Mid May Update.

Although diesel running is currently limited to three 'Diesel Days' - one of which has been successfully completed - as ever, work continues to keep the fleet maintained to the high standards we set ourselves. The larger maintenance jobs concerning the Class 20s and the Class 26 continue apace while the full overhaul of Class 47, 1693, gets ever closer to conclusion.

The chaps in the Brush Type 4 Fund have continued with the painting of the underframe pipework on 1693 with the electrical, air, oil and water pipes in their respective colours. The bogies and wheels have also had their top coats of chassis black. For those unfamiliar with BR pipework colouration, they are:

Electrical - ORANGE, Air - WHITE, Oil - BLACK, Water - BLUE, Fuel - BROWN

The loco is looking incredibly smart already and it won't be long before the body work will get the top coat treatment, too. A date has been agreed for the contractors to come in and do the job and a provisional date has been set for the loco's return to service. This will be disclosed in due time. 

Class 26, D5343, has had more holes cut in it as the CMDG guys continue to sort out the corrosion issues along the solebar and bodywork base. Dave S has been even more busy with the angle grinder cutting out corroded steel plate as well as some of the steel (rust!) frame behind. More evidence of water ingress and accident damage has been uncovered as they progress but new steel has been welded in to the areas that had initially been cut out - making it look much tidier and strengthening the body. 

Another of the cross hatch beams...more dust and muck than steel at the joint! (Courtesy of D. Stanton)

More of the lower bodyside removed and more detritus, rust and corrosion uncovered. (Courtesy of D. Stanton)

Now steel has been welded into the original area that was cleared behind the cab door at No. 2 end. Red oxide has been added to protect the metalwork. (Courtesy of D. Stanton)

The four new cylinder liners for D5343 arrived on the 12th May which means that, in due course, the rebuild of the engine can begin alongside the body side repairs. 

The ongoing saga with D6948's boiler took a big step towards completion with a visit by a representative of the loco owners to MII Engineering in Bedwas, near Caerphilly. MII have been charged with completing the repairs to the Boiler Coil that failed at New Year 2018 with a pinhole leak. After the lockdowns had stalled the work, the boilersmiths have welded in a new section of pipe to the coil to replace the failed section. 

Two photos showing the new welds joining the new section on D6948's boiler coil. (Photos courtesy of K. Jarvis)

It's still going to be some time before the boiler is refitted and the loco steams again however, after the frustration of having little in the way of progress on this it is good to see it finally progressing. The loco lift is still to be scheduled so that the main reservoir air leak can be found and repaired as well as maintenance work on the traction motors and bogies. 

Sister loco, 37215, has also had some attention following its 2021 debut on the sold out 'Diesel Day 1' in April. Mark S has been undertaking work on the straight air brakes to ensure that the brake pressures are even throughout the system and to replace a couple of sticking valves. Some minor maintenance has also been undertaken on Class 24, 5081, to prepare it for the second half of the season. It is still in need of a B Exam to bring it back into service.  

On the subject of the Diesel Days, our second one is fast approaching. 'Peak' 45149 is the star of the show this time on Sunday, 23rd May and seats are nearly sold out. If you are planning on attending you need to pre-book your tickets, so you will need to be quick. You can book seats on the GWSR Page. In preparation for this the 'Peak' was taken out on a couple of runs. Last Sunday the loco was run up and taken for a quick test run before being used today (20/05) to take two 'Dogfish' ballast wagons to Winchcombe. 

45149 at a damp and gloomy Winchcombe with two ballast wagons. (Photo courtesy of K. Jarvis)

The final 'Diesel Day' sees Class 47, 47376 'Freightliner 1995' out for it's first run of the season on Sunday, 27th June. Tickets are nearly sold out for this one with seats only available in the open coaches. June also sees a return to non-Covid timetable running (hopefully), with the Purple and Pink timetables returning with diesel running on all days. We also see 'Gala' days returning, albeit home fleet only, on Friday, 30th July and then 25/26th September. More details closer to the time and in respect of the latest COVID easing. We also see the DMU get a run out in August on a Red timetable. More details will follow as COVID restriction easing is confirmed during June.  

