47367

In April the control cubicle received examnation along with the contacts under the control desk checked as well. The battery isolation switch was checked in May, No.1 compressor fuse became life expired had to be replace while out in service. The new engine room filters cages along with the new air filters have been fitted replacing the long expired paper framed air filters. In June 367 received a FTR prior to the NNR’s annual diesel gala. Two th wiper blades have been replaced by the end of the month.

47580

47580 returned back to Carnforth in April and ran light engine Dereham to Norwich on Sunday 15th to return with the ECS from the previous days NENTA which would head back on the Monday. On return to Carnforth the planned exchange of 47580 silencer box was removed and repairs to the inner liner housing were carried out. A repaired silencer box ex 47236 was craned in and the exhaust system reconnected which saw 47580 back in traffic by the beginning of May. County of Essex has remained in traffic and has been employed on mainly vacuum-braked steam charters working off Southall as well as Carnforth. The recent period of hot weather has seen a steam ban imposed by Network Rail across much of the country, prohibiting steam excursions running with just a steam loco. One job has seen 47580 involved in moving 46233 and 61306 along with assonated support coaches to the Mid Norfolk steam gala.

47596

Repairs have started on the auxiliary room roof section which is off 47791 which was scrapped at Booths earlier in the year. The roof section is to replace the existing one on 47596 once repaired. 47596 has visited the East Lancashire Diesel gala along with 47579, 50026 and 73210 from the MNR. The convoy departed on Monday using DCR 31190 and the convoy left for Castleton then reversed on to branch before proceeding to ELR boundary at Heywood and then on to Bury. 47596 preformed over the 3 days with some issues arising. Filed divert on the electrical system caused an issue so was isolated. On the last day another electrical issue which meant the loco would start when you put the BIS in so was withdrawn for the remainder of the day. Once back at Dereham traced an a new wire in the starting control circuit was required. A falt effecting the vaccum control side of the brakes was identified and rectified.

47367

Over the spring 47367 has remained largely available for traffic. During winter the vinyl names “Kenny Cockbird” were added to the body sides. The No2 end cab drivers desk has been finished. The No.2 compressor had been poor in performance had its valve chages stripped in February and found to have two broken springs. These were replaced and the valve chage overhauled and refitted with new gaskets. The difference can now be seen when watching the main reservoir air gauge rise considerably quicker than before. A fault was found with the compartment lighting was traced to a loose connection in the No1 end cab desk. In March a radiator inspection cover was replaced. These are perspex covers that allow you to check the radiator elements for leaks etc from inside the loco.

47580

An ungrade to the GSM Radio system was undertaken and associated problem rectified. With the GSMR system going live on the 1st January in the southern half of England south of the wash in east and the river severn in the wast.we sorted the problems just in time. In late February started the C Exam and other required work. The following wark has taken place 2 traction motors were rebrushed with new carbon brushes also the main generator has been deep cleaned and the rebrushed with 72 new brushes. The dual wound Brush BL100 ETS / Auxiliary alternantor has been cleaned and the fan cover repainted. All the motors for the auxiliary equipment have been cleaned and brush lengths checked. Fuel filters have been cleaned and the elements changed. Traction motor gear cases have been recharged with the dreaded Motac. Brake blocks replaced and the brakes adjusted. A replacement silencer box has been fitted. This has been fitted at Carnforth.

47596

Worked the Santa special trains mainly with 47579. During this period both 579 and 596 suffered with ETS problems. 47596 developed a electrical fault and caused problems when supplying ETS and traction power but not when tested inderpendatly. The fault was traced down to a control circuit breaker and was replacement with 20 amp control circuit breakers.

47367

The cab floor has now been finished in the number one end and two coats of primer have been applied after which brand new lino was laid on the floor. The rubbing down of surfaces in the number two end cab is nearly finished. Attention on the electrical motors on the auxiliary equipment with attention to the carbon brushes. The batteries have received spring check up topped up where needed and the covers for the field diverts in the old boiler room have been replaced. The original metal cages that house the air filters are also being cleaned and painted ready to receive new filters before refitting. Prior to the NNR Diesel gala from friday 25^th Sunday 27^th May. 47367 profited from an all over wash to remove the dirt and grime that comes with 47367 living in a yard. Those of you that attended the gala in May will know that all was not plain sailing with 367 with steam locos.

47580

County of Essex continues to fly the ‘Flag ‘for the group on the main line working on a regular basis for West Coast Railways. As I am sure many of you will have noticed the paint work is showing signs of deterioration particularly the roof and cabs, not surprising when you consider that it is four years and some 30,000 main line miles since the loco was painted at Tyseley. 2012 marked two major events, the Queens Diamond Jubilee and the Olympic Games. Both these events are linked to Stratford TMD. Stratford depot turned heads back in 1977 when they painted 47163 and 47164 with silver roofs and large Union Jacks on the body sides for the Queens silver Jubilee. The Olympic Games connection is a little tenuous but it’s fair to say that Stratford TMD lies below the Olympic stadium complex. To mark both these events it was decided that we would recreate the 1977 livery. WCRC at Carnforth were contracted with the job of carrying out the work. After completing the Dumfries to Cardiff charter for Compass tours on the 11th May 47580 moved into the Carnforth paint shop on the 14th May. The work specification included all bodywork and roof repairs before being primed and spray painted with two pack paint. The roof was to be silver, body sides rail blue with full yellow ends and the Union Jacks were to be a vinyl transfers, the flag measured 10ft x 5ft. These were to be supplied and fitted by an external contractor. Numbers, data panels, shed code and overhead line stickers came form our usual supplier. By the 24th May all the work had been completed and 47580 was taken out of the paint shop. County of Essex looked superb as she emerged into the daylight for the first time after being repainted. The following weekend, June 2nd, was the official Jubilee weekend and Peter Watkinson who runs Statesman Rail tours was running a charter from Newport to Carlisle. Statesman Rail tours had a Diamond Jubilee head board and flags to put on the leading loco and when 47580 in all her glory got chosen over the booked WCR loco. The rest as they say is history. 47580 worked his train complete with head board and flags left Carnforth on the front of the Statesman Train.

