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2012
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January
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47596
47596 has successfully underwent a loaded lest run today with 2 locos and six
coaches in tow some 400+ tonnes on the 14:00 Dereham - Wymondham Abbey. This
was the first run out since engine repairs were started in 2009.
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2011
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December
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47367
47367 has managed to operate a full season with North Norfolk Railway. With
only one major issue occurring. This was with charging of the batteries along
with starting of the loco and 47367 was failed on shed with flat batteries on
Saturday 20th before its booked red service diagram. This was traced to a
battery cell which got strapped out but other issues where found during the
testing of the wiring on the charging circuit. This was traced down to a fault
with the crimps on the ends of the wires from the charging sockets of which had
also been replaced by better ones out redundant 56's at Thomson scrap yard.
Issues where also found with the battery cables which link the 4 separate
battery boxes together were in very poor condition and had started to track the
voltage to earth via the locomotive’s body work so needed replacing. So over
the following weeks 2 of the cables were removed and replaced with new cabling
and crimp connectors. All buss bars where cleaned along with the battery
isolation switch which was removed to gain access to the charging wires which
needed repairing. While the wiring was being sorted out the strapped out
battery cell was removed and reconditioned with new battery acid which bright
it back to life. Following all this work 47367 was put on charge and the
batteries took the charge enabling it to re-enter traffic and be utilised by
the railway on the 22nd October on a full yellow service diagram.
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47580
The following minor faults have been rectified. Vacuum chamber gauge has been
replaced No 1 end. Train brake valve has been replaced No 2 end. Drop light
window drivers side No 1 end.
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47596
After starting 47596 various checks were carried out and it was noted that the
header tank gauge was slowly dropping, losing around half a tank in a week. We
checked all the head seals, hoses, and liner seals these were all ok so we
turned our attention to the radiator elements and sure enough two were found to
have a small leak. The two elements were removed and replaced with pre pressure
tested reclaimed elements. The cooling system is now water tight internally the
painting of the engine compartment has continued this has included colour
coding all the pipe work to conform to BS pipe identification standard for
railway locomotives, very smart it looks to. The next item to receive attention
which was the last major component for the engine compartment, the replacement
roof ex 47298. The roof its self having been picked as it was basically in good
condition and has already under gone cleaning and painting. The problem being
the exhaust box compartment which houses the silencer box, the metal at the
bottom of this double skinned box is completely rotten. This has been caused by
years of water ingress into the exhaust outlet on the top of the roof, with no
drain the water cannot get out so corrosion was inevitable. This work has to be
carried out by the North Norfolk Railway staff at Weybourne as a contract job.
As the have a skilled sheet metal fabricator and a welder that can weld very
thin metal. We had twice had people lined up to carry out the repairs on both
occasions we have been let down with the NNR being the only hope of getting the
work carried out in time for 47596 to have a chance doing the MNR's Santa
specials. The only problem being that we would have to get the roof moved to
the NNR. Before the roof left we removed all the fibre glass panels and door
Hatchers. These were steam cleaned and resealed with fibre glass resin and in
some cases new fibber glass matting. The roof moved to the NNR on the 7th Sept
and work started at the beginning of October. As I write this report the
silencer chamber is complete. We have been up at Weybourne cleaning and
painting the roof. The silencer box in the roof also received attention from
the NNR staff with bottom half being repaired before the remainder was de
rusted before being painted silver. The silencer box was installed to ensure a
good fit.
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August
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47367
47367 re-entered revenue earning service on April 10th After nearly three and
half years of work resplendent in her new coat of blue paint. 47367 worked four
out and back trips as if was the NNR's vintage bus week end. So far the loco
has performed 400 miles in traffic to date. With loco availably opportunity for
47367 to have some running repairs limited but still carried out. During this
time a long list of jobs were attended to which included (in no particular
order):
All electrical contacts under the control desks of both cabs removed and
cleaned before being replaced. The DM2 brake valve at the no1 end was removed
and stuck valve cleaned and replaced.
Whilst this valve was out, access was gained to the vacuum exhauster speed up
switch which has now been wired in as far as the contactors.
One of the main oil leaks was also attended to after being traced to the oil
pressure feed to a rocker gear on one cylinder head. This was found to be a
banjo bolt the needed tightening up.
The engine room walkways have been refitted.
The roof panel above the turbo that had leaked for many years was removed to
allow access to a bent bracket that had stopped it being fitted correctly.
Once the bracket was straightened the panel fitted perfectly and now does not
leak. Above the no1 end compartment the radiator elements have benefited from a
steam clean.
The rear marker lights from the no2 end cab were removed completely, shot
blasted, repainted and re-wired back in and all now work.
Tinsley fitted Auxiliary room lights needed attention.
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47580
Since being at Carnforth 47580 had suffered from a blowing exhaust and leaking
injector pumps since the Keighley gala in May. Work to correct this has been
carried out by WCRC on our behalf and 47580 returned to traffic hauling the
NENTA tour to Carlisle on the 25th of June.
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47596
The rebuilding of the engine block started at the beginning of May. This
required all twelve liners and pistons assemblies lifting in with a Hiab lorry.
