26043 Restoration: 2008

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

5/1/08
Chris and Steve fitted the 2nd man's desk in no.2 cab to the walls, getting as good as fit as could be had.
Ian brought back a repaired fitting for the window end of tank 5 in no.1 cab. The cotter pins for the power handles and for/rev/eo/off control in each cab were measured and taken away for finishing.
Ian, Paul & Adrian sized up the missing parts of the speedo: Some electronics need to be made, as does the hanger for the section which should be attached to the solebar.
Graham measured the SG of the cells, revealing the following:
Failed cells: 3,9,10,18,20,21,26,32,34,35
Very low cells: 5,7,11,12,15,24,39,41,44
These correspond with those which read low voltage when under load. Graham measured SG of a few spare cells and will charge these to find if they are serviceable.
Adrian fitted a new section of 22mm pipe to the pipe emanating from the window-end of tank 5, and cut a piece of 28mm for same , from tank 4. A reducing tee fitting is needed for the feed to the AWS CES and Baldwin valve - the pipe to these parts from the tee was found. The wire-brushed cover for one of the brake valves and the two instrument lighting assemblies were brought back for Mike P to take away and apply primer. The covers for the power controller in no.1 cab were taken away for wire brushing.

19/1/07
Mark had been down since last time, continuing sanding and filling the Winchcombe bodyside.
Mike P brought back a newly-fabricated piece of ali plate, matching the one we have which fits around the brake valve, and a sprayed instrument lighting panel. Ta!
All assembled swapped positions of two tanks in no.2 cab, so they are now in the right position.
Chris cut and fitted a piece of angle-iron to the 2nd man's side of no.2 cab, which will support the pedestal at the front. A piece of steel plate was positioned on the floor of the 2nd man's side, over a rusty hole, ready for welding. The 2nd man's desk is now firmly fixed to the wall and the sanding valve bracket; it now requires fixing to the BVI bracket, which itself needs welding to the floor.
Ian brought some newly fabricated pieces which will become the hanger for the body-mounted section of the speedo drive, then continued with the fitting of the cotter pins to the power handle and for/rev/eo/off handle in no.1 cab. Measurements were made of the space from the 28mm tee to the 1/2" OD pipe from the AWS, so a reducing fitting from 28mm to 1/2" can be made. This 1/2" OD pipe was also taken away to bend part of it, as it has been bent at some point, so does not fit quite right to the Baldwin valve. The ex. cl47 horn valve (for no.2 cab 2nd man's side to replace the missing original) was taken away to sort the fittings.
Steve brought back a re-painted driver's seat base for no.2 cab and took away the last base, that for the 2nd man's seat in no.2 cab. Rivets were drilled out from a redundant piece of steel on one of the brake valve covers. The two windscreen wiper plates were removed from no.2 end so they can be top-coated before re-fitting. A pipe to the straight air brake valve in no.2 cab was re-routed round the mass of pipes under the desk. The instrument lighting panel which Mike brought in was taken away for removal of seized bolts.
Adrian brought back the 2nd cover for the brake valve, and the doors of the power controller in no.1 cab, all stripped of paint. Mike took these away for priming, along with the semi-circular plates which surround each brake valve. A windscreen wiper plate was returned for no.1 cab 2nd man's side, having been primed and top-coated, ready for mounting to the outside of the loco. The kinked pipe near the brake frame, which feeds through the bulkhead to the LMRG governor in no.2 cab was cut and a 1/2" OD straight union fitting inserted. Another 1/2" OD straight union fitting was used to replace a kinked section of pipe in no.2 cab from the CG to the window-end of one of the tanks, together with some careful pipe-bending. The main res 28mm tee fitting at no.1 end was completed. This needs reducing to the 1/2" OD pipe that connects to the AWS CES and Baldwin valve. Paul had left a 28mm to 1" reducing straight union but this will not be used - Ian will make a reducing fitting straight from 28mm to 1/2". The last seat was brought out of the Hawksworth and disassembled for Steve to take away and repaint.
The engine-room compressor was started and air heard leaking out of loose joints in no.2 cab, so something is happening! After Ian returns with the 28mm to 1/2" fitting, I think all that will remain on the air side of things is:
1) fitting the drains from the tanks in no.1 cab.
2) adding a fitting to the pipe connecting to the drains from the tanks in no.2 cab.
3) terminating the tee under the cubicle floor, which was opened up a long while back to feed an air supply into the cubicle to check the operation of the reverser and traction motor contactors.
4) short piece of 1/2" OD pipe between AWS timing tank and Baldwin valve in no.1 cab.

20/1/08
Mark continued sanding and, where necessary, filling the Winchcombe bodyside, revealing the lines of the original waist-level white stripe.
Richard finished priming and undercoating the bufferbeams and associated fittings.

27/1/08
After much reaming, Ian fitted a cotter pin to No.2 cab power handle, so both cabs now sport working handles. This one will have to be removed when the shiny new desktop is to be fitted under it, replacing the scratched-to-bu66ery original. The newly-manufactured straight coupling from 28mm to 1/2" was also fitted in no.1 cab: The MR feed to the AWS CES and Baldwin valve. The bent-back-into-shape pipe to the Baldwin valve was also re-fitted. Richard primed no.1 end bufferbeam and associated connections.

29/1/08
A steel patch was welded to the holy floor under no.2 cab 2nd man's plinth....In doing so, some new holes were made in the existing steel "lace curtain"-style wafffer thin floor plate which then also had to be welded. The floor cannot be replaced in its entirety due to many pipes in the vicinity, which would have to be cut. A piece of angle-iron was welded in place to support the front of the 2nd man's floor panel.
No.2 cab driver's DSD pedal support frame was strengthened and new brackets made and fitted to make it de-mountable. This is now nearly complete, just needs a couple of bolts. The driver's wooden floor panel was measured up for some "adjustments" .... by electric planer .... next workday.

2/2/08
Mike P brought a cut piece of ali for measuring, which will be a new for/eo/rev/off label plate (2 being made, 1 for each power controller).
Chris fitted a section of angle iron between the 2nd man's desk supports in no.2 cab, in order to provide a support for the top of the BVI frame.
Ian removed the remnants of a steel fitting from no.4 tank drain fitting in no.1 cab and fitted drain plugs in all 3 tanks. A windscreen washer mounting was taken away for duplicates to be made. The ex-cl.47 horn valve for no.2 cab 2nd man's desk was brought back...and taken away again for further mods to make it compatible with the fittings on the pipes to which it must connect.
Mark continued sanding the Winchcombe side of the loco, applying filler as he goes along. John supported by sanding the Broadway side and no.2 cab front.
Steve brought back two ex-class 47 heaters and the last seat frame, re-painted black, and having required the most work of all to restore it to working order. The ex cl.47 heaters were then attached to no.1 cab rear bulkhead and the original heater cover fitted over them, ready for the wiring to be done soon-ish. Various loose pipes under no.1 cab driver's desk were re-connected and crimps put on the snipped cables which go to AWS cancel switch on the desk.
Adrian lifted the floor section between the generators and the cubicle, in order to enable Meggering of the main generator. A trial clean of an accessible section of the MG armature was done, with a good result after a few minutes of scrubbing with a toothbrush and meths. The engine will need barring over to do the other parts and a decision needs to be made about whether to remove the brushes for cleaning.
Steve & Adrian re-fitted the windscreen wiper in no.1 cab 2nd man side, then tried to present up the auto drain valve and pipe that fits behind the brake frame in the boiler room. This is the drain from the tanks in no.2 cab and is the source of the clicking noise that can be heard when locos are otherwise silent. How this fitting and pipe were ever manoeuvred out is a mystery, as no amount of fiddling could get them back. Ian took it away to find a fitting that is missing. This pipe will hopefully be sorted next time, as it should enable a full airtight test to be done.