47596

Number two end cab refurbishment work has continued. All instruments and switch panels have been stripped, primed and spray painted with pale blue top coat with reconditioned calibrated set of instruments and switches fitted. These complete components will be installed into 47596 after the main driver’s desk has been stripped and spray painted. Just prior to the Stratford weekend 47596 issue with not starting without holding the engine rack open. After various investigations the to oil priming pump was exchanged. This was carried out on the 4^th of April and since that time no start up problems have occurred. One of the buffers at Number two end and had lost its compression and the buffer head could be turned by hand and it would also stick in when compressed. Fortunately a spare was found and changing the damaged buffer. After the Stratford weekend 47596 would not take power, the fault was traced to an open circuit coil on the PCR (Power Control relay) and was replaced and solved the problem. At the beginning of May we where approached by the North Norfolk Railway for the hire of 47596. This was to replace D5631 on the NNR diesel gala and would be a rare opportunity for 47367 and 47596 to be together at the same event. The move by rail was to take place with 596 being picked up by DCR at Wymondham who were moving 55019 to the North Norfolk Railway from the Nene Valley Railway . Several inspections where required to be carried out. These included an UAT (Ultrasonic Axle Test) and a FTR (Fitness to Run exam), along with getting 47596 re registered on the TOPS system. First the UAT was asked carried out then the FTR exam took place on the along with the re- registration on TOPS. However 47596 status on TOPS was not correct and jurney by road to the North Norfolk Railway at Sheringham. The move took place on the 24th May. An Allelys lorry arrived at Dereham in the morning and loaded the loco and by 6pm she was unloaded at Sheringham. 47596 joined 47367, 55019 and 25057 and worked over the three days of the gala from friday 25^th Sunday 27^th May. Repair to electrical contactor in the electrical cubicle again the cause of the problem was an open circuit coil.

47367

Repairs this winter have seen work on the cab floor in the number one end progress with the wood under the that goes under the lino being fitted. Before the wood could be fitted the metal under floor has been cleaned and prepped with rust killer then primer before being painted. Then the new sections of treated wood were been fitted before the new section of lino could be fitted. Other gremlins whis winter caused by the cold spell in January found a part in the cooling system that the anti-freeze had not circulated to needed repair. A few of the unions at the water pressure gauge were damaged and initially were repaired with a brazing but have since been replaced with relpacement pipes and unions. Also the cover plate on the fly wheel cover has received some attention along with the wheel slip overload contactor which had been had been troublesome. After several years at the railway the group now has a storage container on site at last. This arrived in early January and after repairs has been painted green in accordance with the railways wishes. The task of sorting out several years worth of spares and other items that had been stored across the site is well in hand. Tests to check for any problems with the vacuum brake proportionality and some unexplained engine shut down problems that have been experienced.

47580

47580 arrived at Dereham on Monday the 5th December after working the NENTA tour from Norwich to Skipton. The following weekend it was in charge of the Santa specials at the Mid Norfolk Railway and remained in use until the last mince pie special on the 2nd Janruary. In the winter break at the MNR gave us the opportunity to carry out a C exam and give 47580 some well-earned TLC. Items that required attention have been the screw link coupling at No 1 end, the strike plate at No. 2 end had been damaged and was removed at Carnforth. The buffer beam was re drilled and tapped and a replacement strike plate fitted. Auxiliary equipment electrical motors have been inspected, cleaned. Traction motors 1, 4 and 5 have also received new brushes, as did the No. 1 Compressor and No. 2 traction motor blower. Motac levels in the traction motor gear cases were checked and topped up as necessary. The loco was greased with around 150 greasing points to attend to. Also 24 of the roof mounted air filter elements were changed and fuel filter elements replaced as well. The C exam was completed just before the mixed traffic weekend enabling 47580 to take part. On Monday the 20th February 580 left Dereham to run light engine to Carnforth. This enabled Network rail to install the new GSMR radios into 47580. GSMR is the latest form of cab radio and has to be fitted to all main line registered locos that work south of a line from Grimsby to Swansea will be using the new GSMR radio technology. North of this line the old NRM radios will still be used but will be changed over in time. This means that both old and new radios will be needed in the loco. We must thank WCRC for their help in this matter. The loco arrived at Carnforth on Monday 20th February. The following day contractors moved in and soon got busy running cables and installing the various items of equipment connected with the GSMR system. The work was completed by Friday 24th. The system will need to be registered with Network rail and a test transmission carried out. 580 will then be ready for the switch over in December and has remained at Carnforth and has already been used on two occasions by WCRC.

47596

The replacement roof (ex 47298) has been fitted to 47596 and this duly happened on the 14th and 15th of December. Using a Hiab lorry we carried out two major tasks. First the 14th the container which had been kept at Bentley near Ipswich, was picked up and transported to Weybourne. Once unloaded the Hiab lorry then picked up the roof and silencer box. This was then taken to Dereham the following day to be put on to 47596. Using the Hiab crane, the roof was levelled up as the silencer sits inside the roof. Then the tricky job of positioning the roof on to the loco was attempted. This had to be carefully manoeuvred to avoid the electrical cabinets at the No. 2 end and engine exhaust. The roof it was gradually lowered in to position and the roof eventually settled on to the body sides not easy as the replacement roof is off a Crewe built loco but went on remarkably well. However only a few of the fixing holes lined up so the rest of the day was spent re drilling and bolting down the roof. With the roof refitted, 47596 at last looked like a complete loco again for the first time in 30 months. Other tasks included, connecting up the exhaust bellows to the silencer box, refitting three newly refilled and certified CO2 fixed fire bottles alog with antifreeze which was added to the cooling system giving protection to -15 C. Also the engine room light fittings were put back in and the batteries were checked over and recharged. The auxiliary equipment was given a maintenance check and with all the necessary work completed the start button was pushed and although engine turned over it would not fire without the aid of the fuel racks being held open manually. With on fault with the electrical run circuit the attention turned to the triple pump. One of the functions of this pump is to prime the engine and circulate engine oil into the governor. The oil pressure opens the fuel racks so that the engine can fire and stay running. Stripping down this part of the pump we discovered that a nylon gear wheel driving the pump had sheared off. A spare pump and gear wheel was fitted to the triple pump when the start button was pushed again the fuel racks opened and 596 burst in to life and ran for the first time in twelve weeks. Further checks were made to the loco including loco brakes, driver safety systems and a fitness to run exam. These were completed on the 1st of January which lead the way to take 47596 on a loaded test run on the 14:00 mince pie special the following day. The plan was for 596 to top 580 plus six coaches and a dead 37 on the rear giving a total load of around 400 tons. The test run went well with the engine running smoothly and powerfully between Dereham and Wymondham. At last 47596 was back in traffic. A great relief to everybody involved with the engine overhaul. The next mile stone was to get the loco ready for the mixed traffic gala on the 18th February. The following tasks were under taken in the period before the mixed traffic event, 2 replacement flexible oil pipe sections on the suction side of the triple pump, replacement header gauge glass, pointer and bezel, replacement head lamp No 2 end, over spill pipes from injectors, roof joints sealed, cleaning and painting ETS compartment, repairs to radiator louvers and a new resistor and capacitor in the ETS circuit, cleaning and painting 24 air filter frames and fitting new filter pads to the frames. On the 18th and 19th February 47596 worked during the Mid Norfolk Railway's mixed traffic gala hauling both the air and vacuum sets of stock, with and without 47580. The loco performed faultlessly over the weekend with no reported problems. Since the Mixed traffic weekend we have started to overhaul No. 2 Cab which is still very much in as bought condition. The AWS system has seen repair's. Roof repairs to the ETS compartment are on-going.

