July began as all months do with a small hitch. At the beging of the month the handbrake for No.1 end was found
to be jammed on. The upper gear casing was checked and lubed, then the lower gearbox was checked and lubed.
Then the universal joint above the bogie was next, which proved that the fault was within the front mechanism.
This was removed and inspected and was cleaned and was found to have been wound off too tightly, which had
caused it to jammed. The one on the spare bogie was removed as a possible replacement but in the event
it wasn’t used. The original was freed off and has now been fitted with a rubber washer on one of the surfaces
to stop it from jamming up again. During August 47367 had a failure to start. It was found that one of the
battery cells had died and the cell was replaced but proved to be no better so the whole set was strapped out
(by-passed) and 367 started. After a few hours running and shutting down all cells were checked and found to
have poor voltage readings. Three days later 47367’s 51st birthday and she was presented with a brand new set
of batteries – Happy Birthday and starting issues resolved. The old set dated from 2004 when 47596 was made
opperational for the first time at Tyesely with the set being swaped with 47367 back in 2010 as 47596 was
undergoing a engine overhal with 47367 being made ready for traffic for the NNR at the time.
Into September, and preparations for the diesel gala included slack adjuster and handbrake linkage greasing.
During the gala itself Kenny failed to take power from the No.2 end cab, but by the time they went
to look at it the fault had resolved itself. The rest of the weekend ran as advertised with no more issues.
After the MNR autum gala weekend work began in earnest. The ammeter gauge in the No.2 end cab was
found to be sticking. This was removed and cleaned, and flaking paint was found to be the culprit getting
under the needle. The roof drains from the radiator compartment were unblocked which allowed the
errant radiator element that had been leaking to be identified and was changed. Whilst working at this end
the chance was taken to fix the hinges on the Serck shutter panels.
October continues very much in the same vein. The roof drain on the other side that was totally
blocked was next to be cleared, and hinges were repaired on those shutters.
The main generator was next in line for the paint brush with all the covers cleaned and painted and
the air filters replaced. Perspex inspection covers in the auxiliary room were removed, fitted with
new bolts and replaced with mastik to seal, an engine hours clock fitted, the battery charge rectifier
cleaned and the cover straightened out. An investigation was conducted as to why only half the
engine room lights worked. This was eventually traced to the time out switch fitted frim its Freightliner days.
There are two switches, one times out after 15 minutes and kills half the lights, the other turns the rest
off after 30 minutes. The 15 minute relay had jammed – hence why half the lights didn’t work. The month
ended with a good cleaning session – this centred around the fuse covers and light covers before replacing
all of them.
Essex returned to Carnforth on 29 June for a B exam and compressor change and was fitted during the first
week of July with work commencing on the B exam. With a shortage of vacuum braked locos at Southall meant
a very quick turnaround for 580, and the following week she was despatched back to Southall to take up various
railtour duties mainly involving steam engines. During the latest period at Southall very few issues arose.
A brake fault reared its head on a return trip from Bristol, the problem being put down to a driver’s FV4 #
brake valve. With a replacement FV4 valve curing the problem and 580 was back in use the following Saturday.
During September a blowing cylinder head was discovered on the engine. This head was isolated and 580
soldiered on using 11 of her 12 pistons, but another blowing head was found during October so 580 return the
loco to Carnforth for attention. The problem has been identified and it appears that the supplier of the soft
iron rings used a laser to cut them out, and the heat generated by laser cutting the rings has caused the metal
to harden so that they are no longer soft. The original rings were stamped out, so very little heat was generated
and the metal stayed soft and therefore compressed more when the head was tightened down. This discovery of this
will mean that all 12 heads will need to be removed and replacing as new soft iron joint rings were fitted to
all 12 heads when 580 topend overhaul was carried out. So I it will be well into the New Year before we see 580
back in action.
Aldeburgh Festival has enjoyed three months of good reliability with virtually no major engineering issues.
The only problems that needed addressing were moisture in the air control system and resetting of the brakes.
Moisture in the control air system causes the control air which should be 75 psi to build up very slowly.
This valve has been dismantled, the moisture removed and the valve reset.The brakes required resetting after
they caused overheating by rubbing on the No.1 wheel set when no brake application had been made by the driver.
Apart from normal checking of fluid levels and draining of the sumps nothing has needed repair. Let’s hope it
keeps that way with the busy Santa season coming up. Both our locos at Dereham will need antifreeze added to
their coolant to prevent freezing up during cold spells as 596 was required over the MNR's Santa season in December.
47367 has by and large been fully fit and available for traffic. During this period a few niggles have
appeared that required more than one bout of attention. The pilot valves from under the power desk have
been stripped and cleaned after problems with the regulating air supply and found a cracked casing in the No.1
end valve which has been replaced. The valve in the No.2 end became seized but a strip down and clean made a
repair was possible. During early March the slack adjusters for the brakes needing unwinding, but due to the
small size of the fitted brake blocks they decided to self-adjust. This caused brake binding on the number 2
end bogie which ended with fitment of new brake blocks. April began with use at the railway’s Spring Diesel Gala
with no problems reported on the first day it was the last trip on the Sunday when a regulating air issue reared
its head back to the valves again. The next small issue was the driver’s side window washer on the No.1 end.
With the pipe from the pump had developed an air lock. With the pipe trimmed and refitted working order was
re-established, only for the muck at the bottom of the washer bottle to be sucked into the pipe needing another
strip and clean. A couple of weeks later the pipe itself gave up and split, needing replacement.
Other work carried out during this period included fuel filter sediment bowls being emptied and cleaned,
and traction motors being checked for Motak levels and topped up as needed with seven tubes used.
