Saturday May 20th was a fine day, which made a change after all the rain we have had. I put on the 'No Smoking' transfer onto the new pane of glass. I then continued to unload W55001. It was not long before I had transfered 20x3 seat backs, 19x2 seat backs and 10x2 seat squabs and filled up the top racking in the container.

I then made a start on the glass. I now have 4 piles of spare glass. One with cab and door glass, one with small toughened saloon glass, one with small plate saloon glass, one with large toughened saloon glass and somewhere, as of yet undetermined, a pile of large plate saloon glass.

In the afternoon I removed the engine cradle from the container and put it outside. Nick came down with the crane and I now have engine 1174 in place ready to be overhauled.

We have decided that another 40 ft. container is required and we will go thirds to obtain one. I can fill my part with the rest of the seat squabs and the seat frames.

The late May bank holiday was over the weekend of May 27th to May 29th. On the Saturday I started as before in removing some more spares from W55001. I rearranged the seat squabs at the rear of the container and stacked most of the spare luggage racks on top. The two spare seat frames I stacked on top of the others. It's a bit of a squeeze at that end of the container but at least it's all under cover and locked away.

I then started on engine 1174. Both oil filters were removed. The oil cartridge as with all my other engines did not have the spring attachment so I had to use the only spare I have. the centrifugal filter was new so I suspect the engine had a service just before withdrawal. I hope this augers well for its continued use. I removed the rocker covers and found some surface rust on the head and rocker assemblies. I removed the injectors which were in good condition, even the white ends were still white showing recent replacement. They were replaced with a spare set of overhauled injectors out of engine 124.

The oil filler pipe will not fit with the engine on the cradle so we will have to either alter a spare pipe and cap to fit or refit on the ground. I suspect on the ground will be a better idea as I don't fancy starting the engine on the cradle. The cradle rocks when putting hand force onto it so I don't think it would be a good idea to start the engine on it.

On Sunday I went to the Mid-Norfolk Railway at Dereham but owing to bad weather Derrick and I never met up. Still there's always another time.

In the afternoon I cleaned up and greased the injectors out of engine 1174. I don't think they will need a full overhaul. We shall put them on the test rig and see, however. They will then be the spare set for emergencies or until we overhaul the next engine.

During the weekend Phil Marsh from the Mid Hants Railway called to see if W55003 would be available for their Thomas Week during August. I of course replied in the affirmative subject to Phil speaking to Keith. I then spoke to Andy Lickfold, the orgainser of the EWS Old Oak Common open day event, who was pleased to accept the unit as an exhibit.

The outcome was that, subject to board approval on June 3rd, W55003 shall go to the MHR. Whilst there RESCO will complete the certification tests as the MHR is passed for 75 m.p.h. running. The unit will then go in the MHR consist of 2x33, 6024 & 41312 plus support coaches to and from Old Oak Common. It will then be 'Daisy' for week on the MHR FOC.

Once again the plans have fallen through. I have not heard from the MHR since my contact with Phil Marsh and EWS will not pay for a road move to get W55003 to OOC.

Saturday and Sunday June 10th and 11th were the NLR's Diesel Gala days. W55003 performed faultlessly on both days.

Monday June 12th Martin Percy and I were passed out as DMU drivers on the NLR by Bob Bullock.

I had the rest of the week off and on Tuesday went to Gatwick with Keith to photograph the 73s on the Gatwick Express workings and the slam door stock on the local services. We also managed to video 59002 in its new green Mendip Rail livery.

Wednesday was a special day. John Collins and I were invited to go with the Bletchley Bubbles, 55029 & 31 around Birmingham. All in all an excellent day with thanks due to Stuart Marshall and the inspectors at New Street and Ian Winters for looking after us. The day was rounded off by a trip from Soho to Snow Hill on one of the new Wolverhampton/Birmingham Metro trams.

Thursday and Friday were spent on the branch and watching England's cricketers getting a good hiding by the Windies.

Saturday I spent helping Dick and John with various jobs.

Sunday was spent on the NLR getting engine 1174 ready for starting. We took it off the cradle and fitted an oil filler pipe. We then placed it on a pallet suitably modified to take the complete engine. I then filled it with 25 litres of oil and retired for a cup of tea.

