We arrived at Arlesford at about 1230 hrs. on Friday 21st July. I set about doing the maintenance on W55003 whilst Angie went off to explore Arlesford.
I soon had the brake blocks knocked up and started lapping in the brake handles. I have never taken them apart so there was four and a half years oil and sediment there. I lapped them in using the tried and tested method of Brasso and elbow grease.
By 1500 hrs. I started the engines and made vacuum. The brakes came on and off as designed, good, and the vacuum remained constant when lapped at the brake handle, also good. I took the unit into the platform and then down the middle road to the fueling point where Jim refuelled the unit.
By the time we had done some shunting the time was 1800 hrs. and Angie and I went off to find our digs for the weekend.
Saturday was Tom’s turn to drive and we were booked off shed at 1000 hrs.. We arrived aby 0830 hrs. and Angie and I set up the stall. I then went off with Tom to do the Daily Exam on W55003.
The day was blue skies all day and we had 7 return Arlesford - Ropley trips. The unit performed faultlessly except for a sticking door, No. L3. Dick and Issy came down in time for the first trip and spent the day either with me or looking around Arlesford. Dick used a file to ease the door and Jim made applications of Vaseline to smooth the usage.
The unit was well received and carried on one trip 54 passengers + 3 standing + crew and hangers on.
Sunday was more of the same with Jim driving. Once again the unit was well received and a roaring trade was done by all. The high side on the No.2 cylinder is now bedding in and does not fall off so quickly.
The other locomotives in use over the weekend were D8188, 35005, 34016 & 506. Photographers were out in force and I hope to get some good coverage in the railway press. I got a good shot of 35005 and 34016 double heading passing W55003 at Ropley.
The stall did good business with 9 videos and various sweat shirts and/or T shirts being sold.
On Monday I contented myself with fixing the sticking door and refitting the drop light on door L7. I managed another couple of odd jobs including clearing out the No. 2 side gutter of leaves,again!!!!!!
Angie had gone off for a trip along the line and ended up having a footplate ride there and back on 506!!!!
All too soon it was over and we were back in Cranfield with extremely fond memories of our welcome onto and operation in our first big event on the MHR.
Roll on Thomas week.
After a phone call from Keith during the week I was on my way back to Alresford the following Saturday at 0517 hrs. to train Steve Hunby on the unit.
I arrived by 0747 hrs. and strolled around the village. The butchers, Evans, was open so I bought two more of their home made pies. Yum yum.
Steve turned up bu 0800 hrs. and we started on the preparation. By 0900 hrs. we were ready and were soon off to Medstead. After two return trips to Medstead and a return to Ropley we adjourned to the shed at Ropley whilst Steve undertook his MHR PTS course. This gave the Ropley men a chance to look over the unit.
In the afternoon we continued with return trips to Ropley and it was quite apparent that Steve was learning fast. The lads from the 71A Class 33 Group came along for a ride.
By 1700 hrs. we were back in the headshunt at Alresford with another days faultless running under our belt. Steve was happy and I was happy to allow him to take the unit during the Thomas week. The only job needing to be done is to move the No. 1 cab Driver’s wiper blades so that they wipe the windows not the roof!!!
Sunday was spent on call out at work but during the afternoon I took delivery of a new set of R2 brake blocks for the unit.
Wednesday August 2nd was the next red letter day for W55003.
On this day the only available motive power was the Ivatt Class 2 41312 and W55003.
Steve Mumby picked the unit up from Alresford and went ECS to Alton. The unit then performed 4 return trips with no problems. Keith arrived after the first trip and thought the unit was being shunted then realised it was running and stood doors open in the platform.
On the first trip W55003 went up the 1 in 60 grade out of Alton at 35 m.p.h. but on the second trip when fully laden went up at 30 m.p.h.. But at least we have been to Alton successfully. Keith has the proof in his camera.
I returned to the NLR on Saturday August 5th ostensibly to get the third engine, No. 7760708, ready for firing. I transpired that a party had been booked but no crew. I was therefore roped into being motorman for the day. The only job I managed to get done was to remove the sheered off bolt from the water rail.
On Sunday I returned and retapped the bolt hole with a 3/8 BSF tap and finished off replacing the water rail, the bleed off pipe from the water rail elbow and putting on a replacement stop solenoid. The engine is now ready for firing.
In the afternoon I passed a hour or exploring the container full of bolts I had rescued from Bletchley. I wasn’t a surprise that Dick and I couldn’t lift it when I emptied it out. There was one massive pin, definitely not DMU, one engine mounting bracket, seven spring end plates from DMU Bogie springs, assorted bars used the hang alternators and exhausters from DMU frames plus countless bolts of all shapes and sizes. I sorted out the collection and put them in a new lin-bin. At least I know where to go for the odd bolt or two!!!