The engine room side doors have some attention required to the bottom of the door aperture with rust and dirt
that had collected under them cleaned out, so you don’t have to kick them to open them. Another replacement
BIS cord has been fitted due to the last one being pulled too hard and breaking. The batteries have been
checked and voltage charge checked, coming in at 108 volts. Also during the period 25 litres of engine oil were
added to the sump first top up this year, and all brushes checked on smaller electrical machines, compressors
and traction motor blowers. The brushes will need replacing shortly. The handbrake universal joint has been
greased to ease movement, and the cab heater switch in No.2 end replaced due to being stuck in “on” constantly.
“Essex” returned south to Southall at the end of March and was soon put on a charter working from Euston to
Crewe with 47245. The loco has performed impeccably during the period under review and there have been no real
Work continued to prepare the loco for the fitting of B1 cylinder head and the replacement roof section.
We were working to a very tight schedule as the loco was required to work at the MNR Gala at the end of March.
The lift was planned for 11 March, which gave us around three weeks to complete the work.
Using the usual Hiab lorry we refitted the B1 head, making sure that all the necessary gaskets and washers
were in place. This went without a hitch, so we were able to turn our attention to the main event the fitting
of the refurbished roof section ex-47791. New rubber seals we fitted to the top of the body sides and also
fitted the large air tank to the new roof – easier to do this before the roof was fitted to the loco.
With the roof horizontal we started the lift. We positioned the roof onto the body sides and, as expected,
the roof radius had slightly different dimensions to those of the loco. We had a gap of 20mm between the roof
and the body sides, so the roof was bolted down on the field divert equipment side (A side) of the loco as the
bolts on this side had to be accessed from the outside through the inspection hatches. On the B side the bolts
are accessible from inside the loco, so we were able to use clamps to pull the roof down.
Further sealing took place both inside and out to ensure there were no leaks. Next the control air receiver
was fitted fitted the to the bulkhead and connected the air pipes to both the tanks. When we pressure tested the
tanks the control air tank was found to have a small leak around one of the welds: this tank had to be removed
and another spare tank cleaned, painted and refitted. Painting inside the boiler compartment continued
and the almost-complete compartment looks very smart and is watertight.
With the Spring Diesel Gala approaching we turned our attention to completing the work on B1 head.
The first job was to refit the sections of the water rail and fill the system to ensure we had no leaks.
After filling we left the system full for two days, but when we returned alas the header tank had dropped.
We investigated and found that one of the water gaskets had a small leak. This was on a section of rail that
we had not removed, and this meant that all the water rails had to be removed and resealed using a thicker gasket
material. The system was then refilled with no leaks this time, so we could set about tightening down the
head bolts. With this done all the exhaust sections were refitted to the engine, together with the rocker box,
push rods, fuel and lubricated pipes. The engine was restarted on 27 March with no issues, and 596 made the
MNR spring Gala with three days to spare. After the gala attention turned to the Automatic Warning System (AWS),
with the suspected cabling between the two cabs had been damaged by water ingress and these cables had not been
repaired when we sorted out the other fifty or so cables that were damaged. This indeed turned out to be the case,
and so four cables were repaired. Further problems with the Baldwin valves and air horns were found; replacement
parts were sourced and fitted. Further testing took place and the AWS in 596 now works from both cabs.
Other work completed have been fitting of refurbished light fittings in the boiler compartment, Replacement vacuum
hose No.2 end, Replacement rocker box cover to B3 head, Top white NSE line repainted, Orange line painted on the new
boiler room roof section and a final external coat of Silver Grey on the new boiler room roof section.
During December some work was undertaken firstly the coolant system had 5 gallons of anti-freeze added.
The windscreen washers at No.2 end are now operational, and both cabs have benefited from a good clean out
in the space under both control desks. The No.2 end cab has received a modification of drilled holes above
the buffer beam to release the water that had collected there. Over the week of Christmas / New Year more
painting taken place in both cabs and the engine room. Over the weekend of 2nd and 3rd January the loco took
part in the winter gala, performing faultlessly. Other work taking place during the month included the addition
of new chains for the main res air pipe and coupling chain at No.2 end and adjustment of the slack adjusters
on the No.1 end. February turned out to be a quiet month, with just one small hitch on Valentine’s day when
the second man's window was opened at the No.1 end. This jammed when it reached the bottom and after removal
of the cover it was found that the framework had caught on the end of the bolt affixing the builder’s plate
to the side. With the bolt removed and shortened an easy fix was done.
November saw the blowing head on B1 cylinder was replaced along with the other 11 heads re tightened,
the loco was tested and all appeared to be OK. The axles have been retested, and a UAT certificate has
been issued: this is valid for another three years. Auxiliary compartment internal lighting was repaired.
Due to shortage of vacuum-braked locos in London 580 was dispatched to Southall in early December and worked
several charters. During a Southend to Salisbury charter a line side vibration detector picked up a reading
from one of 580’s wheel sets These are normally triggered by a wheel flat. 580 returned to Carnforth on 23
December and after the wheel set was examined and a flat was found. Wheel flats can sometimes be rubbed out
by the brake blocks, but if this does not happen then the only course of action is to visit the wheel lathe
to re profile the tyres. Other work carried out on 580 has included: Checking batteries and topping up the
electrolyte levels, Checking screen washer bottles and Unblocking floor and radiator drains.
“Aldeburgh Festival” worked all of the Santa specials in December without any real issues, but during
the diesel gala a strange wheezing noise could be heard coming from one of the heads.
Investigations found that the head that had been blowing in February 2015 had started to blow again,
this time from the inaccessible side. It is impossible to tighten the back four head bolts without removing
the exhaust and water rail. As this head had given us problems before, it was decided to remove the head and
replace the soft iron ring which forms the seal between the liner and the head. 596 was withdrawn from traffic
at the beginning of January and work started to remove the head and the boiler section roof.
The loco’s coolant was drained and retained as it contained antifreeze, the exhaust sections were removed,
and this was followed by the water rail. With the head bolts exposed they could now be undone, and it has to
be said that they were not very tight. The head was then ready to be lifted out of the loco.