Bad move. Although I had visually checked the oil filler pipe it was in fact holed and the oil was slowly seeping out. I had to drain the engine and replace the pipe with another unholed pipe and refill.

As luck would have it Martin Percy can braise the copper and make good the failed pipe for further use.

We then put engine 7612253 on the cradle for overhaul.

During the week events took a turn for the better. I received an offer from the MHR and spoke to Phil Marsh. We verbally agreed terms and now W55003 will be going to the ball.

The first assignment is for the Enthusiasts Weekend over July 22nd and 23rd. Then the Thomas Week during August. After that as the contract will be open ended we shall see. However we will now get the RESCO speed test finished and W55003 will be fully main line compliant and main line connected.

Dick and Keith are both happy with the arrangements which makes me feel a bit better. I must stop worrying about things going wrong. Allely's will collect on Wednesday July 5th.

Dick manufactured two cables for the leads to start engine 1174. I arrived on site about 0900 hrs. and found the requisite battery terminal connectors in the NAV. I soon had the batteries and starter motor connected. With a bit of ingenuity and the fuel can and pipe we started my original engines with I tried 1174.

It turned and turned but did not fire. We bled the system and sure enough diesel was getting to the injectors. We tried a few more times and although the engine wanted to start it wouldn't quite fire. Like at Chinnor I left the engine for 30 minutes and tried again.

Once one cylinder fired they all fired and once again all you could see was a broad smile through the smoke. After running for a few moments the engine cleared its throat and settled down to a good throaty roar. Magic. The lads were working on the Class 25 in the yard and even they heard the engine start up. It was two thumbs up all round and a cup of tea to celebrate.

The engine started on the first turn thereafter and ran up and throttled back correctly. As we had no coolant in the engine we shut it down after about 5 minutes. But we now have a spare 6/80 ready for W55003. All that needs doing is steam cleaning and strapping to a pallet ready for transportation.

I acquired a steel cabinet for the Guard's van in W55003 and fixed it in place. I have put the required spares in it and all it needs now is a clasp and lock.

Angie has arranged for three nights stopover during the MHR's Enthusiasts Weekend at a Guest House. She has arranged to sell the T shirts and Sweat shirts. Stuart is making up Version 2 of 'Into Preservation with W55001 & W55003' and we will take 20 copies and see what we can do.

The final weekend for W55003 at the NLR arrived and I made the unit ready for transportation. The date for the move has changed to the Thursday, July 6th, but this means I can be there when the unit goes. Firstly I removed the lifeguards so that the bogies have an even better clearance off the ground especially for the drop at the NLR end. I then fired up the engines and made sufficient air to operate the EP valves. I then stopped and isolated the engines then and only then isolated the final drives. Once the isolation pin was in place I toggled the forward and reverse EP valves and the dog dropped into the central isolated position with no problems. The cardan shafts rotated freely proving the dogs were centralised. Finally I isolated the fire bottles just in case any little fingers touch the fire buttons and removed the final drive isolation rod, the toasting fork, so it cannot be reengaged without my being there. The life guard's were stored away in the Guard's cupboard and locked.

I had acquired 5 5 litre plastic bottles from work and I used these for spare oil and coolant. The lock and hasp were fitted to the spares cabinet in the Guard's van and once the oil bottles were in it was locked up. Nick, Dick & I have keys for the cabinet.

The rest of the day was spent in getting the 2nd Bletchley engine ready for firing up.

The rocker gear was clean and the injectors, green, were almost brand new. I expect that both engines, 1174 and this one, came off the same unit and were replaced as a pair. The only missing parts were from the cooling system. Originally the water pump was missing but this I had replaced with a spare off a scrap engine. The only other part missing was the bleed off pipe from the water jacket. I shall have to acquire one in due course. The oil filter is one of the large 'fine' oil filters so I didn't have a centrifugal filter to worry about.

We should have time to start this engine in a few weeks once W55003 is settled in at the MHR. Then I think the two W55001 engines will be made ready.

