Late on Sunday W55003 was shunted into the back row more or less where she was put originally. We shall finish most of the rest of the restoration there.
W55003 looks even better after the weekend of July 31st and August 1st. Gary Austin has painted the two ivory lining bands down the No. 2 side of the unit and they look immaculate. I painted the blue squares on the cab ends of the unit on Sunday and all that is left is the lining out of the corners, the top line on each cab and the lining out of the No. 1 side. Gary has asked for the unit to be back in the platform for the final lining out of the No. 1 side. We will need to discuss the refurbishment of the fibre glass cab ends.
I refitted and painted the stepboards over the weekend and promptly hit my shins on the ones on the Guard’s van door!!
Dick with my feeble assistance finished rebuilding the No. 1 engine. We found an oil filler pipe that actual fitted with no bending required and so for the first time since the engine was put in, back at Chinnor, it ran without the filler pipe rattling. After a few teething troubles like the fuel pump being 180o out of line, the engine fired up and ran freely. I had half filled the engine with flushing oil to give it a good clean out. Once we have run it for 10 minutes or so we will drain the oil, change the filters and refill with standard Diesel oil. We will then do the same with the No. 2 engine.
The next step will be the glass followed by the door locks then the door panels. After that it’s down to a final repainting of the insides including the Guard’s van then on to W55001.
Early indications of the engine rebuild are that the oil leak has been sealed on the crankshaft end but there is a slight leak at the ‘O’ ring on the fluid flywheel. Dick has said to leave it until next week to see if it takes up. This is because the ‘O’ ring seal may have dried out slightly whilst being off the crankshaft end and therefore requires a while to expand to its original shape. If necessary it is an easy job to replace.
During the week Dick and I discussed the heaters for the unit. We will ascertain which are the latest overhauled ones and use them. I have two heater support slings from a Class 108 which we can adapt for use on W55003 as the aluminium venting is all but useless for fastening the end ducting onto. If necessary we can adapt the slings to use threaded rod to provide adjustment for height etc.. The removal of the heating system was the first job I undertook at Chinnor and now the wheel has almost turned full circle. I am now ready to replace them.
I did very little work for the unit during the week and the following weekend was to be a single day on the line. I had arranged to go the Northants to watch the cricket on the Sunday.
Saturday August 7th dawned wet but warm and remained so until lunchtime when it stopped raining. Gary continued on with the lining of the cabs and now both cabs are fully lined out as is the No. 2 side.
I drilled and fitted the screws to the underside of the stepboards down both sides. They are now complete. As the weather was against outside working I made a start on painting the inner doors on the No. 2 side. I removed the internal door panels I had made and also the cross pieces I had fitted. The transfers were removed by using a glass scraper and the whole surface was cleaned down with a grease remover.
By the time the weather improved I had undercoated all the internal areas as required. To do the outer edges of the door required use of the ladder and various wooden blocks to steady the whole contraption. By 1500 hrs the job was done and I shall paint them in top coat next weekend, weather permitting.
The No. 1 fluid flywheel had only dropped a few drops of oil even so I decided against starting the engine until Dick was available.
Nick and Dick arrived about 1600 hrs. just as I was going home. I was having a Sunday off and had planned to go to the cricket with one of my work colleagues. This proved somewhat of an optimistic hope as it rained all day from 0930 onwards.
I spoke to RESCO during the week and they are going to furnish me with a list of the paperwork they require to get me and them to the same point. As far as the examination and test is concerned they are happy to leave us alone until we are ready. The only thing I had not planned for was the provision of windscreen wipers on both sides of each cab. I may have to take two out of W55001 only because they have the correct backplates. This will allow me to fit them directly without having to make new backplates. The air lines are still in situ, and working remember when we started the engines for the first time, so that part is no problem.
Saturday August 14th started somewhat better weatherwise. Nick and Dick arrived at 0900 hrs. and we began work. Nick started to dismantle the fluid flywheel, coating himself in oil at the same time. Dick started to install the NRN radio in the No. 2 cab whilst I started on the window rubbers. I found this job to be nigh on impossible even with the proper application tool or gun.
Nick rewired the freewheel shaft and by early afternoon we were ready to drop the flywheel. However I was still struggling with the window rubbers so Dick assisted by Nick and myself continued the job. It was then that the heavens opened and all three of us got a severe soaking. Eventually we had all the rubber except for two large windows installed down the No. 2 side. One window frame will need extra set screws putting in the hold the frame and panels tighter than at present.
