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Weekend Rails - Weekend Rails - Displaying items by tag: Cummins https://www.weekendrails.co.uk Fri, 21 Sep 2018 23:33:34 +0100 MYOB en-gb Of sore thumb and grazed forehead https://www.weekendrails.co.uk/blog/of-sore-thumb-and-grazed-forehead.html https://www.weekendrails.co.uk/blog/of-sore-thumb-and-grazed-forehead.html

Of sore thumb and grazed forehead

21st January 2018

I like to start the blog with a few pithy phrases that give an air of detached insightfulness. Unfortunately I can't think of any.

 It's been an odd sort of a week. I got up to Tunstead on Monday, the 'man' was due to come down for the meeting I told you about but he didn't show and no-one could find him, he's been more elusive than the Scarlet Pimpernel. So instead we set about lifting the gearbox to a comfortable working height and scraping all the remaining gunge off the casing. And to be honest, despite the extensive pressure washing I gave it, there was still an awful lot of solid dirt adhering to the many faces of the casing, and required liberal applications of degreaser and much scraping. I had picked up a piece of strip steel about half an inch wide which got me into many crevices I would not otherwise have been able to get into with an ordinary scraper, but despite wearing gloves, I found at the end of the day several grooves in the skin of my right thumb and two almost through all the layers of skin into the flesh. It's been a sore thumb but I'll try not to play too much on your sympathies.

Anyway, I decided on a whim to remove the cylinder heads and pistons from the gearbox: it made them easier to clean as well as giving a chance to confirm their condition. And it probably was a good idea, as I found that one cylinder had rusted and the piston assembly jammed. So come to think of it, it made sense to extract the pistons and fit new seals. On an RF11, the gearbox cylinders are chunky cast-iron lumps, but on this RF25, the cylinders are lighter aluminium castings (one having been heavily repaired at one time or another) with a thin steel liner for the piston to run on. Normally I'd use the opportunity to drill and tap the cylinder head and fit a sensor to detect the piston and thus the direction of gearbox setting, but with this I am a little more cautious because of the aluminium cylinder heads, and whereas on an RF11 I could always fall back to using the manual forward/reverse handle to detect direction, the RF25 has the locking peg but no handle. It all boils down to whether you assume that the direction control valve in the desk will always be a true indicator of the gearbox setting, or detect the gearbox itself. In the 50s/60s, the former was acceptable, the driver could be relied on to hear the gearbox change and act accordingly if he did not. Nowadays, one should detect the gearbox itself 'just in case' something goes wrong and the loco moves off in the opposite direction to that expected. Just have to ponder it out, I suppose.

Tuesday, and Andrew had the morning off to ride with his trailer up to Buxton for its MoT. I must admit he was a bit apprehensive in case it failed. The trailer fitter at the vendor explained where he had gone wrong with the handbrake (it's a cable-worked one, and after making new parts he hadn't threaded it correctly) and with the other work carried out, it passed its test without advisories. It then was transferred to a friendly transport yard at Ashbourne where it will be based for the present, ready for its first job this week. Did I say ready? Well, there's rather a lot to do and I fear it will take some time this week.

Also on Tuesday, a lorry from said same haulier headed in to collect those 2 Cummins engines that have appeared on the blog before. But he was a lot later than planned and consequently it was about 5pm before he arrived at Darley Dale, my having been passing my time as best I could waiting for him. It was also dark, and I wandered up to the gate to see him sat in the cab consuming chips, which didn't put me in the best of moods. Anyway, as it was after five Andrew was able to join me, even if the re-location of some bits we planned had to be scrapped as the daylight (absence of) and weather were not conducive. The two engines were unloaded (here's a photo I took the following day) and the lorry then loaded several spare fb rails that we had around and the oak 'sleepers' for packing, heading off to put them on the trailer the following morning.

IMG 3881 blog
Around about now it occurred to Andrew that we would need some 'fishplates', well not proper ones but jointing plates to link the rails together on the ramp and deck, and could I order up some more of the ones I had profiled in 2008? The following morning I hunted out the CAD drawing of the ones I had made before we collected what is now 03 901 from Lydney, and ordered up another 10 – yes that is a strange number but Andrew knew we had a few left over from last time.

That left us with the tank to finish off and whilst I collected some fittings and hoses in Sheffield on Thursday after an eye test, he went down to the shed two nights firstly to prime the tank and then to apply a coat of Oxford Blue.

On Friday I was off to collect grandson from Norfolk, but not before a return trip to the Doctors which yielded a fresh prescription for steroids to see me through shaking off this winter bug I've been struggling with. Anyway, waiting for grandson outside his school, I succeeded in head butting a tree – broke a nice branch off and grazed my forehead. I'll be graduating to cracking house-bricks next.

Saturday, and we only got an afternoon in at the shed, Andrew finishing another tie bar or two, and myself making up a short extension cable then cracking on with two more ceiling lights, although the second is still incomplete as it became too dark to read the cable numbers reliably. Still, I'm reasonably confident that another day should see me finish row A and hopefully drop a cable down and into the connector box to which the switches are already wired. Andrew went over what we needed to do to have the trailer ready – basically the hired-in tractor unit will not have a hydraulic power take off, so the tank, its pump and associated cabling must be installed and ready to work by Thursday night. I ended up with a list which included shunting the 03 out and giving it a run as it had been nominated to do a trip to Rowsley shortly.

IMG 3886 blog

IMG 3887 blog

But when we got up Sunday it was to a light layer of overnight snow, and then more of the stuff coming down. Andrew and Steph had to return grandson to Norfolk during this, leaving me on my own to go shed-ward. For a start, any idea of shunting was kaiboshed, so I set to work to fit the level gauge and filler caps to the tank, make up a cork jointing between the tank and lid and secure them together. Before that, I ran a magnet around the innards in an attempt to recover any metal filings from in the tank as the filtering is minimal, and probably something to look at again later. But for now here is the tank, pump and hoses attached, just leaving me some wiring to produce with a control switch. But then there's the matter of taking it to the railer, fitting it (including producing a hole for the drain to peep through) and laying out the rails, etc., ready to convey a loco. Not to mention taking the tip rails (both now finished) fishplates, bolts, tie bars all over to it: and the weather forecast not being especially dry. Thank heavens this is only a hobby.

There arrived a letter this week and I'm going to show this complete, as received, because it illustrates the level to which Peak Rail politics can descend. Firstly you'll note that it is typewritten, with no senders address, and no signature – just a typed name of Alan Whitehead. The envelope it came in had a typed label stuck on with my address, and had a Manchester postmark.

Whirehead letter rszd v2

Such a letter like this comes as no real surprise: the only wonder is that it has taken this long to happen and that it isn't signed 'Friends of Peak Rail'. (For those unaware, a vile letter under that 'nom de guerre' went to a group connected with Henry Frampton-Jones, the PRA Director whose re-election at last year's PRA AGM made Mrs Statham demand a re-count. He subsequently found his position on the Board untenable and resigned last November. As an aside I hear he is currently seriously ill in hospital.)

I have no intention of debating the author's comments point-by-point, though would gladly do so if he had seen fit to provide a return address, but such people are so often fixed in their views that they do not want to engage in anything that might question their sanctimoniousness. Sadly this sort of thing is only re-inforced when the PR magazine 'Peak Express' operates under a Board mandate that it may 'only portray Peak Rail in a positive light'. Under such circumstances, the 'Peak Pravda' as it sometimes referred to contains no criticism and gives readers only one side of the story.

But there is one point that I am going to explore, because it is pivotal to the reason PR is in this mess. There is a theme being perpetuated in the letter that there was a 'gentleman's agreement' covering the excess use of Austerity 0-6-0ST Lord Phil. Indeed, there was even a rumour on the back of it that came to our ears accusing Mike Thompson of Grinsty of 'raping a charity'. Emotive language like this does little to improve relations between the parties and even less to effect rational examination of the facts. So what are they really?

This 'gentleman's agreement' revolves around a reported conversation between Mrs Statham and Mike Thompson wherein he agreed to additional steamings of Lord Phil (owned by Grinsty Holdings) in exchange for use of the shed at Rowsley (by Grinsty Rail). The trouble is this 'gentleman's agreement' (to save my poor finger tips, let's call it a GA) was not it seems part of the original defence produced by PR to the Grinsty legal action. At the case management meeting last September, Judge Webb was critical of PR submitting a radically different defence and effectively adopting a wholesale change of position at that stage. What did he mean? Well, the GA was only introduced as an amended defence when it presumably became apparent that PR's original defence was 'weak'.
That such a GA was being asserted to over-ride the terms of a written contract was further criticised by the Judge.
That such a conversation ever even took place was categorically denied to me by Mike Thompson.
That such a conversation, if it did occur and thus turns out to have been worth £105,000 or more to PR, was not put on the record, even just a 'Following our discussion, I just want to confirm that we agreed...' is poor administration on PR's part at the very least.
That such a vital piece of evidence was not originally a cornerstone of the PR defence, but only subsequently remembered and submitted as an amendment causes doubts to be raised in the Judge's mind.