On Sunday, July 2st, I came onto the railway and assisted in getting the early morning shunt done. If the 'new' management is to make an impression I would suggest that a more urgent approach to getting ready on operating days is adopted. Some of the staff in critical positions are still playing trains. Staff rostering is also still a problem.

I obtained my Driver's ticket off Ian Rivett and continued working on my engine. I finally fitted the new water pump onto the engine by use of my 1/4" Snap-on socket set. The engine now ready for starting.

I have designed a new type pallet for 'ready to run' engines. It is basically a standard type of pallet with additional 4x4 and 2x4 pieces of timber screwed on as packing. It means we can leave the oil filler pipe in place. We shall experiment with engine 1174 in due course.

Martin Percy returned the split oil filler pipe duly braised up. It went back in with the rest of the spares.

Soon the big day arrived. Thursday 6th July. I arrived on the railway at 0800 hrs. and Gordon arrived a few moments afterwards followed by Andrew 10 minutes later. The first thing was to drop off the bleed pipe for the second engine, 7612253, then onto more important things like put the kettle on.

No sooner than we had sat down than Allely's phoned to say they were at the gate. We went into overdrive and soon had W55003 at the buffer stops. Andrew went down to the gate but phoned back to say thet there was no sign of Allely's.

Gordon phoned the rig and they were at the gate in Toton!! Not the gate in Pitford!!

We brought W55003 back and busied ourselves doing other things. I fitted the bleed pipe and now 7612253 is ready for starting.

We had lunch at 1230 hrs. and after ascertaining that Allely's were indeed on their way proceded to the end of the line. Gordon and I then went down and opened the gates to the line. Shortly after, at 1400 hrs., Allely's arrived. We had the unit on the rig and on its merry way at 1506 hrs.. I telephoned Keith and Gordon and I retraced our steps back to Pitsford Station. Dick phoned to say the unit was at Junction 1 on the M6 and well on its way. I packed up and was home by 1630 hrs..

Keith telephoned on Friday to say W55003 had arrived at Arlesford and it is now residing in the car park ready to be shunted.

Keith, Kevin and I will sort it out tomorrow Saturday 8.7.2000.

The adventure begins.

I arrived at Arlesford with Kevin & Keith at 0900 hrs. on Saturday July 8th.

We met Tom and Jim Lawrence and had a cup of tea.

The unit had been shunted into the 'Belle' siding and we soon set about getting her ready. Once we had switched the engines in, i.e. after I had remembered I had switched them out, they both started first time. We let the air build up ready to engage the dogs in the final drive. We did not replace the guard irons at this time as I wanted to test the brakes. The reason, I had noticed that the top of the No. 1 cylinder had been dinted in the move. The last time this happened resulted in a bent vacuum cylinder piston.

Once sufficient air had been obtained, i.e. 95 lbs. per sq. in., we shut the engines down and engaged the dogs. The No. 1 dog required a little help from me but they were soon in and working in both directions.

We restarted the engines and made vacuum. Sure enough the No. 1 cylinder stuck when tested. Bastard. I set about finding the cause. The cause? The piston was bent. With assistance from a spare tommy bar I removed the old piston whilst Tom went to find a spare one. The cylinder head in the mean time had dropped down of its own accord under the action of gravity. The next task was to get the new piston screwed onto the head. They did not line up. I swore at the cylinder and shook it about a bit to try to get the head to drop into the bottom position. After a few minutes it did and the piston screwed in perfectly.

We remade vacuum and ....... both cylinders worked perfectly! Whew!!!

After this I left Kevin, Jim and Tom to do the preparation. Firstly Kevin had never used my Driver's Daily Preparation sheets and secondly Jim and Tom were on a learning curve as the unit will be under their care whilst at Arlesford. Kevin passed the Daily Exam as satisfactory and Jim and Tom are well on the way to looking after the unit.

I'm sure W55003 knew she was on holiday as even the fire alarm bells worked perfectly.

Once prepared Jim spoke to the signalman and we were allowed a path after 34016 Bodmin had left with the 1429 train.

The looks on the faces of the people was one of surprise and amazement and I must confess I was proud of W55003. Jim was driving under Kevin's supervision and we steadily made tracks out of Arlesford.