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.

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.

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.

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.

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.

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.

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.

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.

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.

47367

Work continues at the Weybourne workshops at the North Norfolk railway readying 47367 for the 2011 operating season. The planned autumn body lift to enable the bogie swap to take place has been re-scheduled to the end of the year. The bogie that is being overhauled only requires the spider to be refitted before going under 47367. All four slack adjusters that were overhauled earlier in the year have now been refitted. The dampers that sit between the spider and mainframe have been cleaned and repainted along with new upper rubber bushes being fitted. On the loco itself the body side repaint is virtually finished with just one final top coat left to apply once all the other work has been completed. One cab side out of four is still requiring topcoat but this also will await the completion of all the other work. Attention has now turned to the roof section. All the rotted sections of lower roof have been cut out to a height of 85mm and the inner mounting frame cut out where required. A new mounting frame has been re-welded into place and new skin welded to the old roof section. The rest of the roof is in the process of being rubbed down prior to the planned repaint into blue.

47580

Essex has been very busy this year and most maintenance has been carried out at Carnforth. This has included three A Exams, re-blocking, new brushes in No.1 Compressor and both Vacuum Exhauster's. In October 47580 arrived at Dereham bringing locos for the 37 Gala as it was scheduled to stay there for ten days, the opportunity was taken to carry out the required B Exam. This involves about one hundred maintenance tasks; all have to be carried out and signed off in line with the VMI. Essex was then ready to return the convoy and make her way back to Carnforth. Thanks go to the familiar band of helpers who help keep the tyres turning.

47596

Work has continued at Dereham preparing the various engine parts in readiness for the rebuilding of the power unit. "A" bank piston bodies have been returned from the machinist, all the top ring grooves have been turned to take an 8mm over sized piston ring such was the where. Three piston bodies have had the second ring groove turned to take 7mm rings oversize piston rings. All the remaining piston rings have been ordered as require for the rebuild. The following tasks have also been carried out. The heat exchanger has been pressure tested this was found to have leaking seals at one end. The heat exchanger was stripped down cleaned and new seals fitted, it was then pressure tested to 70 psi with no further leaks found. Over a period of three days in October a major task was carried out. The main crankshaft bearings were removed for inspection. This is one of the most difficult tasks to carry out on a Sulzer power unit it involves the removal of the balance weights, bearing wedges and locking plates from each bearing. The balance weights weigh somewhere in the region of 35kilos and twelve have to be removed. There are ten main bearing and four thrust bearings to check. Each bearing comes in two halves after inspection the bearing shells can if necessary be top and tailed, most of the wear occurs on the bottom shell if the top shell is in good condition then this can go into the bottom and the bottom in the top. The bearings were found in be in reasonable condition, with about eight requiring the T and T procedure. The engine room floor has been removed and the sump under the power unit has been steam cleaned, this was then painted with primer and black topcoat. The aluminium floor was cleaned and then refitted into the loco. The engine compartment has also been primed and under coated and now awaits its topcoat of grey. Away from the loco the roof ex 47298 has been under coated and topcoat silver grey has been applied to all areas except around the exhaust box where repairs have been on going replacing corroded metal. Four of the twelve cylinder heads have had their valves ground and have been undercoated and then top coated with grey gloss paint. This is a time consuming procedure as lack of space means we have to use the forklift to move the heads around after we have completed each one. The big end bearings where delivered to site in October, once we have taken delivery of the remaining piston rings we can start to rebuild the power unit.

47580 & 47596

Mid-Norfolk Railway to hold Stratford 47 Gala Day "Two Counties in Norfolk" on 28^th February

In conjunction with the Stratford Class 47 Group, the MNR will be holding a class 47 running day on Saturday 28th February. 5 return trips between Dereham and Wymondham will feature over 100 miles of ex-Stratford loco haulage.

In addition to the Model Rail Day being held at Dereham High School, an enhanced train service will be operated featuring two of the Stratford 47 group's class 47 locomotives 47580 and 47596.

This may be only opportunity to sample haulage behind both ex-Stratford class 47s before 47580 `County of Essex' returns to Tyseley and 47596 undergo's a top-end engine overhaul.

