45149 Restoration: 2010
 

Update 1: January & February 2010:

Current restoration work on 45149 has seen the silencer roof section receive attention and the damage at the generator end that occurred in 1993 has been repaired by group members. The roof arch had lost its shape when some of the bolts were left in when the roof was taken off the loco during restoration at Heysham with its previous owner. To regain its shape, the angle iron roof frame had slots cut into it and then using ratchet straps (as used to secure lorry trailer loads) the arch was gradually pulled down into position. Whilst this made a considerable difference to the shape, it was not quite close enough so a special clamp was made which anchored and pulled down the roof. This finally achieved the desired result and the roof is now back in shape again. The silencer has had two new mounting feet drilled and tapped after the originals broke off and a new leather connecting bellows between the silencer and turbo charger exhaust pipe made by a local saddlers. The fuel tank gauge has also been fitted.

The generator and auxiliary cables have been reconnected, completing the electrical connections between the power unit and the loco. The power unit has had all of the old coolant hoses removed and replaced with new hoses. Engine mounting bolts are in place and oil poured down the push rod tubes to lubricate the camshaft and rollers. The triple pump (which failed during the water pressure test undertaken towards the end of last year) has been found to have a couple of faults. The crane seal was leaking and the impellor and its housing were found to be damaged with a broken brass bolt on the housing. The impellor was also found to have a broken blade. A new crane seal came the group’s way after an appeal on the preserved-diesels web-site forum which prompted a response from a generous peak owning group and this has now been fitted.

The nose end crown has had the insulation fitted following weld repairs and the crown is now repainted and the insulation sealed with tape. The light and fittings are ready to be put back on and cab work at number 2 cab has seen attention to the ceiling with the wood frame put back up along with 2 overhauled cab lights ready for fitting when the clamps have been fitted.
 

Update 2: March and April 2010:

Over recent weeks, our efforts have been concentrating on the silencer roof section, the power unit and the no.2 end cab. 

During the first quarter all flexible hoses were replaced and new stainless steel JCS clips used. Approx 16 hoses - all in the most awkward places – were replaced. In addition, 2 radiator elements were changed – the ones recovered from 31162 before it went to Booths.

A water test was required to run the triple pump now we had replaced the crane seal. A quick test threw up leaks all over the place! So several weekends were spent sorting out joints etc. Once we were happy that we had stopped all the water leaks, we dropped the crank case doors to make sure the liner seals had held. Fortunately, all was OK

Next step was the oil. 3 drums were ordered and duly arrived but found their way to 37324 to get the loco ready for the March diesel gala. However, two further drums were acquired (with the third having just arrived at Toddington) and airing caution we loaded 1 drum into the power unit and test-ran the pump only to find some serious leaks! One leak being the Governor oil strainer, one leak on the flexi hose to the free end of the engine and a third serious leak which required tooling to be made. This was the pipe that runs from the bottom of the oil filter pack. It’s a drain pipe for when you change the filters you open a valve that send the oil back to the sump. The gate in the valve was loose. The locking collar in the valve had been wound back and a special tool had to be made. This was done & now we have 4lbs of oil pressure after placing another drum in sump. With minor leaks to cure when the tech officer is happy the last drum will go in. Barring the power unit over has been done over the last two years but tentatively with a slight move of the bar so to speak. We  did not want to risk a full revolution with little oil in sump so after running the pump once again we did a full revolution of the engine and all proved to be OK.

The silencer and roof section are proving very time consuming. Our last report mentioned some problems cause in 1993. We thought a trial fit of the silencer would be best so to save a lifting exercise we had doubts about the squareness of box section. Measurements showed 55" at one end and 52" at the other! A contractor was required to rectify the faults which has since been done. Following this, the silencer was found not to align with clearance holes on air filter pack so more welding and the repositioning of the silencer feet are still required.

The cab has seen the drivers’ quarter light glass but back in; this involved the aluminium quarter light frame off 128s cab being used. All but 1 hole lined up with another being tight – typical! This was rectified and a new hole drilled & tapped to suit (quarter whitworth) in keeping with the existing holes. Brass screws were purchased for this task (as per BR spec) and brass metric for replacing others used. On the secondman’s side, the pillar that holds the drop light runner and quarter light glass had been removed from 128s cab.

The problem was this frame was twisted so bad that we couldn't re-use it. A replacement was made by the group from high spec aerospace aluminium.

The nose cap at number 2 end is back on loco after replacing insulation and the refitting of an overhauled light. Before we did this the instrument panel & fault lights were re-fitted - a task that was easier with the nose cap off for access reasons!

Also fitted to 149 recently are the overhauled generator brush boxes complete with new springs where required. These were made by Roy Brown of the loco dept with thanks to Mike Hoskin for being the ‘go between’. Some of the original springs had corroded away. When we mentioned this to Mike he said “I know a man” and to our surprise it turned out to be a fellow volunteer on the GWR! The copper clamps that attach the bus bars to the brush box ring were also missing so we have made new ones made but hope the old ones turn up....!