The radio meanwhile was going in a treat and by 1600 hrs. was ready for testing. It worked beautifully and this was without the roof aerial. We fitted the roof aerial, once again quite easily, and threaded the coaxial cable down through the roof into the cab. Dick lashed up the connection, as we couldn’t find the soldering iron, and the radio performed faultlessly. Excellent.
The fluid flywheel was left until Sunday as we retired to the pub for a well earned drink and a meal..
The first job on Sunday was to solder and thread the coaxial lead. This was done with minimal fuss. The radio tested out faultlessly. I shall pin down the coax next weekend.
The next job was to dismantle the flywheel. This we did and soon found the cause of the leakage. The mating face from flywheel to crank shaft was metal to metal. When assembled previously some ‘Mylomar’ or other sealant had been used and we had not cleaned it all off properly. Once cleaned down and reassembled, with the assistance of ‘Mr. Green’ aka Gary Austin, we soon had the engine up and running again.
The engine ran witha slight blue exhaust and very smoothly. All that is required on that engine is to drain the flushing oil, replace all oil filters, refill with lube oil, replace the air intake oil filter and run up. We will do the same with the No. 2 engine also.
The weather forecast was for heavy showers during the afternoon so I decided to paint the inside areas of the No. 2 side door frames. They are now ready to have the edges painted and will then be ready for the new locks. My final job was to refit the bottom hand grab rail on the No. 1 side No 1 end of the Guard’s van. All grab rails are now fitted. All that is left to do is paint the green ones black.
I have also started planning the official ‘unveiling’ of W55003 to take place on October 9th.
There are some weekends you go in and you seem to take two steps forward and three backward.
Such a weekend was August 21st and 22nd. Dick and I worked on the unit on the Saturday and between us we managed to fit the pan on the No. 1 end. This included taking out two pieces to allow the air vents to poke through without the need to remove them.
Once this was done I drilled and tapped the corner of one of the windows that needed pulling in. I must confess that my countersink has seen better days and it took a fair while to countersink deep enough. Once the self tapping screws were put in I filled the area with filler ready for rubbing down and painting on Sunday.
Dick finished the rest of the window rubber down the No. 2 side whilst I fitted the new passenger door locks and handles. Two out of the three fitted easily but the third one would not go in right. The door was not fitting correctly so I had to take off all the paint down the spine of the door and also in the wood recesses of the frame. Once we had ascertained where the door was catching I ground down the offending area and the door now fits.
The locks however were not so easy. Three locks from Lancaster Coach were not the same size as the ones taken off the doors on the No. 2 side. The ones fitted to the No. 1 side were of the same size as the original ones and therefore fitted properly. I have other locks taken off Class 117s at Glasgow that are still in date so I tried them the following day.
Gary, meanwhile, had been given the task of applying the W55003 transfers to the No. 1 cab secondman’s side. This he did well and by 1600 hrs. the unit was numbered W55003 once again.
On Sunday Dick was working so I made a start on replacing the errant lock. After a little more ‘fitting’ the door now closes fully but according to Dick not quite as it should. We will look at it more closely next weekend.
I rubbed down and painted the window corner and made a start on varnishing the W55003 numbered panel. The varnish gives a covering of about 1/1000" and protects the fragile transfers as well as giving a deep gloss to the paintwork. It made a big difference. I decided therefore to varnish the whole unit. I made a start on the lower half of the No. 2 side and by mid afternoon had it all varnished.
Dick arrived about 1600 hrs. and between us we looked at the locks as mentioned above. I shall bring some new strike plates up next weekend.
During the week I ordered the ‘Door Out Of Use’ stickers for the doors from MK Markings.
October 9th seems to be coming along nicely with about 67 guests expected. I have ordered the grub from Kingsthorpe Upper Crust all I need to do is give exact numbers nearer the time.
Next weekend is bank holiday weekend and I will get Nick to sort out the oil in the engines, Dick to look at the locks and I will make a start with replacing the heaters and if the weather is fine Gary can continue with the remainder of the varnishing.
The late Summer Bank Holiday for once was a good three days. The weather was fine and dry and not too hot. Saturday started with a concerted effort on the two cab roofs. I scraped them both down and painted them with the correct filler/primer. As I had no white paint I decided that the next best colour was Ivory. It took a fair while to top coat but once done the cab roofs look vey good. Gary was whisked off to help out whilst Dick fitted the other cab radio. The two numbers are, No. 1 cab L5382 and in the No. 2 cab L5569. To round off a good day Dick fitted four of the window rubbers on the No. 1 side leaving three more to go.