My sister, now retired, ended her career as a High Court Judge. After we won our case against PR in 2016, our solicitor suggested that we had in fact 'won' before we even went into Court; me and Andrew versus PR's Mrs Statham and a £200/hr or so solicitor/advocate. (This was a Small Claims Court where solicitors seldom attend as costs are fixed below levels where their hourly rates are covered, to make proceedings informal and affordable.) Anyway, I rang my sister and she explained that if one side produces a clear consistent story backed by documentary and other evidence, whereas the other side is vague, changes its story part way through and/or suddenly produces vital new but uncorroborated facts, it is difficult not to go into the hearing believing the first - on the balance of probability - is giving a reliable report but the other is not. A reasonable person might conclude that that was Judge Webb's view in the Grinsty case.

PR is scarcely squeaky clean in all this even if such a GA was ever made. We had a GA with Mrs Statham (which I confirmed by e-mail but in typical PR style, went unanswered) which was subsequently reneged, and I know I am not alone in having had that. So the pot's calling the kettle black.

But back to the letter. Who is Mr Alan Whitehead, if indeed, he exists at all? He is not a shareholder, his is not on the PRA membership list I possess (which I admit, goes back to 2015 from an earlier battle with the Matlock Office so if so he's a member of less than three years standing) and I have yet to find anyone who knows of him. A friend suggested we dissect the name. For Alan Whitehead go to 'a white head' – perhaps someone with a head of white hair?

It would not surprise me if we get more such letters, all with a suspiciously similar theme and presentation. It all smacks of a knee-jerk response to the greater exposure brought about by the PRAG website, which has already started trawling further shareholders to our side. But when all is said and done, I am reminded of the old lawyers' adage:

If the facts are agin you, argue the law
If the law is agin you, argue the facts
If both the law and the facts are agin you, make a personal attack.

Meanwhile the Peak Railway Association AGM notice has finally appeared declaring it to be Sunday February 11th. Yet again the verbal undertaking made by the PRA Board at the AGM two years ago when they changed the dates for submission of Directorial nominations has not been honoured. But then it was not minuted either, despite a request from the floor.

As for this week? Well it's back to Tunstead tomorrow (assuming the snow has left Buxton open) and then up to the profilers for his 'fishplates'. And if all goes to plan, this trailer starts to earn back the money it has cost. See you next time.

get [DOT] lost [AT] disneyisfun [DOT] com (Weekend Rail) 2018 Jan-Mar Sun, 21 Jan 2018 22:45:02 +0000
Of air bags, buffers and beams https://www.weekendrails.co.uk/blog/of-air-bags-buffers-and-beams.html https://www.weekendrails.co.uk/blog/of-air-bags-buffers-and-beams.html

Of air bags, buffers and beams

17th December 2017

I'm looking forward to getting back to 'loco work' next year, but for the moment it has been more effort at getting things organised to achieve it.

So one of the early jobs for the beginning of the week was to get down to Wickes and get some more rollers of the correct size. I was hoping to find one of those telescopic towel rails too but although I'm sure I've seen one recently in my travels, I cannot remember exactly where I was. But all this was on Tuesday, which had started off with an unhealthily early start in order to have a blood test at the very unvampire-like hour of 07.40. Regular readers will know that although I am fully aware that I contain quite a lot of blood, I would much rather it stays inside out of sight, so blood extractions are not something I look forward to, let alone the slippy-slidy walk down to the doctor's on a cold and frosty morning. So after extracting the needle and securing a brick-sized piece of cotton wool with 6ft of surgical tape, she asked 'Did you bring a sample?' If I'd been quicker off the mark I'd have pointed out that she'd just taken it, but I was sufficiently awake to realise that she meant a urine sample and no, there'd been no mention of one. So I trotted back home with a small screw-topped pot and a sample bag in my pocket and the promise of something exciting to start my Wednesday morning off with.

But as I say, on Tuesday after breakfast it was off to Sheffield where first stop was Wickes, then the Electrical wholesalers for some bits and bobs, then the pneumatics people whom I remembered stocked nitrile gloves and then, with 15 minutes to spare, I arrived at my dentists, where the car park opposite was surprisingly empty. Or rather I couldn't, for Sheffield City Council had closed the road and was busy tarmaccing it. Said Dentists is quite close to the Northern General Hospital, so the surrounding side streets were chocker. For that matter quite handy is the erstwhile Briddon Towers, but would you believe a separate team had that road closed off and were tarmaccing that too? For the last few years SCC has been giving priority to resurfacing only those roads scheduled into the Tour de Yorkshire cycle race, so draw your own conclusions. Anyway, in desperation I found an on-street parking slot and walked – 8 minutes – back to the Dentist just in time for my appointment. I entered and found it strangely dark, not like them to have subdued lighting, nor turn off the 'soothing' television ads. Then I realised that the only lights were the emergency ones. The power had gone off an hour before. I had a few minutes chat with my Dentist, Simon, as he and his assistant nurse had nothing to do.

That afternoon, a recently de-stitched Andrew and I got down to the shed and put the new roller into action, applying cold tea to the prepared area that was awaiting it. A customer arrived with some brake gear for overhaul, but it was too cold to achieve much more. Andrew did however start preparing tie bars and such for the ramp required for his low load trailer to be able to carry rail vehicles. He also contnued stripping one of the RS8's buffers - the one that Phil G started a couple of weeks ago.

Wednesday, and given that this is Andrew's last week signed off, I took advantage of his presence to drive over and collect the brake cross beams for 1382, which have finally been done. For the uninitiated these are basically 4” square steel bar, drilled through for the pull rods and then the ends turned down into pins to go through the bottom of the hangers. And being 4” solid bar they are heavy. Strangely enough, although the drawing shows the opposite ends to be concentric, our machinists reported they were anything but. This is of no significant detriment – it's not as if the beams go round and round and the geometry of brake rigging, given that the wheelsets the blocks are clinging to move up and down and transversely as the loco goes along – is rather 'loose' but a trifle surprising if the machinists estimates of the centres being up to 8mm offset end to end (and no visible warping) is correct. But either way, we got them into the new van and returned to the shed in rain, so postponed unloading them until it eased. Then we concluded that they were too heavy to manhandle so as the dusk fell, we fired Charlie up and drew everything forward to get the van around the back. The crossbeams were duly slid out the van and up the rails until the shed doors could close behind them, and there they'll stay until the nice, strong IDRPG lads come and pick them up. I then set about applying the first coat of floor paint to the newly sealed area.

At the beginning of the week I'd put an order on the profilers, so Friday morning I headed up their way, but included in my itinerary a trip into the oil suppliers for kerosene for our heater (I thought we were out but as I sorted out a couple of empty drums found we had a full 25 litre one all the time) and a little bit of gas oil for a thirsty James. At the profilers came the first parts for Andrew's planned ramp for the low loader, although this will require much fabrication, probably over Christmas. Finally I managed to find a dealer in s/h circuit breakers and indulged in a bit of horse trading of MCBs for RCBOs.

Saturday, and I had agreed to aid Andrew in getting on with the work on his trailer, which is still in the previous owners yard until ready for its MoT. We didn't get up there until 11am, and it was cold and windy, although the trailer was duly brought into the workshop over a pit, but let's be honest, this is a 'typical' plant yard workshop, no composite cladding, no doors and a muddy concrete floor. Given the efforts we are making to have a clean, dust free work area, I couldn't cope with working in those conditions regularly. Nonetheless we managed to change two air bags and a spray suppression flap, though it did take over three hours rather than Andrew's estimate of two, leaving just a brake hose to change and a wash before it's ready for its foray to Buxton for exam. And it had better pass, because there are already several jobs in prospect for it.

IMG 3825 blog

Andrew3 blog

Before we left, we wandered over to look at the two Cummins engines which are part of the deal, and are now extricated from the undergrowth ready for collection. Andrew is quite impressed by the bed frame on one, and thinks we might keep it, with mods for fork-lifting, to aid handling engines at the shed.

IMG 3822 blog

IMG 3824 blog

Returning to Darley Dale, we had a quick lunch and then got to the shed just on 4pm. Again I set about applying the second coat of paint to the floor, while Andrew progressed a new coat rack. The collection of overalls, jackets and hivi generally always grossly exceeded the hat-stand that Toby brought a year ago: and overalls tossed over chairs make the place look untidy. So behold, the new coat rack, using bits of cut-off rebar left over from the floor reinforcement.

