26043 Restoration: 2009

More information, and photos from this year can be found on the 26043 fotopic site here.
CMDG shareholders can also access the latest news on the resotration of 26043 by clicking here.

BREAKING NEWS!
Further to the news on the 2nd of November 2009 when 26043 took power for the first time in preservation (albeit only in one direction) - on Saturday 12 December 2009, the loco took power in BOTH directions; another massive step forwards in the restoration of the loco 15 years after arriving at the Gloucestershire Warwickshire Railway, Toddington. This important step forward in the restoration project identified several minor technical issues which will be addressed before the loco can enter service, which is likely to be in 2010.

For a video of 26043 moving under its own power, please see this YouTube video.

You can help with the restoration of the loco by purchasing shares in the locomotive - see our Join the CMDG€� page or more details. Shareholders receive copies of CMDG News€� as well as having access to up-to-date progress on the loco as well as an invitation to the first passenger-hauled train to be worked by 26043 in well over a decade!

3/1/2009
Present: Ian, Richard, Adrian
Ian drilled out the holes in the fibreglass engine-room roof section to the required size and tidied up the edges. Ian and Adrian sanded the 6 air tanks, to ready them for priming.
Richard scraped the loose paint off the cab ceilings.
Adrian finished off the last bit of needle-gunning of the cab air-tanks, then needle-gunned the rear bulkhead of no.2 cab. The vac system was re-tested; after some fettling and re-connection of the gauge pipe in no.1 cab, 23.5" was achieved in no.1 cab and 23" in no.2 cab, running exhauster 1 directly, not via the governor. The wiring problem with PB (CB2) was investigated. The train wire contactor (TWC) in no.2 cab had stuck-on; this was freed. When the master controller was switched on, TWC energised and CB2 tripped again, therefore the failure is in something powered by wire 12, which connects to PB via the TWC. The reason why the TWC had stuck on appears to be the large current which had flowed. The failure on wire 12 will now be investigated.

10/1/09
Present: John, Mark
John cleaned out the sand and detritus from the 4 sanding boxes. Two more lamp brackets for the instrument lighting were fitted to no.1 end. This enables the wiring to be completed. The PB/CB2 wiring fault was investigated but alas no cigar yet. The radiator fan housing was wire brushed.
Mark sprayed primer on the six cab air tanks.
Mark and John re-fitted the cowling, which had been removed, to the radiator, following the recent leak investigation.

16/1/09
Present: Chris, Ian, John, Richard, Sean, Adrian
Chris checked the coarse oil and fuel filters, finding that the oil one was fine; the fuel filter needs further work to release the drain nut - it was set solid. The hangers in each cab for the air tanks were labelled; Adrian took these away for undercoating.
Ian and John fetched the two cab-to-engineroom doors, from which John then stripped the paint, revealing green under the rail grey. One has no hinges, and bears the scars of possibly being gas-axed off - work required...
Ian fitted a spare AWS relay box into no.2 cab, to find the fault in the AWS system when the air system is compressed once more.
New-recruit Sean spent hours cleaning a lot of oily detritus from the power unit, readying it for re-painting.
Richard and Adrian undercoated both cab ceilings.
Adrian wired-up the instrument-lighting in no.1 cab.

29/1/09
Present: Mark
Mark undercoated the air tanks and completed the priming of the radiator area bodywork on the driver's side of no.1 end.
One of the circular vents on the boiler room roof had much corrosion around it, so that section of roof was cut out.

31/1/09
Present: Chris, Ian, John, Mark, Richard, Sean, Steve, Adrian
Chris set about removing the accumulated detritus and water at the bottom of the coarse fuel filter, using a tube and his lungs... The area around this filter and the engine block was then relieved of phenomenal amounts of grease.
Ian cut the various bolts down to size for the wheel-wear compensator, then fitted it to the home-made solebar bracket.
John put white gloss on the upper half of the cab air tanks; Mark will do the other half tomorrow. John then continued with the stripping of the cab-to-engine room doors.
John and Steve applied the final coat of resin to the engine-room fibreglass roof. The assembled masses, with help from Mike then lifted it up on to the roof.
Mark leak-tested two radiator elements, one of which will replace the leaking one that is currently blanked off.
Richard and Steve glossed no.2 cab ceiling.
Steve and Adrian primed no.2 cab rear bulkhead.
Sean glossed no.1 cab ceiling and rear bulkhead in a tasteful shade of "morning mist" (similar-ish to rail grey), then cleaned and primed the traction motor blower housing, encountering similar amounts of grease to Chris.
Adrian wired-up the driver's heater in both cabs, and the rear heater in no.1 cab.