The gala day will feature:

5 round trips of over 100 miles of class 47 haulage, Top and tail 47 haulage, Double headed locomotives

Real ale on board with a refreshment service of hot and cold snacks will be available in the
buffet car

Model Rail exhibition at Dereham

Download Timetable in PDF

Timetable
Dereham	09:00	11:00	13:00	15:00	17:00
Wymondham Abbey	09:38	11:38	13:38	15:38	17:38
Wymondham Abbey	10:00	12:00	14:00	16:00	17:45
Dereham	10:38	12:38	14:38	16:38	18:23

47367

Work has continued up at Weybourne shed centred around the replacement bogie for 367. During July the spider compression tools were collected and at the end of the month were assembled around the bogie. When completely assembled the two sides of the frame were connected from top to bottom and compressed using four bottle jacks, this compressed the spider toward the main bogie frame sufficiently for the retaining pins to be pulled out. The jacks were then slowly released, the compression frame was then dismantled allowing the spider to be lifted clear of the bogie. Following the spiders removal the four springs and the shim plates were removed and marked up so as to replace them in the correct place when the time comes. During August work continued with cleaning the dirt and grease from the bogie whilst the traction motor was made ready for lifting out. By the end of the month the gear case was removed along with the Stub shaft and link arm. The axle clamp bolts where removed with aid of air impact drive (after a lot of swearing) and the defective traction motor was lifted out. During September with the middle traction motor out of the way access was granted to the middle of the bogie allowing dirt removal and priming of the frame. The ongoing job of removing the various components of the brake rigging from the inner end of the bogie for overhaul continues. October the middle of under frame has received undercoat and spring plank being removed along with the spring hangers been removed before being repainted and replaced. The pins hold the spider in place also retain the under spring plank have been removed, cleaned and regressed before being replaced. As this article has been written the former job is halfway thru. Plans are in the pipeline to have the replacement traction motor transported to site from Tyseley. Many thanks go to the small team who have undertaken the above mentioned work who will no doubt be happy that the bogie has now been moved inside the shed for the time being and out of the wet and windy weather.

47367

The replacement bogie ex 47596 arrived at Weybourne during early April. This bogie is in ex loco condition and work on striping inner end brake rigging and removing all the accumulated dirt and surface rust. A coat of primer is being applied as the work progresses. Also the defective middle traction motor will require replacing. To do this the spider needs to be removed which will require uses of the spider compressor tool, which is in store at Bury. On the loco itself the No. 2 end Cab flooring has been removed with the original rotten wooden floor been taken out and a new patch has been welded in on second mans side over the hole. The new wooden slats have been cut ready and a trial fit has taken place. Following this the vinyl flooring will be refitted.

47580

47580 naming ceremony was carried out on the 28th June with the week leading up to the naming ceremony saw frantic action putting the finishing touches to 47580's repaint both inside the cabs and to the body work. The nameplates and numbers were added on Wednesday 24^th and with a little help the large logo vinyl’s, which measure 4 metres long and come in 5 pieces were put applied on Thursday 26^th. 47580 was move across to the Midland depot and positioned along with the other items of rolling stock. The last job was to construct a pelmet so that the curtains could be hung over the nameplates. The naming ceremony took place at 13:00 on Saturday the 28^th with Les Ross owner of 86259 opened the proceedings before handing over to Tony Bevan to introduce the group and thanking the many people who helped us achieve our goal. Proceedings where then handed over to David Maynard chairman of the Children’s Railway Charity who performed the naming ceremony. A crowd of around 300 gathered to witness the event with around 5000 people attended the open day, many of whom visited the cab of 580.

47580

Events are moving along very quickly at Tyseley with 47580 now moved into the king shed this is covered accommodation and has allowed us to carry out the following work in some degree of comfort. The axial box bearing covers and bolts have been removed to allow UAT to take place, all 6 axial’s passed with no problems, the old grease was then removed and the bearings repacked before the covers were bolted back on. All the traction motors have been examined and cleaned. All looked in good condition apart from one broken spring in a brush box on motor number 4. The broken spring has now been replaced. The main generator has been checked and cleaned as have the compressors, exhausters, motor blowers and triple pump again all appear to be in good condition. The oil has been changed in the compressors and the hydrostatic system. Greasing of the traction motor tubes and motors is complete.

The body and roof have under gone further rubbing down and priming with the body sides have been under coated in blue and one side has received a coat of blue top coat . Over a three day period the bottom four inches of the roof sections have been cut off along both sides, this is always the Achilles heal of the 47’s body work with a substantial amount rust and corroded metal being removed. The next step will be to redesign the replacement strip so that water ingress is minimised. When finished this will really smarten up the external appearance. All the transfers to transform 732 into a large logo 47580 have been obtained and works plates have been.

47580

Since arriving at Tyseley, 47580 has undergone major bodywork repairs. The valance between the cab and the buffer beams had completely rusted away and this has now been replaced with new valances. The body sides have been filled and rubbed down and primed, and at last the remains of the graffiti applied at Healy Mills have disappeared. The cab fronts have been primed and undercoated. A huge amount of grime has been removed from the under frame and bogies. We have concentrated on the external works to take advantage of the good weather conditions. 47580 is regularly started and moved on numerous occasions since arriving at TLM.

The County of Essex nameplates and crests have been delivered so hopefully another naming ceremony will take place in 2008.

47367

At the end of last month 47367's Number 1 end Traction motor Blower was reassembled and wired in along with the 2 vacuum exhausters. The control wires for EXC (Exhauster contactor) and EXY 1 & 2 (Exhauster Speed up contactors) were wired in along with the remaining pipe work from the Exhauster choke valve to the 2 exhausters. The feed cut off valve for number 2 end was found to be at fault and was replaced bringing brake pipe pressure back to normal. The vacuum train pipe was tested on 31st May with class 11 shunter 12131 providing the vacuum with 2 leaks being found and sorted out and 21" of vacuum being achieved. The exhausters were tested one by one on the 4th June in test as they had not been used since being removed from 47297 some 5 years ago.During the testing 21" of vacuum was achieved which left some adjustments to air / vacuum system required. Testing with 31207 as a supply of air and vacuum was utilised to find any small leaks and adjust the brake system as required. A test run on 8th June from Sheringham to Holt and back to Weybourne was carried out. On 9th June 47367 worked its first Passenger train in 6 years and it's first booked passenger turn since working a holiday relief from Great Yarmouth way back in 1992. 47367 has only worked 2 days for the NNR so far.

47580

47732 (47580 County of Essex) was successfully started for the first time in preservation on Sunday 27th May. This is the first time that 47580 has run since the 30th March 2004 when it was switched off at Warrington depot. No major problems were encountered at the start up. With only a problem with the vacuum being able to be created. On 3rd June 47732 was started up once again and following minor repairs the exhausters ran. Next the EP (Electric Pneumatic) start contactors required attention with the pneumatic switches that control the air supply to the start contactors, with this problem sorted it was the diode fault relay that decided to stick in, this was removed, repaired and put back in. With these problems sorted 47732 started with no problems. On the 10th another milestone was reached when 47732 was moved under her own power within the confines of the Tyseley Railway Museum. 47732 was driven by Bob Meanley of Tyseley Railway Museum this was the first time 47732 had moved under it's own power since arriving light engine from Crewe to Warrington on 30th March 2004. Work is now underway with the external restoration starting at the buffer beam on the number 2 end which has suffered badly during three years open air storage at Healy mills. Work is progressing with the old paintwork being stripped and primer applied.

