The first day of a new Millennium dawned and I was suffering that well known medical condition 'Liquor Mortis' or more colloquially a hangover.
The second day was much better so I ventured onto the railway. The day dawned bright and fair in Northampton so I went down to the unit in Pitsford Sidings and painted on the vacuum release 'stars' on each corner and then 'UAT 6/99' on each bogie. That should do for the lettering.
I took home the 'NOT TO BE MOVED' boards and on the third day of the Millennium spent the day stripping them down and cleaning them up.
I had to drill out most of the rivets of one to be able to refit the two halves and refit the light board. I will let Dick rerivet the parts back on. The other one had already been 'modified' and I shall have to use small brass bolts to rebuild it.
The batteries are of a standard 6v type so I shall acquire 4 and, hopefully, have two fully functioning boards by the time the RESCO certification occurs.
I spent the rest of the day assisting the steam crews.
January 8th came around and how soon we came back to earth.
The B exam was completed and we have 23 defects to be rectified.
They are :-
1 No. 1 final drive torque arm bush and pin u/s,
2 No. 2 final drive torque arm bush and pin u/s,
3 No. 2 bogie earth strap to be changed,
4 Both final drives to be topped up,
5 No. 2 alternator belts to be changed,
6 No. 2 exhauster belts to be changed,
7 No. 1 fuel pump leaking,
8 No. 1 end Driver's door not closing correctly,
9 No. 1 end Secondman's door not closing correctly,
10 B3 door catching on top corner door frame,
11 No. 2 end demister not working,
12 No. 2 cab heater leaking,
13 No. 2 side battery box cable connector to refit,
14 All floor access panels locks to free and refit,
15 No. 1 end high side gauge not working,
16 Hand brake No. 1 end stiff,
17 No. 1 engine slow to return to idling,
18 Engines to synchronise,
19 No. 1 end low tone horn not working,
20 No. 3 axle brake gear spacer clip bent,
21 No. 2 bogie final drive suspension u/s
22 No. 2 end No.1 engine light out,
23 No. 2 side Guard's buzzer not working.
Nothing mind boggling and certainly nothing to fail the unit on. W55003 started on the button and ran most successfully all day. Dave, Keith and Dick both agreed that they were satisfied with the outcome and we have tentatively agreed to go for a RESCO certification at the end of February.
The documentation worked perfectly which pleased me. Keith agreed that from this point of view we are ahead of the game.
We replaced the Guard's van buzzer on Saturday afternoon. 22 to go. The torque arm pins and bushes were tested and the new pin was sent away with an old bush to TMA Engineering to have new bushes made. 21 to go.
On the Saturday night I took the floor access panel locks home and soaked them in paraffin. before leaving I coated the metal runners for the access panels in oil.
On Sunday with a touch of brute force and ignorance I got them all to move freely. I shall refit them next weekend. 20 to go. I shall also top up the final drives next weekend, refit a new base unit for the horn, replace the bulb in the No. 2 cab. 17 to go. The hand brake requires 'graphite' applying to both surfaces to lubricate it NOT oil or grease as that will eventually dry up. 16 to go.
The fuel pump we will change for a spare one in due course. This we believe is the root of the problem of the engine not coming down properly. The governor is not working as intended because of the leak and hence the problem. We will also remove and if necessary replace the flexible air pipes to the throttle motors although with one engine working properly this is nor deemed a problem. The belts will be replaced with Brammer belting. The rest of the defects we will work on as time permits.
Keith dropped off the literature on what should be displayed on any given locomotive or unit. The only thing I have not got is an indication of which cab is which. I have faxed Steve at Signage to make up two transfers 'No. 1 Cab' & 'No. 2 Cab'. That should suffice.
The next weekend came around in due course and I set off for Pitsford on Saturday January 15th with a boot full of spares and plenty of jobs to do. Unfortunately Dick was not able to make it as he had rearranged the shape of the Peugeot the day before.