This required help from Kevin Cook to assist us the fitting of in the
reassembly to enable to get the job done I the 3 day window. Day 1. First in
were the twelve liners complete with new rubber o ring seals, Gore-Tex tape top
joint and soft iron rings. Day 2. Twelve pistons complete with new rings and
new big end bearings installed in to the liners. Day 3. Bottom bearing caps
fitted. Everything went to plan thanks to all those that made it possible. At
the end of May we prepared to fit the 12 cylinder heads onto the engine block.
Again we required the Hiab lorry and another good spell of weather. All twelve
cylinder heads were lowered in to place with in the day along with 96 cylinder
head nuts and air intake manifolds. The air intake manifold is fitted to ensure
that the cylinder heads sit square on the block. The following weekend the
cylinder heads where tighten down with the aide of a torque multiplier and
torque wrench. Each cylinder head has eight studs and these have to be
tightened down in four stages and have to be done in star paten to ensure that
cylinder heads are pulled down square. This is very hard work as the last
torque setting is 800 lbs per foot. Next stage which was to refit the 12
injectors, 24 push tubes, 12 spill pipes, lubricating pipes, injector feed
pipes and 12 rocker arms. The water rail was then fitted to the cylinder heads
across the top of the block. We then filled the block with water for the first
time and an inspection showed no leaks from the liners. Work has continued
fitting the remaining water pipes. At the end of June we refilled the entire
water system and ran the triple pump for the first time, a pressure of 15 psi
was achieved for about 10 minutes. Apart from one leaking flange the system and
the liners appeared sound. On the 24th of July 47596 was started for the first
time in 26 months after the engine was turned off before repairs to the 12LDA
28C Sulzer engine block. The sound of a Sulzer LDA28C without a silencer box is
awesome as the roof repairs have yet to be completed.
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May
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47367
The planned bogie swap has now taken place. This was not without its usual
twists and turns. Sonicrail were contacted to do the lift as they had a quartet
of thirty five tonne lifting jacks available and were able to work within the
railway's time frame. The lift took place during the days between Christmas and
New Year and was completed in less than three working days. Following the
successful bogie swap 47367 was moved back to the main shed over a pit to allow
traction cables and traction motor bellows etc to be reconnoitred. The roof rub
down and repair work has been competed and had been painted in red oxide, and
had to wait two months before receiving a coat of blue undercoat. Testing locos
systems uncovered a few electrical contacts needing a clean before being
successfully started and being able to move under its own power within the
confines of the yard. Other work body work undertaken in recent months has been
the removal of the multi working plugs and overhaul of the marker light
housings from the cab ends along wing a coat of BR Blue for the roof. The floor
of the number one end cab is also receiving attention due to the old adage of
stuck door syndrome. 47367's first booked turn was on Sunday April 10th.
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47580
47580 arrived at Dereham after completing the Christmas NENTA to Newcastle on
the Saturday 4th December. The Loco ran light engine from Norwich the flowing
day Sunday 5th December. The winter break us the opportunity to carry out a few
major jobs that required doing. The first priority was to strip down the heat
exchanger (oil/water) which had developed some small leaks on the joints from
either end. After draining and saving the anti freeze coolant the heat
exchanger was stripped down and cleaned, the unit was then fitted with new 'O'
rings, gaskets and bolts and then reassembled with a replacement end cap on one
end. On the 13th March a battery cell failed during the gala so 47580 missed
the afternoon turn as she failed to start. A new set had been ordered but not
arrived in time. This was so 47580 set could be cascaded down for 47596 which
had in turn donated its batteries to 47367 a year before. The new set of
batteries came from Rail Traction Supplies and due to H&S weight limit of 25kgs
for lifting by hand. So Battery boxes could only carry 2 cells instead of the
normal 4. This meant 24 boxes instead of the normal 12. All the connecting
links now have to be insulated in such a way that metal tools cannot short out
across the terminals. Overcoming these changes we fitted the batteries in to
47580 and installed the old set in to 47596. The next task was to remove the
turbo inlet air manifold on the B side of the engine as B6 inlet gasket had
blown. The OTMR unit was sent away for repair and battery upgrade. A full B
exam was also carried out was ready to leave the MNR at the end of April taking
56101, routed via Hitchin to pick up 56301 and 56302. The convoy arrived at
Barrow Hill late that evening. After stabling overnight 47580 ran light engine
to Carnforth the following morning.
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47596
Work ork has continued preparing the engine components for 47596 to enable us to
start rebuilding of the engine. The piston heads have been remachined to execpt
the new set of piston and oil scraper rings with the top ring grove requiring
turning to accept 8mm rings. Next the respective piston head were connected to
their con rods. This was carried out by heating the aluminium pistons to expand
them and then the piston was lined up with the con rod and the gudgeon pin was
inserted connecting the two together. With all twelve pistons and con rods
complete the new piston and oil scraper rings were put in to the piston
grooves. The complete piston and con rod assembly were covered with plastic to
protect them from dust and dirt. Next one the list for attention were the
twelve heads with the exhaust valves being replaced with the originals were
badly pitted stems with the inlet valves having valve seats machined and
reused. All the valves had to be ground in using copious amounts of grinding
paste to ensure a good sealing face with the valve seat in the head. Meanwhile
the cleaning and painting of the engine room conparment continued, most of the
internal walls have been completed.
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