8/2/09
Present: Mark, Mark S
Marks welded in a new piece of steel into the roof of the boiler room to replace the rotten piece which Mark cut out.

14/2/09
Present: Chris, Ian, John, Mark, Richard, Sean, Adrian
Chris continued cleaning the oily goo from the engine and corrected the orientation of the electrical connector on the AWS bell in no.2 cab.
Ian lifted the floor in the boiler room to investigate rot that was spotted underneath the loco near the wheel-wear compensator. It revealed that the two drain pipes from the internal gutter on the walkway side of the boiler-room had corroded below the boiler-room floor level, resulting in water being spread all over the lower floor, this being approx 4" below the boiler-room floor. Needless to say, 'n' years of water ingress had caused much corrosion, so re-plating will be needed. The down-pipes must be lengthened so they reach past the lower floor.
John continued to strip the old paint off the internal doors, then primed them. A piece of conduit was made up for the driver's heater in no.2 cab. Adrian took this away to paint orange.
Mark and Sean stripped the less-than-perfect primer off the upper part of the rear bulkhead in no.2 cab and re-primed it.
Richard fitted the driver's horn valve to the desk in no.1 cab.
Richard and Adrian disected the wiper/washer pipes and fittings in no.2 cab and decided to replace all the brittle and not-very-accessible copper pipes with plastic ones...to be procured.
Adrian drilled out the old washer valve on the 2nd man's side of no.2 cab, ready for replacement. The copper pipes in no.2 cab may not require replacement. The wiring fault was confirmed as a loose wire for a sanding pedal touching a piece of metal - insulation tape had fallen off. A sun visor was trial-fitted to the 2nd man's side of no.2 cab.

28/2/08
Present: Richard, Adrian
Richard fitted conduit next to the driver's side heater in no.2 cab, then drilled out the rivets & screws holding the U-shaped covers of the windscreen washer jets and removed the washer jets.
Adrian fitted new flexible plastic pipes for the windscreen wipers and washers in no.1 cab and some of no.2 cab, before exhausting the 30 metre supply. More pipe and fittings to be procured... The rear cab heater in no.2 cab was wired up except a couple of bolts and the upper part of the rear bulkhead of no.2 bulkhead undercoated. The hangers for the cab air tanks were brought back, having been painted.
Meanwhile, in a small cave in woodland in deepest Gloucestershire, Chris T was busy welding a new piece of metal to the excessively holy rectangular cover that should live on the boiler room roof.

7/3/09
Present: Ian
Ian drilled out the broken remains of most of the bolts holding down the boiler-room chequer floor, ready for the eventual re-fitting of the floor.

14/3/09
Present: Chris, Ian, Richard, Sean, Steve, Adrian
All assembled re-fitted the six cab air tanks which Mark had glossed in the week. Mark had also primed the remaining half of one bodyside and cut out rotten metal in the boiler room sub-floor, ready for welding by the Jones the steam's son.
Chris did some repairs to, then primed one side of the engine-room - to - cab doors; Sean undercoated the other side.
Ian sorted the connections to the window-end of the tanks in no.2 cab.
Richard and Steve connected up the air tanks in no.1 cab and in the boiler room.
Sean fitted secured the flexible tubing to the windscreen wiper with p-clips and fitted sealing foam that Steve brought to the grooves in the covers above the radiators.
Steve brought a perspex cover for no.2 cab power controller, drilled and ready for fitting.
Adrian fitted more pipes and valves for the windscreen wipers and washers in no.2 cab, using ENOTS nuts which Ian had cut the correct 3/8" UNF thread into.
At the end of the day, the loco was connected to an air supply and pressure reached 60 psi. A noticeable leak was evident in no.1 cab from a fitting tucked well away inside the bulkhead, connecting to tank #2.

15-18/3/09
Robert Jones welded new plate into the boiler room floor and did weld repairs to the roof. Mark primed the new metal.

17/3/09
Mark and Tim moved the various spares from under a tarpaulin in the yard into one of the storage vans.

20/3/09
Present: John, Adrian
John painted the engine-room to cab doors: one side undercoated, one side glossed. Three roller-blinds were found, which need attention before re-fitting. Two pieces of conduit for the fire extinguisher pull-cord were cleaned up. The conduit needs to be fitted in the boiler room.
Adrian completed the fitting of the pipework for the windscreen wipers and washers. Some wiping of windscreens was had at no.1 cab. All wipers need varying levels of attention. Water was ejected from no.1 cab drivers washer pipes.
The one and only sanding pedal was measured up for a replica to be made for the other cab.