IMG 3826 blog

Sunday: Andrew was off for a meeting with a preservation group, so I had an early lunch and headed down to the shed on my own. If it had been brighter, or earlier, I might have started converting certain MCBs on our distribution board to RCBOs, but this is more than a simple replacement, it requires a considerable amount of re-cabling, so instead I had a bonfire outside to sort out rubbish and make the sink corner look more presentable and then on a whim, brought some more insulation in from the Portakabin and finished stuffing up the gap between concrete panel and outside cladding behind the sink and water heater, an area previously none too accessible.

Indeed it became something of a tidy-up day as when Andrew finally made it back with a deal on something else concluded he started getting some aluminium bits ready for weighing in.

IMG 3828 blog

Down at Castle Hedingham, 14901 has been performing its Santas duties on the CVR without any issues, underlining that the fuel pump has probably been our single biggest problem for the last 18months or so. Check on You-tube – there are now at least 3 videos of it from last weekend.

Those of my readers who are into Peak Rail shenanigans will recall I had an approach from a person who identified himself with only a Christian name and a declaration that he was a shareholder, but with an e-mail address which curiously pointed to the village where one of Peak Rail's Joint MDs and her daughter are domiciled. I sent the gentleman a copy of the letter that went out to shareholders last October but heard nothing more, making me wonder whether it was the lady herself anxious to get hold of a copy. Well the gentleman re-appeared this week and this time gave me his full name, so at least that one is put to bed. Even now, six weeks after the initial mailing, I am still getting responses from shareholders dismayed by what they had learned and promising support. Our first moves on this issue are imminent and I had a long conversation with one of the WSR Reform group this week to glean some of the lessons learned from that affair. It was amusing to hear from a shareholder that Mrs Statham asserted that she had 'robust defence' against the contents of my shareholders letter. 'Robust defences' feature frequently in the Peak Rail lexicon – sad that the company's management gets itself into such positions as to need one in the first place – the last time I heard it used was at the AGM in June when the Board claimed it had a 'robust defence' against the claim pending from Grinsty – so robust that three months later that same Board accepted a Part 36 offer tabled last March, handed over £130,000 but I gather still have Grinsty's legal costs to pay, said to be accruing interest at around £5 per day. (Interest rates in Court cases are levied at 8%). It is not unreasonable to wonder just how long the long the company can remain solvent, given the outstanding Court costs, its own solicitor fees and now further costs thanks to Grinsty initiating fresh action. Perhaps the 'anonymous benefactor' has a bottomless pocket.

So one more week to Christmas, and a mild one forecast. Andrew's back to work tomorrow, and to think they're giving him a bonus! Many years ago, in Thomas Hill days when they were selling Sentinel diesels, they introduced a system that gave the salesman a bonus for every loco he sold. John MacLagan ('Mac') used to tell me – repeatedly – that a few months in to this scheme he got an order for 10 locomotives – I don't recall whether it was Lackenby or Manchester Ship Canal – and old man Thomas Hill was incensed at the idea of paying Mac 10 bonus- (what's the plural of bonus – boni?) - and killed the whole scheme. He never understood that a bonus scheme is an incentive, but to withdraw it is an even bigger dis-incentive.

Ah well, I'll be here next week as usual. If you can spare a minute from stuffing brussel sprouts into your socks and setting off smoke alarms with your flaming pudding, you know where to find me.

get [DOT] lost [AT] disneyisfun [DOT] com (Weekend Rail) 2017 Oct-Dec Sun, 17 Dec 2017 23:26:42 +0000
Of plans and pressure https://www.weekendrails.co.uk/blog/of-plans-and-pressure.html https://www.weekendrails.co.uk/blog/of-plans-and-pressure.html

Of plans and pressure

3rd February 2013

Those of my readers who like to think of themselves as regular will be aware that the first weekend of the month is generally regarded as the best weekend, where "things go right". It was a pity therefore that the Saturday was taken up with another Class 14 Owners group meeting, where the company was pleasant (people representing D9516, '20, '21, '23, '26, '31, '37 and '55 were there, and good friends amongst them) but when someone starts asking about the rumoured 10 spare Paxman engines that Swindon had for the '14s?

It was nearly half a century ago - does he expect them to be suddenly found like Sleeping Beauty in some remote overgrown castle in a corner of the Swindon complex? As we drove back we discussed what we had to do at Scunthorpe the next day and as Beverley is still stuck outside, rather limited the actions on that loco. Andrew took his courage in both hands and decided that, as it was the first weekend of the month, we would spend some time and get the 03 running again.

So he loaded up the van accordingly and at my insistence. added the battery charger to the various pieces of pipework (to form Beverley's vac system) and other bits. My insistence proved sound, for as I was setting up our battery charger on D2128, he tried to get an AFRPS battery charger to deliver on Beverley and it refused. In fact, I'd checked the batteries on D2128 before putting them on charge and despite them not being new (they are actually about 5 years old and previously did much hard work on 14 901) and having been left, untouched for about 6 months they were holding 24.8V. This is why we like silver alloy batteries so much - well worth the extra initial cost. After a short charge, I could release the charger over to Andrew to breath life into the not-so-happy batteries on Beverley.

After a last check around on various pipe connections we refilled the transmission oil reservoir and reconnected the temporary throttle cable. Ah yes, throttle cables. My first manufacturer, after several reminders, came back and said that they don't have anything suitable and declined the enquiry. So I have thrown it at two others. One has yet to acknowledge, the other came back instantly, assuring me that they have suitable cables "in stock" and could I supply the dimensions in inches rather than mm? I did so, since when he has gone very quiet. But the cable linkage we bodged last year (I won't go to long lengths to explain why, just believe me when I say we can't use it permanently) was still in situ and after reconnecting, I pulled out the run relay and we cranked D2128's Cummins over. As soon as oil pressure was apparent we replaced the relay, and cranked again, and this time the engine started. A Cummins PT fuel system can behave a bit oddly when there's air in there, and (we later discovered) we had the temporary throttle not quite going all the way back to idle, so the first few seconds were a trifle nerve-wracking but proved the stop control worked. After a few adjustments things settled down and we waited, both watching the torque converter gauge for an indication of pressure which would announce that the converter and its cooler were full.

It is a large system on the 03, and a small pump. Several minutes later we still had no base pressure and as Andrew had done several "tours" around the loco looking for leaks, I decided to take a turn and found a large one up at the front. We shut down and investigated - when we drained the system, we'd detached the return line from the cooler to enable air to get in, and had completely forgotten to reconnect it! With that remedied, base pressure began to climb and as by now we had air pressure too, we opened the shed doors ready to drive D2128 out into the sunlight. I engaged what should have been first gear, (or maybe second, who cares) and released the brakes, but my ears told me something wasn't right as the engine note had not changed and sure enough D2128 stayed motionless. Over the next half hour we checked through all the wiring, finally proving that the required solenoids were energising, but not so much as a twitch on the propshaft was forthcoming. Have we been here before? Yes. Hadn't we just spent a rather large sum of money overhauling this transmission to avoid a recurrence? Yes to that too. My test gauge was still in the loco so after a hunt for the adaptor we hooked it back into the base supply line at the powershift, which should indicate a pressure of about 85psi. With the engine running, it struggled to make 15. It might - and I stress the might - be that the oil level in the reservoir was low enough to be drawing a little air (but the converter pump comes off the same feed and that was OK) but more likely the main regulating valve in the transmission has not been set up properly, and we must consult them-as-overhauled-it before going in and invalidating the warranty. So we abandoned D2128 for the day and Andrew got the paint out and started brushing the doors from Beverley while I drew up a shopping list for bits still required to get the gear detection and such-like finished on D2128.

As we drove home, the topic of the throttle control came up and Andrew conceded that, if the current two enquiries come to naught, we'll reinstate the (original) electric throttle actuator and I can duplicate the system I am due to fit on Libby. We also spent some time discussing the merits of which loco to tackle next after D2128, Beverley, Libby plus outstanding tasks on Tom, Pluto and the Drewry. We do like to plan ahead.

So what went wrong with the first weekend of the month? Ah. Yes. Well, I suppose there has to be an exception to every rule.

get [DOT] lost [AT] disneyisfun [DOT] com (Weekend Rail) 2013 Jan-Mar Sun, 03 Feb 2013 00:00:00 +0000
Of hoses and ANPRs https://www.weekendrails.co.uk/blog/of-hoses-and-anprs.html https://www.weekendrails.co.uk/blog/of-hoses-and-anprs.html

Of hoses and ANPRs

2nd December 2012

Lummy, hardly into December and immediately the temperature plummets. It's back to two sweaters to keep my ageing, decrepit frame warm, and the woolly hat to stop the few remaining brain cells from going hypothermic.