9/2/08
Two brush-boxes of the main generator were removed, to be shot-blasted (softly) by a third party. The removal of some of the remaining six depends on the rotation of the ring on which they are mounted. The locking bolts were freed, so removal should be possible next time.
Mike brought back 3 original and 1 newly-made semi-circular plate which fit around the brake valves in the cabs, (re-)painted in eggshell black. Thanks!

10/2/08
Richard applied further Waxoyl to no.1 cab floor, and to the inside of the bodywork where the centre doors used to be, as this was rusty and inaccessible to wire brushes etc.

16/2/08
Ian brought back the ex cl.47 horn valve with suitable fittings to enable it to connect to the cl.26 pipes. The auto check valve for the drains of the 3 tanks in no.2 cab was also returned with a 15mm fitting. Broken hinge pins in several of the power controller covers were drilled out, to enable new ones to be fitted and Mike to apply primer.
John removed the driver's brake valve in no.1 cab in order to gain access to the exhauster speed-up switch that has collapsed inside. Bits were found to have broken off, with no trace inside, so the one in no.2 cab will also have to be disassembled to find out how to re-construct it.
Richard hoovered up detritus in no.2 cab.
Steve enlarged the hole in the horn valve fitting under the 2nd man's desk in no.2 cab, to accept the cl.47 horn valve, and made up the pipe to the inlet. This is now airtight, leaving just the auto-check valve from the drains of the tanks in no.2 cab to sort.
Adrian brought back two more covers for the power controllers, stripped of paint. Two remaining pipes were fitted properly, under the driver's desk in no.2 cab, from the TCR reservoir to the brake valve, thanks to Ian's machining out of a nut to enable it to be used.

23/2/08
The brake valve in no.2 cab was disassembled, and the exhauster speed-up switch assembly removed to compare with the broken one from no.1 cab. Corrosion was cleaned off the no.1 end mechanism and a broken spring was found. A bit of the plastic body of the mechanism is missing, making the repair slightly more tricky. New brackets were made using strips of aluminium to support the sanding pedal in each cab. These have yet to be screwed to the underside of the pedestal.

1/3/08
Chris re-welded one of the hinges, which had come off, to one of the power controller doors.
The seized broken hinge pins were removed from No2 end power controller framework. One had to be sawn out of the small fixed panel then the resulting hole welded back up. Old rivet holes were welded back up from a previous hinge repair.
One framework hinge mount is missing from no.2 cab, so a new one will be made and welded in. A hole under no.1 cab driver's pedestal was plated over.

2/3/08
Mike brought a newly-made "for/rev/eo/off" plate for sizing up, which replaces the very scratched original.
Ian brought back two newly-manufactured pins for the power controllers - these give the "notch" on the power controller, to let the driver know that the handle is about to return to the "off" position.
Bolts were sourced to attach the exhaust to the roof.
Adrian brought back a repaired exhauster speed-up switch for the brake valve in no.1 cab and re-fitted it but this will have to be re-done as the contacts do not make when the handle is moved to "release".
A length of 1/4" OD pipe was taken away for bending, to fit from Baldwin valve to AWS timing tank in no.1 cab.

8/3/08
Mike brought back a freshly re-painted green Baldwin valve for no.2 cab; the bolt threads are still in the dissolving tank to get the thread-lock off.
All the new 1/4" hinge pins were welded in place on the power controller doors.
There are four more sheared pins on the controller frame; one at No1 end...to be Dremmelled out. A few rotten bits around the bottom of the centre doors at each end were spotted; these will need welding soon.

15/3/08
Mark continued with sanding the bodyside, revealing the text adjacent to the fire extinguisher from BR blue days.
Ian and Adrian fitted (previously missing) bolts to attach the exhaust to the roof....and went fishing for a spanner that was dropped into the exhaust! A length of 15mm pipe was found to be used to replace the missing piece of pipe from the no.2 cab tank drains to the auto check valve in the boiler room. There is a hole between no.2 cab and the boiler room for this pipe to pass through but is almost fouled by a pipe crossing in front in the boiler room, so a bit of widening of the hole may be required. Ian took the pipe away for attention to the olive before fitting. This is the last missing piece of pipe in the air system, so pressurization tests should begin soon.
Ian hoovered up more detritus in no.2 cab.
Adrian brought back a length of 1/4" pipe for the AWS in no.1 cab, having bent it to shape. This was cut to size and Ian took it away to be brazed/silver soldered on to an existing tee fitting; the original pipe has been cut close to the tee. The windscreen wipers for no.2 cab were assembled, ready for fitting. The sanding pedal was fitted to no.1 cab driver's pedestal, using the brackets made by John. The exhauster speed-up switch in no.2 cab was re-fitted, and the repaired one in no.1 cab removed again, as the repair has not held. A spare was found - thanks Mark & Tim.
The operation of the TWC (train wire contactor) on the power controller in no.2 cab was tested. This throws when the for/rev/eo/off switch is moved away from 'off'. The TWC did throw but not reliably, so this needs further attention, as does that in no.1 cab. When TWC threw, it enabled the compressor in the engine room to operate, proving the wiring from TWC to the cubicle is in order.

28/3/08
John scraped the peeling paint off some of the panels on the inside of the roof above the MG and cubicle; these will be primed and painted in due course.

29/3/08
Mike brought back four power controller doors, all professionally re-painted in grey - thanks! The remaining four pieces were taken away for re-painting, and the locking mechanism for refurbishment. Adrian brought back the two cab fire-extinguisher holders and the two 2nd-man-side cupboards, following paint-scraping. Mike took these away for further paint-removal and re-painting.
Mark continued sanding the bodywork, having now done all one side to reach no.1 cab front.
Chris L sanded the cab front of no.2 end.
Ian brought replacement bolts for the switch assemblies in no.1 power controller. Sheared bolts were removed from the radiator grill mountings and holes re-tapped.
Adrian fitted a 15mm compression nut to the drain pipe from the tanks in no.2 cab, and a blank, to make it air-tight, while the proper pipe is being made. A fault was traced, which caused intermittent operation of the TWC in no.2 cab master controller when the master switch was in FOR or REV. It seems the switch assemblies in the master controllers are not sitting down far enough on their mountings, causing the failure of this and other switches. The TWC was therefore operated 'manually' to enable the compressor to fire up and test the air system. One leak was found in no.2 cab - a loose fitting on the feed to the sanding valve. Note the cock to the sanding valve appears to have failed. Another leak was heard in the same area - under the 2nd man's desk but not traced. The batteries were unable to supply enough current to operate the compressor, and the battery charger was not happy supplying rather more current than it really should.
So, Mark, John & Adrian retrieved batteries ex-24081 and replaced all the failed cells in the 26 and some of the borderline ones.
Meanwhile, to continue the air tests, a pipe was searched for to be able to feed compressed air in from an external supply into the main res connection on the bufferbeam....but alas not found. Hopefully, the new order in batteries will be up to driving the compressors.

4/4/08 PRESSURISATION
Mark continued with sanding and filling the bodywork. No 1 cab area is now finished; as is half of the far side of the body. That just leaves half the far side body to go and no.1 cab. The primer, undercoat and top-coat Mark ordered has arrived at Toddington.
Adrian charged the batteries installed last week and checked the voltage under load. There are now only a few weak cells; 44.5V for cells 1-24 and 48V for cells 25-48. The batteries powered the compressor at high speed for several minutes, with no sign of it slowing down (No assistance from the charger).
Matt made an adaptor to feed compressed air into the MR bufferbeam connector - thanks! This revealed a whole load of leaks, mostly in the cabs, mostly due to loose nuts on pipe fittings. 100psi was showing on the regulator.....but only 20psi on both MR gauges - some way to go yet, then!