21/3/09
Present: Sean
Sean finished off the painting of the engine-room to cab doors.

28/3/09
Present: Ian, Sean, Steve, Adrian
All assembled did some tank-shuffling in no.1 cab to sort out a problem air connection with the central tank behind the bulkhead. 80psi was subsequently achieved with slight leaks from the drain blanking plug in the tank on the driver's side, 2nd man's windscreen washer valve, windscreen wiper/washer taps and driver's side windscreen wiper, all in no.1 cab.
Ian started the re-fitting of the floor in the boiler-room, trimming the floor sections to mate with a new floor support.
Sean cleaned up one of the 22mm pipes to the tanks in no.1 cab, then fitted the fire-extinguisher holder in no.1 cab, based on measurements taken from the surviving mounting studs in no.2 cab.
Adrian checked the wiring from the wheel-wear compensator to the speedometers and extended the cables as they had been cut. The speedometer in no.1 cab was found to be defective and taken away to attempt a repair.
Steve and Adrian removed and replaced the blanked-off leaking radiator element.
Old batteries and assorted junk was cleared away from around the loco.

3/4/09
Present: John
John gave one engine room wall a "Morning Mist" top coat.

5-9/4/09
Present: Mark
Mark continued smoothing one body-side and applied primer to no.2 cab front.

11/4/09
Present: Chris, Ian, Richard, Adrian
Chris brought back the welded rectangular boiler room cover. The rather lengthy speedo cable from the axle generator to the wheel-wear compensator was fitted and much time spent sorting out the fire extinguisher pull-cord conduit & cable in the boiler room. The cable was cut, presumably at MC Metals slightly short of where it reaches the pull handle in no.2 cab, so a new piece will have to be spliced on.
Richard fitted the cab heater cover in no.1 cab and the brackets of the AWS timing tank.
Richard and Adrian removed bits of no.1 cab instrument area in order to be able to tighten up the driver's side fittings of the horn pipes.
Ian and Adrian removed the old rotten conduit from the boiler room floor to the speedo wheel-wear compensator. This was then replaced with new flexible conduit.
Ian sourced a replacement tap for the tap feeding the 2nd man's side windscreen wiper & washer in no.1 cab.
Adrian brought back the repaired speedo for no.1 cab. An LA1 wire in no.2 cab was connected, to enable the driver's ceiling lights to operate.
The loco was readied for the long-awaited move to another road in the shed, possibly next weekend, enabling it to be shunted outside and started-up: Engine-room slid into place, radiator roof covers fitted; cab chairs, spare batteries and other bits put inside the loco.

15/4/09
Present: Mark
Further sanding of the primed bodywork and further application of primer over the smoothed surface ready for 2nd coat of primer.

19/4/09 NO LONGER MAROONED...
Present: Chris, Ian, John, Mark
Chris Ian & John assisted with the move of the loco to another road in the shed:
http://nigel-black.fotopic.net/p57629373.html
John continued top-coating the engine-room.
Mark brought a newly-fabricated headcode disc for trial-fitting.

25/4/09 FIRE UP
Present: Chris, Ian, John, Richard, Adrian
The loco was filled up with water, then shunted out of the shed to be started up. Failing batteries and electrical troubles caused the first attempt to be un-successful. More charging of the batteries led to a successful start but the engine run solenoid does not appear to be energising, so manual intervention was required to keep it running.
Chris set to work repairing the hinge areas of the two repainted internal cab-to-engine-room doors, inserting new wood.
John drilled a hole in the cubicle wall for an engine hours counter.
Adrian brought back the FV4 brake valve from no.1 cab in bits, ready for testing, an engine hours meter mounted on a bracket for fitting into the cubicle and the modified wheel-wear compensator circuit board. The latter was installed in its housing on the solebar. A start was made on cleaning the AG commutator. A 1/2" OD tee fitting was inserted into the main res pipework in no.2 cab, followed by a 1/2" to 3/8" straight union, to enable the MR gauge pipe to finally be connected up. This has not been operational thus far in preservation due to the original fitting having broken off and the stub having to be blanked off (21/6/08).
A leak occurred in the compressor auto check valve air fitting in the boiler room, which has previously leaked due to a broken seal and was repaired on 5/7/08. This will require a further repair. (Air pressure reached 110psi from the shore supply).