I managed two jobs, changing the horn base plate and refitting the access panel locks. They all work now and all panels are back in position.
I was intending to go up to Birmingham to see Dick but he and Issy had come down to Northampton in the pick-up so I didn't bother.
I busied myself by removing the torsion bar suspension arm from the spare bogie off W51375. The unit came off easily and appears to be in excellent condition. We will swap it for the one on W55003 next weekend provided the torsion bar pins and bushes have been returned.
Graham was busy getting a 60' length of rail onto the trolley in Pitsford siding so I spent a fruitful hour assisting him.
Once back at the station I spent the rest of the afternoon unloading the car and getting the spares into the container. We have now got three spare fuel pumps from which to choose one for the No. 1 engine.
I then helped Martin who was busy getting the side panels of 51402 ready for removal. The worst job was removing the guttering. Even though it was the newly refitted guttering it still took an age to remove all the bolts.
By 1600 hrs. the first panel was ready for removal. We left the job then ready for the next day.
The next day I spent in the darkroom getting the Phoenix photos ready for inclusion in the box that had arrived during the week.
I managed to get a flexi day in Friday 21st but had other things to do before I could get to the railway. Eventually I got there about 1215 hrs.. Gordon was there sorting out some logs left by the council workmen. I brought more spare parts for the container and then got down to sorting out the sticking doors on the unit.
All three doors have now been eased and open and close correctly.
The floor access panel in the Guard's van requires two new end pieces fabricating. I began by removing one of them to get the measurements. They should be easy enough to fabricate. Once in place the access panel will close on the locks properly.
The rest of the day was spent in helping Martin get 51402 ready for welding the two half panels in place.
Saturday, January 22nd, all three of us were at the railway. Once again I brought a car full of spare parts for the container. I will definitely need a second set of racking for the rest of the spares from W55001. Mind you I can nearly get my car in the garage at home!!
After moving all the spares Graham, Nick, Dick and I spent some time 'ballasting' the area around the container to give better access, especially with my car.
After lunch I began by helping Dave shunt the stock so Dick & Nick could begin the welding preparation on 51402.
Next I topped up the final drives with Shell HST Crankcase oil.
The next job was to change the frayed earth strap which I eventually found on the No. 1 bogie.
My afternoon job was to refit the brake bar spacers. I managed to fit three sets out of four. The fourth set will be fitted when I can release the handbrake on W55003 most probably next weekend. Why couldn't I release it? Safety, W55003 was last brake van in the rake and the lads were working on another vehicle.
Daryl helped out by moving the controllers and reversers from W55001 into the container. He's a good lad. He finished the Safeway No. 1 paper with excellent answers and all computer printed, well done to him. he also wants to know about TTI exams!! I think at 13 he's a bit young but we don't want to put the chap off so I think I'll include him in the Guard's training program.
The 'No. 1 Cab/No. 2 Cab' transfers arrived from Signage but I forgot to apply them. I'll do that next week.
Well next week duly came around and I took the two crates full of AWS & gauges to the railway. The previous week I had helped Graham in putting down some hardcore in front of the container and out into the field. This meant that I could drive the car down and stand a good chence of getting it out. It worked a treat. With the weather the previous week being dry the car went in and out with no problems.
I continued on with the outstanding items on the 'B' Exam.
I transfered the 'No. 1 & No. 2 Cab' transfers onto the fibreglass ceiling above the 'Max Speed 70 mph' transfers.
The Guard's van floor access panel was next but I found I had failed miserably in that the wood I was to use was too short for the job!! I fitted new screws to the metal surround of the panel and it now is complete.
I fitted the final brake bar spacers to the No. 2 axle and started up the unit. It started on the first press of the button.
The first job was to ascertain why the highside vacuum gauge was not working. I made the requisite vacuum and applied the brakes as required. Sure enough the gauge was only half working. I left the vacuum in the system and began to remove the gauge by undoing the clamp that held the gauge to the desktop.