The following Tuesday John Collins and I had been invited to go on the bubble car, 55029, on its last day in traffic around Birmingham. A good day was had by all.
The following day I went down to the MHR and spent a most enjoyable day with Steve Mumby doing the Ropley - Medstead shuttles. W55003 has been well received and is in good form.
On Saturday I was on the railway good and early to inspect the damage inflicted on W55001 by the stone throwing youth of Brixworth. Richard had telephoned the police but as per the norm nowadays the ‘Boys in Blue’ were not interested. I bet if fingers were broken they would be.
The window was 1/4” plate and had been broken in the bottom left hand corner. It has a small piece missing and has cracked across the plate. I used black tape to tape up the hole and crack and have left it in situ until later.
The first job ended up as a shunt as the crane could not be started, flat battery.
The next job was to rearrange the engines. The two completed engines were put in the back row with the two untouched ones being placed one on the cradle and one by the side of the cradle. The engine on the cradle was put on the floor for starting.
I prepared engine 7760708 for firing and tried it. Initially it turned. It then found a stiff spot. We removed the injectors and suspect the stiff spot is on the right hand end cylinder. Eventually the engine would only turn with a very large bar. Obviously something is very wrong. I shall strip it down as and when I have sorted out the other two engines.
The engine on the cradle is engine RFS527. Whilst craning it from the back onto the cradle I had to remove the oil filler pipe. I was not too pleased to see oceans of (clear) water cascading from the sump. The aluminium filler cap was broken and I suspect water had got in from that breakage. On first inspection when on the cradle it seemed complete, however, on removing the rocker box covers I discovered that both sets of rockers were missing. I replaced these rockers and Nick and I tested the injectors. One was duff and was replaced with another of my many spare ones. I replaced a missing piece of bleed off pipe and the engine is now ready for starting. It turns easily with the injectors in place. The engine came complete with engine mountings. These have been removed, tidied up and are to be stored as spares.
Friday August 18th saw Keith and I on the M3 again bound for Arlesford. This time was for more Driver training and a repair session on the Saturday.
Tim James was the MHR Driver. We soon had the unit up and running when our Guard arrived and told us we were the running the Arlesford service train. At last I was to get to Alton!!
The day passed all too soon with Tim soon picking up the driving. I took the third trip out of Arlesford and drove to Alton. Whilst in Alton one of the new ‘Juniper’ units No. 8006 came in so I managed a shot of old and new. I drove back to Medstead and Tim finished off the turn back to Arlesford and the ‘Belle’ siding.
That night I lodged with Tom and Cathy. Tom gave me a guided tour of the Hamble River area and we had a pleasant meal and a couple of pints.
The following morning I returned to Alresford via Tom’s map and set about the ad-hoc repairs required.
The first was to replace both destination blinds with the standard Tyseley set. The second to correct the No. 1 cab wiper arms to the correct position. The last and longest job was to drain the No. 1 engine of coolant and replace the leakin Nitride hose. This hose had been in place since I refitted the engine some 4 years previous. The job was all done within an hour. Then the fun started.
I decided to start the engine without opening up the desk. Mistake. The engine did not fire, in fact showed no sign of life at all. I was stumped as I had no electrical measuring devices with me and therefore could not trace the problem.
Dave, the electrician off the Belle, came to my rescue. I had knocked the relay off its correct seating and therefore it was not working. Once reseated the engine burst into life.
The final job was to wash down the unit.
Paul, with Jacko, and I soon had the unit washed, polished and looking resplendent. Paul even cleaned out the guttering with his ‘gutter cleaning device’. Amazing all the drain holes work in unison!!
We retired the unit to the middle siding so that the Belle was clear for
its evening run.
After a visit to Evans for more pies I set off for home.
On Sunday I went to Northampton. The siezed engine was prepared for the heads to be removed and the last 680/1595 was prepared for putting on the cradle. I now have a second set of engine mounting brackets for the stores. The final engine 8063777 has a later fuel pump, a Friedman-Maier, but has the oil feed pipe from the sump missing. The trouble is I haven’t any spare Friedman-Maier parts. I may replace this pump with a standard CAV one for ease of maintenance.
Investigations into a possible Leyland spare part has yielded the part
number, WA2L113, but it has been long deleted.
Keith and I decided to pospone the ‘A’ exam basically for political reasons and the fact that the unit is required for MHR service. We will also be doing more Driver training in early September so Keith and I can do the ‘A’ exam then just before the high speed trials.
We decided to do the ‘A’ exam on Saturday September 2nd the same day
we do some Driver training. Nick has asked to come down so he can do the ‘A’
exam whilst Keith and I sort out Roger Thornton the new driver.