5/4/08
Mark cracked on with more body sanding and filling. Steve measured up the air filters which fit behind the cantrail grilles so supports for the lowermost edges of the air filters can be fabricated.

6/4/08
Ian brought back the silver-soldered AWS pipe for no.1 cab and the bent and 'olived' 15mm for the no.2 cab tank drains.

8/4/08
Chris tweaked the DSD frames and power controller side panels in each cab to enable them to live happily side-by-side.

9/4/08
Yes, more body sanding and filling.

10/4/08
Richard vacuumed more of no2 cab floor and applied underseal.
Mike brought back the repainted speedo cover and cab power controller door locks, and took away the AWS bells and the fire alarm bell from no.2 cab for re-painting. Thanks!

12/4/08
All assembled spent hours finding leaks in the air system - in the cabs and around the brake frame; more emerging as others were fixed and the pressure consequently rose.
John and Steve concentrated on no.2 cab; tightening up loose fittings, then annnealing the pipes which feed from the horn valves to the bulkhead and re-fitting them, requiring much bending back into shape.
As pressure rose, Chris located an age-old leak in the feed to the 2nd man's horn valve in no.2 cab, which had been sealed with insulation tape! This pipe is in poor condition and may have to be replaced...if a 1/2" OD substitute can be found.
Adrian attempted to seal off a leak in a stub of a small MR pipe that had been cut off a long time ago. Access was very limited, so Araldite was used instead of soldering. This held for several hours, then failed as other leaks were fixed and pressure increased. This needs sorting...
In no.1 cab, two splits were found in the miniature copper pipe feeding MR pipe gauge. The pipe was cut and the now free end bent back on itself to create a seal. A 3 ft length will have to be replaced. Lots of water was seen and heard in the air system, some dating from 15+ years ago? A hairline fracture was found in the drain tap, which was removed. Another must now be sourced, as it is beyond repair, having rotted from the inside out, with water build-up over the years.
Steve trimmed back the fibreglass inner roof skin in no.2 cab to enable the driver's windscreen wiper to be re-fitted. Chris then Dremmeled off a small part of a roof-support, to enable access to fit one of the wiper's mounting nuts.
Ian and John retrieved the radiator grilles from the Hawksworth. One of these was temporarily re-fitted, in order to find the location of several bolt-holes in the bodywork, which Ian then drilled out and tapped.
Ian brought back...and took away again a section of pipe that needs brazing for the AWS in no.1 cab.
John drilled holes for the windscreen squirter jets at no.1 end - 2 per side, then removed years of grime and sealant from the body of the solebar-mounted speedo housing. Steve man-handled the flexible conduit off the body and Mike took it away to re-paint.
Steve fabricated a support out of aluminium for the lower edge of the cantrail air filters. This sits in the internal guttering. Two are required for each filter; so 17 more will be made to have a complete set.

18/4/08
Steve took away the split drain tap for brazing.

20/04/08
Mike brought back the repainted cab fire-extinguisher holders, fire alarm bell from no.2 cab, AWS bells and newly fabricated replacement instrument light and demister switch panel, complete with engraved labels. Thanks!
Paul and Adrian worked out how to re-fit/repair a few outstanding items of air/vac pipes.

26/4/08 GETTING THE HORN...
Mark had been there sometime over the last 2 weeks, doing more rubbing down of the bodywork and Mike had re-fitted the re-painted AWS bells - thanks!
Steve brought back the previously broken drain tap, now sporting a sizeable TIG-weld repair. It was re-fitted in no.1 cab. Thanks to BT4F Tim for lending a spanner and elbow-grease to tighten one particularly hard-to-get-to fitting.
Air was fed into the bufferbeam using Matt's adaptor: Once the leaks around the re-fitted drain tap had been sorted, attention turned to the AWS CES in no.1 cab, from where air was leaking. The leak was stopped but the unit requires attention before the wires can be re-connected. Leaks were also found in the AWS Baldwin valve in no.1 cab; two missing O-rings being the cause - further thanks to Tim. This, however, is still leaking slightly and needs further attention. Two leaking Spirex valves under the engine were fixed by Chris and Steve, by administering blows with assorted heavy items, which persuaded the valves to start operating correctly, producing the characteristic clicking noise.
With pressure increasing to a heady 35psi, more leaks were identified, and cured, under no.1 cab floor. A leak in the pipe joint behind cab roof tank #4 was heard. It is inside the bulkhead wall amongst the fibreglass; it could be tricky to get a spanner in there, so the tank may have to be removed to fix this.
A blast on the high note horn at no.1 end was possible, and the low note at no.2 end. Another sign of life!
Andy made several more aluminium pieces to sit in the gutters, to support the engine-room cantrail-level air filters.
Andy, Chris and Adrian re-fitted the windscreen wiper to no.2 cab driver's side. More of Chris' Dremmeling required to the 2nd man's side roof supports to gain access to mount that wiper.
John wire-brushed the peeling paint off another section of engine roof, most of the cubicle-end of the engine room now being ready for priming. The bolts on the main generator brush ring were loosened off, to try and rotate the ring, and release the brush-boxes. This appears to have seized. A seat-back and base were replaced, so the full set of 4 all now feature non-ripped cushions.
Chris sorted the finer points of the eventual re-fitting side panels of the power controllers, so Mike can take them away for re-painting.
Adrian swapped a horn pipe from 2nd man's side of no.1 cab with 2nd man's side of no.2 cab, in order to be able to reach the ex-cl.47 horn valve in no.2 cab. A hole was enlarged in the bulkhead between no.2 cab and the boiler room, so that the drain pipe from the cab tanks to the Spirex valve behind the brake frame can be fitted next time. The cut Vac gauge and Release pipe on the 2nd man's side of no.1 cab was located, which will be re-connected to the vac-release valve, once fittings have been bought. A fitting needs to be brazed to the MR feed in no.2 cab, to which the MR gauge will connect. One was identified but Chris found that it alas does not match the fitting on the MR gauge pipe. The batteries were re-charged as the engine-room lights were very dim.

10/5/08
Mike brought back one of the two cab power controller side-panels,and one of the two 2nd man's storage boxes, now back in the shape it should be; both painted grey. Thanks!
Chris Dremeled out a small section of the roof support at the 2nd man's side of no.2 cab, in order to re-fit the windscreen wiper bracket. Both wipers can now be re-fitted. The Dremel was then put to work to cut off a section of the FV4 brake valve in no.2 cab, in order to get a large spanner on to a nut on the drain tap, to free up the pipe. This, in turn, was to enable a pipe to be moved out of the way, to gain access to the broken-off stub of MR pipe which should go to the MR gauge. Tapping a thread on to the fitting, suggested by Steve M was eventually deemed impossible. Ian tried crushing the pipe, which was also not successful due to the very short length of exposed pipe. Silver soldering will be tried next time, to seal it up. A tee will then have to be inserted in the pipe feeding the horns and windscreen wipers, in order to provide the feed to the MR gauge.
Ian made several more of the n-shaped pieces of aluminium which sit in the gutters to support the air filters; Adrian taking them away for assembly.
Steve cleaned the two Spirex valves from underneath the loco, removing a large amount of black sludge from each. Hopefully they will click away next time we apply air pressure.
Steve and Adrian removed the guts of the AWS CES in no.1 cab, as the cut-out on the left-hand "isolate" end of the shaft is broken. A spare unit was partially disassembled; Steve taking it away to finish removing the shaft.
Adrian found a nut to fit on to the vacuum release valve in no.1 cab, enabling re-fitting of the pipe from this to the cut-off end under the 2nd man's seat. An 8mm straight union brought by Paul will be used to repair the cut, if the short oval-shaped stub of pipe near a tee fitting can be made round enough again. A 3/8" union is being sought for the split pipe to the MR gauge.