To my surprise the gauge moved. Only a mite but it moved. I then undid the clamp completely and the gauge worked perfectly. All I had to do was tighten up the gauge not too much to ensure the finger did not rub on the perspex inner liner. All tests proved the gauge to work perfectly as long as the clamp was not overtightened.
The next job was to swap the No. 2 cab Driver's heater. I had a near new one in the spares container so I used that one. The first job is to remove the Driver's seat then I took off the old heater that leaked, and as coolant flowed across the cab floor I realised the new one was for the other end cab i.e. it was the wrong way around!!
Luckily these cab heaters are easy to swap around so I soon had the new one in place and working, if a bit soggy!!
The next job was to check the engine light in the No. 2 cab. It had worked upto the 'B' exam but not since. I removed the bulb and tested it. It worked. This means either the wiring has failed or the diode panel has caused the problem. Dick recommended that we leave the bulb and look at it later. I have spare diodes therefore it's just a case of making sure I get the right position.
The weather was still good and the unit was in the right position to paint the remaining white markers on the bogie wheels. Whilst painting the wheels I realised I had replaced the wrong earth strap the previous week. I soon had the swap done. I think that's most of the outside jobs done.
The last hour or so was spent helping Dick and Martin with 51402.
Nick, Dick and I will spend the next two weekends finishing off the 'B' exam requirements then it's up to the RESCO men.
Saturday February 12th was meant to be wet and windy but dawned dry and cold. I went up to Northampton with a boot full of cab heaters and light fittings for W55001.
Firstly I emptied the boot and then made a start on fitting the new piece into the Guard's van floor inspection panel. The first piece fitted well but the second piece will need working on as the whole panel nearly fell through!! I think I will need to replace all the wooden surrounds properly. By this time Nick & Dick were on site trying to start the crane. After a while they gave up and we started on the unit. Nick & Dick spent the time on replacing the final dry torsion beam pins and No. 2 suspension bracket. I dropped the air intake filter and cleaned and replaced the oil. I also replaced the centrifugal oil filter's filter and made the engine ready for next weekend and a full oil change.
I had made up two pressure caps for the radiators at home during the week these were duly fiitted. W55003 now has two proper pressure caps not just the two plastic ones it came with. Finally I oiled the bolts holding the footsteps onto the brackets as they were starting to rust.
The unit is to be used during March for the service on the line. I will need to wash and polish it ready for March 5th.
The weekend of February 19th and 20th was one where we took 2 steps forward and three steps backwards.
I took more spares up to the container including the three spare Driver's seats and the saloon water heaters.
Dick arrived and began to do the welding on W51402. I started to do the oil change on the No. 2 engine. I firstly replaced the filter which included robbing the bottom plate off another filter. I then began the long process of draining the sump. Once drained I put in 15 litres of flushing oil and started it up. I then began to remove the fuel pump off the No. 1 engine by undoing the pipes from the pump to the injectors.
Once the No. 2 engine was warmed through I drained the oil and refilled with standard engine oil. I then restarted the engine and let it run.
Dick came down and removed the old fuel pump and we swapped the requisite bits. The lift pump on the spare was broken.
The pump was refitted by midafternoon but upon firing up the engine would only run at full throttle. Despite all Dick's efforts the engine would not run properly.
Once sufficient air pressure was obtained I tested the horn. It did not work. I therefore had to change the base unit again!! I eventually got the horn to work but it will need fine tuning.
The fuel pump has left me in a quandry. Do I try to get the spare pump to run properly, replace it with the old pump or do I get a new pump from Leyland Auto?
The last job was to find the spare triple pump for the Peak and get it into Dick's van.
Sunday was spent in the darkroom so no more work was done on the unit.
This only leaves next weekend to get the unit into a state good enough for the RESCO men to inspect. Not what I wanted.
On Monday I contacted Leyland Auto about a service exchange for the fuel pump. If one is not forthcoming I shall refit the old pump and worry about a new one after the inspection.
Good news. Leyland Auto have a spare refurbished 680/1593 fuel pump in stock. They are sending it down to their Northampton depot for my collection.