  

An enjoyable stagger.

 It has been a busy Bank Holiday weekend in the department. A fair bit has been going on for a variety of different reasons, mostly in preparation for returning to some semblance of normality. Riding on the crest of a wave after the incredibly successful, sold out, Diesel Day 1 with 37215, all eyes are very much in the rapidly approaching change in timetable....as long as lockdown continues to be eased. There are still plenty of tickets available for our next two Diesel Days on the 23rd May and the 27th June. You can book yours here ----> https://www.gwsr.com/Diesel_Enthusiasts_Days_25_Apr_23_May_and_27_June--post--96.html

The corrosion work on D5343, becomes ever more extensive. Saturday saw Dave S, Andy D, Alex R and new starter Adrian, working on the body work of the 'McRat' as well as more tasks on the engine. The sanding and removal of elements of steel have shown that the corrosion is fairly extensive. 

More cutting reveals more rust and corrosion. (Courtesy of D. Stanton)

Dave's use of the angle grinder also identified accumulations of dust, rust, dirt and oil that had formed significant deposits between the body side and side rails. The liners should also return this week allowing the work to refit the cylinders to start. 

With the side rail removed it revealed this impressive accumulation of detritus. (Courtesy of D. Stanton)

Work was also carried out on Class 24, 5081. Although serviceable, the 'Rat' has had a few niggly issues that needed to be sorted. As it isn't involved in the Diesel Days the opportunity was taken for some of these issues to be signed off. One issue revolved around a defective safety valve on the air system. This has now been removed and a new one has been fitted. It requires testing under load and a B Exam before the loco can be prepped ready to operate post June. 

Carrying on the corrosion theme, Class 117 DMBS W51360 has been prepared to head down to Carriage and Wagon for body work repairs. However, during the preparation it was noticed that the power car had had an accident repair undertaken at some point in its BR life.

W51360 awaits it's visit to C & W. You can clearly see the damage on the right hand side of the cab. 

As the unit is the spare power car for the 3-Car set, it was planned just to have an internal spruce up at C & W, however the plan has now changed slightly.

A close up of the accident damage to the right hand cab pillar. 

With the identification of the damage it will probably undergo some rectification work. It is hoped that, coupled with the work ongoing with Class 122, W55003, a start can be made on the other blue DMBS, W51372 or on the Class 107 DMS, Sc52059.

Fast forward to Bank Holiday Monday and a fair few of us headed to Toddington meaning that a lot of jobs could get done across the fleet. However, it was a day to be inside as Steve M and Chris M were to find out. As has been previously mentioned, with the arrival of Class 20, 20228, one of Steve's other locos would need to find a new home. Class 73, E6036, was duly put up for sale and, with a few interested parties showing interest, the loco was in need of sprucing up ready for viewings. The weather was not willing to play ball and both Chris and Steve braved a wild, wet and windy Toddington Yard to get the ED looking ship shape and Bristol fashion for any possible buyers. 

Steve makes a start on E6036 whilst the weather was still playing ball. Chris was around the other side preparing to clean the roof.  

It wouldn't be long before the heavens opened and it would start howling a gale. Fair play to both Steve and Chris they stuck at it.

Job done.

Back in the dry environs of the shed, Kev J and I were busy doing a few bits on D6948. Lockdown had caused the lift to be postponed and pushed back the air system and traction motor repairs. However, the loco is due to have its air systems pressure tested which meant removing the main reservoir gauges from each cab.

One of two main res gauges removed from the cabs of D6948. These will be tested to ensure they read correctly. 

The empty gauge housing. 

Whilst I was removing the dials in the cabs, Kev had been removing two of the safety valves that also have to be tested. Once these had been removed it was into the engine room to start removing some of the pipework ready for pressure testing by the independent Inspector. 

The bottom valves of two of the three air tanks in the engine room are removed. The one on the right was a real pain to get off! 

