by 1100 hrs. I had removed a 4 ft. section. This was from the base upwards.
Dick made the section to fit and soon we had the upright in place and red oxided. We then started on refitting the panel and by 1500 hrs. it was more or less in place. I began to grind out the final panel but it then began to rain at about 1600 hrs.. I managed to paint all exposed areas before the rain became too heavy. I then gave up and went home.
Sunday was just the same weatherwise. I managed to refit the wooden fittings and the strike plate. The door now closes properly and the upright is, as it should be, firm. The weather took a turn for the worse and the rain came down quite heavily.
Since Nick & Dick had piped W55001 it had been placed in the 'floating rake' i.e. the rake of spare vehicles that traverse the line to Pitsford sidings each operational day. The unit was therefore in the main platform and so Dick replaced the broken large window in W55001 so the unit is now completely water tight. Dick and I had a discussion about W55001 and we then took a walk down the line to inspect the cabs. Dick has in mind to rebuilt one cab and the electrical connections at the other end. This will allow the unit to be utilised as a driving trailer. With one cab finished we will know what parts are required for the other cab. I left for home at about 1530 hrs. with a spare door lock and strike plate. I spent the rest of the afternoon cleaning them down.
Whilst Dick was sorting out the cabs one of the vacuum gauges was removed. This gauge was operational but glassless. I therefore had six circular 101 mm. glass inserts made, one for this gauge and 5 spares.
The weather forecast for weekending July 18th and 19th was good, at last. I therefore arrived at the unit early on the Saturday and began on the last doors and panel. The work consisted of the final passenger saloon door on the No. 2 side, the panel between this door and the Guard's van doors and the Guard's van doors themselves. The job was completed by 1730 hrs. and now, at last, the unit is no longer blue and grey, hallelujah!
Sunday was spent on Guard's duty and training.
The final work on the body is now the No. 1 cab which I will begin next weekend. This will involve removal of the wiper motors, the cutting out and replating of the areas above the windows and finishing the side panel from the front to the secondman's cab.
Once this is complete I can then concentrate on grinding out those areas that have since come through the old red oxide and filling and rubbing down the whole area for the first undercoat. Once in undercoat I can then finish off the guttering in aluminium primer and undercoat and hopefully get a top coat on the roof. This should take me through to the start of the winter period when I shall finish the interior.
For once during the Summer the weather forecast was for dry sunny periods all weekend. I began on the No. 1 cab and by lunchtime had the bottom half ground down and red oxided. Dave and I charged the batteries and we started the unit and shunted Sir Giles so that I could re-erect the scaffolding around the front of the No. 1 cab. I then began on the upper reaches. I first removed both wipermotors, well the No 2 side came out OK but the No. 1 side cone would not come off. So the work went on around the motor and wiper blade plate. The top 2" all around the cab is suspect but I removed what I could to leave sound metal. The parts needing replating are the top pieces between the cab corners and doors on each side, the piece on the upper outer Driver's window, the wiper blade plate and the bottom outer corner of the Secondman's side. These I left until Dick could assess the situation on Sunday. The rest will be filled sealed and rubbed down.
Nick & Dick duly arrived on Sunday morning, July 26th and the weather was good, not too sunny. We decided to go for the plating. The first job was to remove the wiper motor cone which Dick did with the crowbar. He also lost the cone somewhere in the vicinity of the Ruston. I then proceeded to cut out the rot and make up the plates as required.
We decided that W55001 should donate one of its spare wiperblade plates for W55003 so off down to the sidings we went. I had brought up the spare controllers for W55001 so we then decided which end was to be refurbished. It is to be the No. 2 end cab with the No. 1 end bufferbeam connections. The wiperblade plate came out with no bother and a look at the cab metal work confirmed W55001 is in a much better bodily state than W55003 was.
The job continued throughout the day and by 1700 hrs. all the patching had been done. I gave up at this point and red oxided the areas that had not been ground down ready for next weekend.