Now the thing to remember is that W55003 for the last 3 1/2 years had only moved a maximum of 3/4 mile every 2 hours at most. So a sudden burst of 5 miles all uphill was a shock to the exhaust pipes. Arlesford was left in a blue haze as all the old oil and muck was burnt off.

The unit accelerated to 35 m.p.h. and Ropley was reached in fine form. A quick inspection showed nothing amiss. We were given the road to Medstead and Four Marks. Once again a blue haze followed us up the line but all who saw W55003 on that first trip stood and watched and waved. At Medstead we inspected the unit to see all was in order and returned downhill to Ropley. We were put in the head shunt to allow trains to pass before proceeding once again to Medstead. This time the unit was purring along with the blue haze considerably lessened.

After returning to Ropley we got the road to Arlesford. W55003 rolled along quite happily at 40 m.p.h.. The final triumph of the day was that the Arlesford distant was off and the AWS bells sounded loud and clear in the cab.

We put W55003 to bed and retired to the buffet for a well earned cup of tea.

We left Arlesford at 1800 hrs. and I was back home by 2030 hrs..

The unit feels at home and I fell happy with the chaps at Arlesford.

Why did I worry so much?

The next jobs are to register W55003 with EWS and to arrange the Magnetic Particle Analysis of the axles to be done. Both these I left in Keith's hands.

During the week it was mooted that I came down on Saturday July 15th and possibly Sunday 16th to train MHR Drivers on the unit for possible mid week running. As it turned out I was not required on the Saturday. However the unit was booked to work shuttles between Ropley and Medstead all day Sunday. My Driver was Tom Turner.

On Saturday I went to Pitsford and commenced work on the second spare engine, 7612253. Nick came down with the crane and we moved 1174 onto a spare pallet for storage and 7612253 onto the floor, after fitting the oil filler pipe.

I set up the starting arrangements ans shortly before lunch I tried 7612253. I didn't turn. The initial assumption being that the batteries were flat.

At that point we adjourned for lunch.

After lunch I tried again and the engine turned. As with 1174 it took a few attempts to fire but then it went and so did half the oil!!!! I had forgotten to tighten up the oil filter correctly. Once tightened up I tried again and 7612253 burst into life and ran up successfully. We shut the engine down as diesel was running out of the return pipe. I expect I will change the injectors in due course although I suspect after a bit more work they will settle down.

I noticed an oil leak from 1174 and found that the oil filler pipe and cracked at the sump flange. It was only a drip but I will need to drain the engine ASAP. I put a recepticle under the pipe and I hope it will suffice until Monday.

On Sunday I was up bright and early to get to Keith's for 0700 hrs.. KJ, JJ and I set off for Arlesford and arrived by 0830 hrs.. Tom had opened up the unit so I started the preparation and as I went round explained the prep routine to Tom. We had the unit ready by 1000 hrs. for a 1020 departure.

I took the unit to Ropley where Tom took over for his training. Tom drove the unit all morning and up to 1400 hrs. when I took over. I then took the last four shuttles and took the unit back to Arlesford.

The weather was good and the crowds took to W55003 as nothing like it had been seen on the line before. The forward view going Down was particularly good as a couple of the passengers noted.

The Guards who rode on the unit took to it as well. I think the MHR will find a suitable niche for the unit running shuttles between the main trains. After all that's what W55003 is built for.

KJ and JJ rode in the unit all day and a pleasant time was had by all. Then all too soon it was over. The unit had done 60 miles with no problems. Both engines are now breathing normally and the exhaust is pale blue if any at all. A few small jobs had surfaced. The No. 1 engine needs the coolant topping up, one door was shut out as the door lock would not close properly, the vacuum on LAP would not hold steady and the No 1 end brakeshoes will need taking up a notch.

Tom will put some coolant in and look at the door and I will bed in the two vacuum brake castings with Brasso and take the brakes up next weekend. Tom knows how to do the brake job so I shall just run through it with him then leave it to Arlesford Traincare.

Next weekend we are running Arlesford Ropley shuttles. This should tie in nicely with Angie selling W55003 merchandise on the station.

Part 24