The late August Bank holiday was over the weekend August 26th - 28th. As
usual the weather during the week before was glorious. On the Saturday it rained
and stayed raining all day.
I managed to remove the air pipes from the two spare gearboxes and
acquire a few spares but other than that it was a washout.
Sunday was better the weather brightened up and at 0830 hrs. I was called out to work!!! I arrived at Pitsford by 1100 hrs. Rob and Dick had erected the racking in Tim’s container and Dick had put as many seats on the top of the racking as he could. We still have more to put away. Dick and I fitted the decking and Dick then started to tidy the container.
The weather being sunny allowed the ground to dry out enough to allow the crane down to the containers. Dick and I did the big crane and moved the spare gearboxes to the back and swapped the engines about. After lunch I made 527 ready for firing and after a dozen or so turns it started and ran very well. The tickover is a bit lumpy but will get better as it is run. The main thing is that we now have three operational spare engines.
The last green engine is now on the cradle ready for stripping down. It turns freely so it should be a runner in a few weeks.
After scouring the NAV I found a spare horn actuating valve.
On the Monday I had a day off. I removed the torched ends of the gearbox
air pipes so that I now have two spare sets for use. The horn valve was stripped
down and now is in full working order.My flexi day from work was Friday September 1st. I spent the day between
the branch and watching the test match.
Nick came down from Birmingham during the evening ready for a trip to the MHR.
On Saturday Nick, Keith and I wended our way to Arlesford to do an
‘A’ Exam on W55003 and do some driver training.
We arrived by 0830 hrs. and met Roger Thornton, our trainee Driver, at Arlesford. Nick and I commenced the ‘A’ exam whilst Keith and Roger went through the preliminaries. Nick knocked up the brakes whilst did the oil levels and general inspection. The unit was ready for service by 1100 hrs. having passed its first ‘A’ exam. I expect the next major exam will be a ‘B’ exam for the safety exam next February.
We went off to Ropley in grand style and in fine weather. Once there we dropped Keith and Nick off as Nick had some work to do on the Class 33 33021. After that Roger and I went off to Medstead. We stopped for Nick and Keith on the way back and spent the rest of the day going between Arlesford and Medstead. I took the last return trip, most enjoyable.
The only bad spot of the day was in the Guard’s van. The siting block on the bottom of the outward opening Guard’s door had been ripped out!! I don’t mind accident’s happening but after 40 years of BR misuse I expect ‘preservationists’ to take a bit more care!! We returned home at 1715 hrs. arriving back home 2 hours later after dropping Keith off at Leighton Buzzard.
On Sunday I dropped Nick off at CMK and returned home to fabricate a new block for the Guard’s door. As the old one was screwed in with partially rusted screws, and I expect the wood is also not too good, I fabricated a new backing plate out of aluminium. Keith is going down to Arlesford so he can offer it up to make sure it fits correctly. I shall then finish it off and fit it over the wekend of September 23rd and 24th.
The next visit to Northampton was for Saturday September 9th. I had being having lower back problems and wa sin no fit state to start heaving heavy things about so I contented myself with finishing off 8063777 ready for starting next weekend.
The injectors were tested all all proved in order. The ‘green’ injectors firing at a pressure of 220 atmospheres.
The bores were injected with oil and turned and all proved free. The fuel pump was fitted with the oil pipe from the DMU Group’s 4041 and the missing bolt in the fuel pump drive was replaced. The last job was to check the oil filter and replace the centrifugal filter paper element.
The oil filter was in good order with the base plate in situ so I didn’t change it. The centrifugal filter had 1/4” sediment in it so the engine had had an exam not long before withdrawal. Once changed the engine was reassembled and is now ready for firing.
In the afternoon I strengthened the decking under the spare starter motor/exhauster/fuel pump racking as it was beginning to sag quite considerably.
After that I took my bad back home and had a good long soak. Much better.
Monday September 11th was a good day. The Chairman of the MHR called offering a years work for the unit. Chris Cornell also phoned and Angie and I can sell our T Shirts and Sweat Shirts over the open weekend of September 23rd/24th. I spoke to Dick and we think the unit will be remaining at Arlesford for the next year.
The following week was the week of the great fuel shortage. I, luckily, had filled the Saturday before and still had just over half a tank by the weekend. The blockades had ended by the Thursday and fuel was beginning to flow again although only about 25% of filling stations were fully opened. Rothersthorpe was one of these and I managed to fill up with no problems.
I was still concerned with the state of my back and was somewhat reticent about lifting anything heavy.
