26043 Restoration: 2007

More information, and photos from this year can be found on the 26043 fotopic site here.

6/1/07
Chris undercoated the last part of the Winchcombe side - no Dutch yellow left now, and the remaining handrail recesses. Adrian, now armed with some sharp drill bits, fitted the mouting plate for the windscreen wiper on the driver's side of no.1 cab, and some of the wood in no.2 cab to which the inner skin attaches.

7/1/07
Paul and Richard prepared the loco to be moved (to another road in the same shed). The air tanks and grills were put inside the loco and Richard vacuumed dust from the louvres.

20/1/07
The 26 was moved outside, probably until March, so tarpaulins were hastily put over the cabs. Koji rubbed down the solebars and applied primer to exposed metal. Adrian marked up some of the air & vac components in the cabs and boiler room in the continuing "audit" of the air & vac system, to understand the system and find what pipework is missing.

3/2/07
A -2 deg C start today. Ice all over the no2 cab front windows.
Koji touched up the primer of the frame on the Broadway side of the loco. Ian removed years of grime on the main generator, which revealed some cleanish paintwork. Chris removed the rotten ends of the guttering on the far side of the boiler-room, ready to attach his newly-made end-pieces. Adrian traced every pipe in cab 2 and most of cab 1, for the pipe "audit". This revealed some torched ends of pipes and some that had been disconnected. A correlation will now be done with the schematics. Paul was seeing to the fitting of the new tanks for the 24.

10/2/07
Adrian completed tracing all the pipes in the cabs, and is 1/4 way through drawing the brake frame area.
It snowed and rained this week; there are a few places where water is getting in.
1) No2 cab driver's side windscreen wiper shaft. There was a puddle on the shelf at the bottom of the driver's window.
2) Guttering of non-walkway side of boiler room: The open end is
dripping. Chris T is on the case, drilling out a hole for
the downpipe in the end-piece he'e already made.
3) Guttering on the non-walkway side of the engineroom. 5 of the 9 cantrail *exterior* gutters are full of water, overflowing into the
engineroom and sending water down the walls and the primer'd
engineroom door.
4) Guttering on the Walkway side of the engineroom. The panel nearest no 1 end is overflowing as above.
5) Roof panels. There seems to be leaks all along the roof panel above the engine, as there are drips all along the walkway. Evidence of corrosion on the roof beams, so this is not new. I didn't check the side nearest the Peak. This might well need us to lift the roof off to replace the seal.
6) Various (drilled) holes in the roof - some are for the yet-to-be-fitted cantrail grilles.
The new internal guttering generally seems to be doing its job and there is no evidence of leaks in cab 1.

17/2/07
Ian and I spent the day on the gutters. We drilled a hole in the ali channel just above the small drain pipes coming from each channel, this allowed us to rod out the crap (it is something that Richard and myself talked about doing before). These hole could eventually be blocked off. We also continued to clean out the drain holes at the end of each louver and the drain holes at the bottom of the channel where the louvers meet. One of which was had been drilled allowing water into the loco, I have sealed this.
Also one of the new main gutter drains was blocked, we roded the main drain pipes from outside, so that is now clear. Some of the water marks and leaks running down the inside wall are I believe caused by the louver channel filling with water because it could not drain and entering the loco via the rivets Ian drilled although sealed the sealant will stop water from entering from the top, but may not seal around the rivet from behind. Hopefully now as the channel will drain the water level will not reach height of rivet, that said it may still be better to apply sealant/bitumen around the rivet on the inside of the channel. I also need to seal the seam that runs the length of the louver channel inside it is spot welded but can if channel fills up allow water to leak
with the risk of it running back and not into gutter. I need it dry before I can seal this seam.