Once that had been completed, D6948 was put on charge and I was asked to bar the engine over to see if there were any issues with the motion of the engine. It's a bit of a back breaker, as you have to use a steel bar inserted into the fly wheel of the main generator and manually feed it round....2 inches at a time! Given the diameter of the fly wheel is around 6 feet you get a picture as to how long this took to do a complete revolution! 

Barring the engine.....lunch couldn't come quick enough!

Over lunch, Neil C put in an appearance to see if there was any possibility of a loco being spare to take a trip to Winchcombe with two coaches and W51360. Mark S was busy working on the straight air brakes on 37215 so preference was given to E6036. The ED wasn't going to be ready so a plan was hatched to use one of the shunters. With 11230 still undergoing repairs and the tyres on DES not conducive to going 'main line', Class 04, D2280, was earmarked and I was volunteered as Secondman. With lunch finished D2280 was fired up and shunted across the yard to couple up to W51360. This was then shunted onto Siding 1 before we headed up to the North Siding to pick up two coaches. Back in 2019 the GWSR hired in two blood and custard liveried coaches from the North York Moors. These were returned to the NYMR during the Covid emergency but had been re-hired and re-delivered just a few weeks ago. After rumbling through Toddington station and coupling up the coaches it was back to Toddington Box to speak with Saul, the Toddington 'Bobby' about a path to Winchcombe. With an agreement cemented, we went back to couple up to W51360 as Saul brought us the token for Winchcombe. Once cleared on the dummy at the south turnout it was down to Winchcombe at a leisurely but enjoyable stagger. Class 04's were cleared for 27mph in BR days and were used frequently on trip freights across the regions of BR however, D2280 is restricted to 15mph and, on jointed track, it was a very strange journey to undertake. It was certainly a different 'turn' for me!

The multicoloured 04 on arrival at Winchcombe. Neil is heading to W51360 to put on the handbrake before I 'went under' to unhook the shunter and our return to Toddington.  

Whilst we were away, Tim L and Dave M were busy with the painting of the bogies on 1693. After primer and a sprayed matt black coat of paint had been applied, it was now time for the gloss. By the time I left most of the underframe was positively gleaming. 

With Tim at the far end you can see the progress that has been made on the underframe painting. The end result is going to be spectacular. 

Diesel Day No. 1

Glorious weather, a sold out service and a near flawless locomotive performance meant that today's Diesel Day, the first of three, was a roaring (or should that be growling? I'll get my coat!) success. Certainly, the smiling throngs that got off the final service at Toddington were testament of a great day had by all. But, we'll get back to that shortly. 

During the week more work was undertaken on Class 26, D5343. Whilst the group await the return of the engine components so that the cylinders and liners can go back into the block, the CMDG have focused their attention on the body of the locomotive. After a heavy life in Scotland, as well as a number of cold Cotswold winters in preservation, the internal metal work was starting to show fatigue. In some cases, this was quite severe. Preliminary assessment also highlighted some accident damage, sustained in BR service, that would need some work to strengthen. 

Back on the 10 April, initial markings were made regarding removal of some of the sheet steel. Internally, the assessment found that corrosion extended to the skeleton of the loco body. You can see this at the bottom left. 

Since the above work the loco was moved into the David Page shed so that the metal work could be removed and new metal welded on in a safe workshop area. The following photos are courtesy of David Stanton, the man with the welding lance!

From the previous photo, you can see the panel that has been cut away showing the extent of the damage and corrosion to the metalwork underneath the outer skin. (Courtesy of D. Stanton)

A close up of more of the corrosion as well as evidence of a cut price rewire! (Courtesy of D. Stanton)

The old, damaged, cross member has been cut out and new steel has been welding in place. New steel would also be welded in above the sole bar. (Courtesy of D. Stanton)
 

The new steel welded in place. A much neater repair of an old repair. (Courtesy of D. Stanton)

While one large scale job gains speed, another is within touching distance of the finish line. Class 47, 1693, is in the final stages of the preparation for its repaint. This weekend saw the Brush Type 4 team continue with undercoating as well as putting the first finishing touches to the underframe and bogies. It is getting tantalizing close to the end product.

No.2 end of 1693 has been masked and the grey and yellow undercoats have been applied. 