On Tuesday we had an independent engineer in to Rowsley to inspect "Jack". He arrived before we got there, so had to watch as with "Charlie", Andrew and I shunted Jack out of the loco line and over to the ash pit road. (It wasn't raining otherwise we'd have squeezed in the shed). The inspection was thorough, and found several more defects of which we were unaware, but the biggest concern was when, having lugged a pair of brand new batteries up into the loco we cranked it. Firstly though, we knew there was something wrong with the way the electrics worked. Remember, Jack, James, Charlie and Tom all went through Thomas Hills' at Kilnhurst in the mid 1970s, and consequently are all wired to exactly the same system. This provides a "stop loop" to the "run relay" that passes through the oil pressure switch and the converter temperature switch. The relay in turn feeds the fuel solenoid such that over-temperature in the converter or loss of oil pressure breaks the loop and shuts the engine down. To get the engine to start, a timer relay makes a temporary bridge across the loop but this only begins when you press the button to crank. On Jack however, we could clearly hear the fuel solenoid pull in as soon as the run switch (a domestic light switch that wasn't on the loco when it left us) was operated. We cranked the engine but the noises of mechanical distress we could hear in June were all too obvious and from my vantage point in the cab it was apparent that either the oil pressure gauge is broken or the engine is not making any oil pressure at all during cranking. It smoked but wouldn't start which was probably for the best. We stopped to prevent any further damage occurring and did some electrical checks. After five minutes I inspected the electrical junction box on top of the converter and found that wire 9 (feed to oil pressure switch) has been moved to feed wire 5 (fuel solenoid) thus enabling the engine to run without oil pressure. It was NOT like that when it went to Hollycombe.

After we had shunted Jack back and the engineer departed to compile his report, we moved over to Tom and I changed another valve without too much confidence that it would do the trick. And it didn't, but after some colourful language Andrew decided to go through the plumbing while I contented myself with a mild migraine. As a result of his observations, and the fact that the diagram we were using is one I acquired years ago with some of the modern port number conventions added, he had one of those eureka moments when it became obvious that some twit had reconnected another valve in the system with its output ports crossed. And, no, before you jump to conclusions, the twit was not me. With the valve reversed, Tom suddenly started de-clutching and reversing quite happily and I was granted the honour of giving it a few runs up and down solo. We would have taken it over and done some some real shunting if only there had been some to do - Tom needs to have a decent bit of heat in the block to ensure all the rings are free and reduce a little of the smoke and breathing we see at present. See for yourself in the video....

We popped in again late Friday afternoon, by chance catching a steam loco being unloaded and were tactfully asked by Jackie Statham to get a move on with "Libby" as the shed space is needed for another top secret arrival. Down at the shed a loaned 7/8UNF tap was to hand and we tapped out the hole in the top of the rad on Tom so that we can get it plugged properly. Hopefully we'll introduce some antifreeze in it next time.

Saturday at last and we headed north as foretold last week, but diverting in to my oil supplier in West Yorkshire for some SAE30 for Pluto and Tom. A little after noon we arrived at the DVLR, where D9523 and the Ruston 165 were top-and-tailing the first of the season's Santa trains.

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Andrew got started first with the battery charger and had problems in getting the batteries to take charge - they only indicated 7 or 8 volts yet are not very old. I got out the new filter head and the drill and determined the best place for the new fuel filter. Drilling the holes in the cross-stretcher of what had once been the battery tray was a trifle difficult and one hole ended up a little out and had to be filed, but eventually it was in place and I made up two hoses in 3/8 from lift pump to header and header back to the fuel pump. They are deliberately slightly long as the engine is flex-mounted and the filter fixed. A third hose in 1/4 takes any leaking fuel from the lift pump back to the fuel return line.

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With these made we primed the fuel through, filled the sump with fresh SAE30 and prepared to crank the engine. (Not to run it yet, as we had first to fill the galleries and the new oil filter). But alas, we got about two turns out of the batteries when they gave up. That was a bit of a game-stopper. We disconnected the batteries and lifted them out to take home for a thorough charging, but had a natter first with the DVLR crew about the vicissitudes of the planning application for their new loco shed. York Planning Department has suddenly panicked that erecting a shed at Murton will increase the flow of rainwater into the nearby Beck and thus contribute to flooding in York. An expert has had to be consulted to do the maths and arrive at any mitigation measures that may be required.

As we headed back to Derbyshire, we de-toured again to Paul Wainwright's where two 1/2BSP to M12 (fine) adaptors were sat in a plastic bag behind a flower pot.

Sunday, and after scraping the frost off the van we headed north again then east to Scunthorpe. When we last were at Scunthorpe the ANPR security system had recognised us and admitted us without question, today the barrier refused to budge and a Security guard came over. We assured him we were registered and it had worked last time and he let us through. He didn't seem surprised.

Down at the AFRPS shed we again teamed up for a couple of tasks but then went our separate ways. Andrew had me to do some static tests on Beverley's voltage regulator and I concluded that I had a high res joint on D- and that was all that was wrong - I'll clean and remake it when next Andrew wants to run the engine. Today he was planning some painting (although the shed temperature was less than optimal) and I wandered back to the 03.

There are so many jobs to do on D2128 it was difficult to know where to begin, but as I have been itching to get the power bulge over the compressor under way (and if we didn't get some primer on it soon, it would start to rust) I made a start on that. Owing to the lad who fabricated it not reading the drawing, this enclosure had a bottom to it which I had not intended but was no bad thing as it made the edge stiffer, but the diamond pattern on the running plate would allow moisture to get in a attack it, so having marked where it sat I first ground it as smooth as possible before moving on to get the piano hinge, vented door and budget lock installed and the outer part drilled ready to mount. Not having brought the M6 taps meant that I could not properly mount it, but Andrew had promised to apply primer later in the day so it would have had to come off anyway, but once in position I marked the old upper door and trimmed it back ready.

Back at the gearbox I fitted the two new adaptors from yesterday evening and added the electrical sensors, that will in due course detect which way the gearbox is set and hence whether we will be going forwards or backwards. Working back forwards I added an extension pipe so that the fluid inlet to the converter could be connected, and then, very bravely (i.e.from underneath), removed the plug in the bottom of the converter to install a proper drain tap for future use. Fortunately there was only half a pint or so of oil on top of the plug when it came out!

One of the interesting bits of info I get in the running of both Andrew's sites and Weekendrails is the "search strings" people have googled with and thus come to our sites. Some arrive in crisp, one or two word searches, though others seem to think you should ask a fully formed question lacking only a please and thank you. To the gentleman (I assume) who searched for "how to change the oil pressure relief valve spring on a 14 Cummins" and added hopefully "you tube" I hope you found something of interest, and if you are still around, read on. I am not normally one who takes a view that I know better than the manufacturer (like the engineer at a steelworks who decided to save fuel by injecting water into the manifolds of his Rolls-Royce C8S's, like had been done with petrol engines during the war. It didn't work.) but the excess oil pressure on D2128's Cummins is one case where we are taking further action. During the week I had received a specially turned adaptor from 7/8 UNS to 1/2 BSP ( and if you are an old hand with this blog you will, know I am talking Unified Special, beloved of sump plugs and in this case, a plug on the side of the timing case forrard of the oil pump) which will enable us to add a check valve (with a spring set to open at 65psi) to flow oil back to sump. My last job of the day was to set this up with a new hose, although it will not be fitted finally until we have a correct size Dowty to seal the new adaptor to the timing case. Just how effective it will be remains to be seen when, late this year or early next, we get to start D2128 up again. For although we are not far off, we have agreed that some of the jobs we circumvented last May - like the direction sensors and maybe the handbrake - should be finished before we have another crack at it, and when we do, we shall monitor the oil pressure closely and if necessary, experiment further. Of course, the oil pressure switch in this case is in circuit and reads pressure direct from the drillings that go into the main bearings, so if we over-cook it the engine will not come to any harm.

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As we left the steelworks, the ANPR recognised us and let us out. Last time the system was down and the barrier stuck up, and we speculated that it might not know we had left. Today it had refused to let us in, but gladly let us out. Of course, if we were already here, then why would it want to let us back in? Years ago I was at Stanley Tools, faced with a system that unleashed hundreds of packing notes to send stuff that we didn't have, and where the order backlog showed on the stock reports as a minus value. I had the temerity to ask the Data Processing Staff whether the computer knew the difference between positive and negative numbers - and of course the program read, 'if not zero, allocate to orders...' So officer, you want to know where I was on the night of November 29th? Easy, I have a cast-iron alibi - I have been with my van at Scunthorpe steelworks for the last fortnight....

get [DOT] lost [AT] disneyisfun [DOT] com (Weekend Rail) 2012 Oct-Dec Sun, 02 Dec 2012 00:00:00 +0000
Of Bev to the rescue https://www.weekendrails.co.uk/blog/of-bev-to-the-rescue.html https://www.weekendrails.co.uk/blog/of-bev-to-the-rescue.html

Of Bev to the rescue

11th November 2012

There was frost in the grass as we made an early start across to the M1and then east to Scunthorpe. Andrew, still trying to get his body-clock straight after a few night shifts, was dozing in the passenger seat as I passed a plain flat-bed lorry. I was casually wondering what it was carrying in the red stillage on the back - some sort of engine? - a pump? Hang on, that's our powershift! I roused Andrew, who rang the driver. Yes, it was him. I pressed on, anxious to get in, unlocked and be as ready as possible before he arrived. At Tata's Gate D I drove up the barrier and waited. The ANPR did not recognise me and the light stayed red. Three guards were on duty and one came over.