Work commenced on removing the boiler roof section, and the bolts holding the roof in position proved to be very
difficult to get out particularly the inaccessible on the far side behind the fuel tank and field divert resistors.
By the end of January we had a Hiab to lift the boiler room roof and B1 head from the engine block.
Once the roof had been removed this exposed the corrosion to the top of the body side and bulkhead.
It was not intended to put the replacement roof on, as we had several weeks of remedial work to carry out
before this could be done. However the new roof was given a trial fit in position to make sure it fitted and
that the fixing holes lined up. During the month of February work has continued on drilling out and tapping broken
studs, corrosion removal, repairs to corroded metal sections, cleaning buss bars and field divert resistors,
and painting bulkheads and pipe work. Other work carried out on 596 during the period includes:
Re-piping and reinstatement of the driver’s and second man’s window washers, Replacement Driver’s windscreen
wiper motor fitted No.2 end, Replacement Second man’s windscreen wiper control and washer button No.1 end,
Radiator drains cleaned out, No.1 compressor spirex valve changed.
July begin with the replacement pipe to the triple pump was fitted but fared no better than the one it replaced.
In the meantime a new pipe had been sourced and this was duly fitted. A new panel has been fabricating a to
cover the missing panel in the No.1 end cab that covers the water bottles. 367 underwent its FTR (fitness to run)
exam. All 6 traction motor gear cases were topped up with Motak. Next on the list saw the No.1 compressor head
removed to investigate its apparent inability to make air with nothing amiss it was reassembled, but further
investigation discovered a problem with the crankcase butterfly valves and with these replaced it runs a lot
better and also is using less oil. August began with a regular job – this time it was B5 cylinder that needed a
replacement fuel pipe. The aforementioned triple pump pipe gave up the ghost and flooded the auxiliary room with
oil along with the run off tank. This was when the new replacement pipe was installed having being already been
sourced. The primary fuel filter sediment bowl had become blocked and was duly cleaned out and refitted.
September, and more of the same. The external run off pipe for the bed plate drain came adrift, needing the
fitment of replacement metal joints. A problem with the No.2 end straight air brake valve not releasing was
traced to the valve sticking which then jammed the valve in the open position. The second weekend of the month
saw the railway's annual autumn diesel gala take place, and 367 performed once again without any real issues for
all three days. The only work needing to be done during the rest of the month was the cleaning of the comms and
inner casing of the No.1 vacuum exhauster which had been noted arcing at times. With the weather starting to take
a turn for the cooler side of the thermometer 367's batteries needed attention. Over a weekend all the cell
terminals were cleaned and the batteries given a good overnight charge with starting taking place as per normal
the following day. It was during this weekend that the wiper blades on both cabs were exchanged.
The rebuilding of 580’s power unit commenced during August. Liners, pistons and heads were fitted back
into the engine block. By the end of August all 12 liners had been reinstalled, Pistons lowered back in
along with the bottom bearing caps being refitted. Next the cylinder heads where refitted and the head
nuts had been torqued down. The water rails that carry coolant to the heads were then connected and the
engine was filled with water and pressurised – this is to check that the new liner seals do not leak.
With no leaks were found, and so the engine exhaust sections could be re-fitted onto the heads and reconnected
to the turbocharger. These exhaust sections have been re-lagged as the old lagging was in
poor condition. The rocker arms, push rods re-fitted and the the fiddly job of reconnecting various oil pipes
back up. The opportunity was also taken to replace the 12 injectors along with the engine lubricating oil filters
were renewed and fresh oil was pumped into the sump of the engine block.
After running the triple pump for long periods to ensure that the lubricating oil was reaching all the critical
points the engine was successfully restarted at the begging of September. To bed in the new piston rings 580 was
used to heat coaching stock for a few days. All appeared well and “Essex” was sent on a test run to Crewe on
11 September. All went well, with the engine block but the following day a vacuum brake fault between the two
locos meant that 580 was left at Crewe. It did however work the ecs back to Carnforth on the Sunday.
The following week it was used on more carriage heating duties, and during this period the triple pump motor
burnt out and needed replacement and this took another week to sort out. On 3rd October 47580’s first revenue
earning duty took place with this being load 11 plus a dead 57 on the back.
During this weekend reports came back saying that the engine was sounding very rough, and returning to Carnforth
it was discovered that some of exhaust system had worked loose. Also, A5 head was leaking exhaust gases between
the liner and the head. October has seen a B exam completed with traction motors inspected and greased,
Cannon tubes inspected and greased, tyres measured and profiles checked.
A fault with the compressed air starting system was identified as a leaking air control valve. This valve should
not allow compressed air to enter the main air system until the pressure has reached 55lbs per square inch.
When the valve was taken apart a damaged seat was found to be the cause of the leak – a replacement valve was
fitted and the problem was solved.
47596 arrived back from its ill-fated trip to the North Yorkshire Moors none the worse for its main line sojourn.
With the summer season not much requirement with a some driver experiences, engineering and Sunday Dinex trains
kept the locos in use. No major issues were reported until mid-September when it was noticed that on start up
a few flames could be seen coming from between the head of B1 cylinder and the liner. Examination revealed that
the joint between the liner head and engine block was blowing, and this came as a surprise as it was the same
liner that we replaced back in March. Investigation showed that the leak was on the air inlet side of the head.
The head bolts on this side of the head are accessible without removing the water rail and the exhaust.
To access these bolts the rocker arms and oil pipes were removed from B1 head. We then used a socket and
1-inch extension bar with a torque arm to tighten the bolts up to 750 lbs per square inch. Having tightened
down the head nuts reassembly of the rocker harms and oil pipes. The emergency fix seems to have solved the
problem, but in the short term only time will tell if we need to strip off the head and withdraw the liner again.