I spoke to Dick on Monday night and the general concensus was that because the spare pump had been out of use for at least 4 years, it came off engine 124 when I got the unit, the bob weights in the governor had stuck. This would explain why it would not come down when started, the bob weights had stuck open.
Either way I have decided to use the Leyland Auto overhauled pump as this will come with a guarantee to work. I shall take Thursday off and remove the old pump and exchange it. Nick can then do the necessary in setting it up on Saturday.
I will also investigate how to fit a 680/1595 fuel pump onto a 680/1593 fitted engine. The difference between the pumps is that the 680/1595 pump has an oil feed off the engine whilst the 680/1593 pump has the manually filled sump on the governor. If I can find out where the feed is taken from I have two spare 680/1595s in the stores, both in working order.
I arrived at Pitsford at about 0800 hrs. and began by checking the differences of a 680/1(1593) and a 680/1595 fuel pump.The 680/1595 fuel pump takes it feed off the sump and a separate fitting is required. The injectors should also be changed from white cap to green cap but I'll bet the injectors were used turn and turn about no matter what colour they were.
After collecting my tools I began the removal at 0830 hrs. By 1000 hrs. the old pump was off, the lift pump changed and I was ready to find Leyland Auto.
The place was in Brackmills and I soon found it. After swapping the pumps and having a good chat to the chief chappy I decided that I would return the other pump to them for overhaul.
I returned to the railway via the garage where I bought 50 litres of diesel to tide me over until the Shell man arrives.
Whilst I was away Andrew had arrived and was busy about the site doing civil engineering things.
I had a cup of tea and began fitting the pump at 1130 hrs. By 1300 hrs. the pump was in and fitted. I had some lunch and then did sonething I have been meaning to do for 4 1/2 years. I took of the rocker box cover and tightened up the vent pipe!!
I finished at about 1500 hrs. and went off to Leyland Auto to leave the spare pump for overhaul.
Nick phoned at about 1900 hrs. to discuss the weekend's events. I think he was happy that I have fitted a new pump, I most certainly am.
I arrived back at Pitsford at 0900 hrs. on Saturday 26th. I emptied the car of spares and placed then in various locations in the container. Now there is mainly large heavy objects left in my garage and I think I will need a van or Dick's pick-up to move them.
The first job was to fill the tanks with the diesel I had bought. The next was to syphon enough diesel out of Martin Bell's Class 25, there was over 300 hundred gallons in the tanks, to give the unit a fighting chance of survival. In the end about 30 gallons was removed and shared between the two tanks.
Nick phoned up and Martin & I went to collect him from Long Buckby.
Once changed Nick soon got to grips with the new pump and after a few turns it fired! Even better it came down, just. The problem we thought was in the throttle motors, but no, I had forgotten to reconnect the return spring! After that the engine came down just as it should. In fact both engines come down as near as perfect as makes no odds.
I retuned the horn, nearly deafening myself in the process. I then assisted Nick in sorting out the missing engine light. I transpired it was a duff bulb, although I am sure it worked the week before. Never mind though it works now.
That was basically that the unit was in a good enough mechanical condition to face the RESCO men.
I tried all the windows and found one that was stuck solid. I dismantled the panelling and found a bolt I had put into the lock was too long and had bent the window channel such that the glass would not run.
I removed the bolt cut it down and refitted it. The window now works as designed.I then refitted the panelling.
On Sunday the first thing was to wash and polish the unit to get rid of all the steam loco soot. I used Simonize wash and wax and the sides came up very well. All we need is a bit of sunshine to show off the colours on Monday.
We shunted the stock until I was at the correct end of the line ready for Monday. In shunting the stock Dave and I noticed a pool of diesel under the No. 1 engine. Upon investigation it was a slight leak on one bank of injector pipes out of the pump. I undid the bank of three and refitted and retightened them up. I also refitted and retightened up the other ends into the injectors themselves. The leaks were gone.
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