No. 1 end has had similar treatment, although the windscreen glass is yet to be covered. 

The underframe of the loco now wears a coating of gloss black.

Elsewhere today, Steve M was taking a break from the work on his pair of Class 20s and busied himself undertaking some work on Class 73, E6036. 

Class 20, D8137 and Class 73, E6036 bask in the glorious sunshine. 

With the weather being fantastic, I decided to take a walk down the yard to see the new southern turnout and to familiarise myself with the new signals. As I would be crewing at the end of the day, I needed to know the layout of the new signals and how they operate. Whilst walking down the yard I took the opportunity to take a photo of Class 45, 45149 which is due to operate the second of our Diesel Days in May. It was also in the company of 'Class 04', 11230 which had been banished to the end of 'DMU Row' as it had failed during the week and needed some rectification work. 

'Peak' 45149 enjoys the sunshine in the yard. The loco is the next to operate on the 2nd Diesel Day on 23 May.  

'Class 04' 11230 is parked up along with Class 117 DMBS, W51372 at the end of DMU Row. The shunter was receiving attention after failing earlier in the week. 

Between the 'Peak' and DMU Row was our other blue Class 117 DMBS, W51360. This is due to visit Carriage and Wagon at some point in the future for a bit of an internal spruce up. 

Class 117 DMBS, W51360 tries its best to hide behind one of the yard light poles.

Our new amenities block, 'The Goods Shed' has officially been commissioned and is now in use. I still haven't had a look inside yet but, it is said to be pretty impressive inside. One of the things built into the design was a viewing platform so that it would be possible to watch the coming and goings on the railway during operations. I decided to have a nose and, I must say, it does give a cracking view above the bustle of the yard. 

The Goods Shed in all its glory. 

The viewing platform gives spectacular views. Who wants to work when you can just sit back and look at the scenery? Down on DMU Row, a small band of the CDRL continue to work on the Class 122. 

A look across the yard at DES, D2280, E6036 and GWR 42XX, 4270.

37215 arrives back at Toddington on 1B14 1325 CRC to Broadway. Signalman Robert Wells prepares to take the token.

So, as mentioned at the beginning, today was the first of three Diesel Days to be run across April, May and June. These primarily give us the opportunity to have some running as we start to build back out of COVID restrictions. It also allows crew to regain competency - something I was taking advantage of, having not had a turn since October 2019! 37215 was given the honour of the first day and tickets, unsurprisingly, sold out very quickly. However, not everything ran to script in the lead up to the day with the loco taking its time to settle after nearly 2 years out of service and a lot of components being changed or replaced. Work had taken place almost right up to the day trying to ensure that any small issues would be sorted before the event. The loco was used on the Saturday to perform ECS and shunting duties around Toddington as a way to double check that everything would be alright on the night....or on the Sunday. Well, despite a few early niggles, the loco ran well and plenty of good feedback was received. It was also great to get back 'on the handles'. I was pleasantly surprised to know that I hadn't forgotten too much!

While the Guard checks the coaches, Traction Inspector, Tony Boston, surveys the line ahead of the 1000 departure to Cheltenham. (Courtesy of A. Durham)

37215 arrives at Toddington after its first full round trip. 

A cheery wave from Tony as 37215 with Neil Carr on the handles makes a spritely departure with the second round trip. 

I was rostered on the 3rd round trip, the 1500 to Cheltenham. The loco arrives from Broadway ready for me to take over. 

With the loco now casting long shadows over the platform, 37215 has been uncoupled from the coaches before running, via the new southern turnout, back on shed. 

After getting back on shed, a large shunt was being undertaken to move D6948 over to road 11 and to re-order some of the others. As this was going on Tony and I parked up 37215 at the end of the headshunt. 

With the shunt partially completed, 37215 was required to move Class 24, 5081 and Class 20, 20228 back on to Road 10. E6036 was used to move D8137, D6948, 1693 and 47376 around on Road 11.

It isn't often that E6036 gets to go inside the diesel shed, however, with the shunt in full swing the ED finds itself in unfamiliar surroundings. 