Dick and Nick arrived about 1000 hrs. and we decided to get the crane ready to sort the engines out again. The crane would not start, flat battery, so it was not until after lunch that we managed to start it and get down to the container.
The engines were moved about such that 8063777 was on the blocks ready for starting, RFS527 was stored serviceable and 7760708 was on the cradle ready to have the heads removed.
I had already primed the fuel pump on 8063777 and without putting the diesel supply on I wired up the batteries and tried to start the engine. It fired after about four turns and ran up well. There was a slight roughness on one cylinder which was cured when I tightened up the fuel pipe nut. After that it started on the first turn and ran as sweet as the proverbial nut. It is probably the best engine I have.
After that Nick and I started on 7760708. Nick undid the head bolts and Robert and Nick lifted the heads off the block. All cylinders were carboned up badly with the No. 1 cylinder especially bad. It also looked as if some water might have been getting in as well. Once the heads were off Nick tried to turn the engine. It stuck fast.
Nick then showed me a trick to release the cylinders. Using a piece of wood and hammer he hit each piston head in turn. This must have worked as the next time we tried the pistons moved. Only slowly but surely they moved. We checked each liner for score marks and found them all smooth, well as smooth as you can get. The top 1” of each cylinder bore was badly carboned up but once they had been scraped clean and a mixture of WD40 and oil had been applied all pistons rotated freely.
I scraped down the faces to remove any traces of the old head gasket and oiled them throughly leaving them covered with oily rags. We left the block and the cylinder heads soaking in oil and parafin. I shall use a wire brush to clean them thoroughly and rebuild the heads. The engine should then fire.
Once 7760708 is sorted out I shall start on 876 & 1161. One of these had a tight spot but I think I will have the heads off in both cases and do a top end decoke.
This will give me 4 spare operational engines which hopefully will be enough.
After all this excitement I returned home.
On Sunday I went to Keith’s in Leighton Buzzard and picked up the new piece for the Guard’s door. Once home I fitted the new spacer and drilled and fitted the correct securing screws. The rest I shall do next weekend at Alresford.
Angie accompanied me down to the MHR’s ‘Open Weekend’ September 23rd & 24th. We set up the stall on Arlesford platform and I left Angie to sell, sell, sell!!!! The weather was glorious all day, a really beautiful autumnal day.
Bob Deeth arrived on time at 0900 hrs. and we proceeded to the unit and into the preparation.
Initially we were going to be running shuttles but this was capped at the last minute so we ended up running ECS.
Bob soon picked up the controls and after two round trips with Bob driving I finished off with a round trip.
Bob invited me to accompany him on the Countryman the following day to learn the run round loop at Alton and the wrong line approach and run round at Medstead station. The locomotive was to be one of the Class 33s.
After we finished the training runs I put the unit in the centre road as the Belle was going out that evening. The first job I undertook was fitting the new guide block to the base of the No. 1 Guard’s door. I then started the mechanical work on the unit and within a couple of hours had finished off the two jobs. These jobs were replacing the lower vacuum hose on the No. 1 exhauster and refitting the new hand throttle cable block on the No. 1 engine.
Whilst I was under the unit the guys thought I had left the doors open and came down shut and locked them. I only found this out when I tried to get in. It was a good job I had left the Driver’s doors open.
It’s this type of care that endears me to the railway. They really are looking after me and the unit.
We stayed overnight in the Bell Hotel.
On Sunday the day dawned wet and got wetter. I was, fortunately, working in the Guard’s van. I decided that enough was enough and the time was ready for me to finish off painting the Guard’s van walls. I managed to finish two and a bit walls. The main effort was in painting the drop down rack and keeping the drips off my boots!!. The walls certainly look brighter.
Midday soon came round and I finished off what I was doing. Bob arrived with D6525 and we set off for Alton at 1250 prompt. The day went well and got better even the weather brightened up.
When we arrived at Medstead on the second trip we, the loco crew, were fed Sunday lunch, roast lamb followed by rhubard crumble and custard!!!! Brilliant.
On the return trip after leaving Ropley, Bob vacated the chair and I brought the Countryman back into Alresford. All you could see was a wall to wall smile.
The weekend came to an end all too soon and Angie and I wended our way back home up the A31, M3, M25 to a stop on the M1. I left the M1 at Junction 10 and came home via Luton and Ampthill. 2 hours and 20 minutes for 100 miles!!!
I shall be missing for the next two weekends as I am in Germany at a Plandampf with Roger and Hubert. The next visit to the MHR is for the October Thomas weekend when Roger Thornton is driving.
The Plandampf went exceedingly well and I now have a 90 minute commercial video as proof.
On Tuesday October 10th I was 50.
The following weekend was the TRA meeting on the ELR.
| top | societies | home |