So another milestone has been achieved. The unit is now all red oxide and ready for filling and painting. I shall begin on the No. 1 cab next weekend. If I can proceed well enough I shall attempt to get an undercoat onto that end also next weekend. This will be a major boost to my self confidence and the project as a whole.
Once again the weather forecast during the week said the weekend weather would be good. Once again it wasn't. Saturday August 1st began wet and miserable and got worse. In the end all I did during the morning was to clean, again, the guttering on W55003. I then started on the guttering on W55001 which although flowing was not exactly pouring.
Eventually around 1200 hrs. the weather turned and the clouds began to break. Before lunch I ground down the remaining welds and red oxided them just before it rained again! Ah well such is life so I had lunch. Gary was also having fun and games dodging the showers trying to line out 3919.
After lunch blue sky broke out and I started filling and skimming the front. I used the remainder, about 1/2 tin of David's P38 on the worse areas. I then rubbed them down using the DA sander. After rubbing them down I opened the Easy 7 filler. This filler is much more fluid and fine and true to what it says does sand down easily. So much so that I ended up looking like a ghost by the time I had finished!
By this time the day was getting on so I red oxided the areas filled and rubbed down and called it a day.
The next day was much better with only high clouds and a warm breeze. I began by refilling the indentations left from Saturday's efforts.
This was then interrupted by a spell of shunting to get the first train ready. It always amazes me how only one or two of the steam department can turn up to prepare the engine on a Saturday but nine or ten on a Sunday and none of them appear willing or capable of assisting in getting the stock moved and service train ready. However, perhaps it should be left to the experts.
By lunchtime the fillings were all rubbed down as smooth as I could get them so I red oxided them and had lunch. Richard and Mark had papers back from the Safeway course so I sat with them and went through the questions and their answers.
The afternoon was dry and sunny and I excavated the Mason's undercoat green paint from the Guard's van. It went on very well and by 1600 hrs. I had undercoated all the front of No. 1 cab and the Driver's door.
The fillings may need some more attention but I shall wait until Nick & Dick come along next weekend to discuss the matter. I am pleased with the result but think it could be slightly better. I'm not sure though whether it is feasible to spend an inordinate amount of time on it.
The summer of 1998 final arrived on Tuesday August 4th and stayed with us through the following week.
I decided the best plan was to grind down and sort out the doors on the No. 1 side first. So on Saturday August 8th I began to refit all doors on that side beginning with the No. 1 Driver's door. By mid morning all doors fitted on the No. 1 side. Yes they now open and close without having to slam them or swing on the handles to open them. The first time in many a moon. I then ground down and cleaned up the inner parts of the aluminium doors ready for primer. Once primed it was time for dinner.
After lunch I red oxided all the doors and by mid afternoon I could begin on the undercoating. I managed to undercoat three of the doors and door frames. By 1800 hrs. I was extremely tired so I gave up and went home. I left the doors on the latch to dry off properly. What I forgot to do was to put the lid back on the paint tin after draining the paint pot back into it. I therefore had to come back to the railway just to put the lid back on!!
On Sunday the day was just if not even warmer than on the Saturday. I decided that I would finish off the seven doors I had prepared and call it a day. By lunch time the No. 1 Driver's door and the six passenger doors were all refitted and in green undercoat.
Nick and Dick had arrived from Birmingham with a wagon full of goodies. Nick brought a spare air cylinder from home so I am now only one air cylinder short of a full set, or so people say. Dick had brought a laser rev counter set for DMUs. We set up both the Class 117 and W55003 and measured the engine's speed. All four engines were more or less exactly the same on 450 r.p.m..
I have in my store of goodies some Class 108 seat backs and Robert of D9555 fame asked about purchase of them for the Class 108 at Cottesmore. He had already promised me an engine/air indicator panel so I suggested that no cash change hands but a fair swap occurs. I shall bring the seat backs to the railway next Saturday. This will clear some room in the garage.