“Kenny Cockbird” has remained serviceable by and large, with the usual small niggles
associated with a working engine. March began with some small fixes, namely the
flexible fuel pipe for cylinder B2 having to be replaced due to a fracture. The
outside pull cord for the BIS was also reinstated. From 16th to 20th 367 was engaged in working
an engineers’ train from Wymondham which – when fully loaded – totalled nigh on 900 tonnes.
Kenny behaved impeccably for the full five days. A week later it was the Spring diesel gala
where 367 worked five trips and a token runner trip, only failing on the final day.
The problem was traced to the No.1 end traction motor blower not working which had blown
the feed wire in the relay cubicle this was trimmed back and re-jointed.
In April the control air was found to be going off the gauge. Normally this works at 70psi, and an
adjustment to the control air feed valve was all that was needed. Into May, and a continuation of odd
jobs being done, the feed cut off valve was exchanged as it had burnt out a coil yet again.
The parts missing from the 3rd field divert which have been missing since its days being stored at
Basford Hall in Freightliner days have been sourced and refitted. The main generator insulators cleaned
and a continuation of the No.1 end cab repaint. On 23rd to 25th 367 took part in the 80s diesel gala where
it worked five trips on the first two days. On the third day it failed at Yaxham, needing to be pushed by
45133 to Thuxton where the Peak run round. The failure was caused by an air governor fault.
June began with a split fuel hose, this time cylinder A1. This was replaced and another water leak was
traced and repaired by tightening the banjo joints. A modification to help monitor the fuel gallery run off
has been carried out as per 596. Following on the back of this was another oil leak, traced to the rocker
feed pipe on A2. A replaced drop light bar in the No.2 cab also required attention.
During the last weekend of the month oil was found in the rain water collection tank under the auxiliary room.
Inspection found a split hose on the feed to the triple pump. A replacement pipe was found and fitted.
Essex returned to Carnforth at the beginning of April, during the next few days at
Carnforth it was evident 580 was losing coolant when the engine was cold. With the
engine side covers removed it was apparent that at least five engine liners were also
leaking with the only option was to withdraw the loco from service and decide what to
do about the repairs. With so many liner seals leaking the only way to ensure a satisfactory
repair was to replace all twelve liner seals, and this entailed a complete top end overhaul.
Work commenced in June and good progress has been made. The following parts have been removed
with 12 cylinder heads, 12 big end bearing caps, 12 pistons and 12 liners.
With all the major components removed the next job is to measure and inspect to components
which took place, and as expected it was not good news. All twelve pistons needed the ring groves
remachining along with new piston rings being fitted. Five liners were in scrap condition: four of them
had very bad erosion around the sealing grooves and one had two very deep internal vertical grooves.
Kev Cook has agreed to carry out this work on our behalf. The OMTR recorder has been returned to
Arrowvale to have a new internal battery fitted.
A refurbished engine liner which was fitted back into 596’s power unit on 19 March. This was followed
by the piston and the head, and with all of the heavy items back in the loco the head bolts were then
tightened. The water rail, exhaust and air manifold were then fitted to the power unit. The engine block
was then filled with cooonlant and pressurised – fortunately no leaks were detected. The new engine oil
arrived and was put into the power unit. Next the triple pump was run to ensure oil flowed to all parts
of the engine. Flowed by the next task of fitting of the engine side covers and the engine restarted.
With no problems arising. 47596 returned to traffic on 27 March, which was the first day of the MNR gala.
Other work carried out during the period included the following: New clamp fitted to the traction motor
flexible duct on No.2 motor, replacement firing head fitted to CO2 bottle in the engine compartment,
No.1 traction motor contactor tips changed, DSD bottle valve changed (Faulty coil), A1 A2 pump cover repaired,
Speedo failed fault traced to the magnetic sensor replaced, Ultrasonic Axle test carried out, All Traction motors,
cannon tubes and axle bearings greased, Motac purchased and gear cases topped up.
47367's 50th BIRTHDAY CELEBRATION
Some of you may be aware that a milestone birthday is in the offing.
To celebrate this the Mid Norfolk Railway is planning to use 47367 during their "family fun day"
on Saturday 15 th August. What is looking likely to be a 100-mile running day will start with the 09:30
departure from Dereham.
Dereham departures are 09:30, 11:30, 14:30, 16:45 & 19:30
Wymondham Abbey 10:30, 13:00, 15:45, 17:45 & 20:30
We would like as many of you as possible to support this event.
During November the cab instrument panels were removed to gain access to the
bulbs and bulb holders that illuminate the instruments where replaced for new
ones in number 2 end with only a couple of bulbs required replacing in number 1
end. On the second weekend in December 47367 stood in for 47596 on the Santa
specials with 45133 on the other end providing the ETH. The loco worked three
round trips powering in the Dereham direction with no faults reported 596 was
back in action the next weekend with the next outing being the Christmas gala
on 27th and 28th December. The loco performed without fault on the Saturday, but
the Sunday was not to be the same. Leading a pairing with 47596 when 47367
suffered an engine shutdown after leaving Thuxton, having to be pushed to
journey's end at Wymondham. At Wymondham both locos were run round, and with
367 now "dead inside" the train returned to Dereham. A later examination found
a damaged return power feed wire from the Engine Run solenoid. This resulted in
the wiring to and from the Engine Run solenoid and Load Reducing solenoid bring
replaced from the engine governor. Into 2015 and a replacement overhauled
hydrostatic fan control unit was fitted which has cured the oil leak. A start
has also been made on the repainting of the No.1 end cab panelling with three
panels removed, rubbed down and primed with a few coats of green primer and
grey undercoat. Two weeks later a job well overdue was cleaning underneath the
main generator set. On the weekends of 24th and 31st 47367 was employed on
engineers trains on the railway without incidents. More gremlin chasing
towards the end of January which initially the fault was traced to an issue
with the engine run circuit, this repaired 367 would now start but not take
power from the number 2 cab. Further digging in the control cubicle found that
the one of the "H" blocks that hold the shaft on number 2 start contactor had
broken, this resulted in the shaft allowing the auxiliary contacts to only make
in one direction and not make to make in the other allowing you to start the
loco but not allowing power to be applied. The "H" blocks were replaced in both
start contactors as a precaution.
