The Yearly Reset!

Christmas is out of the way and the running season at the GWSR is in its final throes, with only three more days left until the clock resets and we start looking forward to the new 2024 running season. There isn't much in the way of timetable changes for 2024 with the Diesel fleet seeing a similar amount of running days throughout. However, there are a few big events relating to our fleet that will potentially have specific celebratory days to look out for. We have previously mentioned that it is the 60th birthdays of both 37215 and D6948 being accepted to BR capital stock, but I neglected to mention that it will also mark the 30th anniversary of 47105's arrival at Toddington! 

The BT4F's 47105 arrives at Cheltenham Racecourse with the final 'down' service of the day on 29/12/23. The Brush Type 4 celebrates 30 years at the GWSR in 2024. (Courtesy of the BT4F 'X' page/Rich Watson/Matt Pickford)

The former Cardiff Canton, Bristol Bath Road, Stratford, Immingham and Old Oak Common allocated Type 4 was purchased way back on the 24 January 1994, having been stored unserviceable at 0845 on 1st November 1993 before final withdrawal on 13th December 1993. A very quick turnaround from withdrawal to preservation! It arrived at Toddington on the 8 April 1994. (Thanks to David M for the correction.)

 

A shot taken from the Brush Type 4 Fund website shows 47105 in May 1994 during its first start up at Toddington post-purchase from BR. The loco still wears its 'Stratford Roof ' and unofficial Tinsley name - 'Goldcrest'. (Courtesy of www.brushtype4fund.co.uk)

Fingers are well and truly crossed that we should, hopefully, see Class 20, 20228 make its long-awaited debut at some point during the year, depending on how the fitting of an exhauster and completion of its overhaul pans out. More on this further down the page.

2024 will also, hopefully, see 20228 make its long-awaited debut at the GWSR. Here, the EE Type 1 is positioned in the shed for our Gala in July 2023.

Having started the 2023 season, the Class 37s will see the season out with the final three days of the Mince Pie Specials before the whole department will be fully focused on maintenance, examinations and ensuring that everything is in tip-top condition for the start of the new season in March. 

Of course, some of the fleet have already been winterised and maintenance has started in earnest. Two of our Type 4s had been removed from traffic at the end of November as they both required heavy maintenance work. 45149 had been stopped after its last working in November so that one of its blower motors could be removed for overhaul - which has been sent away. It has also meant that some of the smaller jobs that had been put off due to the ongoing restoration of the CMDG's other loco, D5343, can be rectified. The antifreeze has also been strengthened, due to the anticipated low temperatures, and the batteries have been charged and topped up. 

'Peak' 45149 gets its batteries topped up in readiness for the winter at the end of November. On the adjacent road, BR(W) Modified 'Hall' 7903 'Foremarke Hall' is already decked out for the Santa Special trains to begin.

Class 26, D5343 continues to receive new metal work around the cabs, although the extensiveness of the plate being removed and replaced is now diminishing. Our new HoD, Dave S, has been the primary metalworker, along with CMDG Chairman, Simon T and, between them, have replaced a significant amount of fatigued metal work around both cabs. Dave has carried out the vast majority (if not all) of the welding, which has seen a huge amount of new steel fixed in place around both cabs. 

Our new HoD is completely oblivious to the creeping spectre that is me and my camera as I snap him, hard at work, in the David Page Shed on the 20/12/23. This photo gives a good sense of the amount of metal that Dave has cut out and replaced on the loco....and this is just no. 1 end!!

This, as you can see from above, has included removing steel on pretty every part of the locomotive front - including around the roof vents and windscreens. Still to be done are the refitting of the lamp brackets and the creation of the recesses for the lights. This has been partially started on no. 2 end, but it is still a long way from seeing a return to service. 

No. 2 end of D5343. As you can see, the lighting recess has been created and one of the lamp brackets has been refitted to the new plate.

Whilst the cabs have been externally rebuilt, the internal areas are also seeing a huge amount of work, with more to be conducted. The cabs are being cleaned and repainting undertaken to improve the environments for crew. 