The next job is to finish off the doors on the No. 1 side and then start on the side panels of the unit. I hope to have the No. 1 side completed by the end of August.
The summer continued the following weekend after a brief period of rain on Saturday morning. I arrived at 0900 hrs and began by putting the Class 108 seats in W55001 ready for Robert's collection. I then made a start on the panels down the No. 1 side from the No. Driver's cab door. They took a lot of working on and of course required filling, rubbing down, filling rubbing down etc.. By 1700 hrs. I was read to begin painting. I started with red oxide and then, as that dries reasonably quickly, the green undercoat. I first did the large panel between the Driver's door and the L1 door. I then realised that if the undercoat did not dry quickly enough when I put the window inserts and rubbers back I would get into a right mess. I decided the paint around the window surrounds first and give them a fighting chance. By 1930 hrs. the job was done and the first four panels were in undercoat. I'm not too sure of the quality of the filling, I might need to redress that in certain areas but on the whole It looks a lot better.
I should be able to finish the No. 1 side over the next weekend providing the weather remains fair.
During the previous week I had prepared a working timetable for the October Diesel gala. The copies I passed out to Bob, Graham & Simon for perusal. I also looked at W55001 in view to replacing the marker lights so the unit can run with W55003 over the October Gala weekend. I will also need to replace or even place a Driver's seat in the No. 2 cab.
Once the weather brightened up I had arranged for a late Summer holiday between Friday 21st August and Monday 31st August inclusive. I arranged for a visit to MC Metals in Glasgow during the Monday & Tuesday.
The holiday started early. On Thursday morning I dropped of a double and a treble seat squab for Mr. Block to start cutting out the new covers when the rear end of the car's exhaust fell off. I took the afternoon off to get the vehicle fixed for the following day.
The holiday proper however started well and on the first Friday I managed to fill and rub down two further panels on the No. 1 side. I also replaced the marker lights on the No. 2 end of W55001.
On Saturday I finished filling and rubbing down the No. 1 side of W55003 and marked up the areas I will need to go over again. Quite a few actually. I also replaced the headlight on the No. 2 end of W55001.
Sunday was wet and stayed wet most of the day so I had to work indoors. I cleaned down and red oxided three seat frames.
On Monday Gordon, Kevin & I set off for Glasgow. We arrived by 1545 hrs. and Jim showed us the collected items from my shopping list. The engine I was to have was a fully functioning 1595/0 7760708 with only the stop solenoid and a part of the water jacket missing.
We collected a few other spare parts and repaired to McLays' Guest House. This time the room was on the third floor, Room 64, down a maze of corridors and up and ancient spiral staircase. Our evening meal was at Paparino's and breakfast was in breakfast room 3.
After loading we began the return trip about 1045 hrs. Whilst filling up with diesel Gordon noticed an oil leak out of the van. This leak was from the engine and I think we left a trail all the way from Glasgow to Northampton.
We weather got worse as we proceeded south with rain and consequent spray and poor visibility all the way from Lancaster to the south of Birmingham. We finally arrived back at Pitsford at 1730 hrs.. The unloading took place quickly apart from putting the seat frames away. These we found we had to dismantle completely to get into W55001.
The glass we split between the two of us with Kevin taking the Driver's glass. I had bought two sets of glass which turned out to be a Driving car set and a centre car set so there was plenty for all.
The engine took a while to extricate from the back of the van. In the extrication we managed to tear off the trim from the rear of the floor. The oil leak was cleaned up and the engine craned into a place by the side of the Class 25 cab by 2130 hrs. We all went home very tired.
Wednesday was a miserable day. I began by putting the cash Kevin had paid for the glass in the Halifax. This wouldn't have been too bad except the Halifax didn't open until 0930 hrs.. This made me late. I also ordered the Dmarks etc. for the trip to Germany & Austria in September and converted my Gilders for Sterling.