The locks are still proving troublesome so we refitted an original one to see how the locks matched. The difference between the ‘DMU locks’ and the ‘MK1 locks’ is as follows. The is a 2 or 3 mm. difference in gap between the tongue and the lock bolt. The MK1 being wider. This makes it almost impossible to fit into the striking plate unless the doors are exactly square in place. We noticed this as the bottom of one strike plate had been removed, ground off.
I have enough good DMU locks to replace the MK1 ones but would like to use brand new ones if possible.
On Sunday Gary and I put on the BR roundel on the No. 2 side. It looks excellent. Gary then varnished the remainder of the No. 2 side and both front ends. I painted the remainder of the No. 2 side doors interiors ready for Gary to fit the labels. Once done Gary fitted the labels to the doors and above the emergency cords. I refitted the heater air inlet box on the No. 2 side and then set about painting the parts under the solebar.
By Sunday evening most of the orange parts had been repainted.
On Monday all three of us worked on the unit. Nick sorted out the No. 1 engine. It is now fully operational with clean oil and new filters. He also fitted the heater air inlet box on the No. 1 side. Dick finished off the window rubbers so now the whole unit is glazed. He then sorted out the wiring on the the No. 1 engine started panel. The No. 1 engine would start from this panel but would not stop either engine. He quickly ascertained that it was a loose wire and a failed push button switch. The wire was quickly sorted out and I will bring a spare switch from home next weekend. I varnished the door interiors where Gary had put the transfers. I then started on the underneath parts again. This time I repainted all the springs and spring pads in car tyre black. I also repainted the step boards in Chassis Black. The final job to top up the batteries.
During the week the new containers arrived and so now I am the proud owner of a 40ft. container with nothing in it. The first things to go in were some spare parts brough down by Dick.
The DMU Group has taken possession of 51402 so we spent some of the weekend sorting out that unit.
The good weather continued into the next weekend. Saturday September 4th was spent in sorting out the door locks. We refitted two ‘old’ style locks on the No. 2 side and one MK1 type. All doors now close correctly. We started the engines but could not get the final drive/axle light to come on in either cab so after consultation with the wiring diagram Dick decided the problem was actually in the snap lock itself. Once dismantled the No. 2 final drive snap lock was found to be extreemly coroded. We swapped it for a spare out of W55001 and all systems came up working properly again. I shall clean up this snaplock and it can go into the pool of spares.
The No. 1 engine was also giving a bit of starting trouble caused by a sticking engine stop solenoid. We discovered that the stop solenoid was out of line with the actuating mechanism. Once realigned it now works as required. The engine burns with a minimum exhaust much to Nick’s disgust. We shall do the No. 2 engine in due course.
The only fault we can now find is the fact that the DSD (Driver’s safety Device) is not coming on after the regulation 5 seconds. The problem seems to be a sticking solenoid. I will replace the solenoid next week.
Once the unit had been shunted into the dock Gary made a start on the lining on the No. 1 side. By close of play he had already got the first coat of ivory on.
Sunday was just as warm so whilst Gary finished off the lining out I busied myself on the No. 2 side. I repainted the electrical connector boxes and connectors and started on the air pipes. These were painted in white. The next job was to do the wheels. I cleaned down all the available wheel and red oxided them. I also did the bolster ends. Once dried I painted the wheels and bolster ends in chassis black.
Gary was second manning during the afternoon so I spent the time varnishing the No. 1 side. I managed all but three door and three panel bottom areas. These will be finished next week.
Once varnished Gary and I shall put on the transfers and revarnish and I shall make the door panels for fitting during my weeks holiday. I shall also replace the Driver’s locks and the Guard’s van door locks. After that the only major tasks are to refit the heaters and test and refit the wiper motors and blades. After that it’s all minor jobs.
The East Lancashire Railway’s main event of 1999 was the ‘Classic Traction Weekend’ over September 10th - 12th in conjunction with EWS & Traction Magazine. I went up and stayed at Stuart’s for the weekend and got some good shots on slide and also video as Stuart was Guarding for a morning on the Saturday.
The following week I was on holiday so on Monday I went straight to Lancaster from Swinton and picked Keith up. We then went to Heysham to drop off some locks for me and then to Carnforth to do some work on an RBR for him. After that a quick (?!!) drive down the M6 saw a few hours spent on the branch videoing L720 & the bubbles.