47596

47596 has only been out twice in June, the first outing was on the 16th when 47596 was used on an engineers train. The second outing came on the 21st with a 'fish & chips' charter special. 47596 was chosen by request of the charters organisers of the special. There have been no major problems with 47596 since 6th May.

July operating date's so far for 47596 are Saturday 7th with alternating trips with 31438, Saturday 14th July 10:00, 16:00 ex Dereham, 18:00 T'n'T with D8069 ex Dereham, Sunday 15th July 09:00 T'n'T with D8069 ex Dereham, 11:00 ex Dereham and Sunday 22nd July Orange Timetable. 14th / 15th is MNR 1970s weekend.

47367

The remainder of the vacuum pipe work from DV2 valve to exhausters is now in place and oil sump drainpipes for exhausters are now fitted. Just leaves some wires to be connected which have all ready been pulled through the relevant conduit TM number 1 to be resembled and brake pipe sorted out at number 2 end etc.

47580

Late in the evening of Weds 4th April 47732 (the former 47580 County of Essex) was delivered to Tyseley railway museum in Birmingham by West Coastrails 47854. this loco alongwith the other delivery 47773 have now entered preservation. 47732 has been purchased by the SF47 Group and will become the third locomotive in our ownership. Over the coming weeks a full evaluation of the locomotive will take place and a further update will be issued as and when it's future use is decided.

47596

RUNNING DAYS

47596 will be working Orange time table services on April 6^th T'n'T with 31438, 21^st 22^nd & 28^th trains are 10:15, 13:00, 15:15 ex Dereham & 11:15, 14:00, 16:15 ex Wymondham Abbey.

EXTRA RUNNING DATE

05^th May for 47596 Orange time table. Last booked day out for 47596 until at least July.

47596 on good Friday failed flowing oil pressure problems and assistance was provided by 31438 which ran round the train at Wymondham as MNR where operating T'n'T. The problem's regarding the oil pressure where identified and with a top of oil and flexible hose on suction side in the run next the triple pump was replaced and flexible pipe on the start of the run to governor was replaced. Loco was tested on Friday 13th April with oil pressure problems resolved.

47596

RUNNING DAYS

47596 will be working Orange time table services on March 25^th, April 1^st trains are 10:15, 13:00, 15:15 ex Dereham & 11:15, 14:00, 16:15 ex Wymondham Abbey

MID NORFOLK DIESEL GALA

47596 will be working its first passenger turns in preservation. On Friday 16^th 47596 is booked to work MNR charter with 5 round trips starting at Dereham at 09:00 & Wymondham Abbey at 10:00 and every other hour there after. Mid Norfolk Diesel Gala on the 17^th and 18th. On the 16^th with a solo round trip at 12:00 from Dereham on Saturday and 15:00 from Dereham & on Sunday. Fares are £12 for 1 day, 20 for 2 days and £25 for all 3 days. Use of the run round at Dereham will be in use for the first time and also Wymondham Abbey as usual. Timetable in Excel, Rich Text Format & PDF. Any aditional information con be found at MNR DIESEL GALA.

Mid Norfolk are running a Fish & Chip train on Saturday 17^thMarch the booked traction is 33065 with 31438 inside for ETH as the Blue Grey rake has a Mk2f RMB in the rake. Details in PDF. Fish & Chip train fares are £12.50 or if you have a valid MNR Diesel Gala 2007 Rover for Saturday which available from Dereham Ticket office for an additional £6.50.

47367

The vacuum exhausters were put in to 47367 on January 21st with 1st making it into the auxiliary compartment and the 2nd as far as the Number 1 end cab before going in into the auxiliary compartment 3 weeks later. Now all the 2" pipe from the exhauster choke valve to the exhausters and electrical wiring to finish off and reassemble Number 1 compressor air piles and number 1 traction motor blower to be reassembled which were taken apart to get the vacuum exhausters in.

47596

On February 25 th was taken on a loaded test run with a the Blue & Grey rake of air braked Mk2's with a 31438 & D8069 dead in tow. This being the first train 47596 has worked in 8 years been stored at Crewe DMD in April 1999.

47367

On the 16^th December 47367 went on a test run from Weybourne to Holt with 31207 for insurance and a to act as a load and with the first run went well a further 2 runs were carried out and the chance to check Holt for clearance and was cleared for the current layout at Holt. Electrical wiring for the vacuum brakes has seen the vacuum governor wired in and new conduit fitted and the power cables to the exhausters pulled through.

47596

Work on the brake system has been undertaken to service the brake valves, which have not seen regular use since 47596's withdrawal in 1999.

47367

Testing of auxiliary and control systems with Number 2 Compressor been run in to allow the new rings to bed in. Another air leak on the pipe run along the "A" side of the engine compartment has been identified and fixed. Lifting of the floor was not required but had to be extracted through the bulkhead between the Engine room and auxiliary room.

On Saturday 18^th November 47367 moved under its own power in the yard at Weybourne and was later used to shunt some vehicles about the yard to test it with a small load (loco and 2 wagons). On 28 November No.2 pass cheaks and was tested with power been able to be taken with a test trip in the end of the yard and back.

47596

Loco was loaded around 14:30pm at Tyseley on Wednesday 15^th November and route was M42 - M6 - A14 to Brampton out side Huntingdon, then A1(M) to Peterborough. A1139 (Peterborough South Bypass) then A15 to Market Deeping for A16 passed Spalding. A151 to Halbeach for A17 and over the swing bridge at Sutton Bridge to Kings Lynn. Then to Dereham on A47 with an over night stop in a lay-by the Swaffham area. Arrival at Dereham being 09:30 on Thursday 16^th November. 47596 finally unloaded and touched Mid Norfolk Railway metals by 13:00. Loco move was moved by Allelys heavy haulage of Studley, Warwickshire. The spare bogie was also moved at the same time.

47596 ETH system has been used to test Mk2 air con stock for Tyseley Railway Muesum before 47596 left for Dereham.

On 25^th 47596 was taken for a loaded test run with 31538 & 50019 for a load to Kimberley Park with 50019 working the return back to Dereham.

