January – March No.21
A new mileage figure for last year is 662 miles. Worked light loco to Totnes on Sunday 2nd January and returned with 50002 ‘SUPERB’. With no run round at Buckfastleigh the 50 had to be propelled all the way down the branch. A second trip (of the year) up the line came on Sunday 13th February for engineering work at Hood Bridge. Sunday 27th February and a third trip to Hood Bridge with timbers for the walkways on the new bridge was made in the morning. Another day out (after taking a drop of fuel) on a shunt about of stock and a ballast drop at Totnes on Wednesday 9th March. Had a spell of more trips & shunting work in readiness for the Steam Gala on 27th & 28th March.
A new mileage figure for last year is 683 miles. A water leak has be found over the electrical cubical, this was found whiles the electrics were being check over. This will mean the renewal of a seal and may mean lifting part of the roof section off! The loco has had a bank of resistors cleaned that sits on top of the electrical cubicle and get wet when it rains! But on Sunday 13th March the loco was started (to put air through 50002 to get to 33002) and found that when power was tried for it would not respond. This has been traced to the water leak making some relays stick.
[D7612, 25262] 25901
A new mileage figure for last year is 579 miles. Work on the power unit continued through January on the dismantling of the first three sets of heads & pistons. On Thursday 27th things were going well until the socket broke, this delayed releasing the last of the three heads. On Friday 4th February the last head was unbolted with a new socket and the three heads were lifted off along with one piston. The last two pistons were lifted out on the Sunday. The big end bearing shells were found to be badly worn and will have to be replaced. All heads & pistons were put into a box van for safe storage and the head can be worked on in the dry. The following weekend saw the liners pushed out and put in the van. A build up of slug inside the engine could now be seen and over the weekend was removed. On the Sunday the valves were removed from the heads and more cleaning on the engine block. On Tuesday 15th measurements were taken of the piston rings to see which will need replacing. This now leaves renewing the seals and worn parts, then put it all back and do the other three cylinders! On Sunday 13th March the cylinder liners were given a clean and the valves ground into their ports. After closer inspection it was decided to have all the valve seats machined, then ground. So a start was made on stripping the remaining three heads, which were lifted off on Saturday 26th and dismantled & cleaned on the Sunday.
The loco left its storage site (for the last five years) on the afternoon of Monday 24th Jan and arrived at Buckfastleigh by around 15.30 on the next day. As the light was still good the loco was unloaded and put in the yard. A coach that was sold by the railway was then load for a trip up to the northeast of the country. The next day the loco had a quick tidy up along with some parts being removed from in and around the engine room to go into store for spares. The battery connections had clean and the levels checked and topped up. On the following Sunday the charger was brought around to put some charge back into the batteries. A dull orange glow came from the engine room lights when switched on. When the charge was switched on, it started putting in 4amps. This slowly built up through the afternoon and ended up at 13amps. Also on the Sunday a start was made on removing the injectors, with four of the eight being removed, plus a quick wash brought some color back to the loco. On Wednesday 2nd February the engine room lights were a lot brighter and a few more hours on charge. This time the charger read 16amps, but will these batteries be good enough to start the engine when the time comes? On Friday 4th the last injector was removed. And on the Sunday the engine was barred over a half a revelation. With the injectors serviced during the week a start on putting them back started on Sunday 13th February also on this day the triple pump was disconnected and placed by a body side door ready to be lifted out so it can be examined and de-sized. The engine was barred over as well. On Tuesday 15th both crankcase covers were removed so that a big end bearing could be removed to see what condition it was in. It was found to be in good condition, that was the good news! The bad news is that the water seals between the heads and the block are damaged, their being four per head means thirty-two new ones are required. Sunday 27th February saw the missing droplight window replaced in No. 1 end cab door. The injectors were refitted to the power unit at the start of March. On Sunday 13 March air was put into the loco. A leak in the electrical cubicle came to light and was isolated, to be looked into at a later date; a second leak was then found under the loco on the wrong side of a drain cock for the main air tanks, this was then isolated! This pipe will have to come off to be repaired. On testing the straight air brakes on the loco one cylinder on each bogie was found not to be working properly. When the train air brake was tried for the emergency drivers brake vale was found to be blowing through in No. 2 cab. The loco was moved under cover by the end of March for body repair work to start.