A great day was had by all and, hopefully, the next two diesel days are just as successful. The next days are:

Sunday 23 May - Class 45, 45149

Sunday 27 June - Class 47, 47376 'Freightliner 1995'

Both diesel days are book in advance only and you can book tickets on the GWSR website - https://www.gwsr.com/Diesel_Enthusiasts_Days_25_Apr_23_May_and_27_June--post--96.html

 

Back to it....finally!

This weekend was the second of being allowed back to undertake general work on the fleet. In those two weeks a lot had already started with regards readying 37215 for its return to service and D5343's engine turned general overhaul. Saturday 10th would also see a healthy number of us attend, although restrictions continue with the number of people that can work on one locomotive restricted to allow for social distancing. 

The Saturday was the first opportunity that I had to get back to Toddington for the first time in nearly 6 months! It was also the first opportunity that I had of seeing our new arrival in the 'flesh'. Class 20, 20228, had arrived back in December to join up with sister loco D8137. Although still awaiting the return of its exhauster as well as having its decals fitted, the loco does look superb when up close. It will look the part when we get the opportunity to pair it up with its sister. 

The 'new' arrival. Looks very smart in its coat of BR Blue. 

D8137 sits in the yard while it awaits the work on its traction motors to be completed.

D8137's traction motors are now back on the bogies. One has had a tidy up and new components; the other is a refurbished one from 20035.

D5343 is still awaiting the return of its liners and, in the meantime, the CMDG Team have started to turn their attention to the body work. Earlier last year, Dave S had started to undertake some repairs to the cabs however the period of the lockdowns had caused some of the metalwork on the bodysides to deteriorate further. Saturday saw Dave, Simon and Andy start to remove some of the more heavily corroded steel and assess the steel structures behind the sheet metal skin. 

Simon and Dave discuss what should be marked up to remove next. Andy was ensconced in the engine room looking at the integrity of the cross members.  

One panel already marked to be cut out. By the end of the day most of the area to the left had also been cut out. 

BRCW built locos were notorious for their poor corrosion resistance and, with the Class 26s and 27s, being based in Scotland didn't help their cause. However, the investigation also flagged up that back in its BR days the loco had sustained accident damage in this area.....probably a sideswipe with a wagon or another locomotive. It has always been known that the loco would need significant body work repairs however it probably wasn't anticipated to be done at this time. By the end of the day the loco would have a gaping hole in its flank courtesy of Dave and his trusty angle grinder. Work was also being conducted on the CMDG's other loco, 45149. Richard S, along with Jake and Harrison, were undertaking work to return the 'Peak' to serviceable condition after its winter store. Most of this involved cleaning in line with the requirements of the B Exam.

The overhaul of 1693 is now in its final stages. A date for its repaint is tentatively in the diary and the finishing touches to the preparatory work are now being made. Tim and Dave M were busy on different parts of the loco ensuring that everything was ready for when the final coats can be applied. Dave was busy putting a coat of undercoat onto the wheels which meant that the loco needed frequent moving so that the paint could be sprayed on evenly and without too much difficulty. Tim had the attention of the roof where he was giving another application of the grey undercoat. 

A very smart looking 1693 in its undercoat. The loco has its date with the painters set and the finishing touches to the prep are being completed. 

Viewed from the cab of 37215, you can clearly see that the roof of 1693 has now received its coat of grey undercoat. 

37215 continues to be readied for its return to service at the end of April. The Wednesday team have been busy with a variety of tasks relating to the locomotives' B Exam that has included giving the outside a much needed clean, checking the braking system and testing the safety critical aspects of the locomotive. On Saturday, I was given the task of cleaning the cabs....a nice, easy job to ease back into. 

37215 out in the yard prior to having its internal clean.

The loco had been out of service for a couple of years whilst it had attention to its wheelsets and traction motors and, throughout a lot of this time, it was kept outdoors. One of the big issues this can cause is an insect infestation and, the hoover certainly had a lot of work with disposing of the hundreds of fly carcasses that littered both cabs. Nice!

