I decided that as the weekend of March 17th/18th was to be my last at Northampton for three weeks that I had better make a big push to get the brake gear refitted. To this end I took Friday March 16th off to do the dismantling of the ex W51375 No. 1 bogie.
I awoke to pouring rain. I had already packed the gear so off I went to Northampton. The English weather is nothing if not changeable. By the time I had arrived at Pitsford the rain had and stopped the sky was brightening up. By the time I got down to the bogie in Pitsford Siding it was almost dry.
I had sorted out the tools required by looking at W51402 so after uncovering the bogie I started. The most strenuous effort was to move the bogie 18" to clear the GWR tender. By 1100 hrs. the job was done.
I retraced my steps to Pitsford Station and proceeded to do a few small jobs on the unit as well as putting away some more spares I had collected.
By 1400 hrs. I was on my way home.
The following morning the weather had changed again. The snow was coming horizontally across the field next to my house. It was still falling but was very wet and slushy by the time I arrived at Pitsford.
My first job was to unload the trolley jack and tools into W51400 ready for going down the line. The second to fire up PWM651. I lit the paraffin heater and pumped up the oil pressure. It fired first time and was busy making air when the rest of the crew arrived.
We repaired to Pisford Siding by which time the snow had ceased, but it was still very cold. We got the brake gear assembled and were back in Pitsford Station by 1100 hrs.. Dick, Nick and Rob then adjusted the brake gear.
The next job was to refit the highside dummy vacuum couplings that had been thoughtfully removed at sometime, with a pair from a scrapped unit. Once fitted we coupled W51400 up with PWM651 and made vacuum. The piston did not move. After much swearing and use of the jack we split the cylinder from the actuating beam. The beam was not seized and the vacuum cylinder moved perfectly well on its own!!!
I noticed, however, that the vacuum cylinder piston was not fully tightened. Once tightened and turned into the correct position it was obvious what the problem was. The vacuum cylinder has an elongated eye but the actuating arm has a circular eye for the pin. This is so that the vacuum cylinder has about 1" movement before it hits the actuating beam. The piston and eye were catching on the actuating beam thus it did not have free movement. We undid the eight retaining bolts holding the actuating beam and 'adjusted' the setting. It only needed 1/8" and the piston was free.
It worked perfectly after that.
After lunch Dick refitted the power controller and made a start on the fire circuit boxes. I refitted the unloader valve but couldn't fit it properly. Dick ascertained the cause an incorrect fitting which we soon replaced.
We then checked out the batteries for W51400. I shall use the spare set at present in W55001. W55001 can then have a new set of NiCads later in the year. All batteries, except one, registered over 1.9 volts. The other one showed 1.5 volts. There is some life left in them yet.
PWM651 was short of fuel so the whole train was taken down to the Class 27 to transfer some fuel. This put W51400 just beyond the crossing. I carried up the spare air tanks and Dick and I refitted them whilst the refuelling was going on.
Sunday was spent in Guard's training.
All in all an excellent weekend. The brake gear is now refitted and fully operational, the vacuum system is complete, the air tanks are refitted, the throttle controller is refitted, the AWS relay box is back in situ and ready for wiring and the unloader valve is back on.
The final jobs are to reconnect the AWS relay box, reassemble the fire circuit boxes, refit the air horns and one of the pipes, refit the air horn actuating valve and piping, replace the pyro circuits with new pattern boxes etc., fit the spare batteries, connect, recharge slowly and start the unit up.
As I've said before sounds easy, but hopefully it should be done by the start of May. Then I can repaint during the summer.
I prepared for the next weekend on the MHR with Angie as best I could bearing in mind Paul was going to sort out most of the cleaning tackle.
So on Saturday March 24th we set off a 0530 hrs and arrived at The Little Chef for tea and stickies by 0700 hrs. We arrived at Alresford by 0800hrs. and found the unit parked way down the line. Not much of a problem unless you have to fetch and carry everything for every job each time and that distance is 1/4 mile each way.
Paul arrived bright and breezy so Angie and Paul set about the cleaning of the interior. I started by sorting out the luggage rack screws I had removed on the last visit. Dick had provide plenty of screws of huge length and of BA1 size. I tapped out the holes to BA1 and removed a screw to get the correct length. Paul had opened Jim's coach so I had access to the correct tools without resorting to the back of the car. I made enough screws from brass ones but also made one out of steel as a pilot screw. This I found was a wise move. The BA tap was a bit tight and the first brass screw sheared off at the head as it was tightened down. I used the steel screw to pilot all the rest of the holes and the brass screws took perfectly. By 1030 hrs. there were no more rattles from the luggage racks. It won't be the same.