No. 2 cab showing that the refreshing of the cabs is in full swing. The cab seats have been removed and the pipework exposed under the desks for repainting and cleaning.

The external body sides have not been neglected and continue to receive repainting and cleaning, particularly around and under the solebar, where some of the steel has been replaced and where large deposits of dirt, grease and muck had accumulated. 

Taken back in September, you can clearly see where the restoration of D5343 continues away from the cabs.

As mentioned earlier, the second Type 4 out of traffic is 47376 'Freightliner 1995'. The loco had had some repairs to its exhaust system and cylinders during the season, however it was identified that its engine governor was also showing some cause for concern. This has been traced to a governor joint leaking and so the loco was drained and the governor was removed for repair at the end of October. 

47376 'Freightliner 1995' sits in the shed on 8/11/23 having been drained and its engine governor removed for repair.

With the loco out traffic, the BT4F have also continued with the engine room refresh that has been ongoing in pockets through out the year. As can be seen in the photo above, some of the removed engine parts sit on the flat trolley having bee cleaned and primed. As you can imagine, these parts can get incredibly filthy and regular cleaning is required to prevent build up of combustible materials and minimise the fire risk. 

Also winterised has been EE Type 1, 20137 and Sulzer Type 2, 5081. The Class 20 has had its Automatic Voltage Regulator (AVR) removed along with having its coolant strengthened whilst it is stored outside in the yard. The Class 24 has been drained of its fluids to allow some engine maintenance to be completed. 

Alongside 47105, both Class 37s have been kept in serviceable condition in order to act as 'Thunderbird' locos for the Santa Specials....our Steam colleagues having serious issues with their loaned-in locomotive. These issues led to both 47105 and 37215 getting some additional running after rescuing said steam engine. In between this additional running, both Class 37s have received some minor fettling. Both locos have been kept pre-heated and the batteries topped up with charge, to minimise damage from cold start-ups. 

I managed to get up to Toddington just before Christmas for two days, with day 2 being with the 'Wednesday Gang'. Little was going on with either '37' except that the compressors on 37215 needed topping up with mentholated spirits. Both compressors have reservoirs within the pipework that need topping up regularly. This required a quick jaunt to Churchward House in Winchcombe (the offices of the GWSR) to pick up a new 5 gallon container of meths. On returning to Toddington, I decanted the meths into a smaller container and found a funnel. As with most things on these locos, filler points are never in the easiest of places!

Here we have the filler point and bottle for the meths to be poured into. The twist top in the middle of the picture also has an indicator on it to show fill level. Above it is the valve that can be adjusted for flow rate.

The bottom filler bottle was easy to get to but the one for the top compressor was almost jammed right up against the roof of the nose. Above each filler is the valve for flow rate. Paul G, the Growler Group technical officer, asked for these to be lifted slightly to increase the flow slightly. This required a bit of elbow grease with an adjustable spanner to release the valve, lift the plunger slightly and then re-tighten. 

The top filler, as described, jammed fairly close to the roof of the nose!

The following day I was stand by Driver for the Santa Specials. Firstly, I had to get the loco pre-heated, just in case we were needed. The pre-heater is pretty antiquated for 37215 but I successfully (after what seemed like about 55 attempts!!) managed to get it running - not before filling the shed with exhaust fumes! Sadly, the strong wind was blowing the pre-heater exhaust right back into the shed!! The pre-heater in D6948 is so much easier to use!!

With the heater now running it was time to find something to keep me busy until I was needed or until stand-down. One of the more mind-numbing jobs to do was to sort out and organise the carbon brush stocks we have in the GG container. Little did I know just how many boxes and bags of them we had to organise!

That's not too bad........

Oh! Well, I can manage that!

 

Oh, come on!!!! How many more!

The call to rescue never came and so, by the end of the day, all of the brushes had been organised into their own labelled containers, sorted by asset number and safely ensconced back in the container. We had a huge amount of main generator brushes but very few of any for the fuel pumps. 