18/2/07
Paul Fuller and Adrian had a good deal of success in finding homes for several pipes. These have been temporarily fitted where they belong. The 2 pipes from the brake valve and the 2 from the reduction charging button in each cab need new couplings making, to re-join the pipes where they were (very cleanly) cut.
There are still a few pipes left in cab 1 without homes from the original mass of pipes - I am not sure where these fit but I haven't finished charting the brake frame in the boiler room yet, so they might have a home somewhere. But more likely, the MC Metals boys may have just chucked them in the loco back in 1993.

3/3/07
Much overnight rain tested the gutter repairs and they seemed to hold out, with no water on the inside engine room walls.
Chris fitted the end-piece he fabricated to the non-walkway side of the boiler room guttering and fitted a rubber pipe from it to the drain pipe.
Graham, Paul, Richard and Adrian pulled back the tarpaulins and armed with a hose-pipe, checked the water-tightness of both cabs. The following leaks were found:

No1 cab
- the lower corner of the driver's window, nearest the bodyside
- bottom of the 2nd man's door

No2 cab
- central, half way between front and rear of the cab roof
- 2nd man's side, from the riveted strip that holds the cantrail-level guttering (2 places).

The 2/3 section of cab1 ceiling skin had to be brought down to enable the horn leak to be found. Luckily, this was fairly quick to do, and should also be to put back.
Richard made a start identifying the original studs which the air-tank brackets; the aim being to get the tanks up when the ceiling is re-fitted, so the pipework can be sorted out to the tanks.

Adrian prepared the 4 pipes in both cabs that come from the TCR reservoir and go to the brake valve and reduction charging button. The pipes were identified last time and will be joined using 15mm compression fittings. One of the pipes at no.1 end was cut on a bend and a right-angle compression fitting will be used to re-fit this pipe. These are the pipes that were mysteriously very cleanly cut before the loco arrived at Toddington.

17/3/07
The loco is now back inside the shed. Chris T removed the horn box covers, with the intention of removing the horns, to be able to apply a new waterproof coating. In the event, the horns were corroded to the pipes but may not have to be removed anyway, as there is room between the bottom of the horns and the roof to get a brush in. The waterproof coating now needs to be sourced.
Chris T, Graham and Adrian wire-brushed and sanded the generator and triple-pump covers, ready for re-painting. The electrical cubicle door hinges were shimmed so they close/latch properly then both were sanded and undercoated.
Adrian put the batteries on charge and Graham checked the electrolyte SG. Around 16 cells were showing as rather deadish. A de-sulphator circuit courtesy of the SRPS will be used to try and revive the cells; if this is not successful, they will be replaced.
Adrian continued the re-fitting of pipes to no.2 cab and rescued no.2 cab brake valve from the Hawksworth.

31/3/07 (Diesel gala)
Chris applied Acropol to the leaky parts of the fibre-glass roof; Richard applied filler to no2 cab 2nd man's side, to get a smooth profile; and Adrian applied himself to re-connecting pipes in no1 cab and completing the survey of pipes and components of the brake frame. The loco is to be moved to another road in the shed later today or tomorrow.

10/4/07
Richard trial-fitted the studs in the roof of no.1 cab, on to which fit the brackets which holds the air tanks. 14 were found; the remaining 14 have seized bolts attached, and if these cannot be removed, replacements will have to be manufactured.

13/4/07
Chris applied sealant to the front of the horn boxes, where the gap between the fibreglass was too large to apply Acropol. This should be the end of the leaks, subject to testing next time, and should then allow both ceilings to be re-fitted.
Richard continued applying filler and smoothing the corner of the 2nd man's side of no 2 cab front, so it is a gradual curve from front to bodyside, instead of an uneven step.
Adrian fitted the wiper controls to no.1 cab and continued to hunt for the last missing bits of plumbing in the Hawksworth.

28/4/07
Richard continued to sort No2 cab front, 2nd man's side; applying primer to the filled area.
Chris fitted the inner skin on the driver's side of no.1 cab, enabling the brake valve to be fitted next time.
Steve and Adrian started re-fitting the same panel in no.2 cab.
Adrian poured water over the cabs while Steve stayed dry inside - a result.
Richard ground off the bolts for the cast scottie dog and BR double arrow at no.2 end, which were then removed.
The ceiling of no.1 cab was re-fitted, and that for no.2 cab was fitted for the first time since arrival at Toddington.