The rest of the week was spent on the unit. Wednesday saw the rest of the passenger door locks refitted and extraneous door handles removed. Thursday, Angie came up and started cleaning out the saloons. I continued with fabricating and fixing the internal door panels. By Thursday night all the passenger saloon panels had been fitted and the saloons were looking a lot cleaner. The cleaning took its cost however in that the washing machine, Angie was washing the dust sheets, blew up closely followed by the vacuum cleaner. Friday saw the Driver’s doors completed with new locks fitted and panels put in place. I also repainting the buffer beams, cleaned down and repainted half the wheels, the bottom half. On Saturday Dick sorted out the AWS and the DSD which now both work. The AWS was suffering from a bad attack of the clappers, they didn’t. We had to dismantle the bells and clean up the actuating mechanism. Then they did. The DSD required a replacement part from W55001 but is now in full working order. Gary fitted the BR roundel, the W55003 transfers, the No Smoking triangles and the Door Out of Use stickers. He then painted the new panels in the Guard’s van in grey. The paint is not quite a match for the rest of the van but I will do that after October. The final thing we did was move the unit a half turn so I could paint the other half of the wheels on Sunday.
Sunday was wet and got wetter. I cleaned down the other half of the wheels and repainted them. It then got wetter so I gave up and went home at about 1400 hrs. ready for work the following day.
During the week I overhauled the DSD valve that was sticking. It is now available for use. I now have three snaplocks spare of which two are in good condition.
The light at the end of the tunnel is definitely getting closer. The next weekend was the Thomas event on the railway. I excused myself and stood as spare fireman for the weekend.
Dick was on the line early and he got two 1997 dated heaters out of W55001. I, meanwhile, had brought the original two taken off W55003. We fitted the No. 1 side and measured up the extra clamp bracket. Likewise the No. 2 side was readied but not fitted as I had not brought enough securing bands. During the afternoon I cut down the clamps and Dick welded the threaded bar in place.
Gary did some remedial work to the roundel then varnished it in place. Now the whole unit has been varnished. He also fitted some ‘Please Close the Door’ transfers to the working doors. Theses transfers are original BR transfers in original DMU Malachite Green. I busied myself touching up the wheels in chassis black. I also painted one of the exhaust pipes in Chassis Black. The other job half completed was to drill and fit the makers plate onto the No. 1 side. It looks a treat even though I say so myself. I also painted up the second makers plate for the No. 2 side. I took home the final piece of Guard’s van trim that I need to replace. This I shall do during the week and refit next weekend when I do the big clearout.
On Sunday September 26th I brought the securing bands from home and secured the No. 1 and No. 2 side heaters in place. After that I measured up and drilled the holes for the new retaining brackets. This involved removing the heaters which was a bit of a fiddle. By noon both heaters were in place and clamped.
Nick and Mervyn came down and took over fitting the fuel pipes to the heaters. Once completed both heaters were fired up. The No. 1 side heater worked a treat and soon the saloons were being treated to warm air circulation. The No. 2 heater would run but would not fire up. We will replace this with one of the 1997 heaters next Saturday.
My final job was to fit and line out the No. 2 side makers plate. This is the first time in many years that W55003 has run with makers plates. I had to go into work on Sunday afternoon so worked ceased by 1330 hrs..
Keith and I will visit the unit next Thursday prior to a meeting of Nick, Dick, Keith and myself to discuss the main line ticket question.
October 9th is getting closer and I look forward to a successful conclusion to the restoration when I shall have a few days off.
Keith and I visited the railway on Thursday September 30th. Keith inspected the unit and pronounced himself satisfied with what he could see. He even tested the doors to his own satisfaction and my relief.
Saturday October 2nd came around and I arrived on the railway to find Nick & Dick already there. After sausage sarnies we set to work. I got one of the spare heaters out of the container and with Dick’s help proceeded to fit it.
We ran the heater up and it burst into life. We now have a fully heated unit. Dick then spent a lot of the rest of the day in refitting the wipers in the cabs. I contented myself in painting the unpainted bits and a few more besides. We were still having trouble stopping the No. 2 engine. Dick, after checking the electrics, pronounced that it was the stop solenoid on the engine. We eventually replaced it with one off one of the spare engines. It worked a treat.
By 1500 hrs. the unit was ready for photographs to be taken. Dick took the unit up to the boarded crossing where I proceeded to take the necessary photos.
The No. 1 engine would still not come down properly so Nick & Dick inspected the throttle motors only to find them in good condition. It was down to the governor on the fuel pump. When checked it was found to be bereft of oil. Suitable filling followed and the engine now comes down a whole lot better.
I then tidied up the tools and spare heaters etc. whilst Nick & Dick went to assist Dave Young remove part of the vacuum system on 5001. Once finished I went and assisted also. We all then repaired to the local hostelry for pint and an evening meal.
I had started with a cold and by the time I arrived home was ready for nothing else than bed. Dick came round the following morning to collect a spare wiper motor and other parts required for Sunday. I stayed at home and sniffled my way through the rest of the day.