17/5/08
Mike P brought back the 2nd man's panels with labels attached & replica handbrake instruction plate as used on Sulzer locos. The final panel for the cab power controllers was returned & the panels re-fitted. Thanks!

24/5/08
Ian silver-soldered the hard-to-get-to broken stub of pipe in no.2 cab that was leaking. Sadly, it still leaks, due to the very restricted access, meaning cleaning of the job is very difficult, so the solder did not flow properly. Further work is required next time, using soft solder and copious quantities of rosin flux to get the hole filled. Another feed-point will then be used for the pipe leading to the MR gauge.
John made the aluminium components for the final batch of supports for the engine room cantrail air filters; the filters rest on these supports, which sit in the gutters. Several of these were assembled and fitted, and a batch which Adrian had brought back were modified and fitted. 12 sets of components were taken away by Adrian to be assembled.
Steve brought back the spare AWS CES, having stripped it, ready to be used to re-build the original in no.1 cab. Steve and Richard re-assembled the CES, working out how it should work each time that it didn't.... A solution was reached and the unit now functions properly.
Adrian brought two 3/8" OD compression fittings to patch the splits in the MR gauge copper pipe in no.1 cab. One split was in the void below the centre cab window and required removal of particularly hard-to-get-to brackets holding the MR and MR pipe gauge pipes. To remove these brackets, a small side panel of the driver's desk, in turn, had to be removed, posing its own challenges. This done, space was at a premium in the cosy cab, with the AWS CES work on-going, so the splits in the pipe should be repaired next time. Attention turned to the main generator brush-boxes. The oustanding problem with removing the brush-boxes for cleaning was the ring on which the brush-boxes were mounted would not rotate. The cause was eventually found to be the square shaft on which the tool (or just a spanner or socket) is fitted to rotate the ring had seized (rust). It was freed up using WD40 and extreme violence. This enabled the brush ring to be rotated. After removing more of the vents at the end of the generator, 4 brush-boxes were successfully removed and most of the bolts of the remaining 6 have been loosened. The next step will be bead-blasting to remove the filth.
Ian brought back the brazed tee-piece of 1/2" OD pipe linking the Baldwin valve and AWS timing tank in no.1 cab. Adrian connected this to the open end of a pipe emanating from the Baldwin valve with a compression fitting; this pipe presumably having been cut at MC Metals. This might well be the last bit of pipe that has to be repaired (OK, apart from the on-going MR gauge stuff in no.2 cab...)

4/6/08
The remaining brackets to support the air filters were returned, the bits having been screwed together. Another MG brush-box was removed from the MG, a few more remaining to be removed. The engine room was tidied up!

5/6/08
John completed the fitting of a row of cantrail air-filters on one side of the engine room. All the screws except one awkward one were removed from the small ali side panel of the driver's desk in no.2 cab.

7/6/08 45 P.S.I. AND A HEARTY BLOW
A day of fixing leaks, leading to a significant rise in air pressure.
Chris re-fitted the windscreen wiper motor on the 2nd man's side of no.2 cab and took a grinder to a lump of steel, to start the manufacture of a plate to hold the wiper motor for the driver's side.
Adrian brought a 3/8" OD compression fitting and fitted it where one of the splits was in the MR gauge pipe. To enable a solder repair to be made to the small split further along this pipe, behind a bulkhead, Chris then had to remove the part of this pipe from the compression fitting up to the MR gauge. Ian then blobbed solder on to this split and the one in the pipe feeding the horn valve in no.2 cab, which had been repaired in BR days by wrapping insulation tape around it...
The air-feed to the valve on the power controller in no.2 cab was leaking profusely....probably because Adrian forgot to re-connect a pipe when the controller was returned, so this was re-fitted.
Ian re-soldered the hard-to-get-to broken-off stub under the driver's floor in no.2 cab to try and seal it once and for all. This held until the end of the day, when a hiss was heard once again...
As air pressure rose, another leak sprung up in the boiler room - in a very difficult-to-get-to spot on the far side of the brake frame. A loose fitting was found, which was accessed on one side by Chris, via the boiler room and Adrian on the other side, via the never-used door on the bulkhead behind the driver in no.2 cab. Teamwork un-bolting of brackets and tightening of the offending loose fitting led to a satisfactory conclusion.
Another leak was heard underneath the control air gauge in the engine room, behind the bulkhead with no.1 cab. This was on a compression fitting in the oily detritus near an exhauster. The offending fitting is closely neighboured by other pipes, thus not accessible with an ordinary spanner...
With hitherto unprecedented pressure, the low-note horn was now capable of a hearty blow at no.1 and similarly the high note at no.2 end, so fun was had synchronising horn-blowing between ends. The Spirex valves, once clobbered, behaved well.
Richard and Steve sorted leaks in the air system in no.1 cab - the leaks mostly being in the bulkhead insulation, so having limited access. Latterly, the AWS CES was found to have the air valves connected the wrong way round, so was reversed, but then leaked badly. Tale to be continued....
John modified the remaining 8 cantrail air-filter brackets and left them in the gutters, ready for the last 8 filters to be fitted. Four more filters were brought from the Hawksworth.
Richard pulled the remaining wires through the last part of the conduit to the AWS CES switch, ready to be connected up. The conduit was then secured to the wall.
Chris and Adrian brought 3 more boxes of ex-cl.24 batteries into the shed, to be used if necessary.
Adrian removed the remaining brush-boxes from the MG. The carbon brushes have all been removed; John made a start on removing the mounting bolts with PTFE insultors, which hold the brush-boxes to the ring on the generator. Next comes bead-blasting.
The access covers for the MG and AG were removed, along with the grilles from the MG. Mike P took all these and the grilles for the cantrail air filters away to be re-painted.

15/6/08 50 PSI
Steve continued chasing the air leaks, which keep appearing as the pressure rises. Several existing leaks were cured and the pressure quickly rose to a mighty 50psi, revealing one or two more new hisses. The pipe clamp in the brake frame behind the old boiler room door that was undone last time had to be undone again, as at higher pressure, two more joints in the bunch of seven started to let go.
No.1 Baldwin valve looks set for another rebuild, as it is still leaking.
At No.2 end, a new compression fitting in a pipe feeding the far end of a cab roof tank also needed adjustment. On turning off the air supply, the loco took a reassuringly long time to lose pressure, only the persistent stub under No.2 driver's desk noticeably losing air. One more attempt will be had next time at sealing this joint; if this fails, maybe a jubilee clipped rubber hose with a blank end will have to be tried!
Mark continued bodywork filling and sanding. We are not far off painting now. The roof, particularly No2 horn box needs a little work first and a few minor roof leaks to check out.
Paul F drew the short straw by "volunteering" to start needle-gunning No.1 end bogie. He was still mildly sane toward mid-afternoon, despite the grime.
Chris brought back the newly-made windscreen wiper bracket for no.2 cab driver's window and fitted it and the motor.
Oddly, the driving shaft on the motor is about 45 degrees out meaning on full sweep the wiper will either cause some gauging problems or double as a tablet catcher! We will look at re-aligning the shaft in the motor rack next time. No.2 second man's wiper motor appears to be seized; another unforeseen job.
Mike P brought back the smaller of the main and auxiliary generator covers and one of the main generator grilles, all re-painted - thanks! Unfortunately, the cantrail air intake grilles failed the paint preparation by falling apart... Chris will have to do a few weld repairs on most of them next time before re-submitting for painting.