6/5/07
Steve and Adrian fitted the wooden supports to the loco frame at no 2 end, to which the driver's and 2nd man's interior side panels fit, beneath the cab side windows.

12/5/07
Ian fitted his newly-made studs to cab 2 ceiling, which support the air tanks.
Richard rubbed down no2 cab driver's side panel where the double arrow was located, filled the mounting holes, and applied primer.

13/5/07
Chris re-fitted the air-horn box covers at both ends and fitted vertical wooden supports along the edge of driver's and 2nd man's side panels. These were then temporarily fitted. Adrian fitted the driver's heater and associated conduit at no1 end and cut the hole in the driver's side floor pedestal. (Heater to be wired up), then fitted the cab lights to no.2 cab ceiling.

26/5/07
Richard rubbed down no.2 cab 2nd man's side panel where the Eastfield depot logo was located, filled the mounting holes, and applied primer. Undercoat was put over the driver's side panel and the front of the loco. The only part of the bodywork that has not yet been primed & undercoated is a small part of no.2 cab front.
Steve brought a re-covered driver's seat back and took away the rest of the seat and another for re-painting (black) of the metal parts.
Adrian, Chris and Steve took the remaining air tanks from the Hawksworth, fitted the remaining studs to no.2 cab roof, attached the brackets which hold the air tanks to the roof, and, with Richard, put three air tanks up in no.2 cab. The plumbing to these will now be worked on.
Ian fabricated 16 brackets to support the studs that will hold the seats to the cab floor pedestals.
Chris fitted horizontal bracing wooden struts to no.2 cab 2nd man's side, to support the insulation material and stop the panels vibrating excessively. All the woodwork on this side was varnished.
Adrian temporarily re-fitted the refurbished no.2 cab 2nd man's desk and with Chris, the refurbished no.2 cab driver's power controller.

3/6/07
Steve brought back a fully painted and re-covered driver's seat and drilled the holes in the 4 floor sections, on which to mount the seats.
Adrian found bits of conduit for the heater/lights on the 2nd man's side of no.2 cab and fitted the floor in no.2 cab.
Top man Mike P took away the four instrument panels and the handbrake wheel from no.2 cab for spraying.

6/6/07
Ian brought 16 pieces of 3" square metal and coach bolts, which will form the mounting studs for the cab seats. Paul fabricated 10 rubber washers for the air/vac gauges on the driver's instrument panel.

10/6/07
Chris brought back the freed studs, which Steve fitted to the ceiling of no.1 cab. All then fitted tank #2 - the central tank.
Chris re-fitted the now-varnished wood supports to no.2 cab side panels, and fitted insulation in the void between the cab side panel and the bodywork.
Chris took away the coach bolts and metal to weld, which will form the mountings for the driver's and 2nd man's seats.
Adrian removed the BR-era grey paint from no.2 cab side panels, which Chris then primed. Adrian removed the primer from the driver's and 2nd man's instrument panels, for Mike to take away again and have professionally painted.
The people from Heljan (apparently pron. Hell-yan) visited to take measurements of the air tanks underneath the frame, for the air-braked release of their OO model next year.

23/6/07
That nice Peak man Mike P returned the instrument panels, handbrake wheel and AWS air tank all professionally painted eggshell black to match the desks. What a guy!
Chris brought back the welded seat bolt plates and fitted them to No1 driver's floor, finished putting the rest of the insulation in No2 driver's panel, rubbed down the primed cab side panels and undercoated them, then attacked the rotten no2 cab second man's door frame. A nice chap working on 45149 will give us some unwanted steel plate from 45 149 so this will be cut and welded in.

8/7/07
Adrian removed layers of paint from the instrument bezels, ready for repainting and re-fitting in the re-painted panels.