The final transfers have arrived but I confess that I had to ask for assistance in applying them. I shall apply them later this week when I get to the unit.
All is now ready for October 9th except cleaning out the Guard’s van and cleaning the unit inside and out. We can then finish off the small jobs and get ready for the main line certification.
The cold I had got steadily worse but by Thursday I was on the road to recovery except for coughing fits every now and again. The unit was in the platform so I worked on cleaning out the Guard’s van. In the process I got the car stuck down by the container. Eventually I got it out but with about 3 tons of mud caked on the underneath!!! The last job on the Thursday was to fit the commemorative plaque for Saturday and test the curtains. All worked as they should.
On Friday October 8th Dick and I continued cleaning out the guttering. I then drilled a drain hole half way along the No. 2 side to assist in the water drainage. The unit was in a position so that I could finish off painting the exhaust pipes in Chassis Black. I then finished off cleaning out the Guard’s van and fitted the final pieces of skirting board. Dick removed the errant screws on the final locked out door and that is now sealed. I touched up the window edges whilst Dick touched up the interior door cross members. We put the batteries on charge ready for the following day.
Jim arrived during the day and brought the sign for the guests for the following day. What a good sign it was and in the correct colours, green and ivory.
During the afternoon Issy & Dick washed down the unit whilst I cleaned down and polished the Guard’s van walls. The final job was to refit the lifted seat in the main saloon and cut, trim and refasten the lino opposite that seat.
By 1800 hrs. the unit was ready, well as ready as I was going to get it. We left the unit on charge until the morning.
The great day arrived and the weather was reasonable, no rain. I busied myself with getting all the stuff ready and Angie set up the Guard’s van with the sweatshirts etc. and then manned the gate.
The unit was pushed into the loop but in such a place so that with the sun shining good shots were for the taking. And I did. I went round and dusted off the cobwebs etc. and general fussed around like an mother hen. Well after four years I think I’m entitled to. Then disaster. The No. 2 engine would not start. Not only that but was totally lifeless. Dick went underneath and started it with a screwdriver across the starter motor terminals. After that it functioned faultlessly all day. The fault is therefore in the control circuit. We will find it later.
The guests had already started arriving and so I had to go and do my mingling as a good host should. The event was newsworthy enough to be mentioned on BBC Radio Northampton on the 1000 and 1100 o’clock news bulletins. Dave drove the unit all day and W55003 performed faultlessly and the sun even shone.
We also had PWM651 out with a short rake of engineers wagons.
All too soon the day was over. W55003 was retired to the loop with her job well done and many more admirers.
I was 49 on the Sunday.
Sunday was an easy day for me. I brought Nick back from Cranfield and all I did was to cover the seats with the dust sheets.
W55003 is now well and truly launched and the next few weeks will be used to repaint the Guard's van and apply the final transfers. After that it is main line time.
During the week I telephoned EWS with regard to the OOC Open Day. I have now sorted out what needs to be done and by when. It is all systems go.
Stuart has already got the 'Into Preservation with W55001 & W55003' video ready and is now planning the OOC videos. Angie is also planning the sweatshirts etc. that we will need. Nick and Dick are also looking towards the main line certification.
The following weekend found W55003 in the loop. The sooner I get it out of there the better as the leaf fall bungs up the guttering something terrible and I'm not prepared to have all that plus dampness after I've spent all that time and money on restoration.
After a conversation with Simon W55003 is going into the floating rake with W55001 taking its place in the loop. At least I can clear out W55001 ready for a start in the new year.
W55003 was not going to start on Saturday October 16th so Dick and I fired up PWM651 and towed the unit into the platform. We then put it on charge. Dick sorted out the electrics and engine starting problems whilst I busied myself with fitting the Guard's van door locks and the Driver's internal door handles.
The final job was to drill out the broken studs for the door grab handles and replace with new studs. By 1600 hrs. the new studs were in, welded in place and painted. By this time Dick had sorted out the electrics and W55003 now starts and stops on all buttons as designed.
Keith, Nick, Dick & I are to meet next Saturday to ready ourselves for the RESCO certification.
Sunday, October 19th was spent in collecting the two 680/1s I had bought from Bletchley. They are both complete and should, with a good overhaul, provide the backup engines I need for W55003. Gary took the transfers and was last seen striding purposefully towards W55003.
During the week the three locks I left with Lancastrian were returned in overhauled condition. The certificates will follow shortly.
I visited Bletchley to inspect 51359. I have bought what remains of the vehicle for spares and to my delight there is more on the vehicle than I first thought. The set of batteries is also safely tucked away in the Guard's van.