10/5/09 DISASTER
Present: Adrian Kenny, Ian, Richard, Adrian S
The loco was shunted outside. However, before the fire-up it was discovered that the cooling water had mixed in with the oil, creating a grey sludge in the sump. This had occurred since the last fire-up 2 weeks ago, when the oil was OK. The rest of the day was spent emptying the sludge out. Likely causes are a failed pipe in the heat exchanger or one or more leaking cylinder liners. More will be found out next time when the oil system will be flushed and checks can then be made.
Adrian Kenny (p-way regular) set to work on the bogies with a wire wheel, readying them for re-painting.
Adrian S completed the wiring of the wheel-wear compensator and fixed the windscreen wiper blades in no.1 cab so the wiper movement is correct across the screen.

17/5/09 ASSESSING THE DAMAGE
Present: Ian, Adrian S
Adrian removed the oil and water pipes connecting to the heat exchanger, and the ends of the exchanger. Ian constructed a jig to attach to the oil inlet on the upper side, in order to connect a water hose.
A blank gasket was fitted to the oil pipe on the lower side. Water was fed in and was seen dribbling from the bottom of the end-plate; how many tubes were leaking is unclear, as water is clear... The ID of the tubes is 5.2mm, so these will be threaded with a 6mm tap next time and 6mm bolts used to blank off the end any tubes that can be seen to be leaking. If there are more than 20, the whole unit will have to be sent off to Graysons in Tyseley, or similar.
Adrian replaced the failed gasket on the compressor check valve in the boiler room. Air pressure then quickly reached 80psi (same as the shore supply). Small leaks remain at the AWS CES and the rear of the MR gauge, both in no.2 cab. The plug from the bottom of the coarse oil filter was removed to let the accumulated water and grey emulsion in the bottom escape. The end cap was also removed from the fine oil filter on the other side of the engine. All the liquid should have drained into the engine bed-plate by next time, so it can be collected.
90 gallons of new oil will soon be ordered; before it is used, oil with diesel will be used to flush the oil system, ex-47376 - thanks to the BT4F.
Ian brought back the disassembled speedometer from no.2 cab, to enable cleaning to be done, to stop it sticking. Adrian took away 2 off dual gauges, mounted on a plate. The plate will be cut to size, cleaned up and attached to the no.1 end of the engine to provide metering of engine oil, water, inlet and fuel pressures. 4 off Schrader bellows, pipes and fittings also need to be sourced.

30/5/09
Present: Ian, Richard, Adrian
The heat exchanger was pressured again with water and leaking tubes plugged with tapered plugs. These were grouped in two areas. After 10 were plugged, it became difficult to see the source of the continued leak in these areas and a further area was seen to be leaking, so the decision was made to remove the heat exchanger to be properly repaired.
Richard re-assembled the ducting on the radiator which was replaced some time ago.
Steve and Adrian fixed an instrument panel to the tray at the non-generator end of the engine; this panel houses two dual gauges. Flexible hydraulic hoses and fittings were sourced, ready for final fitting.
When the straight air brake is released, the air escaping from the exhaust port of the brake relay valve in no.2 cab makes a loud noise. The exhaust port is not threaded and no hole in the floor nearby could be located. Some exhaust piping needs to be arranged.
Adrian attempted to sort the windscreen wipers in no.2 cab, to no avail. More new-ish batteries were fitted and more ex-class 24 ones removed. The large water pipes from the heat exchanger were taken away to remove the paint.

13/6/09
Present: Chris, Ian, Mark, Adrian
Chris brought some pieces of hardwood to repair the window area of the 2nd cab - to engine-room door. Much sanding and planing was done, before retiring home to cut the 1/4 circle corner pieces by band-saw.
Mark had the loco shunted out last weekend and started undercoating (light blue). The cantrail grilles and some of the roof have been done.
Cantrail grilles were brought back from the support van, ready to be undercoated; some in need of slight repair. Two fire extinguisher bottles were collected from the GWR fire dept, Mark having arranged their testing and re-filling.
Ian brought some tapered plugs, to insert into the heat exchanger tubes and Adrian brought an air gun with pressure gauge. A test-rig was made from these pieces and Ian, Mark and Adrian tested all 630 tubes of the heat exchanger. One tube was found to have failed; this was duly tapped and an M6 x 10mm bolt fitted to each end. Next time, the heat exchanger will be hydraulically tested, to verify this week's prognosis and repair.
Adrian brought back two large water pipes, having removed the paint & oil from the outside. The engine block was cleaned around the area where the heat exchanger sits, on the assumption that its re-fitting is imminent.