22/7/07
Steve and Adrian copied Chris' fitting of the retaining studs to the other 3 floor sections, then fitted the two floor sections to no1 cab. The driver's seat was then fitted to the floor and a trial sitting done by Steve! An un-refurbished seat was temporarily fitted in the 2nd man's position.
The 2nd man's desk was secured to the side wall and the horn valve fitted to the desk.

28/7/07
Steve brought back the refurbished frame of the 2nd man's seat for no.1 cab. Seat cushion and back are currently being re-covered to match the driver's seat.
Chris and Ian fitted the undercoated side panels to no.2 cab and the support for the 2nd man's desk.
Andy and Steve secured several loose panels on the rear wall of no.1 cab.
Andy, Steve and Adrian fitted a piece of angle aluminium to the side panel in no.1 cab, and then fitted the driver's desk and instrument panel to the desk.
Adrian finally fitted the 4 pipes in each cab from the TCR reservoir that had been cut by MC Metals; much fiddling with a pipe bender required to get them into the correct shape.
Ian and Paul found several bolts, for the brake valves in each cab.
Andy and Adrian went hunting in the Hawksworth and found the cut-out remains of the brackets for the DSD pedals, which can be salvaged and welded.

Things needing to be welded (Chris:-)
Above the driver's door no.1 cab
Above the 2nd man's door no.2 cab
DSD frames both cabs
Sanding pedal mouting both cabs
Floor pedestal support 2nd man's side no.2 cab
Brake valve frame 2nd man's side no.2 cab

7/8/07
Ian searched the Hawksworth and found the missing bolts needed to secure the brake valves in the cabs.
Adrian left the remaining gauges to be sprayed black by Mike P's colleague
Richard and Adrian hauled out the battery boxes so replacement of the 8 (?) duff cells can begin.

19/8/07
Brought back no.1 cab driver's arm rest and 2 windscreen washer housings.
Removed 8 duff cells from one side of the loco.
Removed rust from the two DSD pedal mounting frames.
Removed a load of cab fittings for that nice Peak man Mike to take away for repainting: Fire bells, heater covers, the mr/mr pipe gauges, AWS horns and no.2 cab AWS valve.
Mike brought back several instruments which have had their bezels painted egg-shell black to match the instrument panels and no.2 cab AWS timing tank painted white.

25/8/07
Mike brought back the no.2 cab driver's desk with the newly made ali plate for the reduction charging button. Ta!
Chris scraped away the flaky underseal and rust that is no.2 cab's 2nd man floor (luckily no weight is put on this - seat is on a pedestal). At least he now has some wafer thin metal to weld to. He chopped off some bent bits of the rather scabby 2nd man's pedestal support and welded on a new bit, so it is now better-looking and ready to weld to the floor.
Adrian fitted replacement cells, in the gaps left last week, and replaced 5 more round the other side. Distilled water is now needed to top them up (50p/ltr at Tesco, apparently) and then it's see-what-happens when they are charged... He also fitted the brake valves in both cabs in readiness for vac testing.

2/9/07
Mike returned more cab gauges, all nicely painted up with black bezels to match the desks. Adrian re-fitted them into the desks, along with the warning lamps and switches.
Chris had been in the week to weld the 2nd man's table support "ladder frame" to the floor and pedestal support to the floor in no.2 cab and further remove the rust and old underseal from the floor. The floor proved hard work to make conductive enough to weld but progress is being made.
Steve fitted the newly - re-covered 2nd man's seat cushion and back to the frame in no.1 cab - we now have a matching pair.
Steve fitted the aluminium beading to the power controller in no.1 cab, along with the "Start", "Key", "For/Rev/EO/Off" and power control plates and sorted the pipes to the horns which pass over the central door.
No.1 cab was cleared of debris.
Adrian fitted both AWS bells to the ceilings, above the central cab windows.
Adrian identified the location of the DSD pedal framework so these can be repaired and then bolted back into position.