The next job was to sort out the leak above on of the sealed doors. The ingress of water had stained the beading and ruined the varnish finish. I removed the top piece but could not remove all of the screws in the upright piece. This one will have to dry out naturally. I inspected the roof and the mastic had come way from the roof panel at the end of one of the gutter channels. There was also a slight step up between the gutter pieces thus holding the water in place. I sealed all the holes I could find and built up the step so hopefully the guttering is now sealed once again. I have brought the top piece home for drying and re varnishing. I shall refit it on April 7th.
I then set about finishing off three jobs deferred from the 'B' Exam. Those being to oil the brake gear, grease the door hinges and swap the washer for a cup on the No 2 gearbox mounting bracket. The oiling was no problem but the greasing although easy enough was made difficult by the fact that the grease gun was new and wouldn't come off the nipple without great effort!!! The only job I couldn't get done was replacing the washer with a cup on the No. 2 gearbox mounting bracket. I couldn't get the 11/16" Whit nut to budge even with a bar!!! Obviously I hadn't had enough Weetabix for brekky.
I ran the engines up and started the heaters so that the saloons would have some drying warm air circulating. Both Angie and Paul soon found out how good those heaters are!!
The floor, ceiling and walls in the saloons, cabs and Guard's van were washed and wiped down and look all the better for it. The windows were cleaned and polished. The floor in the cabs and saloons was de polished and prepared for resealing. Paul cleaned down both cab floors and all the inspection hatches. In the afternoon the undercoat and first topcoat of polish was applied and left to dry overnight. We even cleaned the brass handles on the doors.
During the afternoon I repainted a door insert that I had missed last year.
Whilst all this was going on Geoff Bailey and Bob Allen were doing some shunting with D6593. On one of my trips to and from the car Geoff shouted down and I joined them in the cab. I hadn't driven a 33/2 before but now was my chance. I helped Geoff doing the shunting and he asked if I wanted to come to Alton with the empty stock later on. Too bloody true matey boy, rats and drainpipes come to mind!!! We first took Bob Deeth back to Ropley and I had a little drive back to Alresford.
Paul and Angie finished off the cleaning and locked up as we made our way to Alton. On the return I drove back as far as Ropley. Bob Allen returned me to Alresford just in time to get cleaned up and ready for a beer and an evening meal in The Bell with Steve and Penny.
On Sunday Angie finished of the floor polishing whilst I spoke to Jim about refuelling the unit ready for April 7th and tidying up the tools. We left Alresford at 1144 hrs. and were home by 1310 hrs.. All in all a very good weekend.
The railtour for March 31st has been cancelled so I can get to Northampton. The lads have removed the batteries from W55001 and have them on trickle charge. They should be ready for next weekend and fitting in W51400. Once in we can start testing the electrical circuits.
Some days start slowly and finish off as at an incredible rate. Saturday March 31st was one of those days.
I had expected to make small inroads into the restarting of the engines. As it happened that was not all that occurred.
I arrived at Pitsford by 0900 hrs. and proceeded to search for the batteries. They had certainly been moved from W55001 and also out of the cab of W55001. Eventually I found them bubbling away happily in the office. They had been placed in two banks of 6 and charged up as 12 volt sets. I popped in a Bat-aid tablet into each cell and let them ferment.
After that it was off down to the unit to fit the new ownership plate to the back wall of the cab. Nick & Dick arrived shortly afterwards.
The first job was to shunt the stock. PWM651 had been left on the wrong side of the DMU so we put PWM651 in the north end of the loop and stabled the DMU at the north end of the line. PWM651 then came back onto the main line and reversed onto the stock.
The stock them went off to the sidings to recover the scaffolding for Rob to work on the Class 26.
I took the batteries off charge, loaded them into the Escort and took them up to the platform. W51400 was parked just on the platform at the north end so we could work down each side and also in the cab as required.
Dick, Daryl and I man handled the batteries into place and started to fit the straps. I had to find my spare straps for four terminal end pieces to connect the end batteries up to the battery leads. Just as a precaution we disconnected the fire bottles.
Once connected we tested the lights. Nothing. We tested the lights from the cab and from the lighting box. Nothing.
Dick opened up the BIS box and sure enough the main power leads had been sealed off. We reconnected them and the lights worked perfectly. The batteries were showing over 12v per set, a good sign.
The lights were switched off and the power disconnected again as the next job was to rewire the fire alarm boxes. Whilst Dick rewired the boxes I refitted the missing fire switch.
Once the boxes were rewired we tested the circuits by using a 'doll's eye' in place of the fire bottles. All appeared in order even the engine switch out solenoid worked.
I checked the coolant level in the radiators. One was full the other empty. Dick found a piece of hose missing off the outlet from the cab water heater. I replaced it.
I checked the oil in both engines and found them both full. The final job before trying the starting circuits was to turn the engines. Both engines turned with no sign of stiffness.