The loco was stopped at the end of January for a fuel filter change. During the first week of February the loco was back in service in and around Buckfastleigh only, as the flywheel seal still needs replacing. After the March Steam Gala the loco was stopped again for an air vale to be stripped.
Waiting for the better weather to come along, so it can be stated again.
Waiting to go away to Peak rail at Rowsley South.
The No. 1 end cab has been finished in green & cream livery and looks very smart too. At the start of February the loco was having a coat of primer and the undercoat applied. On 8th March the loco was move into the C & W works shop for it’s final topcoats to be applied. It came back out on Sunday 20th and had it’s fire bottle removed from each nose so that they could be check over and refilled.
Still parked in the bay at Totnes, but only for about 31 hours in 2005! As it is now at Buckfastleigh, where the batteries have been charged and the lights now work once again.
Work has been concentrating on the large saloon doors; with the rubber draft seals being cleaned ready for refitting and new strips of wood to hold the seals in place. The window frames for the brake van end cab have had a few new pieces of wood put in and been refitted.
Stabled at Staverton. Has an owners outing in April.
No change from last time.
No change from last time.
MINK W104700 – No change.
CCT W94556 – Both CCT’s had spin over the steam gala weekend in March, other wise no change.
CCT M94852 – No change.
SHOCK VAN - No change.
MINK ‘B’ W125814 (B753100) – In the goods train over the steam gala other wise no change.
DATES FOR THE DIARY (Diesels running)
Diesel Gala with visiting loco’s - June 11th & 12th
Diesel Gala in house loco’s - November 5th & 6th
Are mostly on Sundays at the moment. If you turn up about between 09.00 and 09.30 someone
should be about !
Sunday 3rd July then the evening 17.15 Dep from 18th July more in next newsletter.
DAYS GONE BY
25052 A Laira (Plymouth) vacuum only class member waits to cross an up passenger at Honiton (mid 70’s) with 6B70 17.00 Chard Jct to Exeter Riverside Yd. This working was Exeter trip No.1, part of Laira 92 diagram. After arriving at Exeter the loco would wait to work the 20.15 stopping train to Newton Abbot with stock of the Waterloo service. It would then be serviced at Newton Abbot shed before returning to Exeter HS light engine later that evening usually with a second class 25.
20173 runs round a sort empty ballast train (out of sight) at Loughborough 12-2-82. In the background can be seen Ex BR class 08 D3101 that is now working on the Great Central Railway.
33118 At Newton Abbot Ex-works on Exeter trip 71. Only the platform is now left in this view, the rest has gone and been built on. 16-7-86.
The power unit in 25901 with bites removed. Left showing the air inlet and under these are the fuel pumps with the push rods in the tubs each side of the pump. Right is showing the exhaust system partly dismantled along with the rust marks over the engine block were the seals were leaking.
The first three heads almost ready to be lifted off 27-1-05 & 4-2-05 the first one comes off.
No.2 piston, hiding towards the bottom of the bore. No. 3 comes out.
Big end shells which should have a covering of white metal! And Jacking out No.1 liner.
Up pops the liner and after it was removed this is what was left, the slug inside No.1, all three were like this.
After a overnight stay near Crewe (en-route from Smalmstown) 33002 turns off the A38 and arrives at the railway on Tuesday 25th January
All ready for unloading and shortly after being shunted into the yard for the night.
The secondmans side No. 1 cab on 37037 starting to come together on the left 16-1-05, and a week later 25-1-05 almost finished! The drivers side No. 1 cab, again almost finished on 25-1-05 on the right.