8/9/07
Steve topped up the existing & replacement batteries with carefully-acquired distilled from an air-con unit and Halfords. 13 litres. Next thing to do is charge them and see what happens.....

13/9/07
That nice Peak man Mike P returned the AWS sunflower indicators , no.1 cab handbrake wheel and the six heater covers painted in green black and black respectively.
Richard filled, sanded and primed no.2 cab exterior on the 2nd man's side.

15/9/07
Koji continued the fitting of the wooden window-ledges to no.2 cab driver's side. He now leaves us to return to Japan for good. Thanks for your help over the few years.
Richard applied undercoat to no.2 cab exterior 2nd man's side and started to fill the driver's side.
Steve fitted new hooks to the front driver's side window-ledge, which the instrument panel clips on to.
Adrian put the batteries on charge (took 15 A) and then shorted the triple pump supply to an exhauster fuse mount, so this could be run up without starting the engine to run the auxiliary generator. Steve and Adrian then searched for the leaks:
No.2 cab emergency 'flap' on the brake valve - requires new 'O' ring. Section removed and tape put over pipe.
Bufferbeam vac 'bag' seating at no.1 end - O ring replaced.
Connection to gauge under driver's raised floor at no.1 end - covered with tape.
The big leak was found to be the un-powered exhauster changing to an 'inhaler'. If both exhausters are not powered, air is pulled backwards through the un-powered one. The tap was closed and the vac in no.2 gauge rose to 25" - result! See pic (yes I know it's showing on the wrong gauge).
Both exhauster speed-up contactors were closed 'manually' and had the desired effect.
For reference - to run the exhauster from batteries/charger, run wire from nearest fuse post of triple pump to furthest fuse post of exhauster (or any other machine). Do this via a fuse hanging off the nearest fuse post of the triple pump.
The right-hand exhauster contactor is dirty - glows green when closed. Needs a clean.

16/9/07
No2 cab 2nd man's door was removed, door frame had the rot cut out, fresh metal welded in then primed.
The draught excluder on no.1 cab's driver's side door frame was chopped off to expose more rot than metal... Measurements were taken in order to make new patches.
Mike brought back freshly painted bells and AWS timing tank brackets. Thanks!

23/9/07
Paul freed up the seized vacuum valve plunger on the brake valve in no.1 cab, as the brake valve would not move to emergency & shutdown position. Spring washers were also fitted to the 4 Allen bolts on the emergency vacuum fitting.
The same freeing up the of the vacuum valve plunger, fitting of spring washers to the 4 Allen bolts on the emergency vacuum fitting was done to the brake valve in no.2 cab. A new O-ring was also fitted to replace the perished original.

29/9/07
Mike Pember once again did us proud by bringing back the two MR and MR pipe gauges for each cab with a newly fabricated bezel, to replace the rather dodgy original. These are painted black to match the main instrument panels and have 26043 stamped below the gauge. He also returned the last gauge for no.2 cab, the kA meter, with a nicely blackened bezel.
GWR-returnee John joined us, and got straight down to it, helping remove the long-standing workbench in the boiler-room, so the brake frame and compressor can be accessed. He wire-brushed the brake framework where it had started to corrode. A replacement cushion was fitted to no.2 cab driver's seat. The area around the ceiling between the rad tanks was cleaned up - much loose paint.
Steve tried to get the fibre-glass main roof section off, removing the bolts along the length. This is so the seal can be replaced if necessary, as water is entering somehow. He then turned to the radiator, where a rain-cover around the motor is in need of repair - daylight can be seen from the engine-room.
Richard continued filling, sanding, priming and undercoating the driver's side of the front of no.2 cab, the only remaining piece left untouched by us.
Adrian fitted the instruments Mike returned, removed the plate covering the exhaust port, then measured up the hole, in order to make a plug for when the loco is stored outside. The missing sections of pipework from underneath the 2nd man's desk of no.2 cab were documented for Paul to try and find replacements. An electronic battery-re-juvenator was fitted to 12 of the batteries, to see if this helps. The vac section of the brake valve in no.2 cab was re-fitted after Paul freed up the plunger which opens a vent to atmosphere when the brake is set to emergency.
John, Steve and Adrian removed tank 2 and fitted tank 4, the former not having the correct pipe connection at the bulkhead end, whereas the latter does.