27/6/09
Present: Chris, Ian, John, Richard, Sean, Steve, Adrian
Chris completed the repairs to the wooden window surround and hinge areas of no1 cab to engine-room door and hung it.
John glossed more of the engine-room walls and the compressor contactor frame. The engine block was wire-wheeled around the heat-exchanger area.
Sean re-fitted the cleaned-up grilles over the air-intakes of the traction motor blower and prepared the covers for priming.
Steve and Adrian barred-over the engine.
Ian brought fittings to seal the oil ports of the heat exchanger, to enable a hydraulic test to be done. Ian, Richard, Steve and Adrian then performed the test. The oil section was pressurised at up to 70 psi, over the period of a few hours and no leaks were seen from any of the tubes. The heat exchanger is therefore ready for use again, with one tube blanked off.
In the week, Mark had had the holes cut in the cab fronts with a plasma cutter to enable the "high intensity" Morris Minor headlamps to be fitted. The two central headcode discs at each end were fitted and the roof was fully undercoated.
Adrian brought a 272mm x 8mm nitrile o-ring & sheet of 0.8mm cork & nitrile gasket (Mayday seals, Cheltenham) for the heat exchanger and washers, made from gasket material, for the water, oil, inlet & fuel pressure gauges on end of engine. Black top-coat was sprayed on the instrument panel, which Mark had primed in the week, which will house these gauges. The triple-pump was run to prevent it seizing. The driver's pedestal from no.2 cab was taken away to enlarge the recess for the (new) sanding pedal.

4/7/09
Present: John, Sean
John top-coated the remaining section of engine-room walls, then the electrical cubicle, the boiler-room walls and the rear doors of the cubicle.
Sean continued sanding the traction motor cover smooth.

10/7/09
Present: Adrian
The paint and rust was removed from the crankcase door, oil filter, water and oil pipes around the engine. The driver's pedestal in no.2 cab was returned with new sanding pedal...and taken away again as it didn't fit.
In the week, Mark had taken the floor up around the heat exchanger and removed the oil detritus from beneath.

14/7/09
Present: John, Mark
John undercoated four roof sections (inside the engine room) and put blue top-coat on the water pipes, removed from the heat exchanger, which Mark had primed. Mark cleaned the floor space around the heat exchanger.

16/7/09
Present: John, Mark
John undercoated more engine-room roof sections and started rubbing down the side of the electrical cubicle. The no.2 cab to engine-room door was taken off, to enable the new under-floor plating in the boiler room to be undercoated.
Mark undercoated crankcase door and surrounding areas of the engine and steam-cleaned the floor area around the heat exchanger. One of the two fire-extinguisher mountings was repaired - a new base plate being welded in place. This was primed.

23/7/09
Present: John, Mark
John undercoated the control face of the cubicle and the engine-room to boiler-room door. The window-ledges in front of the driver and 2nd man at no.2 end were cleaned up and primed.
Mark painted BR blue top coat on the new radiator meshes on both bodysides at no.1 end, around the radiator frames and on the roof radiator mesh. The heat exchanger and oil pipes from the heat exchanger were also painted.

25/7/09
Present: Ian, Adrian
Ian re-assembled the heat exchanger, punching holes for the mounting studs in the new gasket, and fitting the strainer and o-ring, ready for lifting back into the loco.
Ian and Adrian barred over the rather "tight" engine.
Adrian brought back the driver's pedestal for no.2 cab, with adjusted hole for the sanding pedal. Undercoat was applied to more of the engine-room ceiling, the new fire-extinguisher mounting, the new welded boiler-room floor and the window ledges in no.2 cab in front of the driver and second man. Both windscreen wipers at no.2 were made to work. The blades are too long and will have to be cut down or replacement ones found.
The air system was pressurised and an attempt made to quieten the deafening noise from the brake relay valve in no.2 cab when the brakes are released, due to the air exhausting from the relay valve. A pipe was wedged in the exhaust port but this delayed the brakes coming off, so is not practical. A plate will be fitted to the "centre console" with insulation material, to try and deaden the sound.
A sheet of glass fibre air filter media has been purchased and one 18" square bracket, in which the media fits, was taken away to cut the glass fibre to size.
The water, oil, fuel and inlet manifold pressure gauges and pipes were fitted to the non-generator end of the loco, ready for use.
Holes were cut in the 2nd man's panel in both cab for the switch which will control the car headlamps.

23/7/09
Present: John
John replaced the overly-long windscreen wiper blade on the driver's side of no.2 cab for one of a more reasonable length. A bracket was made to support the sanding pedal in no.2 cab and the window ledges in front of the driver and 2nd man in no.1 cab were primed.