"Have you registered this vehicle, sir?" "Yes," I answered, and briefly explained that I had had to return last Monday with further documentation having brought the wrong insurance certificate first time.

"Ah," he said and pressed some magic button somewhere to let me in.

As D2128 was parked at the innermost end of one shed road, the plan was to get on site, sign in, open the shed and start up Yorkshire 0-6-0DE "Arnold Machin" to draw out the Peckett 0-4-0ST, the 07 and our 03 and place the latter in position where the lorry's Hiab could reach. But as I signalled the lorry into position Andrew came over to say that Arnie's batteries were flat and he was going to try the 02 on the next road. The 02 would barely turn over but he thought that it might go with a whiff of ether, and we wasted the next 5 minutes scouring the shed. Next choice was "Janus No.1", which, having had new(ish) batteries and kept in the shed was sure to go. No, it was flat too.

So that was 3 society locos all out of action with flat batteries, and the lorry sat waiting patiently. Of course, we could have got out the battery charger and boosted one of them, but both Arnie and the Janus are DEs where you have two banks of batteries, in parallel for running, but in series to start. In which case, to charge them takes twice as long as you have to do each bank of 24V separately. We had of course, "Beverley" sat there, operable again after the injector change, but having only been tested for a few minutes the previous afternoon. We conferred, and agreed it would have to be Bev to the rescue.

Not that we were out of the woods. Bev was at the end of the second shed road, which means that to shunt the road with D2128 at its head, we had to propel the Janus, a Bagnall 0-6-0DM, the 02, and a derelict 0-6-0ST out of the way and the shed access involves a gradient and curve. Bev performed well with only a few valves misbehaving, but on damp, little used rail struggled for adhesion. I was shunter, so was soon resorting to hand sanding all the way along until finally we cleared the turnout and could get on with the real task of shunting out D2128.

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So having lost over half an hour D2128 was finally put in to place and we started the real task of the day. Off came the casing tops and fuel tank. The jib came down and after taking the weight we released the bolts holding the petulant powershift to the Cummins and it was lifted clear.

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The replacement powershift was swung in its place and secured, and the fuel tank and casing sections replaced on top. By lunchtime we had finished the job, just as Glenn appeared and the shunting operation could be speedily reversed. The old transmission, now sat in the stillage, was temporarily sheeted over, and although we had had grand ideas of cracking on with securing everything back down, we both came to the conclusion that it was time to call it a day.

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Saturday morning and after a bit of a lazy start we wandered back to Rowsley to resume ministrations on Tom. The hole in the top tank of the radiator has defied several attempts at sealing it - I suspect it is 7/8 UNF but the plug refuses to go more than a thread or two. My last attempt was M22 but that didn't work either so we're going to have to plate over it. For the day I put the 7/8 JIC plug back in with the hope that it might hold a bit. Andrew meanwhile refitted a coolant pipe which we'd had off during the week and got a kind gentleman in Rowsley workshops to silver solder back up where it had started leaking. I gave the batteries a boost, fitted a replacement voltage regulator and swapped a wire on the terminals of the converter temp switch. Together we refilled the coolant and after a couple of longish crankings, Tom's engine picked up.

I was slightly alarmed to see the ammeter go over to nearly 50 amps charge and feared that although the alternator was now doing its stuff, was the new regulator actually regulating? But it gradually fell back and it seems we now have a charge circuit. The stop circuit too was now correctly routed through the temp switch so we wrestled the sides off the desk and started to trace the valves that control the clutch.

Suffice it to say that we came to the first conclusion that the poppet valve that controls clutch out was stuck, so swapped it for one I had in stock. Now indeed, we got air down the line to the cylinder, but it revealed a leak on one of the Enots flex hoses sufficient to prevent the loco raising pressure above 25psi. Tempers became a little frayed. It was getting towards late afternoon and although the next task is to replace a section of pipe in plastic to supersede the leaky one, we decided to call it a day especially as Andrew had arranged to take the van that evening and go collect some engine parts.

Sunday morning and the poor van is sat rather down at the back. We threw some more bits in then ambled along to Rowsley to unload. Four rather heavy cylinder blocks and two 'heads later, we are heading back towards the motorway but this time bound for York.

"Pluto" has been waiting patiently for its fuel pump to be refitted at the DVLR and at last I had the filters necessary. But we had also agreed to modify the oil pressure unloading system that had patently failed to protect the lube oil element when the engine had run up with cold oil. Just by-passing the filter was clearly insufficient. Routing the excess back to sump was the name of the game and I dragged myself under the loco to see if there were any suitable tappings we could use. There weren't, but in my stock I had a suitable tee piece so we could break in to the sump drain before the isolating cock and route the excess oil back there. Of course to do this meant disconnecting the sump drain pipe and old, cold oil takes for ever to drain out, and when you think it is all done and you unscrew the tap from the sump nipple you find it isn't and parts of you are directly underneath. But with as little contamination as possible I made up a fresh hose from our new tee back up to the relief valve and with a little help from Andrew removed the damaged filter and fitted a new one.

Andrew meanwhile, was not having a lot of luck with the pump. Normally you set up a timing pointer to the appropriate marking engraved on the flywheel perimeter and off you go, but although the Foden book referred to such marks it neglected to say where on the engine they might be found and there are no obvious (or discrete) places where they might be. The only thing for it was to establish when No.1 exhaust valve was closed for the upward stroke, guess where 28 BTDC was going to be and set it up accordingly. (The FD6 is a two-stroke, so at least you cannot be 180 deg out). How good a guess Andrew has made remains to be seen, as I had not got the right fittings for the planned replacement fuel filter header and 3 new hoses must be made to suit it. That will have to be set up for our next visit.

Tomorrow "Jack" should be on the move north from six years at Hollycombe, so I suppose I better be around to see it off.

get [DOT] lost [AT] disneyisfun [DOT] com (Weekend Rail) 2012 Oct-Dec Sun, 11 Nov 2012 00:00:00 +0000
Of trucks, TNT and Tom https://www.weekendrails.co.uk/blog/of-trucks-tnt-and-tom.html https://www.weekendrails.co.uk/blog/of-trucks-tnt-and-tom.html

Of trucks, TNT and Tom

9th September 2012

As I was saying, on Monday I had a Transit drop-side booked. It was a venerable old machine - "Y" reg in fact, geared down so far that it was best not trying for more than 60-65 on the motorway. I am not a fan of Fords - I ran two Courier vans of theirs in the early 90s - but this one quickly earned a soft spot, especially when after coming to rest at a traffic lights, the speedo would start flicking up to 10 or 15mph...

Anyway, the purpose of the trip was two fold. Firstly Andrew had acquired from yet another e-bay deal a couple of racks suitable for parts storage, together with a workbench, from a firm being "downsized" (i.e. shut and emptied) in Oldham. Finding it was fun, but having done so the 3 items were rapidly loaded and strapped down and I was invited to see if there was anything else that took my interest. There was, but all of it far outstripped my available resources, but after purchasing a steel cabinet, I set off back to Derbyshire. The truck was soon emptied at Rowsley and in its place came the second segment of the day - the last major pieces of Libby's casings were substituted. By mid-afternoon these were unloaded at the shotblasters in Sheffield and the truck was returned to the hire company.

Come the weekend and Plan A was to go to Scunthorpe and continue with Beverley. But this only worked if the necessary parts had arrived from Cummins, and we were unsure whether they had been despatched. I hung around Friday morning waiting for TNT (the man-who-always-wears-shorts) who usually delivers about 09.30 at Briddon Towers but when he hadn't shown by lunch time I headed off to my favourite profilers. When I got home there was a sorry-we-missed-you card from TNT timed at 14.15...

Amongst the batch of weirdly shaped pieces were flanges for the exhaust on "Tom", and brackets to support the replacement torque converter filter assembly, and for D2128 the parts for the calliper bracket plus the relay lever and bracket that will direct the handbrake force.