47367

An air leak on the pipe run along the "A" side of the engine compartment had been identified. This required the lifting of the floor, as the run of air pipes dives under the floor to negotiate the engine room door. Once the floor was up 4 air pipes were removed, to gain access to those pipes that were leaking. The number 2 compressor has been repaired, with a replacement bore, valves and new rings - these were fitted to the High Side of the compressor and still await final testing. On the engine block side the valve clearances have been reset following the top end rebuild of the engine block. With the water system, which has proved to be ok as far as the block goes, the 2 hoses for "A" banck intercooler have been found to be in need of being replaced. Part of the wiring, from the engine room bulkhead into auxiliary room, has been done yet needs to be completed before exhausters can be fitted.

47596

On the 21^st September 47596 was collected from Tyseley loco works by 08616 and transferred to the Maintrain wheel lathe to have its tyres reprofiled. The whole operation went well, with all twelve wheels being reprofiled to the P1 specification. The work was completed by the morning of the 22^nd Sept and 08616 returned 47596 to Tyseley loco works by midday of the 22^nd. The whole operation took less than 24hrs! A big thankyou to
Tyseley Railway Muesum in there help in making it possable.
A move to Mid Norfolk Railway 47596 new home in the near future.

47367

Rewiring of the power supply to the vacuum exhausters is well under way with the wiring from the electrical cubicle and switch box has been checked for continuity. With new wiring being put in as required and also from the engine room bulkhead to the exhausters them selves. Also number 1 traction motor blower is been rewired due to poor condition of cable when removed, which was found when the ducting for the forced air ventilation of number 1 ends traction motors removed for fitting of new leather joints before being refitted. New wiring for the vacuum governor is also been fitted due to a brake in the cable part way down the 10-meter run. After starting the engine number 2 compressor was found not to be supplying any compressed air to the main res air system. Problem was a sized valve and rings from the piston sized in hence being unable to make any air. A replacement bore and valve is to be fitted with new rings.

47596

The lift to replace the bogie from number 2 end took place on August bank holiday weekend with assistance in the form of logistics which came from 16SVT Society for lifting 47596 and Tyseley Railway Museum for providing covered accommodation in the King Shed.

Work started on 26^th August with the moving of the refurbished bogie to its respective place around the turntable before the King shed could be emptied of its current resident and 47596 could be put in with the aid of a second shunt. The disconnecting of any remaining pipes and cables between body and bogies before fitting of lifting brackets. Laying out of packing and MFD lifting jacks could then be set-up.

27^th August, with 47596 ready to lift a brief was run through. Next jacks run up and down to check that they ran up and back down before being put in place and then the weight of the body was taken before being lifted with the number 2 end requiring to be packed between body and bogie before the 2^nd stage of the lift to give the extra clearance to remove the bogie from number 2 end and rolled out. The refurbished bogie was moved from the turntable and under 47596. Once under the lowering of 47596 commenced only to find the spider and centre pin would not line up. It was found that the difference was distance of the wheel set flange and rail of an inch but it went in after the bogie had been pushed across with a 10-ton strong arm. When 47596 was 6" from final resting place the bellows, traction cables and air pipes were recounted then lowered to its bogies.

 August, once brakes had been reset 47596 was rolled out side with the aid of resident Ruston DS88 shunter  and tarpaulins that were covering the roof were removed. Once this was done 47596 was started and brake pipes were checked for any leaks. The traction motor rotation tests could take place with one motor at a time cheacked, then all 6 were checked together in booth directions and all was ok. Then to put 47596 back and the evictee back in the shed.

47367

Once the assembly of the cooling system has been completed the system was filled with water to check of leaks with a joint on the A side radiator bank had sprung a leak and was blanked off until a replacement is fitted. Oil system was checked for and leaks and also the crankcase breather was refitted along with associated pipe work. Next off was to bleed the fuel system as the triple pump was removed a year or so ago this was to clean up the oil lake on the auxiliary room floor before any welding could take place on the vac 2" vacuum train pipe that pops up through the floor next door. Also new Coppers FEM 4003 fuel filters fitted as Crossland has now been taken over by Coopers an the FEM4003 is the equivalent to Clossland 499's used on 47's. One of the last fitting jobs on the list was to bolt the turbo down as all the pipe work had to lineup before this job was done. Next on the list was to check to liner seals were still hold up when the triple pump was running and that the oil was running down the insides of the liners along with fuel rail on booth sides been bleed. So after last minute checks the time had come for D5207 to take 47367 out of the shed in to the fresh air. Once out side the Weybourne grape vine had worked as usual and the NNR workforce had put down there tools to watch and at 15:50 hours on 26th July was started for the first time with very black clag emanating from the exhaust and after just a few minutes running shut down to check all was well.

47596

47596 was brought out of winter hibernation and the engine was run up to check all still well.
After the ETH jumpers and sockets had been refitted at both ends. The ETH on button was pressed with the white ETH indicating light stayed on.

47367

Work on re-connecting the water, air, oil and exhausts systems is progressing well with the water and oil pipes that had been removed having being painted while out. In other areas of the locomotive work has included the re-connection of pipe work from the triple pump that was removed to allow welding of the main vacuum pipe back into the floor which had been gas cut out by Toton when 47367 under went a supper E-exam in 1997 when the vacuum brake system was isolated from the air side of the locos braking system and being the one of the last done had the lest work carried out. The power unit itself has now been filled with flushing oil to test the power unit before changing it for new oil. The battery sets that were removed last year have been refitted to the loco with the weakest cells swapped for stronger second hand ones then reconnected and charged. Half of 47367 original set have been swapped for a stronger half set due to problems with been able to hold a full charge. The set of batteries in 47367 now appear to be in good order and only drop 1 volt from when under load when running the triple pump.
Vacuum has been slowly pieced together with tracing of the wiring for RAVV (Restricted Application Valve Vacuum) or more commonly known as a Triple Valve and XCV (Exhauster Choke Valve). Original wiring was tested for community as the other end comes out into a terminal box next to the generator and is some 10 meters down runs of conduit. Other bits have been the reinstatement of the flap valve on the FV4 train brake valve at number 2 end that enables the driver to destroy the vacuum train pipe and along with vacuum bags with pipe work from behind the buffer beam. 47367 was the second from last to have a super E-exam at Toton for Freightliner and received less invasive approach to removing wiring and pipe work compared to earlier examples which had triple pump relocated to where the vacuum exhausters once where.