21/6/08 55 PSI
Another leak sprung up in no.1 cab; this one is at the bulkhead-end of the centre tank. The nut was tightened but it may have to be removed and PTFE tape applied to the thread.
Ian fixed the long-standing leak under the driver's desk in no.2 cab...using a large hammer. He then fixed the leak near the exhauster which is not accessible with an ordinary spanner, this time using a hammer and chisel to rotate the loose nut...
Attention then turned to the broken fixings on the roof for the cantrail grilles. Unfortunately, several fixings (Hank bushes) collapsed when the grinder was used to remove the stubs of metal sticking out of the roof. New holes may have to be drilled to fix the grilles, and pop-rivets used.
Richard opened up the horn access hatch on no.2 end roof, in order to fix a leak on the air supply pipe to one of the horns. This done, the horn *still* only sounds on one note; there appears be a blockage at the selector lever in the cab. The horn access hatch was re-sealed.
After further work, the change end switch in no.1 cab now appears to be working ok(ish); there is a serious air leak from what seems to be the normal vent at the rear of the unit. A replacement unit is now the most likely way forward.
The roof is in need of attention to corrosion, with the ever increasing likelihood of the loco being moved outside "forever" in August.

25/6/08
Chris re-fitted the side panels of the power controllers in both cabs. The desk tops had to be lifted slightly to fit the panels. The DSD pedal frame in no.1 cab was re-fitted, following the repair work to the MR gauge pipe. The curved doors on the power controller were then re-fitted at no.1 end; both will need some more fitting to the hinge pins as they don't sit down properly.
The 2nd man's windscreen wiper motor for no.2 cab was stripped down and has been freed up. The motor appears to be wrong "handed", ie. a driver's-side motor. The drive shafts can't be moved round to change the wiper arm sweep, meaning either new flats will need filing on the shafts to reposition the wiper arms or the inserts in the arms will need adjusting. Two M5 bolts were sourced to replace those missing. two more need sourcing for the other motor.

28/6/08
John removed all the bolts from all the MG brush boxes, then fitted the two side heater covers in each cab. Holes were then drilled to locate the driver's and 2nd man's pedestals in no.2 cab.
John & Adrian then started the re-fitting of the part of the desk around the brake valve and the cover. First, the correct pairings of desk and cover had to be established, and which pair went in which cab. The aluminium desk piece for no.2 cab is a Mike P production, as the original was lost in Scotland pre-1994... This was trimmed to fit and then it was found that the cover would not reach the pedestal. Work required, or a draught will result!
Mike took away the two semi-circular plates which fit around the brake valve to manufacture four new ones, as the ones we have do not fit - no idea why. Also taken were two strips of aluminium; covers at the side of the power contollers.
Adrian traced the wiring of the AWS CES in no.1 cab...which led to a long wire having to be fed through the loco to the CES in no.2 cab to make a positive ID. The 2nd man's switches in no.2 cab were re-fitted to the panel, now complete with Mike P labels. Air pressure was raised, and revealed the latest in the long series of leaks emerging - this one from the check-valve in front of the compressor in the boiler room.

Attention required:
No.2 cab 2nd man's horn valve not operational.
One no.1 cab horn note not operational.
One no.2 cab horn note not operational.
Leak from Baldwin valve in no.1 cab.
Leak from CES in no.1 cab.

5/7/08 65 PSI
John re-fitted the inner skins of the cab doors, then started to re-fit the centre snowplough with Mark at no.1 end; the first time fitted since withdrawal. The side ploughs were subsequently fitted, requiring removal of one of the buffers to remove an old mounting bolt and fit a new one. The wooden spacer between buffer and bufferbeam was riddled with woodworm, and will be replaced, with the other three. The windscreen-wiper motor for no.2 cab 2nd man's side, freshly un-seized and brought back by Chris, was trial-fitted with Steve. There was insufficient of the shaft poking through to the outside of the loco, so Steve took away the piece of wood to which the motor affixes, which fits above the cab window inside no.2 cab. This will be re-profiled to better match the cab structure and should poke more windscreen wiper motor shaft through.
Richard stopped the leak from the CES in no.1 cab, using a technique so secret, even he doesn't know what it is. It now works well, except the Isolate lever, which is still very stiff. It is not used, though, as we don't have AWS. The Baldwin valve, which has always leaked, was replaced, curing the problem.
A hose-pipe was then wielded on the roof, in order to clean the dust off and find leaks; many were found: the seal around the fibre-glass central roof-section, several missing roof bolts and water "missing" the gutters when draining from the cantrail filters and cascading down the inner bodyside.
Steve found that the lack of one note from no.2 cab horn is due to the actual horn itself, not a leaky pipe, as first thought. A repair will be attempted. The leak found last week in the check-valve for the boiler-room compressor was fixed; a broken seal being the cause. A replacement was made and fitted. The increase in air pressure led to several more leaks appearing, which were fixed:
The boiler room-end of the driver's side and central tank in no.2 cab
The windscreen-end of the tank over the 2nd man's side in no.1 cab
Both ports of the straight air brake valve in no.1 cab.
Pressure subsequently rose to a mighty 65 PSI. Not far to go until we reach the setting on the regulator (80ish).
Adrian continued to trace the AWS wiring in no.1 cab and identified all the remaining wires to the CES in no.1 cab and AWS cancel buttons on the desks in both cabs. Steve re-crimped and connected the wires to the AWS cancel buttons in both cabs. Correct AWS operation and desk powering-up from the CES should be possible very soon.

Attention required:
1) Seal for fibre-glass roof section. Missing bolts - roof - various places.
2) One horn note at both ends.
3) Bulkhead-end of centre tank in no.1 cab
4) Add seal between cantrail filters and internal gutters to stop water going down inner bodyside.

6/7/08
Adrian completed the wiring to the CES in no.2 cab; the AWS should now operate, ie. cancel horn when cancel button pressed, and the desk should power-up from the CES.

12/7/08
Steve brought back and re-fitted the refurbished windscreen wiper air supply taps which go under the driver's desk in no.2 cab. These had been leaking.
Also returned following homework was the now-profiled piece of wood to fit above the 2nd man's window in no.2 cab, which allowed the 2nd man's windscreen wiper motor and wiper arm assembly to be correctly re-fitted.
The driver's straight air brake connections in both cabs were stripped, cleaned and sealed.
The crane fitting at the bulkhead end of tank #4 in no.1 cab was removed, cleaned, sealed and replaced.
The air system was then re-pressurized, revealing potentially very bad news: Steve is 80% sure that part of the weld repair that was done on the drain tap in no.2 cab is leaking... This needs closer investigation and therefore probably removal.
The non-working air horn (high note?) in no.2 cab was checked, and the pipework found to be in very poor condition. The trumpet and piping were therefore removed to sort at home.
Mark S left 3 batteries ex-24 081 in the yard for us; these will need to be taken into the shed next time.
The removal of the fibreglass cover over the engine was investigated; this will take 2 men, 1 inside & 1 on a ladder outside just to undo the bolts. Fibreglass sheeting and filler will be sourced to effect repairs to the cracks.

16/7/08
Mark needle-gunned around the cab door hand rails, then applied primer. Sanding and filling of no.2 cab front continued. Two pieces of yellow pine hardwood were bought and brought to replace the wooden spacers behind the buffers; one was was cut to size and holes drilled. The blank space where the buffer at no.1 end was previously removed was needle gunned. The new spacer requires more treatment on it before being fitted.