7/10/07
Steve brandished a hoover throughout the loco, removing assorted detritus and tidying up the engine and boiler rooms.

13/10/07
Richard continued work on the last part of no.2 cab front - the driver's side - removing rust around the lamp fixings and brackets, sanding and applying primer.
Chris took no.1 cab driver's door off to gain access to the very corroded door frame. Much had to be cut out. He then welded in some new plate. The door is a poor fit in the frame and needs trimming.
Chris L visited to assess the body painting situation; he intends to return shortly to take up where he left off.

14/10/07
Ian removed and cleaned out the two exhauster oil reservoirs, which now need re-filling with oil.

17/10/07
Adrian pored over the schematics to identify various cut wires around the driver's desk in no.1 cab. Re-connected were the speedo, ammeter, driver's heater switch, engine stop, wheelslip and alarm lights, de-mister (for future ref: neutral still to be fed to the panel). The feeds to the instrument lights were located but the lights themselves have long gone. New bulb-holders, bulbs and a panel on which to mount them will have to be purchased/fabricated.
The three wires to the AWS button were located - these are to be connected next time.
A start was made on the same wiring in no.2 cab - to be completed next time.
Measurements were taken of the panels for Mike P, who is going to manufacture some new, original labels for the switches (Dymo tape appears to have been used in the past).

23/10/07
Adrian continued with the wiring of no1 & 2 cabs, and fitted the newly-made exhaust cover.
Ian recently deposited an ex-class 47 horn valve in the loco. This has different connections to those in the 26 but should be able to be used to replace the missing horn valve.

27/10/07
Chris T removed the driver's door from no.1 cab, as this did not fit well in the frame following the weld repair of the frame. The door was trimmed top and bottom. The floor needs securing down, as it bows when walked on, fouling the bottom of the door. the DSD pedal mounting bracket in no.1 cab was positioned ready for welding.
Chris L returned and started removing the remaining flaking paint from no.2 cab rear bulkhead with a view to a repaint.
Paul & Adrian measured up the missing pipework. One of the brake valve isolators in no.2 cab was removed, in order to remove a 28mm OD fitting, so that a replacement pipe can be sorted. Three 90 degree connectors will also be sourced, to connect to the 3 tanks which are in no.2 cab but whose bulkhead-end connectors poke through into the boiler room.
Adrian returned 8 of the 10 flexible hoses for the air/vac instruments (5 in each cab) with new connectors on one end. The remaining 2 were taken away to effect this modification. The exhausters were topped-up with oil and run up, achieving 22" vacuum. The exhauster speed-up switches within the brake valves in each cab were connected up, and tested (closed when brake valve is moved to "release". The switch in no.1 cab appears to have collapsed, so the brake valve will have to be partially disassembed; no.2 cab is fine. Rusty metal covers for these switches were taken away for a scrape.
Two wires in no.2 cab were identified as the feed to the DSD box hidden behind the central door; the source of these wires needs to be ascertained.
A blue warning lamp for the wheelslip warning that is not from a class 26 was fitted in no.1 cab, which does not quite match the adjacent two red warning lamps but is at least blue.
The batteries were checked: Cells 18 and 20 were found to be showing a reversed polarity when under load (~=-3V), so these were replaced with more of Ian's ex-class 14 cells. Cells 26 and 35 showed very low voltage, and will also likely need replacement. Measurements with an SG meter are required.
FOR REF: I am counting cells from the most -ve to most +ve; Cell 1 being nearest no.2 end, on the side where the driver sits in no.2 cab. Cell 24 is at no.1 end of this side. Cell 25 is nearest no.1 end, on the side where the driver sits in no.1 cab. and cell 48 is nearest no.2 end on this side.