So we were in two minds as to whether to go to Scunthorpe on Saturday morning - we had reckoned we had two days of work to get Tom up to engine running stage and the final decision was taken following a phone call from Steph - who had popped up to our daughter's house to check that things were OK while she was away - that the front door lock had jammed and she could not get out. While we waited to see if a dose of 3in1 would do the trick, we decided on Rowsley if we were not needed to rescue a damsel in distress.

The oil freed the lock and we got to Rowsley just after lunch. Andrew disappeared off to start making exhaust bellows and tail pipe sections, leaving me to fit firstly the coolant temperature sender (suitable adaptor fitted perfectly) and secondly the oil pressure sender (special adaptor just a touch too long - sender fouled adjacent fuel filters. A temporary length of flexible piping was installed). Andrew was cajoled into making the first of the brackets for the converter filter, so that at least I could get the converter oil circuit completed.

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I couldn't put the wiring part off indefinitely so drilled a couple of fresh holes in the wring box at the back of the engine and created some flexible conduit runs to feed the 4 new pressure and temperature senders now on converter and engine. I had just about got the wires pulled through (with various interruptions from Andrew to aid him in trialling bellows, tail pipe and tacking the latter together) when the steamer returned to shed indicating the end to the day.

Sunday - and reasonably early we returned to Rowsley.. Andrew disappeared off to make the joints for his exhaust sections leaving me to give the batteries a bit of a boost and finish the wiring. I will admit I was a little unsure about this - the electrical box, you will recall, had had a bad attack of water and I had rebuilt it at various times and well over a year ago, based on my old Thomas Hill wiring diagrams and "interpreting" the cable numbers on old wires which were barely legible. But a complete wiring diagram of the loco I did not have, and so how the Hills' bit interfaced with the Sentinel bit was something of a mystery.

By lunch time the exhaust was complete and the cooling system filled with plain water. A few minor weeps were attended to but the level didn't seem to drop and water didn't turn up anywhere it shouldn't, which were hopeful signs. So we carried on by filling the converter oil reservoir and proving it through to the charge pump.

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So far so good, and I could not put off turning on the battery master switch any longer. I did, and there were no sudden flashes or gurgles of shorted-out batteries, in fact there was not a lot of anything. Time to start tracing where volts were turning up and where they weren't.

I won't bore you with all the details - but about 14.15 I had the starter motor making loud and unpleasant noises and Andrew went in to action to tweak the motor as it was not engaging with the flywheel. A few more tries and the engine cranked, for the first time this century.

Now, actually running the engine was not our immediate intention. The fuel was off, the fuel solenoid was mysteriously not operating and Andrew had undone several of the injector lines. The plan is always to crank it gently, and get some oil around bearings and bores which have not seen any for years. Once the pressure gauge started indicating we got more adventurous. Andrew turned on the fuel and primed the pump: I decided that my substitute timer relay was not hacking it and changed to a manually operable run relay to get the fuel solenoid working, and we had another go. That sounds quick but in reality it was several attempts, punctuated by pauses to give the batteries a bit more charge, but eventually the engine almost fired - when a fuse blew.

The Sentinel desk includes several traditional CAV fuse holders that carry traditional fuse wire, the kind once to be found in every home. We had none, and after destroying several strands of what was probably 5amp rated (and the fuel solenoid, momentarily, pulls 40amps+, but it wasn't going then) Andrew raided an old "spare unit" in the VBA and returned with a small supply of what looked like 45amp rated fuse wire.

Armed with that, Tom came to life with a cloud of exhaust from the tail pipe and dust out the radiator.

We stopped and started it several times, but couldn't seem to get the charge pump to begin filling the converter, despite priming it. I was watching the surface of the oil in the tank and became convinced that it was forming air bubbles. We have checked the books on return tonight and are now fairly sure that someone has turned the pump 180 degrees, i.e. instead of pumping oil round it is attempting to pump air back!

So Tom's engine runs at last, although there is as yet no alternator connected, the timer relay needs replacing and the lights don't work, and that's before the converter oil and air pressure are tackled to make the loco operable - but at least it is one giant step along the way.

get [DOT] lost [AT] disneyisfun [DOT] com (Weekend Rail) 2012 Jul-Sep Sun, 09 Sep 2012 01:00:00 +0100
Of blues and hivi https://www.weekendrails.co.uk/blog/of-blues-and-hivi.html https://www.weekendrails.co.uk/blog/of-blues-and-hivi.html

Of blues and hivi

5th August 2012

It's half past ten of a long Sunday night as I start writing this, and there is lots to say. Going back to last weekend, you may recall that Andrew got called away, leaving me to my own devices. As he had the Monday booked off anyway, he merely reversed his plans and summoned me to Rowsley to "make up for" his missed Sunday. Again I manufactured hoses for "Libby" and "Tom" while he crimped more battery lugs on cables, but otherwise, there was little dramatic to report.

We got to hear more about D2128's transmission during the week. Apparently our experts were having similar problems to us. When the powershift is engaging a gear, the "servo pressure" should rise from its off-line 80-85psi to around 250 psi. I had a report from the boss that despite their best efforts, it does so in first gear but in second the pressure stays resolutely at the bottom end. At least in his case it drove in both gears (so I consoled him that that was substantially better then we'd had) but the danger is that if the servo stays at only 85psi in second then the clutch might be slipping, and could he borrow back the spare valve assemblies from our other one for comparison? We said of course, but you'll have to collect them yourself as we're committed to the Warring 40s event at Rowsley. So he did.

There was news also on the injectors for "Beverley". Having struck out with 3 other possibles who were unable to deal with Cummins injectors "that old", Andrew found a firm - who just happen to carry out injector work for a well-known engine repairer - who not only knew the injector but had parts in stock. So they should be back with us in a week or two.

And so on to Friday. In the morning Steph and I went over to Rowsley to assemble our "Gazebo" on its allotted plot plus a loaned one alongside, and drop the obligatory folding chairs, card and pasting tables, etc,. etc that go to make up our stand. On Thursday afternoon I had collected some specially machined pieces that would render our "unexploded bomb" operational again and more of a challenge to our visitors to unscrew its fuse without blowing themselves up. Actually I may have made it rather too difficult and may ease the clearances a bit for next year!

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Andrew got home from work and I found myself trekking the 23 miles again in order to put the Drewry ready on its train and "Tom" inside the shed so when not required for our part, we could retire inside and proceed with real work. Readers may recall that we trailed our anticipated involvement with capture by nasty Nazis and saving by admirable American allies. But phone calls Friday afternoon brought forth the news that the plan had changed, and from what we gleaned, it was as though we were just to perform a couple of shunting moves as a token gesture. We drove over to Rowsley on Saturday morning in sombre mood, change into our "costumes" (Jennifer managed to find one pair of green overalls big enough, but Andrew had some "acquired" dark blue jacket and trouser sets so we opted for those) and checked the Drewry over.

Our instructions were to haul our train (2 brake vans sandwiching Andrew's 1943 German flat (ex Peenemunde tank wagon) up to the loading bank where a German motor bike would herald a collection of weapons to be lifted on. After the steamer had cleared the yard we moved forward and waited and waited, expecting any minute to be told we weren't wanted at all.

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Then suddenly Hamish arrived on the bike, with the side car stacked with rifles, followed by other German re-enactors with other weapons. Andrew explained the true origin of the wagon and they seemed rather more excited.

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After we'd loaded we retreated to the far end of the yard and waited for the train to leave, after which. with a few long blasts of the horn to ensure I had got everyone's attention, we moved back forward opposite the station buildings and formed the "firepower" display. (Well OK, I went too far forward and had to set back, but I was only obeying orders.) Each weapon was discharged as the compère described the origin and capabilities. Andrew assured me that the recoil from one mounted gun, even with blanks, was such that it was bouncing itself and its operator across the wagon floor!

With the display over we moved back to the loading bank and saw the weapons off, then took the train just back into the yard (near the loco shed gates) and broke for lunch. We then retired to the loco shed, changed from blue into customary hi-vi overalls and set to work on stripping out "Tom's" casings.

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The silencer on a Sentinel 0-6-0 is not only heavy but hangs from two brackets on separate pieces of casing, so the only way to refit it is to start at the cab and work back forward. With the aid of a hoist we had started fitting the rearmost bolts only to discover that one bracket was cracking and about to fall off. Nothing for it but to weld it up in situ but as we get set up, Rob arrived and deputised us to check the area for stray members of the public (those who deemed the "No Entry" sign at the loco shed gates was not meant to apply to them) then open the gates and man it to prevent any incursions other than the German troops as the battle commenced at five past 3. We changed back into our blues and did as requested, taking up position on the running plate of the Drewry for a close up view of the action.