8/8/09
Present: Ian, Richard, Sean, Adrian
All assembled re-fitted the heat exchanger, which had been lifted into the loco during the week by Mark, and associated pipework and gaskets. At the end of the day, the loco was filled with water to test if it holds for the next two weeks. The fine oil filters were washed in diesel and re-fitted, so the oil system is also "water-tight" and ready to be flushed.
Adrian bought and brought some cut-to-size glass fibre air filter media and fitted it to the cantrail filters. Three more "phantom" leaks in the air system were rectified. A gauge was taken away to replace the cracked glass in the MR/MR pipe gauge in no.2 cab.

15/8/09
Present: John
John shortened the 2nd man's windscreen wiper at no.2 end to 18", as per driver's side. Several aluminium stands in the cantrail gutters were modified to support the air filter frames, which are now all in position.

22/8/09
Present: Mark, Sean, Steve M
The loco was filled with a diesel/oil mixture, ex 47376 (thanks to the BT4 Fund) to allow the triple-pump to be run for a short time to disperse the water in the engine block. The sump drain was left open to allow contaiminated oil to drain. The heat exchanger drain cock was also opened to allow the cooling water and contaminants to drain.

25/8/09
Present John
John continued undercoating no.1 cab.

29/8/09
Present: Ian, Richard, Adrian
Ian and Adrian fed more diesel/oil mix from the container into the loco via the crankcase door.
Richard removed the access hatch to the horns above no.2 cab to repair the feed pipe to the low-note horn, which had failed. Both notes are now operational.
Ian brought, and Adrian took away a speedometer, to replace a failed original. A new bezel and re-calibration is needed.

8/9/09
Present: John
John painted one-and-a-half traction motor blower covers.

12/9/09
Present: Bert, Ian, Richard, Sean, Adrian
Bert (LUL driver) wire-wheeled the bogie at no.2 end.
Ian and Richard hand-pumped the diesel/oil mix into the loco and ran the triple-pump. The dipstick showed "max". The loco was filled up with water and shunted outside to fire-up but 4 attempts were thwarted by an apparent lack of fuel pressure: Engine turning over but not firing. The batteries require attention. The water pressure gauge recorded pressure but the oil pressure gauge did not - requires attention-(air lock/faulty schrader valve?).
The water overflow pipe has broken at some point; water appears to be getting into the engine room through a seal on a roof panel - this requires filling with sealant.
Ian replaced the cracked glass in the MR/MR pipe in no.2 cab and fitted the washer nozzles to the 4 pipes below no.1 cab front windows, then fitted some of the U-shaped covers around the pipes. Old paint was removed from the old access door in no.2 cab and pipes.
Ian and Adrian trial-fitted some insulation to the brake relay valve in no.2 cab, which is incredibly noisy when the brakes are released. This appeared successful, and will be made slightly more permanent to see if it improves the noise without lengthening the time to release the brakes.
Sean started fitting the windscreen wiper nozzles to the washer pipes and the U-shaped guards at no.1 end. A split was discovered in one of the two ~=8mm pipes going to the MR/MR pipe gauges in no.2 cab. The split is at the lowest point of the pipe, so may have been there for some time.
Adrian fixed an air leak on the sanding valve in no.2 cab.

12/9/09
Present: Richard, Adrian
Richard and Adrian topped up the batteries with distilled water and checked the fuel feed to the engine, which appeared in order. The engine was then successfully motored, to the point of it firing but was shut down due to the fact that it was in the shed and there was no time available for it to be shunted outside.
Two more "phantom" air leaks have appeared which require attention, to add to the split MR gauge pipe in no.2 cab; these are: the drain plug of the tank above the driver's head in no.1 cab and a pipe behind the bulkhead in no.1 cab to the tanks.

1/10/09
Present: John
John pressurized the air system and located the small hole in the gauge pipe behind the driver's desk in no.2 cab. A small piece of tape marks the spot for future rectification.

Suitable bolts were sought for the fire extinguisher retaining straps and nuts for the windscreen wipers - alas none were found in the box of assorted bits.

Painting of the traction motor blower was finished and the remaining paint was stripped off the copper pipes in front of the centre window at no.2 cab, ready for re-painting.

4/10/09
Present: Ian, Richard, Adrian
The sump drain was opened, which resulted in a small amount of water draining.
Ian and Adrian removed no.1 and no.6 rocker covers to check for water, none being found. The triple-pump was then run and the crank-case door removed to check for water emanating from the small ends. None was seen. The rocker covers were re-checked for water - again none was seen. The batteries were not up to motoring the engine this time but a fire-up should be possible next time.
Ian re-assembled the FV4 brake valve in no.1 cab and tidied no.1 cab.
Richard disassembled much pipework under the driver's desk in no.2 cab to reach a loose pipe connection.
Adrian fixed leaks in the air tanks in no.1 cab: a crane fitting in the bulkhead to the central tank (had no PTFE) and the drain plug in the tank above the driver. The home-made replacement sanding pedal was fitted in no.2 cab. A split in the MR gauge pipe in no.2 cab was fixed, using 8mm straight union compression fitting.