Eventually I arrived at Pitsford by 1030 hrs.. I tided up the parts we had put into W55001, I managed to smash one small pane of glass, and took stock of the situation. I have now about 95% of the parts required for W55001 and once again more spares for both units. The engine turned over with good compression on all cylinders.
During the afternoon I cleaned down and red oxided 1 double and 1 single seat frame.
Thursday was fine and I began on the No. 2 side. I managed to complete the corner panel, the Secondman's door and the first panel. Altogether a good day.
Friday continued fine and two doors and 1 1/2 panels were completed. I also repainted the guttering along the complete No. 1 side.
Saturday a further 2 doors and 1 1/2 panels were completed and on Sunday 2 panels and one door were completed in between firing a couple of trips for Anthony. This leaves, on the No. 2 side, 1 panel and one passenger door, the whole of the Guard's van and the corner of the cab Driver's side. A further 3 days work to complete. Then back to the No. 1 side and No. 2 cab front to finish off. Robert Staines dropped of a Smith's heater for the unit in exchange for the seat backs.
The week ended with me taking a days break on the Bank Holiday Monday. I needed it. I watched England get thrashed by Sri Lanka at cricket. Ah well some things never change.
Once again the week's weather wasn't bad but the weekend was miserable. On Saturday I managed to red oxide the three remaining seat frames in the small saloon. That afternoon the two owners of 55009 visited and a pleasant time was had by all. It's nice to meet other owners.
Sunday, September 6th started fine but ended up just like Saturday, wet. I started by filling the panels on the Guard's van before retiring to paint the seat frames in top coat. Once again I managed to paint the three seat frames in the small saloon in gloss black.
The next weekend I was in Germany with the SVR gang so no work was completed.
On Tuesday, September 15th, I took the remainder of the seat squabs to Mr. Block's. They comprise of seats from W55001, 2, 6 & 59059.
Work recommenced the following Wednesday, September 16th, by filling and rubbing down the final passenger door on the No. 2 side together with the next panel and the first of the Guard's doors.
Thursday I was accompanied by Angie who cleaned out the two saloons. What a difference a good clean makes. I continued down the No. 2 side finishing off the second Guard's door, the Guard's van panel AND the Driver's door. Altogether a good day.
Friday a bit of history was made as the unit was returned to green for the first time in over thirty years. I finished the Driver's cab corner and the No. 2 cab front. I'm pleased with the overall finish and will be even more please when I have finished the patching.
Talking of which I began sorting out the patching on the No. 1 side on Saturday, September 19th. This leaves three panels on the No. 1 side and the No. 2 side. I managed to complete a good half of the side. I had Sunday at home to get ready for work, ugh!!
The following weekend, September 26th & 27th, was the railway's late 'Friends of Thomas The Tank Engine' weekend. I was Operating Officer on the Saturday. All went well except for having to fail Thomas with a hot box during the afternoon. W55003 had been charged up, by Dave, for two days but still refused to fire on the No. 1 engine when required. We still managed to get it to Pitsford Siding with the PMV on one engine only but the poor unit struggled a bit. I topped up the batteries ready for recharging. That evening it was put back on charge for the following day.
Sunday dawned wet but the unit fired up on both engines at the first time of asking. I stayed with the unit and painted, in black, three seat frames, 1 single and two doubles. I was then 'called out' to work.
If the weather is good next weekend I will finish off the patching and painting on either side. If not then I have only two seat frames to finish painting in black then it's onto the interior trim etc.. I've already started on the roof trim and varnished the spare lengths from the No. 1 side. The No. 2 side proper will take 19 lengths of trim, 12 for the doors and 7 for the ceiling/side join. I will, of course, have to finish refixing the window frame in the small saloon before refitting the partitioning.
Well the next weekend did dawn fine and fair well dry anyway. I managed to finish off the patching on both sides and also the red oxiding and undercoating. At least the unit will be in overall undercoat green for the gala.