The unit is to be moved on October 29th.
October 23rd and 24th were not very good weather days. On Saturday Dick started fitting the new pyro boxes and cables. After removing the old flame switches and the firing loom the new boxes could be fitted. The new cables were then fitted in place of the old exploding pyro cable.
On the No. 1 engine the firing loom and head to the Graviner bottle were found to be in a woeful state. I doubt if they would ever put out a fire! I replaced them with a new cable and pyro bottle obtained from Jim's in Glasgow. The old bottle is still good bit will need a new electrical connector fitted.
Gary continued with the transfers and. I bolted down the door handles now the outside of the unit is complete. Of course I will have to retake the official photos!!!!
I began painting the Guard's van in Silk Grey an lighter shade than on the walls already. This makes the van much more light and airy.
On Saturday afternoon Keith, Nick, Dick and I held a meeting to discuss what was required to be done to prepare for the RESCO certification.
The list came out as below :-
1 Test air tanks,
2 Test new Pyros,
3 Check internal saloon Fire Extinguishers,
4 Calibrate Gauges,
5 Print Supplier List,
6 Do Megga test,
7 Clean Up Alarm Chains,
8 Have plates for closed out door locks made,
9 Put extra Track Circuit clip in each cab,
10 Do ladder exam and date accordingly,
11 Fix Driver's/Main Saloon door.
I supplied an extra set of gauges to Dick and once we have taken the straight air one off 51359 Dick will have the set recalibrated. The speedo will need to be recalibrated separately.
The unit is parked down the loop under the trees again. I will be glad to get it off the line to somewhere where it can at least be parked in the open.
Friday October 29th soon came and I went off to Bletchley to see the unit being loaded. Bad move, the unit had already gone at midnight the night before! I telephoned Dave at Pitsford who had only just arrived and had just started up PWM651. He then received a call saying the rig was 15 minutes away from Pitsford. I telephoned Dick but could not get through. I then drove up the M1 to J15A where Steve, the rig driver, called me to say he was at the Valley Way and ready for us. I replied we would be with him in 20 minutes. I then telephoned Dick again who by this time was almost on the railway. He then called me to say he would go and meet the rig whilst Dave and I shunted the stock and took the train down to the unloading point. By the time we arrived the rails were in position and the packing was underway. Once the packing was ready the unit was carefully rolled down and onto the rails. After a couple of abortive attempts, the rails were not in quite the right position, the unit rolled steadily down. We attached 51359 to the BSK and PWM651 hauled it onto NLR metals. The rig was readied for return and the rails hauled out of the way and all by tea time. Who said moving stock was easy!!!
We took 51359 into Pitsford where we removed for safe keeping various spare parts. I covered up the remaining seat backs and put back the rear door. Yes I know the windows are missing but it's the thought that counts!! The straight air gauge was put with the rest of the spare gauges ready for Dick to get them to the recalibration company.
By 1500 hrs. I had had enough. The weather was getting worse so I took myself off home to get ready for the morning.
On Saturday Dick finished off the pyro on the No. 2 engine whilst I busied myself painting white lines on the wheels. I cleaned out the guttering AGAIN!!!!. I was amazed how much water is held in the leaves. I brought and fitted a spare vacuum hose in the Guard's van.
Dick and I then wired up a spare set of batteries in preparation for recharging. They were all about 1volt and soon were coming round. The unit would not start, as mentioned earlier, so a dead cell was the first suspect. I tested the batteries and found a completely dead cell. This was replaced by one of the spare ones out of W55001.
Despite not having been charged since acquistion the battery still had 1.4 volts across the terminals. We tried the starter again but still the unit would not start. It will need a quick top up charge when I can get it into the platform again.
Work ceased about 1600 hrs. as the rains had set in.
On Sunday the weather was brighter but breezy. Nick had acquired some AWS seals and sealing implement, a new repair book and a ladder test indicator. This last item I fitted to the ladder in the Guard's van and dated it accordingly. The AWS seals were replaced and sealed up. The repair book was labelled up for W55003 and put in the No. 1 cab. The broken door lock on the Driver to main saloon door was repaired. Two extra Track Circuit clips were fitted one in each cab.
After that I went home and watched the rugby on the television. All that is left is to clean up the alarm chains, test the air tanks, fit the door lock blanking plates and fit the recalibrated gauges then the unit is ready for the big test. I envisage this to occur sometime after early in the new year.
On Monday November 1st I contacted the air tank testing man with a view to getting the unit tested in the next week or so.