8/10/09
Present: John
John continued painting no.1 cab, undercoating the sides of the cab and more of the windowledges behind the front windows. The grilles of the traction-motor blower were undercoated.

10/10/09
Present: Chris, Ian, Richard, Sean, Adrian
The sump drain was opened, which resulted in another small amount of water draining, as per last week.
Another phantom air leak was found and fixed by Chris; this one behind the access door in no.1 cab.
Sean continued with the fiddly job of fitting the U-shaped washer guards at no.1 end and tapped an M6 thread to the captive nuts for the 2nd man's switch panel in no.2 cab.
Richard and Ian dragged the loco outside with DES and with batteries charged, it was fired up. However, the ERS would not energise, so the fuel rack had to be manually held. The fault was traced to ERSRE1 resistor (190R) having gone o/c. A replacement needs to be sought. Further investigations revealed STPRE has also gone o/c (100R). ERSRE1 and STPRE were taken away by Adrian to find replacements.
After electrical fiddling, the loco successfully fired, ERS energised and idling was achieved. An attempt to move the loco was made but although the power control relay operated (ABPG governor bypassed), there appeared to be insufficient air pressure to operate the reverser and motor contactors.
One of the 4 PC relay contacts was loose in its mountings, due to the 'usual' split housing; this was replaced by Sean.
Richard re-fitted the newly re-threaded conduit to the AWS bell in no.2 cab.

15/10/09
Present: John
John fitted a rogue cantrail resistor cover in the boiler room. In light of recent failures, the physical size of WRE10-14 were measured...during this process, WRE13 broke in two. WRE10-14 measure 10cm x 3cm dia (live ferrule). PMRE2 (100R) measures 11cm x 2cm dia. FTRE 6.7cm x 1.5cm (live ferrule), ERSRE2 11cm x 1.5cm (live ferrule), AGRRE TBD (screw-in).
The right-most gauge of the four fitted to the non-generator end of the engine was identified as inlet manifold pressure.

15/10/09
Present: John, Sean
The oil/diesel mix and coolant water were drained from the engine. The valve under loco was left open to drain the residual oil.
Sean fitted the washer jets to the driver's side of no.2 cab.

15/10/09
Present: John
John swilled the 4 oil filters in diesel. The filters were replaced.

31/10/09 LOCO TAKES POWER !
Present: Ian, John, Richard, Sean, Steve M, Adrian

15 years after coming to the GWR, 26043 took power today for the first time.

The loco was filled with oil ex-47105, thanks to BT4F, which was suffering with fuel dilution but much less so than the previous ex-47376 oil drained from the 26 last week. The coolant water was deliberately overflowed, to drive off oil floating on top.

Covers for the compressor in the boiler room still need to be sourced - none found in the Hawksworth or Newspapers van.
The oil pressure/inlet manifold pressure gauge connections were swapped, which resulted in neither gauge functioning. Therefore, it seems a) one gauge is faulty b) an air pressure gauge cannot be used to measure oil pressure.
Despite the work needed, the loco moved approx 50ft under its own power, with one of the "original" shareholders - Ian - at the controls.
Sean fitted another windscreen washer tube and nozzle at no.2 end.

15/10/09
Present: John
John sorted the wiring for the No 2 cab driver's sanding pedal and DSD. The traction motor-blower was painted with grey top-coat. The armature of the compressor in the boiler room was cleaned, due to sparking when previously run.

14/11/09
Present: Ian, Richard, Sean, Adrian
Sean removed the head from engine-room compressor, then removed and cleaned the valves with Ian. The whole was re-assembled....to find exactly the same performance as before: 20psi achieved with the crankcase breather plug removed, 40psi with it fitted. The air inlet was found to be blowing air as well as sucking, implying a fault with the valves.
Richard adjusted the fuel feed pipe to no.1 cylinder, to stop the fuel leak found last week. The captive nuts in no.1 cab 2nd man's desk were threaded to M6.
Sean and Richard sorted the rubber seal on no.2 cylinder fuel feed pipe, which had previously been mis-fitted.
Adrian took several spare switches away, to adapt for use in a compressor changeover switch and some gauges. Blinds also taken for refurb.
The solenoid of the faulty reverser was removed. There appears to be no air leak up-stream of this part. Further attention required.