47596

Work on the bogie, which was removed from 47596 number 1 end, has progressed well with middle traction motor been removed and a replacement fitted before the spider was reunited to the bogie. Painting has been completed and is due to be put under number 2 end with in the near future. Also work on refitting of ETH jumpers and sockets after existing and replacement ETH parts had been refurbished with replacement parts fitted as required.

47367

Work on the repair of the engine block moved a step closer with the removal of the 'B' side air inter cooler, to enable the removal of the turbo charger which was lifted out of 47367 through the small opening in the roof above which it just fits through. Once removed the problem area became accessible. When the water pipe had been removed a row of nuts that bolt the gear case to the top plate of the engine block together were found to be loose along with the gasket between the water pipe above which is part of the main cooling circuit and top plate's water jacket. Once bolted up the engine block was filled with water to 5 p.s.i. with no leaks, so the process of replacing the turbo and intercooler back was completed in the weekend.

47596

Work on the bogie, which was removed from 47596 No1 end, has progressed well. The spider has been removed to enable the middle defective middle traction motor to be swapped out. Painting of the inaccessible parts of the bogie were done first.

47367

Engine work has progressed with pressure testing the water jacket on the engine block and has proven that the work carried out on the top end overhaul has shown that the line seals are ok on all 12 liners. Rocker arms have been fitted along with oil lubrication and high-pressure fuel pipes. Painting of water pipes associated with cooling system is well in hand. Painting still carries on when willing hands and weather permitting.

Preparation work has been under taken to allow the removal of the turbo. This will allow work to be carried out to cooling system pipe work below which is inaccessible outherwise.

47596

As planned 596 under went a bogie swap at Tyesely between a very cold Christmas and New Year. The logistics of which came from 16SVT Society for lifting 47596 and Tyesely Railway Museum for providing covered accommodation in the King Shed.

Work started on the 29^th December and first on the list of jobs was to change triple pump contactor WPC 2 coil that had become defective. Once done 47596 was started up, and once ok was moved under its own power into the King shed via the turntable. Once in the shed the MFD lifting gear was set up and run up to full height without the loco being involved to ensure a trouble free lift. Once the safety lugs were tied back and traction motor cables discounted it was end of Day One.

Day two: 30^th December was another cold day (below 0 ^oC) and once the lifting brackets were fitted with MFD lifting checked, 47596 was lifted for the first time since 596 days at Crewe DMD which saw 596's good bogies being swapped for bogies with defective traction motors off 47721 & 47791. Once in the air it became apparent that the No1 end would not lift high enough to roll out the old bogie and roll in the replacement, so some large timbers were sought and after a successful foray for more hydraulic oil the lift continued. The No1 end was lowered onto the timbers between the bogie and loco to gain height once No1 end jacks had been raised by aid of more packing. Lifting continued and the No1 end bogie was then able to be rolled out. As it was it was below 0 ^oC with the motack on the stiff side, the assistance of 13029 (08021) was called upon to drag the bogie out and push the replacement back in. Once back down it was late in the day but it'll be well worth the effort.

Day three: 31^th December was another day with the arctic conditions, but all that was left on the agenda was to reconnect the motors and re bolt the bogie safety lugs back, then test the traction motors. 47596 was started up with only 2 traction motors connected up. But due to dampness in the TVAVR modules the auxiliary over voltage breaker had tripped out on the TVAVR cubicle. With the problem persisting the TVAVR modules were removed and placed in a dry warm place to dry out. After an hour the modules were replaced and restarted. Once the auxiliary voltage had been checked 47596 was left to run to enable the rest of the loco to dry out before checking the motors that were connected up. Whilst having lunch 47596 had shut down with CCB2 tripped, a good sign of a possible earth fault that was later traced to the AWS back box, which the AWS unit bolts into, so 47596 was moved by hand on to the turntable that could just fit a class 47.

47596

Work progress well with 596 with the gremlins been ironed out with braking system having some relay valves sticking etc. Main problem was with the No.2 end bogie leading brake cylinder only showing 20psi! This was due to a split rubber seal inside the brake cylinder so was duly changed. Further testing proved that 70psi on both bogies on straight are brake but train brake side still caused problems. This was due to a feed cut off valve being stuck and was changed which relived the problem, which also meant that control air was also available. With the ability to move and more importantly stop one of the traction motors was connected up and on 5th of November 47596 moved under its own power since she was switch off in the spring of 1999. With four traction motors contacted up a 596 traversed the short siding.

Bodywork has continued with No1 end has been completed with all ETH equipment including jumper cables have been replaced and reconnected. Refurbished marker lights and taillights have been fitted. The buffer beam pipe fittings have been have been painted with No. 2 end receiving same level of attention. The body sides have been patch primed to prevent further corrosion. The internal work of No. 1 end cab has restated with the ceiling being rubbed down and undercoated. The two cab door windows at No.2 end, which had hardboard fitted temporally for the past 2 years have now been replaced with glass pains.

47367

Overhaul of 367's Sulzer 12LDA 28-C power unit has progressed well. With the arrival of the new Nylon fret bands the remainder of the liners were removed. With Weybourne shed space at a premium due to construction work still being carried out 'A' bank's liners were put back in once PTFE Gortex jointing tape had been sourced. This is to insure a good joint is made with the 25 year old liners & the 40 year old engine block along with the joint ring.

The dismantling of 'B' bank was then able to start with heads & pistons being removed to enable 'B' banks liners to be pulled & removed. Once cleaned & lapped 'B' banks liners were reunited with 367's engine block then pulled down. Marks on cylinder block top plate & liner outer top edge aided with the process of positioning the liner to allow for valve clearance recesses in the top inside edge of the liner.

'A' bank's pistons were reunited first followed by 'B' bank's pistons and the mammoth of job putting all 12 big end bottom cap's up began. Next of 367 engine parts was the cylinder heads of 'B' bank, with 'A' bank next. All mating faces of Cylinder block top plate, liner joints, and cylinder head joints were lapped before being reassembled. Air intake was offered up and checks to ensure that 367's cylinder heads lined up were performed before the cylinder head nuts were tightened down the specified amount.