Back to the previous day, and the biggest job ongoing was out on the DMU. W51363 had been experiencing engine issues towards the end of the season and the DMU Team wanted to find out what was happening. After investigation, it was identified that the pinion gear was significantly damaged. 

W51363's pinion gear. You can clearly see that a number of the teeth are severely damaged. (Courtesy of the CDRL 'X' page)

Wednesday, and W51363 was maneuvered over a pit so that James C, Keith R and Andy D could get the pinion gear and shaft removed for a better look. 

 

W51363 is positioned over the pit. It would later be moved over the old Diesel Pit further over in the yard as it could stay there without having to be moved for the prep and disposal of the steam locos.

 

In the middle of working on the Class 24 and doing a few smaller bits on the Class 37s, Paul G was also assisting given his experience of working on DMUs when he worked at Cardiff Canton. 

The drive shaft is removed to allow easier access to the pinion gear for removal. (Courtesy of the CDRL 'X' page)

The various bits were not going to come off easy....... 

Andy D is primed to let another set of expletives go at the drive gear as it won't release quietly. If all else fails.....shout! It did seem to work, though!

 

'Thing' (or, Keith's hand) puts in an appearance from below the frame to give Andy some guidance. Keith has worked on Leyland 680 engines before....albeit when in the back of buses.

Huzzah!! The final part of the shaft releases itself.

With the shaft all removed, the pinion gear wheel could now be removed but the light had beaten the team on the day. The group reconvened on Saturday to try and finish it off. Not really a surprise as the various parts had probably been in situ since its days in BR service. However, the trio persevered and, after lots of swearing, the gearing came away. 

The offending article! You can clearly see the damage. (Courtesy of the CDRL 'X' page)

Luckily, the CDRL have a spare that can be fitted so W51363 should be fit for the new running season. Whilst the power car was over the pit, other jobs were also completed that required access beneath the vehicle. This included replacing the exhauster belts and undertaking an oil sample test. 

New exhauster belts for fitting. (Courtesy of the CDRL 'X' page)

Finally, back to 20228 and owner, Steve M, has made a start on overhauling a spare exhauster. With it stripped and cleaned, primer has been applied before final painting and then testing. 

With 2024 on the horizon, due to the ongoing works at Stanway Viaduct (which has thrown up a bigger job being required), the timetables have a slightly different look. The PURPLE, BLUE, PINK, and GREEN timetables remain unchanged but we also have a couple of extras thrown in for March. These are - 

LIME GREEN - same as the BLUE, but only between Toddington and CRC.   

ORANGE - same as the PURPLE with the Diesel on the last run between Toddington and CRC. 

Stanway Viaduct during the initial surveying in 2022. (Courtesy of the GWRT Website).

 

Also, don't forget that the repair Appeal for Stanway is still open. If you have some spare money sitting around after Christmas, why not head to the GWRT website and donate. Any amount is helpful. 

https://www.gwrt.org.uk/donate/stanway-viaduct-appeal

Finally, I hope you all have a great New Year and see you around at the GWSR in 2024. 

A loco getting plenty of social media coverage at the moment is push-pull 47/7, 47701 after its movement to the Wensleydale Railway. Not many people know that 47701 was actually a resident in 2008 after the, then, owners approached the BT4F to assist in getting it up and running. The loco would spend the year at Toddington, running in, before moving to pastures new. (Courtesy of Richard Drewitt)

December 2023 Update

Firstly, apologies once again for the lack of updates - illness, car troubles, work and a house move have meant that I have been well and truly MIA for the last 8 weeks! Not the end of the year I had hoped for! Still...time stands still for no man, but it does mean a lack of photos.

Well, here it is.....December, and the season is in its final throes. The 'Santa Special' services are underway and, as usual, have sold out way in advance of the services running. Unlike 2022, where the diesels were in use top-and-tailing with our Steam colleagues, the diesel fleet are only on stand-by this year, just in case of failure. 37215, D6948 and 47105 being the selected candidates. These locos will also be in use during our 'Mince Pie Specials' between the 27 Dec and 1 Jan. 