9/11/07
Adrian continued with the wiring of no.2 cab. The two unidentified wires to the DSD turn out to be the speed input...from the speedo. The light & DSD switch panel on the 2nd man's side was removed and the mounting re-made, together with the conduit from it to the 2nd man's heater. The DSD button, cab interior light switch and heater wires were then fed through to the under-floor panel. New demister negative wires were fed through to the under-floor panels in both cabs.
The last two flexible hoses for the air/vac instruments were brought back and are ready for fitting, together with remaining 6. It is not known which pipe is which to the instruments, so these will be connected randomly and sorted out when the system is pressurized and it becomes evident which is which.
The support for the driver's desk in no.2 cab was attached to the inner skin and the desk partially re-assembled.
The batteries were charged and left to discharge overnight in the on-going re-juvenation attempts through use of an electronic de-sulphation gadget.

10/11/07
Chris T put the batteries on charge and filled the loco with smoke - a result of welding no.1 cab DSD pedal frame in place; it has been modified so it can be unbolted for access to pipes behind should this be necessary.
John and Chris L took the paint off the rear bulkhead of no.2 cab and the pipework & conduits, in readiness for eventual repainting.

18/11/07
Ian and Paul fitted the air pipework (flexible and copper) to the brake valve isolator underneath the second man's desk in no.2 cab. The bracket that holds the two brake valve isolators now needs welding to the floor and also securing to the underside of the secondman's desk top. It is suspected that this end had a collision as well as no.1 end as the floor is raised and the BVI bracket is mis-aligned.
The three 90-degree-bend pipes in the boiler room which connect to the three pipes which pass through the bulkhead from the tanks in no.2 cab were also fitted.
Richard continued with filling/priming/undercoating the driver's side of no.2 cab.

24/11/07
John re-fitted the four windscreen-washer U-shaped covers which sit underneath the windscreens at no.1 end, and drilled the holes for the eventual re-fitting of the "squirters". The 3 air gaues in each cab were then connected to random pipes coming up from the floor, to be sorted when air pressure is raised. The horn valve from the 2nd man's side of no.2 end was removed and fitted in no.1 cab driver's side, a new mounting bracket being made, as the original valve and bracket seemingly did not arrive with the loco. An ex-class 47 valve will be used to replace the no.2 cab 2nd man's valve.
Richard continued with filling/priming/undercoating the driver's side of no.2 cab.
Adrian checked the state of the batteries under load. Cell 20 shows 0V, 35 shows 1.5V. Both look like needing replacement. SG tests still need doing on the other cells but all show 1.8 to 2V under load, implying reasonable condition. The cab lights in no.2 cab were re-instated.

30/11/07
Mark is now helping prepare the bodywork for re-painting, having previously re-painted 47 105 & 47 376.
He has started on the centre section of bodyside on the Winchcombe side. The brush marks on the existing undercoat are being removed, and filler being added where necessary.

1/12/07
John pushed on with the driver's horn mounting bracket, passing it to Mike P for finishing off.