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Dead on time the German column started from the car park - motor cycle and two cars followed by infantry - attracting some small arms fire from the Allied troops who were after all camping in the trees. By the time they reached us the well-trained German infantry was huffing and puffing a bit but after a few minutes deployed back into the trees to engage the enemy.

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It is difficult to describe the noise of weapon fire and large pyrotechnics close up, save that I suspect some day, some jobs-worth H&SE inspector will compel all re-enactors to wear ear-defenders!

It may surprise you to learn that the Germans lost, and once they were all dead got up to take the applause from the public viewing from the platform. We returned to the shed and our hivi.

One of Rolls' habits was to apply manufacturing standards in fabrication that were overly accurate. Over time, such fabrications as casing sections may warp or "de-stress" and when we came to assemble the bolts in our second hanging bracket they were nearly half a hole out.. After much swearing and cursing we managed to pull the roof brackets into line with a lorry strap and with the holes in the chassis cleaned out with a 3/8 BSW tap, the silencer and rear casing sections were back in. Time to quit.

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Sunday from the firepower point of view went much the same, but we knew better where to be and what was wanted and positioned the train right first time.

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Back to the shed and into hivi and Andrew made a start on manufacturing a new end for the one remaining radiator stay-bar that goes from rad to casing top while I cut some lengths of silicon hose and fitted the new radiator top connection and its clips. With this done, more of the casing parts went back until it was time to do our gate guardian bit again. The battle went much as before, but some canny Germans lay in wait at the coal bunker by the loco shed, so got out of running behind the motor vehicles! Of course they lost again - as one re-enactor said, you don't join the German regiments if you want to win - although this time one was taken prisoner - maybe running low on blanks.

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Back in the shed Andrew went off to add paint to "Libby" while I finished off the remaining casing parts with fresh bolts and packed bits away. My task was to taxi Jennifer back to Sheffield station before returning to the Briddon Country Pile to finish unloading. Like I said, a long Sunday.

get [DOT] lost [AT] disneyisfun [DOT] com (Weekend Rail) 2012 Jul-Sep Sun, 05 Aug 2012 01:00:00 +0100
Of doors, floors and filters https://www.weekendrails.co.uk/blog/of-doors-floors-and-filters.html https://www.weekendrails.co.uk/blog/of-doors-floors-and-filters.html

Of doors, floors and filters

22nd July 2012

It has been another interesting week. OK, not so much of railway interest in the short term - far too much of the week has been occupied with the forthcoming move from Briddon Towers to Briddon Country Pile - which at one point I was seriously thinking wasn't going to happen until some time in August. But by dint of applied pressure we got as far as exchanging contracts on Friday and hopefully completing this Tuesday. So is it then all systems go?

No. Although the new house did have a phone, and the wiring is still intact, because it is "dead" it suddenly becomes a "new installation" and as all phone engineers are tied up with flood damage repairs, the earliest we can have a phone (and thereafter internet access) is August 21st. For someone self-employed where e-mails are a key requirement, this is a serious problem.

Andrew followed up a couple of Rolls-Royce DV8TCAs that were on e-bay - that they were attached to generators and lacked some useful accoutrements like radiators made them look possibles when they went without a bid - but a day or so after he'd inspected them I rang up to make an offer to be told that they had been sold as a job lot. A Rolls DV8 or a Cat 3412, are our preferred options to repower D9500 and until there is something suitable in stock, Andrew is rightly reluctant to commit time to it - we have quite enough projects on the go as it is. One thing that didn't happen during the week was a call from our transmission gurus to say that the spare powershift for D2128 was tested and ready. I haven't yet pursued this - so whether it is technical issues or merely other jobs taking precedence I don't know. Similarly two aluminium profiles with 17 slots each ordered to start the new doors required for D2128 should have been ready for collection on Friday and weren't, but may even be ready as I write this.

So at last Saturday came and we headed over to Scunthorpe. My immediate task was to remove the two doors from D2128 and start removing the furniture - that is to say door handles, budget locks and hinges. In its Deutz air-cooled era D2128 had the two front doors on each side cut roughly in half and the lower sections replaced by fixed mesh panels for cooling air entry. By moving doors around we were able to use these shorty doors to locate over the compressor and exhauster (where I have fabricated bulges to draw up) but two must be renewed, ventilation louvres and all. The only problem with stripping them was that BR chose to fix the hinges with countersunk rivets which meant drilling them out and chiselling through what remained. Andrew meanwhile had headed over to "Beverley" - incidentally Bev's 6 injectors are back from a free spring clean - 4 look OK but two are bunged up solid so must go to somewhere that handle old Cummins injectors - and that may have to be Cummins. Andrew's work therefore was essentially applying paint to the wheels and side rod that he cleaned and primed last time, plus other bits and bobs. We had a conference at one point about where and how to drive an exhauster - sounds like I may be after another Land Rover air cleaner to go with the ex-dmu one. My other task was to open up D2128's cab floor and contemplate the disc brake and its calliper assembly mounting - actually I was intending to have a serious look at setting up direction detection off the gearbox, but as the back of the RF11 sits underneath the cab cupboard, which is dirty, greasy and bolted to the backsheet, I decided to admire the front of the RF11 instead! With some rough dimensions I should now be able to pull together a bracket to carry the calliper over the disc, ready for when the big MIG is next brought over.

Sunday: With a load of additional bits in the back of the van (as Andrew continues "doing his bit" by emptying the garage at Briddon Towers) we headed over to Rowsley. Andrew headed to Tom, where he suspected he had used the wrong section silicon hose last week so he changed that, and fitted up a load more. In the course of this, he realised that the bottom outlet of the rad looked unpleasantly sludgy, so we flushed through a few gallons of water to shift the worst. I meanwhile had been on the Drewry. With no time to renew the cab floor as we'd planned, I put back the old floorboards (with screws - someone had nailed them) and did some other repairs before joining Andrew on Tom. Andrew decided he was going to do the main starter cables so leaving me to get on with the converter fluid lines. So I collected the swager out of the VBA, got set up and started by making up a breather line from the converter to the top of the system above the torpedo cooler. Rolls used to do it this way - personally I prefer to put an air bleed valve on the converter top and purge the air out as the system is first filled, but a bleed line, in theory will continuously take out any air that accumulates up and into the return line to tank. My next plan was to assemble the return line to the tank from this point and to do that, I needed to add in the unique orifice assembly.

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The principle on the Twin Disc converter is the charge pump forces your oil in, and the base pressure is created by restricting the line back through a very small 'ole. To prevent this hole become obstructed, there is a fine gauze filter shaped like a thin section of pipe. From time to time you should, as a responsible locomotive maintenance man, strip out the filter, clean it but inspect the debris. Brown sludge is either biological action or overheating, but grains of ferrous or brass is a clear sign that all is not well within the converter - bearings going allowing parts to touch - and it is time to take it out before more damage occurs and it gets really expensive. Before fitting Tom's orifice back into the line I opened it up - oh dear. The gauze was invisible under a layer of consolidated coal dust splattered with bits of ferrous chippings. No wonder when Andrew bought Tom the converter was away under repair. I had another in the van, it had come from a scrapped loco at Poole harbour so I opened that up to see if it would be suitable.

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It had no filter at all! These assemblies are available but being unique to Twin Disc, are getting a touch expensive. So I dropped the idea of doing the return line and instead investigated producing the suction line from tank to the primary converter filter. Having traced this back from pump to filter assembly under the running plate I decided to unscrew the filter bowl. Would you believe, no filter and half an inch of coal sludge in the bottom? [I don't know why but every ex coal board loco I have had dealings with has a tank whose fuel is black from coal dust in suspension. Did some mad executive believe that he could eek out supplies of expensive gas oil by augmenting it with combustible hydrocarbon in a more solid form?]

So anyway, there you have it. Some coal board fitter no doubt found the filter element clogged, none in the stores so let it run without. Thus coal dust passed through the converter, clogged the orifice filter and in due course caused significant converter damage. I made up the new feed line to the filter assembly, after which Andrew decided that maybe we should replace it with one of our current spin-on filters. He’s good like that.

With the day drawing to a close, "Charlie" which Rob had left over at the shed for us, was started up and we swapped the Drewry and Tom around so the former can come off shed more readily for the Warring 40s event. Which reminds me, two Army Surplus stores down and we cannot find any olive green ovvies for our starring roles. Hivi ist verboten for that weekend. Must start a serious search.

get [DOT] lost [AT] disneyisfun [DOT] com (Weekend Rail) 2012 Jul-Sep Sun, 22 Jul 2012 01:00:00 +0100
Of fighting on four fronts https://www.weekendrails.co.uk/blog/of-fighting-on-four-fronts.html https://www.weekendrails.co.uk/blog/of-fighting-on-four-fronts.html

Of fighting on four fronts

1st July 2012

The last week of the month I suppose lived up to precedent. At the beginning, I had one of those "I'm sorry to have to tell you" calls. It appears that when we were told last week that the spare powershift transmission for D2128 had been tested OK, it had in fact been pulled off prematurely as a more urgent job had arrived. When it was put back on and tested properly not only did the converter seals leak but it made "unhappy" noises which may be a bearing down in the powershift. We knew it was much stiffer to turn the output flange so this was not really a surprise, but nevertheless unwelcome.