The end of October saw our 'Autumn Showcase' mixed traction Gala and the diesels saw significant use throughout the weekend. With the DMU being used all weekend, the mainline fleet was split between the Sulzer and English Electric camps. The Sulzer-powered locos (Class 24, 5081 and Class 47s, 47105 and 47376 'Freightliner 1995') saw use on Saturday, the highlight of which saw 47105 power the freight train as the 1113 Cheltenham Race Course to Toddington service. The Sunday saw the English Electric engined locos in operation with Class 20, 20137 and Class 37s, 37215 and D6948 in use. The only issue experienced over the weekend saw 37215 lose vacuum at the very end of the day. This fault would be investigated in early November, on my only attendance during this period, especially as it meant it was replaced on its last scheduled running day by sister, D6948. 

Winterisation of locomotives had already started with 'Peak' 45149 being withdrawn from the roster at the end of October so that it could have one of its blower motors removed for overhaul off of site. It has also had its coolant topped up ready for the colder temperatures and had its batteries charged to keep them from going flat. 

On a chilly 29 November, 45149's batteries get a topping up. 'Foremark Hall' gets readied for its turns on the 'Santa Specials'. (Courtesy of the CMDG Facebook Page)

The CMDG's other loco, Class 26 D5343 continues to receive extensive works with more expired metal being removed and fresh metal applied. Most of the cab fronts have now been completed and painted with primer, the holes for the headlights created and the lamp brackets being fabricated. Work has also continued on overhauliung the bodysides, cab interiors and the engine room. 

 

D5343 sits in the David Page shed whilst the extensive overhaul continues. (Courtesy of the CMDG Facebook Page). 

The Cotswold Mainline Diesel Group now has its own Facebook page, so if Classes 26 and 45 are your thing, then you can keep up to date with the happenings in the group by going to https://www.facebook.com/profile.php?id=100086535366200. 

The DMU has seen the most action throughout the last month or so, as the 'off-peak' part of the season draws to a close. That doesn't mean that the DMU group have been inactive....far from it. Both Class 117 cars, DMBS W51360 and DMS W51405 have had time over the underframe pits to allow underframe checks to be concluded in time for their respective B Exams, with W51405 only needing a few belts and W51360 given a clean bill of health. Centre car, W59510 is awaiting spares to arrive for some minor maintenance tasks to be completed. 

Class 117 DMS, W51405 sits over the pit with a 'NTBM' Board on it as its inspection is conducted. (Courtesy of the GWSR DMU Group Facebook page)

This particular picture caused a few comments on Facebook regarding the destination blind. Toddington appears to be quite a popular place name with one particular individual querying why it was showing a place in Yorkshire! Rest assured that this is Toddington (Gloucestershire), although there is indeed a Toddington in Yorkshire as well as one in Bedfordshire!

The Class 122 'bubble car', W55003, has also continued to receive attention on its overhaul journey. The floor continues to see the brunt of the work as the group complete the interior essentials before looking at fitting the internal furniture and decoration. 

The Class 20's have both been winterised with 20137 having its coolant strengthened ready for the lower winter temperatures and for frost protection, given that it will spend the cold season outside. Its space in the shed is, of course, being taken up by sister, 20228, which is in the final throes of its overhaul.

20137 sits in the yard at Toddington, along with 45149, during a much warmer June day in 2023.

47376 'Freightliner 1995' has been removed from the roster for the winter so that repairs can be affected to its engine. The locomotive has been running with some long-standing engine issues, and would need some parts replacing. After the 'Autumn Showcase', the loco was drained of diesel, oil and water before work could commence on the repairs. The engine room would also see more 'environmental' work with some parts being removed and repainted. 

47376 sits in the shed, drained of fluids and with some freshly primed components adorning the adjacent trolley, on 8 November 2023.