Only a few issues for this period following the wheel set change 580 went to
Tyseley for tyre turning. The number 6 wheel set was re profiled to match the
other five wheel sets. The Loco returned to Carnforth and was soon returned to
traffic. Only one minor issue has been dealt with in the period, the oil seal
in the engine governor has been replaced. Essex has been out-based at Southall
from February to March.
47596 has worked the majority of Santa specials for the MNR top and tailed with
45133. The loco failed once when the overspeed trip operated at Wymondham, the
loco and train being pushed back by 45133. At Dereham 47367 was scrambled and
took over the diagram. The over speed trip was reset and the loco resumed her
duties the following weekend. During January while carrying out pre-starting
checks it was noted that the water header tank gauge had dropped from full to
three-quarters, and the following week it had dropped from three-quarters to
half. Checking all the water pipe joints and radiator elements no leak could be
found, and this led to an engine oil sample being taken and send it off for
analysis. Three days later the results were received, and the news was not
good, the advice was "Oil critical - immediate action required". The oil
contained 4.8% water. We therefore removed the engine inspection covers. "A"
bank showed no sign of water ingress, but unfortunately when we looked at "B"
bank B1 liner showed a steady amount of coolant entering the oil, made a lot
worse when we ran the triple pump. The loco was pulled from traffic and
unfortunately the previously scheduled 100-mile running day was cancelled. This
was devastating news as the all the liner seals had been changed in 2010, and
also had an oil change and the the new oil put in to 596 three months earlier
was now contaminated and would be of no further use. The only good news is that
B1 liner is at the free end of the engine, so it is one of the easiest liners
to take out. Work commenced immediately and drained out the oil and water from
the engine, after which the removed the water rail and exhaust sections which
allowed us access to the head, piston and liner. The big end bearing cap was
removed and the nuts holding down the head were undone. The head, piston and
liner were now ready to be removed. Using a Hiab crane we removed all the items
from the engine on Tuesday 10 March. With most of the parts required where to
hand and a new liner was fitted using the same Hiab again, piston was lowered
back in and head lowered back into place and head nuts toqued back up to the
prescribed 800 lbs/ft. Big end was put back together along with the rocker arms
and lubricating oil pipe work was refitted. Next was to fill the cooling system
and leave over night and check for any leaks. Next the new oil arrived with no
sign of coolant from any of the liner seals the new oil was put in the engine
of 47596 and after the oil was primed around the system was started up and made
the MNR's diesel gala on Friday March 27th.
During July attention was turned to the bogies with the "J" bolts from the
brake return springs all either being welded up. All six traction motors have
had their pick-up faces cleaned. During August the lower long range fuel tank
was rein stated as it has a reliable external working gauge. Triple valve has
been replaced as this as it was possibly suspect braking issues. Also some cab
footsteps have had some bolts some bolts replaced. The loco's first working
test run took place on the 24th taking 31235 to Yaxham for
insurance. A week later 367 starred in the autumn diesel gala and promptly sat
down during the run round at Wymondham on its first trip out. Upon return to
Dereham the feed cut off valve was discovered to have suffered a from a burnt
out coil on the valve and was easily changed. During September the defective
marker light on number 2 end which has now been repaired. The field divert
insulators were all cleaned and cover painted. One of the louver shutters on
the radiators was freed of and now working again. October work has centred
mostly on the boiler room with red oxide and green primer being applied to some
roof panels on the inside. A few panels from the cab desk in number 1 end were
removed, rubbed down and primed. 367 developed another braking problem, this
time not charging the brake cylinders on the bogies. This was traced to several
issues. Firstly, one of the air pipes had fractured where it had been vibrating
against a mounting bracket, this being removed and brazed up before refitting.
In addition the relase valve (also known as the “donkey's tail”) had stick open
along with seals for one of the EP valve needed renewing sorting out the leak
on the air chamber leaks and gaining bogie brak pressure again. A leaking
coolant pipe in the auxiliary room was removed along with the flexible pipe
below it. The pipe where the flex pipe joins was cleaned and all fitted back
together with a new gasket on the joint on the other end.
The period under review has been very traumatic for our First Lady. The
problems started when 580 took a convoy to the East Lancs Railway: upon arrival
at Bury it was reported by their engineer that braking issues had caused the
metal tyre on No.6 wheel set to slip on the wheel disk. This can be seen by the
misalignment of the white paint line that marks the tyre and the disk. As tyre
thickness reduces, the heat generated when braking can cause the metal tyre to
expand and slip on the wheel disk. Dragging brakes can also cause this problem
and this is thought to be the cause of 580’s slipped tyre. The tyre was
remarked and Essex continued her duties. Also suffered a leaking flexible bogie
air pipe and this was replaced. The tyre slipped again when Essex worked a
Steam special to Carlisle. Essex returned to Carnforth towing a Steam loco from
York. Upon arrival 580 was stopped with wheel set issues. Finding a wheel set
to replace the damaged one has proved to be a difficult task and has taken
several weeks to sort out. A wheel set has three critical dimensions being
flange height, flange thickness and tread thickness and the wheel set we
searched for had to have dimensions similar to the existing number 6 wheel set.
After searching we found two wheel sets that were suitable which both were
oversize and would need tyre turning. The next task was to get Essex up in the
air on a set of lifting jacks. In October the replacement wheel set was ready
to be swapped over so Essex could be lifted and once the cables, air pipes and
clamps had been disconnected. Next the bogie brake rigging needed to be removed
along with number 6 traction motor to allow for the wheel set to be swapped.