19/7/08
Steve re-fitted the repaired air horn at no.2 end; both notes are now operational. The very high pitched and rather quiet horn at no.1 end was removed for similar treatment at home. When the system was pressurized, the leak from the drain tap at no.1 end was evident. Richard removed the offending part (once again) and Steve took it away for his mate, who did the original weld-fix to try his hand again. If the weld cannot be sorted, the unit will have to be removed and replaced with two tees.
John re-fitted the plates over the cantrail resistors in the boiler room, which Mike P had had re-painted for us.
Ian brought a metal plate on which the body-mounted part of the
speedometer will sit (original went missing in Perth). This needs checking for size before final welding.
Bolts were removed from the fibreglass roof section over the engine, most shearing in the process, then the roof was removed by all assembled, aided by Mike P, Mark B and Richard D. Steve took away a section of the foam seal and the only roof bolt that had not sheared to try to procure new. Steve brought fibreglass matting and resin to repair the cowling around the radiator.

21-23/7/08
Mark continued to sand and fill the cab fronts. The centre snow plough at no.2 end was fitted.
The buffer that was removed at no.1 end was replaced, now that a replacement wooden spacer has been made and treated. The other buffer was removed, revealing evidence of a serious bash. The wood packing is shaped so the buffer faces forward; the new wooden spacer will have to be fabricated to match the "non-standard" shape of the old one.
Previous plans for the loco to be moved outside have now been shelved, so Mark will continue to prepare the roof and bodysides for priming, which can still be done in the DP shed but the undercoat and topcoat must be applied in a less dusty environment.

26/7/08
Chris re-fitted the power controller doors in no.2 cab.
Steve repaired 90% of the fibreglass roof with new matting and resin, before supplies ran out - to be continued... Rust was then removed from roof struts in the engine room where water has run down and collected. Some welding will be needed. Behind the scenes, no supplier has yet been found for the seal on the recently-removed engine-room roof section; the search continues. The troublesome drain tap in no.1 cab has been re-welded but is not looking good. Silver soldering will be investigated, before we give up and replace it with two tees.

27/7/08
John removed the mesh grilles from the auxiliary generator for Mike to take away and have repainted. The cab side heater elements in no.2 cab were re-fitted - further work required here with the mountings.
Adrian re-fitted the switch assemblies to the power controller in no.2 cab. The seal area on the roof was then needle-gunned, where the fibreglass section had been removed. Once done, other parts of the roof were done. Corrosion was found around the vents over the boiler room, and one rectangular plate disintegrated, so will have to be replaced. Despite large areas of paint coming off extremely easily, the overall condition of the metal was good. A last-minute grab was had for bits for Mike to have painted; this included the power handle and for/rev/eo/off handles from both cabs.
Mark applied primer to the freshly needle-gunned roof seal channel. The many flakes of rust and paint that had fallen from the roof into the engine room were then hoovered up.

Attention required:
Replace boiler room rectangular cover.
Make and fix circular plates over cab and boiler room roof vents.

2/8/08
Mike brought back the aux. generator meshes and compressor contactor plates all sprayed up. Thanks!
Chris manufactured a new hinge for one of the power controller doors in no.2 cab, which took hours to complete due to the very limited access. The hinge is temporarily held in place and will require welding to fix permanently.
Steve brought back the troublesome drain tap, welded for a second time. Richard re-fitted it, taking quite some time, due to the fact that other pipes have to be disconnected in order to access the connections with a spanner. The system was then pressurised but alas it was found that it was still leaking from the lowermost face. Huge sighs all round. The offending part was removed yet again, taking up the rest of Richard's day and Mike P took it away, to hopefully have it silver soldered/brazed. Ian may also be able to construct an equivalent part from some fittings, although there will be no internal space to accumulate water.
Steve completed the fibreglassing of the engine room roof and painted gel over the whole lot. A 2nd coat will be required next time to complete.
Ian, Steve & Adrian removed the injectors from all 6 cylinders, requiring use of a crowbar to force them out. Steve took them away for overhaul.
Adrian removed the rotten rectangular plate from the roof over the boiler-room, then completed the wiring of the AWS in no.1 cab. The batteries were then checked, as the engine room lights were looking dim. 3 failed cells were found: 4 of the originals (cells 5, 9, 39 & 44) and one ex-24081 (cell 15). More shuffling of cells was done to replace the failed cells and three more ex-24 cells inserted to make up the numbers.

5/8/08
Paul spent the morning needle-gunning the front-end of no.2 bogie, so the snow ploughs can now be fitted. One side of no.1 bogie is completed; the other side will be done next time, then attention will turn to the sides of no.2 bogie.

9/8/08
Steve removed the 2nd of 2 covers in the engine room underneath the radiator fan motor, in order to gain access to the broken fibreglass cowling around the motor. The cowling requires repair to prevent water coming straight through into the engine room.
Fix leaking crane fitting of central tank, bulkhead end, no.1 cab.

16/8/08 REVERSER OPERATING
Mike brought back the troublesome drain tap, which he had had brazed, and the for/rev/eo/off and start handles for each cab power controller, immaculately filled and painted black. Thanks!
Ian removed a fuel pipe to one injector, which clamps round the injector body; this was taken away by Steve so his mate can clamp it to the injectors to disassemble them. Ian then hoovered some of the gutters out, which have become full of congealed dust & water following the roof-washing. Several more batteries
were brought from 24081 with Steve.
Steve replaced the horn he had refurbished at no.1 end, then disassembled the forward sanding valve in no.1 cab. This spat water everywhere - how long has that been in there? A compression fitting was tightened to stop a leak and now all seems well. Blowing sand out on to the rails should now be possible - something to play with next time.
Adrian undercoated the engine-room roof seal area, over the primer that Mark had applied and the compressor resistor frame in the boiler room. The drain tap was then replaced in no.1 cab with Steve and the system pressurised.....
....All seems well. Both horns now work at no.1 end. Further leaks were found and fixed:

Boiler-room end of tank nearest walk-way side at no.2 end. Fitting underneath air valve of power controller in no.2 cab.
An 8mm compression fitting was attached to the pipe from the vac release valve in no.1 cab. This had been cut very close to a pipe joint, presumably by MC Metals. In the event, there was just enough left to attach the fitting.
The for/rev/eo/off handle was fitted in no.2 cab. With air pressure up to 70psi (85 psi at the regulator), an attempt at getting the main contactors to throw was made. It was found that PA was not live in either cab; these connections had been disconnected to both cabs in the cubicle at some earlier point in restoration. With the PAs re-connected, the reverser was successfully operated but not the contactors. This is probably due to the PC relay not throwing due to the LMRG governor not having thrown (the exhausters were not running). This will be bypassed next time - that should be the electical control side of things done and dusted. The 2nd man's horn valve connections in no.1 cab were reversed, as pulling the lever up sounded the low note (well, it was a 50:50 chance of getting it right!).

Attention required:
Leaking crane fitting of central tank, bulkhead end, no.1 cab.
Leaking compression fitting next to drain tap in no.1 cab.
Pressing the anti-slip button in no.2 cab causes air to escape from no.1 bogie relay valve - permanently.
1 off sanding pedal required

17/8/08
John re-fitted the latches to the power controller doors destined to be re-fitted in no.1 cab. The mesh air vents from the auxiliary generator re-fitted and the remaining congealed dust in the gutters loosened, then hoovered out. The horn valve connections on the driver's side of no.2 cab were swapped, so pulling the lever up now sounds the high note. The 2nd man's side valve needs repairing - only one note works.