Sister 'Brush', 47105 is being maintained in serviceable condition as it will be used as 'Santa Special' Thunderbird loco as well as on the 'Mince Pie Specials' at the end of December along with the Class 37s.

As mentioned earlier, 37215 suffered a fault with its vacuum system at the end of the 'Autumn Showcase' and was unable to create any vacuum for braking. This also caused it to be substituted for its sister loco for the final 'PURPLE' turn at the beginning of November. On the 8th November, Paul G, Kev J and Keith R set to looking at what could be causing this issue. Originally, thought had been that the exhausters weren't running (a fate that D6948 suffered back in the Summer), but this quickly extended beyond the exhausters as these were found to be running okay. A fault was traced to the AV2 valve in the nose, behind the exhausters. Seals were replaced which seemed to rectify the issue with the vacuum creation, but it then threw up another fault in the electrical cubicle. 

With Paul G in the nose of the loco, Keith R helps from the outside with the replacing of the seals on the AV2 valve.

This fault was rectified with a clean up of the contactors on the 'Exhauster Cut-Out' button on the bulkhead in no. 2 end. This is used when the loco's exhauster are not required to create any vacuum - for instance when topping and tailing or when it is the train loco when double heading with another locomotive. 

The 8th was the last day that I was able to attend Toddington. I paired up with Andy T who was welding a new safety bracket to the no.1 end bogie. Each bogie has, as part of the brake system, a number of stretcher bars that connect to the brake shoe brackets. If these fail or brake, to stop them getting lodged in the ballast and potentially de-railing the loco, each bar has a pair of safety brackets underneath to prevent them hitting the ballast or ground. The leading wheel set at no. 1 end, on the Driver's side, had lost its bracket at some point in the past - by the looks of it, probably way back in BR days. 

The adjacent brake spacer bar safety bracket to the one that Andy and I were replacing.

 

On the other side.....nothing. Just a rough mounting block.

Andy T had fashioned some brackets during his time down at Carriage and Wagon (Andy splits his time during the week between C&W and the Diesel Department) and having the loco over the pit was a prime opportunity to test fit and, when happy with a set, weld them in place. I was on hand to help with the fitting and then to be on hand with the fire extinguishers when Andy started welding! Once the 'Mince Pie Specials' are finished, 37215 will have more work conducted on the no.1 (top) compressor to identify and rectify the issues we have had with it pushing oil into the air system and why it is over-running. 

D6948 is also being maintained in readiness for Thunderbird duties and for possible use on the 'Mince Pie Specials'. The locomotive worked during the 'Autumn Showcase' event as well as covering for 37215 at the beginning of November. The loco still requires some small jobs completed on its fuel filters to rectify some little faults. This includes replacing some elements on the fine fuel filter which are life expired. The loco has had its exhauster brushes replaced and most of the jobs for the winter are pretty minor. 

Finally, the Class 24 has been Winterised after its first full year back in action after repairs to its engine governor. There are a couple of small faults that need addressing on the 'Rat' but, as with the majority of the fleet, it should be ready for the new operating year in March. 

5081 at Stanway on a ballast job during the Summer 2023. (Courtesy of Paul Fuller)

 

Finally, I don't usually include things involving the wider GWSR on here, as they are usually covered by other blogs/social media channels. However, this is a pretty big deal as it impacts on the railway in quite a big way, and therefore has a knock on effect to what we do. As you may have seen, earlier in the year the railway started to canvas for donations to support quite substantial works on our 15-arch Stanway Viaduct. These repairs started after the last timetabled services in November but, on further investigation, the state of deterioration to the viaduct was identified as much worse and so additional funds are now required. This will no doubt impact on the start of the new season. If you can spare anything then please visit https://www.gwrt.org.uk/donate/stanway-viaduct-appeal

Gunge and grizzly!

October already!! Where has the year gone? Actually, probably best not to contemplate the answers to that particular question but, what it does mean is that we are nearly at the end of another running season at the GWSR and the department is now looking forward to the winter shutdown. However, before we break out the spanners and heavy equipment for the bigger maintenance projects, we have one last hurrah with the 'Autumn Showcase' - our end of season mixed traffic gala. 