47367

Vacuum brake equipment re-installation has started with air/vacuum translation pipes & relays.

47596

Following the first startup in October 596 engine has been run on several occasions with no obvious problems to date. Work on the air system has progressed with problems with the control air side been resolved. No.1 compressor has received some attention and has yet to been tested. Work on painting the spare bogie has progressed well and is intended that a bogie swap is to be undertaken.

47367

Top end overhaul has progressed with "A"'s bank heads, with liners & pistons being removed. Liners will be refitted when new fretting rings are delivered. The prep work to disable "B" bank has reached an advanced stage. The auxiliary engine room has progressed for air ducting for forced air cooling through the traction motors. In addition these have been reassembled with the fitting of new leather joints. This will now allow work on vacuum equipment to progress.

Vacuum brake equipment re-installation has started with air/vacuum translation pipes & relays.

47596

Following the first startup in October 596 engine has been run on several occasions with no obvious problems to date. Work on the air system has progressed with problems with the control air side been resolved. No.1 compressor has received some attention and has yet to been tested. Work on painting the spare bogie has progressed well and is intended that a bogie swap is to be undertaken.

47367

Top end overhaul with 4 heads have been removed on A bank along with pistons & liners. With most of the replacement parts have been sourced for the top end overhaul.

47596

Loco was started successfully for the first time at Tyseley on Saturday 23rd at 12:39pm. Taken out of traffic in March 1999, 596 fired up at the first attempt & apart from initial plume of clag she ran with a clean exhaust. After the initial run which lasted for 40 minutes the power unit was checked over, all seemed to be in good order. For the second start up fuses for auxiliary equipment were fitted & ran the engine for 90 minutes with only No.1 Compressor ran but was unable to produce any air affectively.

Thanks to all persons involved for the help with getting 596 this far.

47367 Update.

Due to 47367 undergoing a full top end overhaul to replace liner seals & corresponding top join seals on all 12 cylinder. With also auxiliary room partial refurbishment before reinstatement of vacuum equipment as a result 47367 will NOT be taking part in North Norfolk Railway Diesel Gala on 2nd - 3rd October.

North Norfolk Railway Diesel Gala

The North Norfolk Railway has confirmed there Diesel gala is to be held on 2nd - 3rd October and not that has been advertised in some quarters magazine for 3rd - 5th September which is North Norfolk Railway Steam Gala which has 1 diesel diagram.

47367

47367 still currently based on the North Norfolk Railway was successfully restarted in late April, following the rectification of 367 earth fault. However oil pressure problems still persisted and in late May with lub oil system with pressure switch / gouge had been checked. 367 was restarted and managed to increase lub oil pressure after running for over 6 hours which had not been archived before. An Lub oil sample was taken so we could hand 367 over to NNR's operation department for a few crews to start driver training. How ever another problem came to light as a direct result of the sample from 367's main lub oil system that found to have water contamination. This problem has been traced to A3 liner seal leaking as well as the transition seals on the top of A3, A4 and B3. The job of replacing the parts is not that expensive, but will require some very involved work. Checks on the loco's bearings are also underway due to higher than normal metal content in the oil. This indicates bearing wear so Thrust and Main bearings have been checked and found to be OK. This leaves the big end bearing shells to check how.

After the repairs are complete, 367's air system to be checked  work passenger trains on the North Norfolk Railway. A further task will then be the reinstallation of her vacuum braking equipment - although this remains in the "pending" tray just at the moment!

47596

This report is reprinted from the recent issue of our magazine "Silver Roof" (May 2004)

The position regarding 47 596 remains very much as it was at the last update. We are still waiting to gain access to the Tyseley wheel drop. Problems with the wheel sets of "Rood Ashton Hall" have been the main cause of the delay. However, it should be put back together fairly shortly, freeing the wheel drop for the "King" and then hopefully 47 596.

Working parties have been organised for most weekends and progress has been made in replacing many of the missing items, including engine room instruments, main air solenoid valve, water fill connection to triple pump, compressor filters, triple valve, five missing air / vac valves, and engine governor.

The batteries have all been removed, cleaned and topped up. The main oil filters have been inspected and the good news is they were free of any nasty foreign material, which suggests that the bearings in the power unit are OK. The triple pump has been inspected, freed and cleaned, and this too appears OK.

On Sunday 2nd May, courtesy of 50 050, we borrowed their battery charger and put our batteries on charge for the first time in about five years. It has to be said that the first indications are not good as they did not appear to want to take a charge. However, we were advised not to give up and so another attempt will be made in the near future.

One spin-off from charging the batteries was that we were able to try out the lighting circuits, and sure enough, one by one, they came on. First the compartment lights, then the tail and marker lights and finally the headlight. As the light of day faded, the sight of 596 illuminated for the first time since 1999 gave us quite a boost. One small step for man, as they say! Let's hope greater things follow.

47367

47367 was successfully started at 19.50 hours and run for 10 minutes before the engine was shut down. This was to enable checks to the Sulzer 12LDA28C engine block be carried out, this was primly to ensure that the main bearings which were fitted in the late summer/autumn had not run hot ect As no obvious problems were found 367 was started up for the 2nd time at 20:47 and run for 90 minutes at NNR running shed at Weybourne. Although it had been hoped to start the locomotive on Saturday 20th, this was not possible due to the generator requiring further cleaning/attention. As acceptable readings for a start-up were subsequently obtained. Unfortunately therefore only two members (Andre and Bob Tyler) plus Ian McNally, the North Norfolk's operations manager, who lent assistance, witnessed the event! !

47367

47367 Moves over North Norfolk Railway Metals for the first time by resident Sulzer Type 2.

47596

On March 17^th 47596 moves from Crewe DMD for the first time in 4 years but 0Z47 only makes it to Stafford CCE sidings with brake problems in the Fragonset convoy with 45112 going L/E to Birmingham. 4 days later 47596 carried on its eventful journey and 0Z67 makes it to Tysley journey's end for the time being.

47367

47367 was loaded on the 05^th and began its 3 day voyage across 7 counties to Sheringham (Norfolk) on the back of a low loader. 47367 reaches Sheringham and is successfully delivered on to North Norfolk Railway metals by 16:30 on the 7^th.