As part of its continued shakedown, the loco was used on the ECS movements on the Sunday as part of the railways ongoing preparations for re-opening. Luckily, this passed without incident and the loco should be raring to go on the 25th April for the first Diesel Day. However, firstly, it has a date with a sound recorder on the 16th April.

As was mentioned in the last blog, on social media and on the GWSR website, we have three Diesel Days at the end of April, May and June as a way to get crews recertified ready for normal services to be recommenced in July. All three days are being run under the Covid restrictions we operated to last year....one rake of stock, pre booking only and no intermediate stops at Winchcombe or Gotherington. The roster is as follows:

Sunday 25th April - 37215

Sunday 23rd May - 45149

Sunday 27th June - 47376 'Freightliner 1995'

These days are PRE BOOK ONLY! There will be no seats available on the day. For more information and to book, visit https://www.gwsr.com/Diesel_Enthusiasts_Days_25_Apr_23_May_and_27_June--post--96.html

 

Is that a light at the end of the tunnel?

It's been a long couple of months that has seen only 'essential' work allowed at Toddington and the rest of us not involved in essential work, twiddling thumbs! However, the Prime Minister's announcement that Lockdown 3.0 will gradually start to ease (we wait with bated breath!) over the next few months - starting 8th March - filled us with some hope that we can return to the railway and to some semblance of  normality. Work has gone on behind the scenes to look at ways we can return to timetabled services, keeping within proposed restrictions and, should things go to plan, how we might return to full service and events. 

Where some of our fellow heritage railways have plunged in feet first for re-opening, the board of the GWsR have been a little more conservative to begin with and have decided to start with the same service that we had in the lead up to Lockdown 2...one train doing three round trips. As part of that, we have three diesel running days which will allow the refresh of more crew and will follow the format of the ones we had in September/October 2020. The dates are as follows:

Sunday 25th April 2021 - Class 37, 37215, returns to service after its traction motor and bogie work.

Sunday 23rd May 2021 - Class 45, 45149, will be awakened from it's winter slumbers for a run out.

And, finally....

Sunday 27th June 2021 - Class 47, 47376 'Freightliner 1995' closes out the immediate, post lockdown diesel running. 

It is hoped that, if all goes well, post-June will see a slow return to pre-Covid levels of operation but, of course, that is in the lap of the Gods!

As a bit of a catch up on the fleet over Lockdown, most work has centred on getting some of the fleet up to scratch for air pressure systems testing that took place in February. Class 20, 20228 and Class 47, 1693 both passed with flying colours and are certified for another 12 months. For both locos, an important step towards returning to service. 

37215 is due to receive new batteries in the coming weeks and, prior to it return to service in April, will need a B Exam and a proper shakedown to ensure all is well after over a year out of traffic. Class 24, 5081, as well as the 'Peak' and 47376 will also all need a B Exam before returning to service. 

D6948's lift has had to be postponed for a number of reasons. Originally scheduled for early January, Lockdown 3.0 put the brakes on, however, the loco owners have also had no luck in sourcing an alternative set of lifting brackets so that the body could be lifted. We are usually indebted to our friends at the SRPS at Bo'ness but there's are currently in use and may not be available for a little while. Frustrating, but patience is a virtue. 

Class 20, D8137 and Class 26, D5343 are both awaiting the return of non-essential working so that their respective repairs can continue. The CMDG Group are hoping that the liners for the Class 26's cylinders are returned soon so that they can be refitted. 

News from the Brush Type 4 Group is that 1693 will, hopefully, be ready for its long awaited repaint in June. A lot of the prep work has now been completed although its test run earlier on in the year did through up a few small issues that will need to be rectified. 47376 has had its cab floors repaired after suffering corrosion to the baseplate as well as the wooden floor becoming untidy and rotten. 

On the shunter front, 11230 has had its starter motor work completed and is now back in a serviceable condition. It re-joins DES and the multicoloured D2280 on the available roster.   

Lastly, the DMU fleet have all been winterised with no restoration work allowed on the Class 122 and the Class 117's being serviceable. Although no running days have been allocated to the DMUs at present, it is hoped that the units will get a run out before the end of 2021.

So, with everyone in a position of safety, here's hoping that ..........