 

Saturday 28th October will see three of our Sulzer-engined locomotives in use - Class 25, 5081, and Class 47's, 47105 and 47376 'Freightliner 1995'. Sunday 29th will see three of our English Electric-engined locomotives take over - Class 20, 20137, and Class 37's, 37215 and D6948. A veritable feast for everyone! Our Class 117 DMU will also be in use on both days. 

This year will see a fair bit on offer for the enthusiast, beyond the mileage. Cab rides are available on a limited and ticketed basis, as well as a diesel-hauled freight on both days. There will also be the usual attractions including shed tours, trade stands and cab visits. Everything you need to know can be found here ===>> https://www.gwsr.com/galas/autumn-showcase Hopefully we will see a good number of you there!

During October the DMU will be the primary diesel motive power, with the odd mainline loco used on a weekend. Beyond that, we have the Xmas/New Year traditional running (or, Mince Pie Specials) and then it's the long wait until March and the start of the new season. 

However, things have been pretty busy since the last tome at the beginning of September. As far as running goes, the Diesel crews have had some additional running, covering for gaps in the Steam Department roster, as well as the normal running we have during the month. However, one special occasion we had was the 25th Anniversary of 37215 entering revenue earning service after entering preservation. On the 26th September 1998, 37215 worked it's first revenue earning service from Toddington to Gotherington after 4 years of restoration. 

37215 sits on the rails at Toddington yard on the day of its arrival from Inverness TMD on 24/06/94. (Courtesy of Dean Tabor)

The loco had been started up for the first time in the April of 1998 and, with everything being successful, the loco was entered to run for the first time on the 26th September of that year. 

And.......contact! 37215 starts up outside of the the old Goods Shed, what is now the Machine Shop. (Courtesy of Kev Jarvis)

So, on Sunday 24th September 2023 the loco roster was fixed to have 37215 operating the PINK TT in celebration. 

Under rain-filled sky and with dominoes glowing, 37215 sits at Toddington during the brake test on 24/09/23.

 

Sadly, the weather wasn't going to play ball and during the prep it was wall to wall showers and wind. Not a great way to start. However, it did brighten up later in the day to shed some brightness on the celebration. Prep did throw up a little issue with '215' and one of its 'new' compressors. The crew on Saturday noticed that the loco had 'thrown out' some nasty looking stuff from its Spirax valves at no. 1 end over Friday night - some of which had coated the bogie on the Driver's side. It had done the same over the Saturday night.  

Yuck!! And, that was post clean up!

An emulsified mixture of oil and water moisture that had been pushed through the air system. GG Chairman and Tech Officer, Paul Good, was taking part in the celebration and he was able to have a look and diagnose an issue with the top compressor, which was pushing oil through into the air system from somewhere (it was using up a huge amount of oil and over-running during the day). Although not a showstopper, the fact that this was a freshly overhauled compressor, was recently fitted and would probably mean the compressor being removed again, left a bit of a sour taste in the mouth. Further investigation would take place on the following Wednesday. 

Before leaving shed on the Sunday, we were joined by a special 'guest'. One of our Steam colleagues, James, who also looks after our DMUs, is the custodian of West Midlands Railway's Soho DEMUD mascot, 'Hunslet the Bear' and James had arrived with Hunslet for a day out. James is also a Shift Manager at Soho DEMUD and keeps a blog on 'X' following the escapades of Soho Depot, Hunslet and his paramore, Millsie. You can follow them here ===>> https://twitter.com/HunsletTheBear

'Hunslet' got to push the start button - his first time on a '37'.

'Hunslet' asked if he could come out on the first trip as he had never 'cabbed' a '37' before as Class 08 shunters are his favourite apparently, so we were only happy to oblige. 

One excited bear!