Next part of the operation was to lift bogie so the old wheel set could be
removed and the replacement could be fitted. Once fitted to replacement of
number 6 traction motor along with its gear case. Brake rigging on was refitted
and adjusted along with the brake rigging on number one boige inspected. The
brake rigging on number 1 axle needed work on the main pivot which needed
taking apart to sort out the problem before reassembling the brake rigging and
setting up. Next was the job of putting the bogies back under 580 and
reconnecting Air pipes, electrical cables and clamps. Next 580 will need
sending to Tyesely to have the replacement wheel set turned.
A period of relative calm for 47596 – the loco has gone quietly about her
business with no major problems to report. The original company that quoted to
carry out the welding work on the replacement roof let us down, and so it was
back to the drawing board. We eventually we found someone to carry out this
work and the welding was completed over three days in early September.
Unfortunately the delay in getting this work completed has prevented us
replacing the roof section this year, and so it now looks as if we will attempt
to change the roof early in the New Year. With welding completed work has
progressed on the roof section, filling and smoothing over the welds so that
final priming and top coat can be applied before winter sets in. The underside
of the roof has been finished. In readiness for the annual Santa season in
December 596 was stopped for a B exam after the end of the main operating
season in October having worked the Halloween special on 31st.
During the exam we have changed the engine oil and oil filters, as oil analysis
showed that the oil was losing its viscosity. Fuel filters along with a
refurbished set f fuel pumps have been fitted along with the coolant system
having its antifreeze strength topped up for the winter.
On Sunday 24st
47367 had a test run on Sunday Mid Norfolk Railway
the first working of the loco. The loco will be operating her first passenger
work on the railway at the gala. Loco allocations are in the current
for the Mid Norfolk Railway Diesel gala on Friday 29st
to Sunday 31st
At the end of May all of the head studs had been checked with head nuts needed to be
retighten on heads A3 & B3 to the required torque setting.
Whilst awaiting entry to the shed at Weybourne and access on at pit road to the underside of the loco
the inside of the boiler room roof was primed and repainted. 47367 has finally been
fitted with a set of works plates. 47367 moved a planed first from Weybourne to Sheringham by rail then
on ward to Dereham by road. Once the loco had been checked over as it had not been start since the end of 2013.
Battries required topping up with deionised water along with a long charge before 47367 was started and was the
first time the loco had been started this year. Next on the list of jobs was the exhaust box liner which had been
leaking and sits over the main generator the roof section above exhaust box has had a new sround which has lipped
edges on three sides to help stop as much the water getting down the exhaust. The cab door locks fitted
in 2003 have now been reinstated for security reasons. During June the brushes in number
two traction motor have been freed and now move freely in the brush box as they should. At the same time all the
cannon tubes and armature bearings were greased. An oil sample has been taken from the engine and sent away for
analysis and has come bock as ok. The leaking joint at the back of the engine governor has been replaced.
The air leak on the timing block found and fixed. The bent rail guard at the number one end has now been
swapped for an un-bent one, and a start has been made on the cab repaint at number one end.
After carrying out its duties at Southall 47580 returned to Carnforth on 18th March.
The amount of water leaking from the engine cooling system had become far worse, so much so
that the system needed topping up after every trip. The cause of the leaks was traced to the
joint between the engine block and the cylinder liners. At the beginning of April it was decided
to stop Essex and try to reseal the joints between the block and the liner.
To do this it is necessary to remove the exhaust duct pipework so that you can gain access to the head nuts
and the procedure is to re-torque the head bolts to a higher value. This tightens up the liner against the
engine block and reseals the joint and 580 is now watertight again. The spare turbo ex-829 has been installed in
to Essex replacing the loan turbo ex 851 this work took place at the beginning of April.
During this period inspection of the cam followers found extreme wear on several cams and so the opportunity was
taken to replace the defective cams. The loco returned to traffic in early May with a working from Kilmarnock to
Old Oak Common moving HST stock for First Great Western. This working turned out to be very eventful for 580 and was
paired with 37706 having made it to Carlisle where 37706 went to Scotland with a rake of stock off a failed steam hauled ECS,
and so 580 then went to Kilmarnock on its own. The rest of the journey along with 37706 to London and back was uneventful.
The object of the trip was to prove the newly-installed turbo ex-829, and the turbo performed well but the chirping noise had
not gone away and required reset the fuel racks again to improved the situation.
One other problem to arise was the Number 2 compressor which had not been producing the correct volume of conpressed air.
Spare valves and pistons where send to Carnforth, and the compressor was stripped and rebuilt. This has solved the air volume
problem but a slight knocking noise has developed within the compressor. Essex was allocated to the NENTA tour from Dereham
to Scarborough on the 21st June. The ECS for this tour was stabled at Dereham overnight and this gave the opportunity to give
47580 a really good clean. This visit to Dereham by 580 also made history in that all three of our locos were together for the first time.
We seem to be getting on top of the electrical gremlins that have plagued 596 over the past year. Only one incident
occurred since April, this being a fault with the ETS stop button. Again a faulty wire was the cause and this was replaced
and the problem was solved. On another occasion the engine would not shut down from any of the stop buttons, and this was
traced to a burnt-out coil in the engine stop relay. The relay was replaced and which solved the problem.
An operating issue saw major damage to the ETS jumper box and cable at No 1 end. After running round its train at Wymondham
596 was being reconnected to the train and the brake pipes and ETS jumpers were connected, but the shunter forgot to put the
coupling between the loco and the coaches. Result was ETS jumper and box was destroyed on the loco and the leading coach.
Aldeburgh Festival was needed the next day to haul the Heritage Award train to Thuxton and back. All hands to the pump and a
replacement ETS box and cable were fitted in time for 596 to make the train.
On Wednesdsy 21st 47367 moved to its new home at the Mid Norfolk
In September of the previous year an opportunity arose over the steam gala to
check over the underside of the loco giving a chance to check over number one
bogie over since its bogie swap in late 2010. Under number one bogie a broken
split pin in the handbrake assembly was replaced and the axle bolt keep plates
were tightened. Other work to be done there was some excess play in the dampers
and the "J" bolts were badly worn. On the number two bogie the brake block
carrier were greased together with the canon tubes and traction motors.