23/8/08 MAIN CONTACTORS OPERATING
John wire-brushed more of the engine room ceiling, then applied green primer to a large area above the cubicle and generators. A top coat was painted on to the engine room roof seal area, so the newly-purchased replacement seal can be inserted in the groove next time.
Adrian managed to get the main contactors to throw, using the power controller in no.2 cab. As expected last time, this simply required the LMRG and ABPG to be shorted. This is a major milestone in re-commissioning the control circuits. The contactors did not throw in the Reverse position of the controller; this needs investigating but should only be a minor issue.
The AWS horn in no.1 cab operates correctly when the CES is switched to 'on' but cannot be cancelled by pressing the AWS button on the driver's desk. The supply to the AWS voltage converter was traced; this is present but it appears the voltage converter may not be working (no 40V & 12V output). In the course of the tracing, a cut and taped up wire was found in no.2 cab from something on or under the 2nd man's desk and in no1 cab, a cut wire from the underfloor connection box. Both of these require identification.

25/8/08
John fitted Steve's new seal to the groove in the bodywork, against which the fibreglass engine-room roof section sits. The holes around the perimeter of the fibreglass roof section, through which the mounting bolts fit, were then drilled out, ready for the imminent replacement of the roof. The "uni-note" 2nd man's horn valve in no.2 cab was then investigated: A spare valve of the same type was fitted but resulted in exactly the same behaviour. The fault was finally traced to the fact that it has been connected up wrongly, and will need some pipes to be bent next time to get the inlet and outlets corrected.

30/8/08
Mike brought back various covers for various electrical machines, stripped and re-painted and the light fittings for the instrument lights, all cleaned up to BS5705. Thanks!
Chris ground and Dremelled off the captive Whitworth nuts on the lighting brackets - metric are to be used instead due to lack of availability of Whitworth bolts.
The speedometer mounting plate which Ian made was checked for size and clearance, tweaked by Ian, then the various parts taken away by Chris to be welded together.
John made a start on cleaning the MG commutator, simultaneously blasting with an air gun, and hoovering up the dust/muck. Thanks to Tim for lending us the barring-over tool. John then re-fitted more engine room air filters and drilled a hole in the fibreglass roof to enable the replacement for the missing lifting bracket to be mounted.
Mark fitted the snowploughs at no.2 end, with a little help from his friends; all ploughs are now fitted.
Steve fixed the leak in the compression fitting near our favourite drain tap in no.1 cab, then cleaned up the commutator and brushes of the compressor in the boiler room, which then reluctantly burst in to life. The drivers' instrument panels were removed from each cab and given to Mike for the labels to be affixed.
Adrian brought back the MG brush-boxes, having been bead-blasted, and now looking totally different. The fine fuel filter was removed; we are now on the look-out for a replacement: A Crossland 499 filter. The pipes to the horn valve in no.2 cab were re-routed so the inlets and outlets are now correct. The valve now operates correctly.
The drain pipe from the air tanks in no.2 cab was bent to enable connection to a pipe through to the boiler room. This was connected to the Spirax valve and exhaust pipe down through the floor of the boiler room.
A loose wire in no.2 cab was traced as being the supply to the cab heater on the rear wall. The AWS CES in no.1 cab was re-wired, so should now work when the AWS voltage converter is connected. Tim provided one of these, which will be connected up next time. Thanks!
A start was made on re-commissioning the power controller in no.1 cab. The main contactors and reversers do not yet throw from this controller. The forward position of no.2 power controller still does not throw the main contactors or the reverser.
The sanding valve in no.2 cab was removed and the wires to it re-connected but it would not operate due to the forward position problem. In the reverse position, it did throw the sanding EP valve in no.1 cab; however, no sand came out due to the fact no air was reaching the EP valve. The isolating cock or drain tap upstream of the valve appear to be blocked. Steve took them away for rectification.

4/9/08
A clean-up of the MG was had, using meths, a rag and much elbow grease, over several hours. After cleaning all the commutator segments, the crud between the slots was removed with tooth-picks and hoovered up. A cleaning fluid for commutators will be applied next, to finish the job off and hopefully give a shine to the copper after which it will be possible to re-fit the brush-boxes.

13/9/08
Mike brought back the driver's instrument panels with Engine stopped, Wheelslip, Alarm and Heater labels fitted above the lights and switch respectively, and the lighting bracket from no.1 cab, which sits behind the driver's instrument panel. Thanks! Ian paid back the BT4F for their donation of an AWS voltage converter by spending most of the day making a jig for them.
Steve re-fitted the sanding pipe, cock and drain tap in no.1 cab. Air was then successfully blown through both sanding pipes at the rail head. Despite sand being present in one sanding box, none came out - another job for another time.
The fine fuel filter which Tim sourced for us (Fram part no. C11862PL - thanks!) was fitted, replacing the original, and the housing subsequently wire-brushed. The six overhauled injectors were then re-fitted.
Meanwhile, somewhere in deepest Gloucestershire, Chris nearly burned down his gazebo as his baby mig welder spat back in disapproval of the task of welding the speedo mounting. The mounting was then painted and is ready for fitting to the loco.
Adrian fitted the "new" AWS voltage converter in no.2 cab; with a tweak to the wiring of the CES in no.1 cab, the 40V and 12V were produced for the correct positions of the CES levers in the cabs. Unfortunately, pressing the AWS reset button did not cancel the horn; this will have to be investigated further. The DSD circuit is now operational; the DSD EP valve operated when the power controller in either cab was set to For or Rev, which made a very loud hissing sound in the boiler room. The DSD pedal contacts in each cab were shorted to prevent this recurring, until the loco goes into service. Further investigation was done into the non-throwing of the main contactors when the controller in no.2 cab was set to Forward. A sticky reverser electro-pneumatic valve was the cause; this now operates correctly. The controller in no.1 cab was also re-commissioned.

20/9/08
John moved the ex-24081 batteries in the yard to the loco, then did some serious painting of the interior of the engine room: three panels of one wall, one engine-room access door, the last remaining cubicle door and kick-panels beneath the cubicle doors.
A start was made on sanding the remaining roof panels; these are almost impossible to access above the AVR on top of the cubicle.

21/9/08
John sprayed the magic cleaning solution on the commutator so that will have a good soak.
Mark continued sanding the roof.

26/9/08
The power handles and fire-extinguisher bottle retainers which Mike had had re-painted were re-fitted - thanks!
The sanding valve in no.2 cab was re-fitted. The gauges were re-fitted into the driver's instrument panels and a new section of laminate glued to the desk in no.2 cab, to cover a damaged section. The lighting brackets were then bolted to the underside of the desks. Further work is needed to complete these. The partially rotten rectangular boiler room roof cover was wire-brushed.

27/9/08
Chris re-fitted the power controller doors in no.1 cab and took the rectangular roof cover from the boiler room home to weld a new section in. Richard and Steve scraped and painted the engine room walls. John applied more cleaning solution to the MG.

11/10/08
Steve set up camp in No1 end cab to properly fit the inner roof skin and its million missing screws, the bulkhead skin screws and ponder the weird shaped in-fills and trims we will need to make it all look tidy around the edges.
Chris did likewise in no2 cab, also with some window trim adjustments followed.
John did more scraping and painting of the engine room walls, and started on the cooler group, which is starting to look good now. Painting continued until there was no grey undercoat left. The machines are next in line for painting.
Mark continued sanding and filling the roof.
Ian humped batteries about, ready for fitting. An errant fuel rail feed pipe was also re-fitted to no.6 injector, as this was unable to be re-fitted when the injectors were. The new speedometer bracket was fitted to the solebar.

16/10/08
Mark, having sanded the roof either side of the still-removed cover over the engine, applied primer in this area, down as far as the cantrail grilles.

18/10/08
Steve bought and brought some grey undercoat and applied it to the rear bulkhead of no.1 cab. De-greaser was applied to various parts of the engine, in readiness for re-painting.

20-23/10/08
Mark continued needle gunning the roof.