Having 'Hunslet' on board meant that we would get all manner of strange looks from the station staff as we arrived at our stops, but also meant that we got a lot of interest from members of the public wanting to know who he was and why he was here! 

Enthralled!

After the first round trip, a very excited bear was handed back so he could get in on the shunter action in Toddington Yard. Class 04, D2280 was busy moving around various items of rolling stock in the yard, including Class 117 DMBS, W51372 which is now up for sale. It would then take a trip up into the North Siding with one of the goods wagons.

Early afternoon at Broadway and the weather is starting to become more favourable.

During the second round trip the weather started to break and flashes of sun and blue sky were now making an appearance. Sadly though, loadings on both trains were disappointing - I guess the weather put a lot of people off. But, we were still going to have fun!

Getting ready for the final round trip and the grey has now turned to a very bright blue and white.

 

The Broadway Shuttle Bus was there to greet us as we arrived at Broadway. A great use for an old LT Routemaster.

 

Next up is the collective 60th birthday of both Class 37s and plans are afoot for a celebration event. We''ll, of course, keep you posted. 

Work continues on getting Class 20, 20228 fit for traffic in 2024. Owner Steve M has been busy with the side doors that contain the air vents. '228' was the first of the second batch of Class 20s to be built in 1966, and there are a number of small differences between the first and second batches. As '228' was the first of the second batch, it has its own little idiosyncrasies and differences. With the side doors, they are fitted with different hinge components and these have needed fettling to allow the doors to close flush to the body. New filters have been fitted and preparations are being made to allow the re-fitting of an exhauster. 

New filters added to 20228. The doors have also been treated to a new coat of BR Blue to match the original shade. 

The exhausters were removed from the four Class 20s that were sent to France in the early 1990s as they were not required and reduced the weight of the loco. In order for it to operate passenger services on its own, the exhauster needs to be refitted. However, as you will have seen from the last blog, the two Class 20s are able to operate in multiple after a successful test. Steve has also conducted a bit more painting to ensure that all the blue paint is the same shade. 

Our Class 45, 45149 will operate its final services later in the month before it is winterised. An ongoing issue with a blower motor means that it will need to be removed from service and the nose cover removed allowing access to the motor and its removal. The time out of traffic will also allow a few other long standing faults to be rectified given that the overhaul on Class 26, D5343 is well advanced. 

The 'Peak' being used as a super-shunter back in March 2023.

More work continues on the Class 26 with the metal work around the cabs being at an advanced stage. No. 1 cab has had similar treatment to no.2 end with a lot of the lower metal work needing removal. 

The Driver's side of D5343 with the cabside plate removed as well as the lower cab front.

On the Driver's side of the cab front, as you can see from the picture above, the crash pillar has been partially replaced and new sills fitted to the buffer beam. Unlike at no. 2 end, the buffer beam and sole bar at this end is not damaged. Its also obvious that the old gangway connection is also not as badly rusted as it was at no. 2 end.

The metal work around the old corridor connection is in much better condition than at the other end.

On the Secondman's side of the cab, the cab panel has been removed as well as has the lower cab front. The crash pillar on this side has been completely replaced with new steel. The new sills have also been fitted ready for securing the new cab front. 

The Secondman's side and the new steel is clearly visible. You can also just about read the notes on the cab front.

No. 2 end is still seeing some work conducted. The recesses for the white lights have been fashioned and await the installing of the light units. There is also some welding to do including the welding of the new multiple working housing into the correct place. 

D5343's no. 2 end with new light recess and lamp bracket.

Away from the cab fronts, work continues externally on the wheel sets and external pipe work. 

Some of the external air pipes cleaned back to bare metal and ready for primer.

No. 2 end wheel set has been needle-gunned back to bare metal and primer applied in patches.

The cabs are also receiving a lot of attention, with pipework being repainted before the floors will be replaced and new cab decoration applied.