It was time to try No. 1 engine. The throttle was pulled and the start relay depressed....... the engine fired and then died. It did this three or four more times until it finally fired up. It took a while to settle down and idle properly but when it did so it was as steady as a rock and with very little exhaust.
The second engine, however, was not as obliging. It showed no sign of wanting to start. We checked and rechecked everything. It was down to the starter motor.
Of course when in doubt, hit it with a hammer, but only softly mind, with a leather mallet!!!! This did the trick and the second engine fired up much like the first. It did not last as Nick noticed a problem. Oil was pouring out of the gearbox.
After inspection we discovered that someone had removed the gearbox oil filter housing. I replaced it with a spare and away we went again. The engine rattled a bit and will need the tappets setting as it is quite noisy.
The engines and ancillary equipment were checked and even the alternators were charging correctly. We will not need to flash them.
The air and vacuum were not moving but after fitting a straight air gauge and the air horn actuating valve the air began to build. The unloader unloaded at the correct pressure. However we could not make any vacuum. I disconnected the brake pipe from the stock and fitted a blanking piece so now the unit was in isolation. The only reason for not making vacuum now was that a piece of equipment was missing. Sure enough the quick release vacuum feed apparatus was missing, including flanges. Once again back to the container where I unearthed a spare, courtesy of Jim MacWilliam. Once fitted the vacuum came straight up and remained constant.
Nick toggled up the gearbox and no gears slipped.
The final drives were tested and went in with no problems and no banging and crashing.
It was time for a test run.
Nick took the unit up to the platform end and Dick and Rob refitted the battery box covers. I had gone to get Daryl who was having a sulk because I had thrown him off whilst we tested the unit before moving.
We took the unit down to Pitsford Sidings and returned back to the station. Everything performed faultlessly. All gear changes were good, the brakes were good and the ride quality was also good.
Nick backed onto the stock and we shut the unit down at 1830 hrs..
W51400 had run its first run in preservation, a month early than I had planned.
Brilliant.
I had Sunday April 1st at home.
I think I deserved it.
Dick had arranged for the air tank man to come to the NLR on Thursday April 5th. The day started of wet and got worse. Eventually all the air tanks on W51400 were passed fit for use.
We took the time to refit the air horns and replace the broken secondman's wiper motor. We also tested four other wiper motors that were to be swapped for various Class 117 interior parts. Amazingly enough the first four tested all worked first time.
Geoff Bailey and Bob Allen, from the MHR, were interested in purchasing a Class 117 from Shoeburyness so Keith, Geoff, Bob and I met up at the MOD/DERA gatehouse at 1100 hrs. on Friday 6th April. We inspected L721, 117308 and looked over 51373. L721 was taken as the best of the bunch and Geoff and Bob are to put a bid in for it.
April 7th was 'The Trainspotter's Ball II' on the MHR and I was down to drive W55003 for the Saturday. It was to be a one return trip so that the Class 50 could be prepared for its trip out on the main line. As it turned out I got three return trips in even if one was double headed with the Class 20. Angie did a roaring trade with the cakes and clothing.
The next weekend was Easter.
On Good Friday I arrived at Pitsford to find W51400 no where in sight.
Eventually I found it down the headshunt with PWM651 and the maroon Mk I at the line end ready for loading. As turned out Gordon and I spent over five hours unloading a Weltrol and loading the Mk I.
All I managed all day was to refit the remaining luggage racks and undo the inspection plate for the wiring off the jumper cables.
A waste of a day.
Saturday and Sunday were spent in dismantling the interior of 51369 in exchange for the wiper motors. We now have enough frames, and seating to complete W51359 together with a considerable amount of other spares.
W55003 was booked for 9 days continuous work on the MHR Thomas Week but began to play up on the vacuum side. The number 2 end brake feed is starting to fail and causing a slight brake drag. I could not make it until the following Saturday so I sent a refurbished feed valve down with KJ so the fitters can fit it ASAP. Hopefully this will cure the problem. If not I think John will have to come down and look at the unit.
The fitters removed the errant feed valve and cleaned it up. It was then replaced. This appeared to cure the problem. KJ took the refurbished valve down on Thursday and it is now in the Guard's cupboard awaiting me to fit it.
I was booked driver with Stuart Legg on Saturday April 21st. The day went well even if the timetable went to pot!! We did four return trips from Alresford to Medstead with very good loadings.
On Sunday I spent the day sorting out some scrap bolts and DMU spares ready for selling. The items being Albion water pumps and RUG IIA Rectifiers as used on the old AC8 alternators.
I am arranging a visit to Alresford with John in order to replace the feed valve and repair the No. 1 side fire alarm box test switch which is playing up. Whilst we are there John can go through the whole vacuum system and check it out.