8/12/07
Mike did us proud yet again, providing a better-than-when-new horn valve and mounting plate, which were put in position under the driver's desk in no.1 cab. Thanks for all the work you've done, Mike....
Andy brought a load of flexible pipe, to be used for the windscreen washers. Thanks Andy! The pipes connect from the washer valves in front of driver & 2nd man to the washer bottles and from the washer bottles to the washer jets under the windscreens. Steve cut the required lengths.
Ian fitted the crane fittings to the bulkhead-end of tanks 2 and 5 in no.1 cab. Various bodies then lifted the tanks into position and bulkhead fittings, and some windscreen-end fittings were attached. This means all the tanks are now in position.
John cleaned up the cab door droplight window raising/lowering concertina under each cab door window in no.2 cab, which freed up the droplight windows. The floor in no.2 cab was screwed down to prevent the door causing damage to the floor.
Richard continued filling, priming and undercoating no.2 cab front, covering up the last remaining piece of unrestored (yellow) bodywork.
Steve brought back shaped pieces of wood on which the windscreen wiper motors and sun-shades are fixed in no.1 cab. The no.1 cab driver's windscreen wiper was then re-fitted.
Adrian brought back three primed covers for the compressors, cut the kinked 1/2" OD pipe from the compressor governor to tank 3 and fitted a straight coupling. The wires to the power controllers in both cabs were re-connected.
Paul & Adrian determined which pipes are still missing or requiring work:
1) MR to AWS CES and Baldwin valve (1/2" OD, also requires reducer from 22mm tee).
2) Short length of 22mm to tank 5 windscreen-end. May be able to make from some of the existing pipe - using 2 off straight couplers to insert the extra section of pipe.
3) Drains from all 3 tanks in no.1 cab (tanks 4,2 & 5) including cocks.
4) Kinked pipe to be cut in boiler room - feed to LMRG. 90 degree 1/2" OD fitting if possible.
5) Feed to replacement (ex cl.47) horn valve in no.2 cab 2nd man's side. Need to find what type of fittings are required.
6) 1/2" OD pipe from AWS timing reservoir to Baldwin valve in no.1 cab.

15/12/07
John carried on with easing the droplight door windows, this time in no.1 cab. Some screws still need drilling out of the door skins and eventual submission was inevitable due to hands being numb with cold. John has vowed to make it his life's work to defeat the remaining screws.
Chris T realigned the door lock at no.2 end to suit recent hinge adjustments which means it is now OK again. No.2 cab DSD pedal frame has had previous BR mods cut off, mountings cleaned up and two of the four new demountable lugs have been fitted to the driver's plinth (one is only tacked on at the moment).
Chris put the charger on....and on....and on during the day.

22/12/07
Mark had been down since last time, continuing to make the Winchcombe side of the body extremely smooth; now about half way along that bodyside from no.2 end (see photo)
John cleaned up the concertinas under the cab door droplight windows in no.1 cab, which now slide up and down much more freely. An orbital sander was then brandished on the Broadway bodyside to complement Mark's work, starting at no.1 end. Rapid progress was made.
Richard applied undercoat to no.2 cab front, covering over last week's primer, then set about Waxoyling the primed floor of no.1 cab driver's side, with Paul hoovering up the detritus first.
Steve fixed down the driver's pedestal at no.2 end, after much trimming.
Paul and Adrian searched the Hawksworth van for the last pieces of pipe identified last time. Only #6 (listed above) was found, and even then, a gap still remains - a short piece of 1/2" OD pipe and fittings will have to be sourced. Short lengths of pipe with taps that can be used as drains from the tanks in no.1 cab were found but none appeared to fit this loco. Mods can be done to make them fit. Other items found in the Hawksworth were:
1) Cosmetic covers for the brake valves in each cab, as per around the power controllers. One has the piece which fits around the top of the brake valve but needs re-laminating.
2) Fire extinguisher holders - one for each cab
3) Storage boxes which fit above the 2nd man's cab door in each cab for storing the driver's whisky.
4) Instrument back-lighting brackets, one rather battered.
All the above are rather rusty after being left in the Hawksworth for 13 years...
5) Two fibre-glass skins which appeared as though they may have fitted in front of the driver's legs, to hide the mass of pipes and stop draughts going up the driver's kilt. These were found not to fit, were a symmetrical pair (ie. not from same side of the cab) and so we assume are off the 33. They may, however, be modifiable.
Adrian removed the inner skins from the cab doors in no.1 cab, then fitted a straight coupler to the feed pipe to the cab front window-end of tank 5 in no.1 cab. The new cotter pins were then trial-fitted to the power controller and for-rev control in each cab but were found to be fractionally too large in diameter. The engine room compressor was then started up (last time was 2005), using the battery charger to supplement the batteries, several of which seem to have taken a rapid downturn recently.