Traction motors were also inspected with all commutator faces looking good. All
the brushes lengths where checked and all were within tolerance. Most motors
will require Motak in the gear housing to be topped up, and number two motor
had its inspection plate repaired and re-bolted into place. Number two motor
had an ingress of hydrostatic oil which is not uncommon on 47's. It is where
the oil from the fan drives drips off the feed pipe and is sucked into the
traction motor blower system. Into November and with winter on the horizon a
check was made on the strength of the anti-freeze level within the engines
cooling system. The check showed the levels to be safe to -6 degrees. In early
December a additional quantity of neat anti-freeze was added to the system and
another sample taken; this time protection was to -14. When the power unit was
run up to temperature for the first sample a noise was noted from one of the
cylinder heads on the "B" bank of the engine. The following weekend the rocker
covers for heads B4 to B6 were removed for an investigation. With valve
clearances checked and found as they should be along with no visually apparent
problems they were put back together. The remaining rocker covers were removed
the flowing weekend to check the remainder of the power unit.
During October 47580 returned to Southall and was put to work on various steam
charters and ECS movements. It became apparent that the recently installed
turbo ex-851 was not performing particularly well when under load and had
developed a chirping noise so when 580 returns to Carnforth the spare turbo off
829 will be fitted into 580. In November was returning back to Southall after
an Ely to York charter when Network Rail notified West Coast that the loco on
the rear of the train had a wheel flat and the engine on the rear was
unfortunately 580. When back at Southall an inspection found number 6 wheel set
at revealed a flat and with a second report visit a wheel lathe at Tyesely in
January. In December 580 sustained a gash in the aluminium cab at number 2 end
and has had a temporarily. patch of filler for the time being. This left us
with no choice – Essex had to. In January 580 plus ten coaches left Carnforth
and headed for Tyesley, the consist being towed by 47786. Later in the month
580 had returned to Southall and was due a B exam.
In November more electrical gremlins had cropped up with the reported a fault
by a driver with the ETS indication lamp in the number 1 end cab stayed on when
ETS was switched off and thinking it would just be a case of replacing another
cable we set about tracing the fault. After putting in the battery isolation
switch the engine room was suddenly filling up with acrid smoke and it became
noticeable that a 2 inch conduit had burn marks on outer painted surface which
carries around seventy control cables was burning. Fault was caused by a very
serious short circuit inside the conduit which had set fire to the cable
insulation. The battery isolation switch was very quickly knocked out and the
loco evacuated to let the fumes dissipate. Being only three weeks away from the
Santa Special season. The cables were packed into the conduit with no room
around them, and as a result the conduit contained far more cables than it
should have done. When the locomotive had its ETS conversion about 30 extra
cables were drawn in with the existing 40 cables, thereby giving no air space
around the cables. The conduit had also suffered from corrosion damage around
the clamps which hold the conduit to the body side as water was dripping out of
the conduit end. After much pulling we managed to extract one cable from the
conduit and sure enough the cable had blown in half. This had to be our worst
nightmare and were faced with seventy cables all which could have been damaged
and as they were either green or grey and only having a three numbered ID tags
on the ends of the cables knowing where the damaged cables went required some
detective work to trace where they came from. Only option to keep the loco
available for the Santa season was to cut and pull each wire out one at a time
and join a new length of cable to the existing cable with an in-line crimp
which was also heat shrieked on and re-join it at the other end of the conduit
with another in-line crimp. The problem we did have was that some wires were
blown in half needing to be traced and re-joined as there traced through and
identified their points of origin. The rewiring was completed in two weeks with
596 working all the Santa specials with 47579 being the only two serviceable
ETS locos on the railway. A further problem came to light when the loco was
taken off the stock to be fuelled the driver's brake valve would not work at
the No. 1 end and and was replaced curing the brake fault. The next event was
the winter diesel gala over 28/29th December with 596 working top and tail on
the vacuum braked set with various other vacuum-braked locos. All went well on
the Saturday, but on Sunday after getting back to Dereham on the first trip 596
shut down just before departure. After trying to restart with no joy we had no
choice but to pull the loco from the gala line up. First investigations
suggested that the AC generator was not producing any voltage to supply the
auxiliary machines: the problem turned out to be very simple, but took a quite
a time to trace. When working top and tail vacuum braked trains the rear
locomotive has to be kept running to provide air to the air brakes work on the
tail loco. The vacuum exhauster's in the rear engine have to be switched out,
and this is achieved by turning two rotary switches to the isolated position.
The problem was the No. 1 vacuum exhauster switch to the isolated position
which on 596 isolates the auxiliary generator exciter field, hence no generated
voltage for the auxiliary machines. Once the switches were correctly sequenced
the auxiliary voltage returned and problem solved. Work has continued on the
replacement roof section: all new metal has been tacked into position and
awaits welding to complete the job. The underside of the roof has been
completely stripped and sealed with primer. This roof section must be replaced
as soon as possible.
During July the coarse fuel filters were removed and cleaned which had become
clogged up along with the fuel gauge in number 2 fuel tank had been removed
unseized and replaced to ensure a more accurate and reliable. The fuel system
was been bled through after the tanks were refilled. Maintenance work has been
carried out the cab window drop light windows with the No.2 end cabs required
minimal work with only a light lubrication, number 1 cab driver side requiring
a repair as the drop light glass which had come away from the bottom tray which
is attached to the scissor mechanism. The hydrostatic system that powers the
cooling fans had developed a leak on the connector on the feed to the
thermostat control which adjusts the radiator fan speed. The joint was
dismantled and a rubber seal was to be defective and was inverted to make a
temporary repair which has stemmed the leak dramatically. A permanent repair
with a new joint on the hydrostatic coupling has the was carried out. Some
electrical repairs have been carried out with the switch for the foot warmer
can now be switched off along with the cab lighting switches had required some
rewiring. The pull cord for the battery isolation switch also required
replacement as the previous one had frayed and the charging socket on the left
hand side of the loco has been re-wired meaning that the loco can now be
charged on both sides. Also planed schedule of maintenance for the bogies has
been ongoing with brake rigging been greased on both bogies along with a grease
line to a pivot point having to be renewed. The hand brake linkage on the
number one bogie reacquiring some new split pins to replace the originals. The
additional under slung fuel tank which has been isolated for a number of years
has been drained and the fuel which was found not to be contaminated and is now
ready for refilling.