25/10/08
Chris made a shopping list of all the roof rib plates that will need to be welded in the engine room, where water has come in and caused rot.
Mark continued needle gunning the roof over no.2 cab and applied primer.
Steve, Chris and Adrian removed all the remaining "original" batteries, as one by one, these keep failing. They were replaced with ex-class 24 cells and other, newer cells. These were then charged.
Tim meggered the main generator, which showed 280kOhm on the commutator. OK but not ideal - more cleaning required

1/11/08
Mark and Chris Capener did some more cleaning of the main generator, in order to improve the insulation of the commutator.

2/11/08
John wire-brushed, sanded and undercoated most of the engine-room wall on the non-walkway side.

3-5/11/08
More needle gunning and priming of the roof: 2/3rds of the roof has now been completed

8/11/08
Mark needle-gunned around the cover over one of the radiators, removing much rust and the old seal, similar to the engine-room roof seal, which will need to be replaced. The struts in front of the radiator, both covers and the roof area around the cover were all primed.
Richard and Ian dismantled the water section of the triple pump, which had seized in the 3 years since the last time it was used. It was duly un-stuck, successfully run-up, and new gaskets made.
Steve and Adrian opened a hidden cock to the straight air brake relay valve in no.2 cab, which led to all 8 brake cylinders successfully operating with no air leaks. With the brakes applied, the exposed part of the brake cylinders were wire-brushed, then greased. During testing, two more (loose) fittings gave up and started leaking, which were fixed by re-tightening.
The main entry door in no.2 cab came off its hinges, due to two old coat hooks on the rear bulkhead levering the door when it was pushed fully open. The offending hooks were binned, the hinge fixed, the rubber floor covering, which had come adrift, stuck back down to the plywood floor and the floor screwed down to the loco frame.
A start was made on fitting the instrument back-lights: half the bulb-holders were fitted and wired up. The speedo and ammeter wires were re-connected. The large reflector which sits behind the bulbs was trial-fitted in each cab.
Steve re-fitted the covers in the boiler room at the back of the cubicle.
Richard identified and labelled the no.1 and no.2 bogie gauge pipes underneath the desks in each cab. The pipes were subsequently connected to the appropriate gauges; strangely, one pipe had a 3/8" BSP instead of 1/2" BSP fitting; Ian sourced an adaptor to enable work to continue.

9/11/08
John marvelled at the now-working brakes and continued undercoating the engine-room walls, getting all the way through the walkway-side of the boiler room to no.2 cab door.

15/11/08
John rubbed down and undercoated the three doors in the boiler room which give access to the rear of the cubicle.
Steve finished the cleaning of the commutator with the dodgy cleaning solution and brillo pad that Mark had started. The greasy detritus was then cleaned off the brake rigging.
The air line was connected to the loco, which made it up to 110psi - an all time high, presumably due to the fact that no trains were running, so the 26 was probably the only thing connected to it. A small leak was heard in the brake frame - will need attention at some point.

22/11/08
Chris Dremelled an arch in the hidden lip of the driver's side window-ledge so that the speedometer can pass this lip when the instrument panel is moved on its hinge. The instrument lighting reflectors were then fitted in both cabs.
Ian, Mark and Richard filled the water system. One crankcase cover was removed, in order to check if water was leaking from the cylinder liner seals when the engine was barred over. With the triple-pump running, and the water system pressurised, no leaks were found. Oil started circulating after a few minutes running the pump. Unfortunately, a water leak was found in one of the radiator elements and a more serious leak somewhere in this area, which could be the settling tank. This tank was not attended to years ago when the other one was repaired, so may now be leaking - much work if so. The water level gauges on the engine-room side of the radiators were removed and taken away by Mike for cleaning, as these were sticking.
The boiler room was hoovered, tidied and un-used stuff moved outside.
Steve and Adrian Meggered the main generator, which gave a reading of 700kOhm - much improved. Most of the brush-boxes were then re-fitted - a very time-consuming and awkward task.
An air leak was found underneath the FV4 brake valve in no.2 cab, which Steve rectified. The connection to the air brake pipe gauge in no.2 cab needs re-fitting - this was leaking air.

29/11/08
Mark continued rubbing down and painting the roof. No.1 cab roof has now been completely primed. In the week, the ducting of one radiator was removed, to enable access to the radiator elements. One was found to have a leak; this has been re-fitted and blanked off. Re-filling of the water system, which should enable the engine to be started, will happen when the two water level gauges come back from cleaning.
John rubbed down the far side wall of the boiler room, ready for painting. The pipes to the vacuum gauges in both cabs were re-fitted.
Steve and Adrian re-fitted the three remaining MG brush-boxes. Two brushes were found to have several broken/frayed wires, and will need replacement at some point. These were re-fitted for now. The MG should now be regarded as ready for service.
Adrian re-fitted the pipe to the air brake pipe gauge in no.2 cab.

6/12/08
John undercoated the far side of the boiler room, requiring much contorting to get the paintbrush past the various pipes, machines and framework. A start was made on cleaning the caked-on muck off the pipes and tanks on the brake frame.

7/12/08 FIRE-UP!
Mike brought back the water level gauges, having turned them around in record time, fixing the various botched BR repairs - thanks!
John cleared away a lot of the "stuff" accumulated in and around the loco to the Newspapers van. The brackets for the still-to-be-procured sanding pedal in no.2 cab were fitted to the udnerside of the wooden driver's floor pedestal.
Adrian cleaned the commutator of the boiler-room compressor, as this was very dirty and sparking excessively. Both compressors and the radiator fan were test-run from the batteries. A start was made on cleaning the aux gen commutator. The radiator settling tank drain pipe was re-fitted to the tank; unfortunately, one of the bolts threaded, so the captive thread will require re-tapping.
With water in the loco, and the leaking radiator element blanked off, no leaks were seen. Two more air leaks occured, both due to non-tightened nuts in the bowels of no.1 cab.
The loco was successfully fired up but circuit breaker CB2 (PB) tripped, which prevented the engine-run solenoid from operating, hence requiring manual intervention to keep the engine running.
The fault causing CB2 to trip must now be rectified before loco can be started and move under its own power.
Ian took away the speedometer wheel-wear adjuster housing to source various nuts and bolts required to hold it all together.
Fire-up video here: http://www.youtube.com/watch?v=Y8K3Eyru73M
The loco will have to be moved outside for any further fire-ups to be had, so as not to coat the inside of the shed with clag. This relies on track being temporarily laid to the shed, which should happen in February.

18/12/08
The air tanks were inspected and found to have 5mm of metal in the walls - plenty. Thanks to Tim for supervising the inspection and removing the tank drain connections to enable access of the measuring equipment.

20/12/08
Ian brought back the speedometer wheel-wear compensator body with bolts fitted. Two holes were drilled in the mounting plate, which hangs from the solebar, for the speedometer cable conduits to feed through. The correct 7/16" Whitworth bolts were fitted to the radiator settling tank drain - no re-tapping required.
As the air tank drains had been removed, the opportunity was taken to take them down and remove the paint from the tanks. This laborious task was done by Steve, Adrian but mostly John - 4 being completed during the day, taking ~=4 hours.
Adrian narrowed the electrical fault with CB2/PB to one wire from the star-connection in the cubicle, which feeds somewhere.... This appears to be cab2 but further investigation is required. The Engine Stopped, Wheelslip and General Fault warning lamps and driver's heater switch in both cabs were re-fitted.

27/12/08
Ian fixed a loose air connection on no.1 end bufferbeam.
John, Steve and dad needle-gunned two more cab air tanks, finishing off that phase of the job.
John primed another square of the ceiling of the engine room then re-fitted the vacuum pipe at to no.2 end bufferbeam.