The testing was finally agreed to be Friday November 12th.
The weekend of November 6th & 7th was an easy weekend. I cleaned up the alarm chains in both saloons. Dick set up the charger for the new battery set and left them overnight for a good charge. I treated them to a Bataid tablet each.
We all retired to my house for the annual bonfire night celebrations at the football club opposite.
Dick and Issy went off to Bletchley early on Sunday morning and I took Nick back to the railway later on.
The following week I was laid low with a virus so very little was done. I went to the railway on the Thursday and with Dick's help we exchanged to batteries for the new set. The engines fired up immediately.
We checked the air system and found that the safety valve was not operating at its designed 105 psi blow off setting. Dick showed me haow to strip one down and reset it. We refitted the gauge and reset the blowing off setting against our 'master gauge'. It now blows off at 102 psi.
I also cleaned the guttering again!!
On the Friday the air tank man, Bob Sturgess, came as arranged at 0900 hrs.. His first task was to measure up the tanks and check the internals. Dick and I ended up taking off the drain cocks and unloader/one way valves so that he could inspect them correctly.
We then fired up the engines and checked the safety valve. It blew off at exactly 102 psi against his master gauge. The only problem we had was that the unloader valve would not shut off properly. I shall strip it down and clean it out in due course.
The unit passed its air tank inspection with flying colours. So now it's only the gauges that need to be replaced to finish the job then it's RESCO inspection time. This should hopefully be early December.
The gauge people will need to replace only one gauge of the nine I sent off. This is because the new type gauges are notorious for going out of sync very quickly and therefore Pressure Gauges will not certify, or should I say give them a warranty, for the standard year.
W55003 is now in the floating rake and W55001 is in the loop. I shall therefore be able to start on W55001 as soon as I have some racking in the container and I have overhauled the two spare engines I got from Bletchley.
During the week Michael Mensing sent me the Class 122 prints I had ordered. They are much better then his original rough prints and will make an excellent chapter in the book.
Doug Lindsey phoned from RESCO and I am on the 'Roller Bearing' course at Fragonset in the APT building at Derby next Wednesday.
The weekend of November 20th and 21st was an easy one. I had bought from Signage two 'PRIVATE' transfers for the Driver/Main Saloon door and the Guard's van/Small Saloon door respectively. I fitted these first. Once you get the hang of these transfers they are easy and look good. The second job was to fit the 'DOOR OUT OF USE' stickers on the inside of the door locks.
I noticed a leak on the first window behind the the Driver's seat. I think either the guttering or the joint between the fibreglass cab roof and the main saloon metal roof will need looking at.
Nick & Dick arrived and they started working on the Class 117 51402. I continued and stripped down, cleaned out and refitted the unloader valve. I then started up the engines and the unloader valve worked perfectly.
Dick then used his electrical know how to sort out the alternator that was not charging. He checked all the fuses, the voltage relay boxes and the alternator itself all of which proved the system should be working correctly. He then flashed the alternator and eventually, reluctantly, it began to charge. We left it running for a few hours.
It had started to rain so I cleaned out the guttering again!!!!
Nick had acquired a couple of electric 'NOT TO BE MOVED' boards. They only need new batteries to be in full working order.
Dick and I spent a few minutes sorting out some spares that he had obtained. This includes another brake beam plus other assorted lids and covers etc.. Hopefully when he dismantles his garage we can reerect it next to the container on a concrete base and use it for a work shop in which to overhaul the engines.
We discussed taking W55003 to the cavalcade on the Stockton and Darlington line at the end of August 2000. I think I shall put the unit forward and see what transpires.
On Sunday I stayed at home and worked in the dark room. I have now got most of the 10x8 prints I need doing of the unit. I only need to do another day to get the 35mm negsatives printed and I will have enough to complete the story of the rebuild of W55003.
Speaking to Keith on Sunday he is also on the Roller Bearing course next Wednesday so we will travel up together.
The roller bearing course was a success. I learned a fair amount and now have a certificate to prove it! How many times Dick will have to retake the course remains to be seen. This one was the third time he has been 'certified'.
We followed up with a visit to Brian, Keith's son, in Leicester. A nice break.
Saturday Nevember 23rd was an easy day. I spent most of the morning and early afternoon removing parts from W51359. One set of parts that were missing from W55003 were the hangers for the drop down racking in the Guard's van. There were three in W51359 so I removed them with one of the chains and refitted W55003. Another job done.
Sunday Joyce and harry called so I didn't go up to the railway at all. We went out for Sunday Lunch and had a pleasant afternoon in.