Fast forward to the 27 September and the Wednesday Gang was split for different tasks. Our new HoD, Dave Stanton, along with his predecessor, Andy D, were busy continuing with their handover and spent most of the day running around doing various tasks. Phil B and Hugh J were busy bending their backs digging a new drainage trench next to the shed door, whilst myself, Keith R and Andy T made a start on trying to clear the air system on 37215. More gunge had been expelled from the Spirax valves and, after speaking with Paul G, it was decided to 'blow down' the air system to try and get as much oil and water out as possible. This was to try and minimise the damage that this might be causing to the diaphragms and filters that make up parts of the air system. 

Cleaning up the gunge....again!

Rather than start the loco up and build main reservoir pressure, we decided that we would just build the pressure off the shed compressor. 

'215' attached to the shore air supply to build the main res pressure.

After building the pressure to about 80 psi, the Spirax valves at no. 1 end all started to pop and more gunk was expelled. We continued this until the valves were just expelling air before I went into the engine room to release some of the pressure from the tanks to see if the gunge had made it through the whole of the air system. 

Not a clear picture, but under each tank is a release valve. These were opened slowly to see if any gunge came through beneath the loco.

No further gunge was expelled so we were happy that it had not gone through the loco and was contained at the no. 1 end. It was agreed that the top compressor would be isolated for the remaining running days - Class 37s can operate perfectly well on one compressor - and then the compressor removed to try to find out where the oil was passing into the air system. Just what we want to do only 4 months from fitting them! With that job ticked off, Keith then wandered off down the yard to Class 117 DMS, W51405 which had been placed over the old diesel pit. 

Keith happily reacquaints himself with a Leyland 680 engine.

Keith has been assisting the DMU group with the fault finding on the engines of '405'  as he has experience of working on the Leyland 680 engines from his time as a bus mechanic. The DMS has been taken out of traffic as both engines have failed - this particular engine has been declared a failure as it was found to be passing metal shavings through the compressor when being given its B Examination back in the spring. 

As maintenance loads on the locos has been fairly light - one of the joys of well looked after locomotives - a list of general tasks has appeared on the whiteboard in the mess room. One of these was to clean some of the spare rocker covers we have in stores. So, after lunch, I made a start on them. 

The first of the rocker covers to clean. A nice heady mix of dirt, oil and rust!

It always good to have a set of spares in good condition as you never know when you might need them, and rather be ready than chasing your tail when something does go wrong. This particular one seems to have come from a locomotive that I saw regularly when it was a member of the St. Blazey china clay pool......

Ex-37413, a loco that used to pass through Bristol on a regular basis on the St. Blazey - Cliffe Vale or Burngullow - Irvine china clays when based at St. Blazey.

Our Brush Type 4s haven't been neglected (neither have 5081  or 20137).....far from it, but I just haven't been around on the days that working parties take place. Both 47105 and 47376 are serviceable and have had running maintenance as required. Another consequence of having such well-looked after locos is that you are left with the mundane work to speak about....however, the unseen is often the most important work that we do as volunteers!

On to the loco roster for October and November. As you can see, the season is winding down so, opportunities to visit and ride behind the locos is diminishing until the 2024 season. Usual caveats apply on loco availability. Keep an eye on the socials, as we may end up with last minute changes due to crew availability or failures.  

 

Date	TT	Loco(s) Rostered
Sat 07 Oct		45149
Sun 08 Oct		L425
Tues 10 Oct		L425
Weds 11 Oct		L425
Thurs 12 Oct		L425
Sat 14 Oct		L425
Sun 15 Oct		L425
Tues 17 Oct		L425
Weds 18 Oct		L425
Thurs 19 Oct		L425
Sat 21 Oct		L425
Sun 22 Oct		L425
Tues 24 Oct		37215
Weds 25 Oct		37215
Thurs 26 Oct		37215
Sat 28 Oct		Autumn Showcase – 5081, 47105, 47376, L425
Sun 29 Oct		Autumn Showcase – 20137, 37215, D6948, L425
Tues 31 Oct		47376
Weds 1 Nov		47376
Thurs 2 Nov		37215
Sat 4 Nov		47105
Sun 5 Nov		L425