21/11/09
Present: Ian, John, Steve M
The compressor was dismanted, a spare head fitted and remantled but no cigar.

28/11/09
Present: Aaron, Ian, Richard, Adrian
New volunteer Aaron fitted the four driver/2nd man blinds, and drilled holes in the compressor contactor housing in the boiler room, where the 2nd of compressor changeover switches (for CDR bypass) will be fitted. An existing hole in the cubicle panel was adapted for the other compressor contactor switch.
Richard fixed the errant rubber floor covering in no.2 cab near the driver's door and hoovered the underneath, around the electrical patch panel. No1 and 2 cab floors were screwed down near the driver's door, to prevent further trouble.
Ian and Adrian re-assembled the engine room compressor, finding some of the outer (inlet) spring discs to be flat instead of crinkled, thereby having no spring. (Part number engraved on them is 50269239 - 1817). The compressor raised pressure to 100psi before the charger and loco batteries started to give up the ghost. With both compressors running 115 was achieved; the engine room compressor then managing to hold this on its own. Two more leaks sprang up: under 2nd man's desk in no.1 cab & under driver's desk in no.2 cab.
Adrian re-assembled the reverser, which now appears able to pull the reverser with sufficient force. A prototype LED replacement for the 5 warning lamps on the cubicle was trialled. Resistors=470K & 10K. A plate will be made to fit the LEDs to, covering the holes for the original lamps. New nuts were fitted to no.2 cab windscreen wipers, which are now functional.
The original speedo in no.2 cab was characterised (not the same as the ex-33 L8 speedo) : 10mph=3V3, 20mph=8.3V, 30mph=13V, 40mph=18V, 50mph=20V, 60mph=24V, 70mph=29V, 80mph=33V

12/12/09 LOCO TAKES POWER IN BOTH DIRECTIONS
Present: Aaron, Graham, Ian, Richard, Sean, Adrian
New recruit Graham fitted the ventilation covers to the ceiling of no.1 cab and the new OFF/REV/EO/FOR and KEY plates in no.1 cab.
Aaron & Sean cut the hole in the cubicle wall for the engine hours meter. This now requires wiring up.
New oil and water pressure gauges were fitted (new water pressure meter appears non-functional).
Once Sean and Richard had re-fitted the glazing into the cab-to-engine-room doors to give our ears some chance, the engine was fired up (this time from no.2 cab). Pressure with both compressors running reached the upper 140psi limit, causing the compressor governor to regulate. The now-clean reverser operated correctly, however, forward movement from no.2 cab was again proving problematic. The check valve on the outlet of the compressor in the boiler room was also leaking (again). With these two problems corrected, the loco was again fired up and this time took power in both directions. Result.
Footage is here: http://www.youtube.com/watch?v=fUSgOn4jvlI
The vac chamber is still showing zero; this is believed to be a sticking triple valve, which requires further attention.

19/12/09
Present: Ian, Richard, Sean, Adrian
Richard and Sean glued the window rubber and wooden frame in no.2 cab. The covers and surrounds for the brake valves in both cabs were trial-fitted. The triple valve was disassembled, in search of the vac chamber fault - no obvious sticking bits or broken diaphragms found. Ian rigged up a shore air supply, aided by no.1 compressor and attempted to operate the air brake but without success.
Sean fitted new pins to the driver's start lever in both cabs.
Adrian re-connected the EFC coil connections, presumably disconnected after the loco's failure in 1993 due to an earth fault.
The engine hours meter was also wired up. This will start at zero, not the 6598 it was withdrawn with. The compressor c/o switches were fitted; these now require wiring up.

27/12/09
Present: Aaron, Adrian
Aaron progressed the fitting of the plates to the driver's desk in no.2 cab, then cleaned the commutator of the auxiliary generator.
Adrian wired the CDR bypass switch on the compressor contactor housing; this being one of the compressor changeover switches. The other switch, to be fitted to the cubicle front panel has developed a fault, so remains to be wired. A new metal plate was fitted to the cubicle front panel, overlaying the position of the 5 original warning lamps and drilled ready to take five 5mm LEDs, to replace the original lamps.
The vacuum brake fault was further investigated - no resolution yet.

28/12/09
Present: Aaron, Richard S
The two now-defunct interior access doors at the front of each cab were sanded ready for priming. The two aluminium strips were removed from both no. 2 cab doors; these strips are not present on the bodywork and there are no current plans to re-instate them.
A started was made removing the old paint from the cab side sliding window frames.