Dick phoned about 1600 hrs. to say that the racking had arrived for the container. We need 8 8'x4' 3/4" chipboard boards to make up the decking. I will arrange this during the week.
The decking was ordered from Bletchley Timber and collected on Friday December 3rd. My poor Escort was well weighed down after I had loaded the boards and my tools.
We started to erect the racking down the left hand side of the container and by 1200 hrs. had most of it in place. Dick had measured the boarding correctly and by 1400 hrs. most of the decking was in place. Nick & Robert came down and helped move the spares around and onto the correct shelves. Later on Martin Percy arrived and with a bit of luck if he can obtain some more racking, even if it is of a lighter grade, we can fit a third top shelf without decking. This shelving can be used by the seat squabs and bases out of W55001. It will also ensure that they are in the driest place.
If another full set can be obtained then a second set of racking can be put down the righthand side of the container. This will leave enough room to access both sides. The front rack can be left open and utilised as a work bench.
When W55003 is back in the platform I shall remove the generator and set it up in the container. If any of the lads needs light or power then they can run it off the generator.
I shall have to look at the provision of labelling for the various racks and shelves.
Dick had picked up the overhauled gauges. They look splendid, especially the brass Guard's van vacuum gauge. I must confess Pressure Gauges have done an excellent job. We shall replace the gauges in W55003 next weekend.
On Sunday I spent most of the day in the darkroom. I printed up the 35 mm. negs ready for inclusion. I now have a full set of pictures for the book.
This was the first weekend since I bought W55003, except for holidays, that I haven't worked on the unit.
During the week I telephoned Pressure Gauges about Railtrack certification of the gauges. I had forgotten to ask for a certificate of conformancy. They will post one on to me at home.
Once again a weekend of not having to do too much. Dick and I took the gauges down to W55003 in Pitsford Sidings and whilst I assisted Graham in lubricating the points rodding Dick made a start. After I had finished helping Graham I went and helped Dick. Between us we managed to fit all the No. 2 cab gauges and all bar two of the No. 1 cab gauges. The two missing from the No. 1 cab are the straight air gauge, which requires a different piping to that used in W55003, and the high side vacuum gauge, which only half worked. That is until we got the gauge back to the container. I then commenced to work faultlessly. I have taken it home to dry it out.
Both air gauges were of a non-standard pattern so the piping had been modified to fit. We managed to retrieve the correct piping from the cab of W51359. Once again this unit has proved its worth as a donor vehicle. We still need to fabricate a new pipe for the No. 1 cab air gauge but Dick has both ends and can soon manufacture the middle piece as required.
We tested the gauges late on in the afternoon. Both engines fired up on the button showing the new set of batteries were in very good condition especially as they had been left for two weeks.
All systems functioned correctly and the new gauges show a distinct improvement over the old ones. I would never have thought that so much variation could be seen. The vacuum system is much better for a weekly run up and down the line and both high sides seem to hold better.
Sunday December 12th was spent at home. I sorted out what is to be taken to the container next weekend. I also went through my box of spare gauges and packed them correctly for movement.
I think the racking in the container may not accommodate all my spares. I hope Martin can come up with some more.
On Wednesday the documentation from Pressure Gauges arrived.
The next weekend December 18th and 19th was spent helping Graham on the signalling side.
I had Tuesday - Thursday December 21st to 23rd off on holiday. On Wednesday I fitted the last two gauges courtesy of the air gauge pipe from W51400 and the dried out highside vacuum gauge. I also applied the gauge conformity stickers, the 'MAX SPEED 70 MPH' transfers in both cabs and the No. 1 wheel arrow on the frame above the No. 1 wheel.
Basically the unit is now finished and ready for RESCO certification.
On Wednesday and Thursday I brought up more items out of the garage for storage in the container. Now it has been organised and tidied it looks a lot more professional and orderly.
Another year is drawing to a close. Once again it has been a momentous one for the unit. It is now in full mid 1960s Brunswick Green with small yellow warning panels and fully overhauled and certificated to Railtrack/RESCO standards.
The spares situation is also in good shape with the acquisition of a spare bogie from 51375 and the skeletal remains of 51359. The container is half racked out and the spares from my garage are slowly but surely being transfered into it.
Once W55001 is back in the loop I shall begin the task of transferring all the spares from it into the container.
The railway is still confined to the same 3/4 mile track but the unloading rails have moved across the viaduct onto solid ground. Bridge 13, despite all the efforts of Andrew and his gang, is still not crossed but efforts are still continuing to restart again in Spring 2000, contractor and council permitting.
January 8th 2000 has been set as the date for the test run through for RESCO certification by Dick and Keith.
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