After returning to Carnforth from Dereham in July Essex regularly been been
used to assist steam hauled charter trains which has been a Network rail
requirement due to the hot dry weather. Steam tours require a diesel loco being
vacuum braked which makes 580 ideally suited for this work. Towards the end of
August one of the engine injector tubes on B bank was found to be leaking badly
so 580 was being taken out of traffic for repairs which also required one of
the heads to be changed. To carry out a head change involves a lot of work with
the inlet manifold, exhaust and water systems all have to be removed from B
bank to gain access to enable the refurbished head to be fitted. It was during
this work that the engine inspection covers were removed: a routine inspection
of the main crank shaft bearings and found that the clamping arrangement which
keeps the top bearing cap in place required adjusting and the shells where top
and tailed. This requires the bottom shell to be swapped over with the
corresponding top shell shell. The bearing wedges which make up the clamping
arrangement for each main bearing had to be removed to access the bearings and
then knocked back in and the locking plates refitted then bolted in to place.
This procedure was carried out on all 4 thrust bearings and 10 intermediate
main bearings. With repairs complete Essex was ready to resume main line
duties. 580 suffered a seized turbo charger in September which required
replacement so work started to strip out 580’s turbocharger which requires
sections of exhaust inlet, water and oil pipe work to be removed. Also to two
inter coolers have to be removed to allow the turbo to be lifted out through
the roof. With the old turbo removed preparations were made to fix in the
replacement and put back the inter coolers and water, oil pipe work and
exhaust. By October the turbo work was complete but required a repair to part
of the brake rigging. After working off Carnforth 580 has been working off
Southall to the West of London.
47596 has remained in traffic and has see use during July including a
replacement DMU turn. September 596 was used at the autumn diesel gala and has
been used on various driver experience days. 596 has also been to Hoe north of
Dereham taking coaching stock for storage prior to the DMU gala in October. 596
has suffered from more electrical issues. The first being the loss of all the
warning lights on the number two desk and was traced to a broken negative
return wire with a replacement wire solving the problem. In July a more serious
event occurred an issue with a battery cell meant the loco failed to start.
With a new set of batteries being purchased a new set being delivered in August
and fitted immediately keeping the loco in traffic. Another wiring issue arose
in October with the engine stop button failed to shut down the power unit from
number two end cab desk. This was traced to a broken feed wire to the stop
button with another wire being put in curing the problem. Work has also
continued on the replacement boiler room roof with the rotten metal been cut
out and new steel sections have been purchased ready to be welded into
position. Also the existing paint has been stripped off ready for repainting
and has revived a coat of primer once a section has been striped back.
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 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.
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.
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
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.
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 25th Sunday 27th 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.
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
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.
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
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
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
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 25th
Repair to electrical contactor in the electrical cubicle again the cause of the
problem was an open circuit coil.
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
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.
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 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.
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.
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
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
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
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.
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.
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 12LDA 28C without a silencer box is
awesome as the roof repairs have yet to be completed.
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 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.
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.
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.
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
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
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
Model Rail exhibition at Dereham
Timetable in PDF
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.
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 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 24th 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 26th. 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 28th 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.
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.
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.
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 North Norfolk Railway so far.
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
with in 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 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
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.
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.
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
47596 will be working Orange timetable services on April 6th T'n'T with
31438, 21st 22nd& 28th trains
are 10:15, 13:00, 15:15 ex Dereham & 11:15, 14:00, 16:15 ex Wymondham Abbey.
5th May for 47596 Orange timetable. 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 will be working Orange time table services on March 25th, April 1st
trains are 10:15, 13:00, 15:15 ex Dereham & 11:15, 14:00, 16:15 ex Wymondham Abbey
47596 will be working its first passenger turns in preservation. On Friday 16th
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 17th
and 18th. On the 16th
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
, Rich Text Format
Mid Norfolk are running a Fish & Chip train on Saturday 17th
the booked traction is 33065 with 31438 inside for ETH as the Blue Grey rake
has a Mk2f RMB in the rake. Details in
. 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.
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
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.
On the 16th 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.
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.
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 18th 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.
Loco was loaded around 14:30pm at Tyseley on Wednesday 15th
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 16th
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 25th 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.
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
On the 21st
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
Sept and 08616 returned 47596 to Tyseley loco works by
midday of the 22nd
. The whole operation took less than 24hrs! A big
in there help in making it possable.
A move to Mid Norfolk Railway 47596 new home in the near future.
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.
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
for lifting 47596 and
Tyseley Railway Museum
for providing covered accommodation in the King Shed.
Work started on 26th 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
27th 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 2nd 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.
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 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.
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.
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.
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.
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
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
As planned 596 under went a bogie swap at Tyesely between a very cold Christmas
and New Year. The logistics of which came from
for lifting 47596 and
Tyesely Railway Museum
for providing covered accommodation in the King Shed.
Work started on the 29th 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: 30th 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
oco 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: 31th 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.
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.
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
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 &
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.
acuum brake equipment re-installation has started with air/vacuum translation
pipes & relays.
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.
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
Vacuum brake equipment re-installation has started with air/vacuum translation
Pipes & relays.
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.
Previous news items can be found in the
Page last updated 04/04/17