To cap it all, when I phoned the contractor whom we used to collect the casing tops, he told me he had broken his foot and really wasn't interested in work at the moment. We had earmarked next Friday to change the transmission but that will have to be later.

Then on Friday I rang the profiler - Andrew was anxious that I collect the profiles so that on Sunday he could weld up a new engine mount for "Tom" - but the laser cutter had been out of action during the week and there was a 2-3 day backlog, so they won't be ready until Wednesday. But these things are sent to try us.

Anyway, we set off on Saturday as planned for Scunthorpe, being jocularly welcomed as the afternoon shift. As agreed, Andrew and I split our resources, he heading to "Beverley" and me to D2128. He had the task of clearing the top of the Cummins engine, opening the rocker boxes and accessing the cylinder head bolts with a torque wrench as long as a broom handle to see if any of the bolts have relaxed since the engine has been running a bit. With the old copper/asbestos gaskets, they tend too, but these were soft steel joints and the torques had stayed up, which, although it did not avoid having to drain coolant and move the old transmission cooler, did save him from having to remove the coolant manifold which obstructed other bolt heads. The only thing left that can be causing the erratic operation of Bev's engine has to be the injectors, so these came out for attention.

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I meanwhile, was banished back to the dungeon to continue draining and disconnecting the powershift. With extra hoses and funnels I continued to recover - oh 95% of the hydraulic oil, it's just that the other 5% sometimes splashes down, or at other times dribbles down your arm or waits until you think it's all out and then drips straight on top of your head or shoulders. While I waited for the latter I continued removing the propshaft bolts so that that is completely clear of the powershift.

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Part way through we broke off as a two coach train of tourers arrived at the loco shed and limited numbers were allowed to tour. I spoke to one gentleman who was convinced that Beverley was a Sentinel (I mean have you ever seen an inside frame Sentinel?) presumably because in the industrial loco market Sentinel were what you might call "brand leader" for a number of years, and another who had just retired from 48 years driving locos at Stanton Ironworks, and even, like me, could remember the narrow gauge system at the Spun Pipe Plant.

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Had we been "on" for a change next Friday I would have pushed on to try and get everything ready - as it is, the electrics are pulled clear and the air induction system partly dismantled, but the fuel tank and casing tops are still untouched and we will have to get on with this next weekend.

Sunday - and reasonably early we headed over to Rowsley. With two extension cables and the battery charger I set about determining the condition of the two batteries in "Tom"'s cab. Unfortunately their long period of idleness at Telford has done them no good and the weaker of the two is so internally sulphated that the charger could push little more than 7 amps through and though the voltage came up after an hour or so it had dropped back. With the aid of a wadge of old Thomas Hill drawings I continued where I had left off with "Tom", wiring the new instruments up in the desk and reconnecting all the wires in the relay box. Sadly the weather kept alternating between sunshine and rain, so any ideas of continuing the wiring at the engine end were postponed.

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Brave souls from he P/way department were out sleeper changing on the ash pit road, for if main line track renewals are essentially an out-of-season activity, repairing sidings and such are best left for the summer months. Andrew meanwhile had retired to the loco shed where after further cleaning up of the inside cab on "Libby" he continued with the painting of the cab outsides. Later on he came out and in the pleasant late afternoon sunshine, fitted Tom's stop solenoid and pondered its linkage.

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I had picked up some more 3/8 hose with a view to installing new hoses on Tom and Libby but time ran on and there was no time to start, for we had to clean up and go visit our imminent new abode, for the family will soon be vacating Briddon Towers in Sheffield for the more tranquil, superior Briddon Country Pile.

So progress, in some way or another, on four locos over the weekend, though we can argue whether what we achieve together is in total greater than two working alone. Next weekend, almost certainly, our efforts will be pooled, but as to what, we'll have to wait and see.

get [DOT] lost [AT] disneyisfun [DOT] com (Weekend Rail) 2012 Jul-Sep Sun, 01 Jul 2012 01:00:00 +0100
Of wanderings and doings https://www.weekendrails.co.uk/blog/of-wanderings-and-doings.html https://www.weekendrails.co.uk/blog/of-wanderings-and-doings.html

Of wanderings and doings

24th June 2012

The narrow gauge theme started by the Amberley visit continued this week. On Wednesday night Steph and I met Andrew at Butterley for their annual n.g. open night. (We met for the simple reason that he was on his return journey from Eastleigh.) These open nights have a similar theme - two or three runs the length of the GVLR with resident 0-4-2T "Joan", then the area around Butterley is de-marked into sections and a loco is set on each and visitors are free to have a go.

In addition various sidings around the works area each had a loco or two to trial. Sadly we arrived just too late to catch the last train this year, but there was still plenty to interest us. I got approached by someone who would like to publish "my book on Thomas Hills" - which I have been lobbied quite a bit to write lately, as opposed to the novel I have written which I would much rather get printed first!

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As an erstwhile owner of 6 n.g. diesels it was good to have a go on a Ruston and a Lister - I had forgotten how much Listers bounce on their coil springs, makes it hard to hold a constant throttle setting.

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But for sheer vibration, it is hard to beat the Deutz with its single cylinder engine - at idle it trembles rhythmically like a compulsive jelly and in action, well the whole ground moves - I'm sure the GVLR could rent it out to other lines as a Dynamic Track Stabiliser.

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The following day Heanor Haulage were at work for Andrew, collecting Sentinel 0-6-0DH "Tom" from Telford and conveying it to Rowsley where we will get the outstanding work completed. I planned to get there to see it off, but they beat me to it and it was on the ground by the time I arrived, but I saw it onto Peak Rail proper, with "Charlie".

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Later I helped Rob shunt things around so that "Tom" was parked on the siding in front of the Drewry, ending up with sopping boots, socks and trouser legs as I trudged through the long grass.

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On Friday I was booked to attend a shareholders do at Llanuwchllyn. The line opened on the 10th August 1972, and this celebration was for the 40th anniversary. A public event will take place nearer the date, but on this day the line was not running so it was open just for invitees. I spent a large amount of time from 1977-2001 on Rheilffordd Llyn Tegid (I know: 'that's easy for you to say') culminating in 2 years as Society Chairman and coinciding with the demise of YEC. For several years I had not been back until I wandered in on my way to Tywyn last year. Nevertheless Steph and I are still shareholders.

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A recent arrival at Llanuwchllyn is "Winifred", the ex Penrhyn emigrant that returned from the States recently in much the same condition as when it left. In the foreground is the chassis of "George B", and if you are an aficionado of Quarry tanks you will instantly note the differences between the Penrhyn "Port" locos with 4ft wheelbase and the more common "Quarry" types of 3 ft 3in. One of the staff commented how so many more shareholders had appeared than ever come to an AGM ("Free lunch" I observed). "Maid Marian" was on train, having done a morning run for those who had arrived earlier, I took the 14.25 . Someone asked if any of the other "anniversaries" had been celebrated, and the loco driver by whom I was standing at the time said "Oh the 25th" whereas my mind jumped back to the 10th. He had not been around then. Indeed, later back at Llanuwchllyn I found myself recounting my part in the 10th, when, in re-enacting the first train, we used my air-cooled Planet from Llanuwchlyn to Llangower and back. It was capable of significant speed, which was fortunate as, due to oversight on my part, we left Llangower at the time we should have arrived back at Llanuwchllyn, 2.5 miles away. I had the throttle wide open up to the platform end, and as stopping a train is significantly harder than pulling it, ended - shall we say - rather farther up the platform than was normal. The scary part was, not only was the driver not around then, neither was the present manager nor his wife: times like this I feel really old.

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Talking of re-enactments, we are assured by Peak Rail that the Drewry will have a part to play in this year's Warring 40s event, arriving with a train and being ambushed by nasty nazis. Pass the tomato source, someone..

And so to the weekend. The plan for the moment is Saturdays at Scunthorpe, Sundays at Rowsley. At the former we arrived as a brake van tour for the SVRA was expected, so couldn't do much until they had departed, but did trial a couple of "alternative" oil pressure relief valve springs on the 03 which brought the oil pressure to something more acceptable. Once the coast was clear, we brought the 03 over a pit and "Beverley" in and got the latter's batteries on charge. I started draining the transmission oil from the 03 ready for the unit to come out - oh but I didn't say did I. The powershift from former MoD loco 876 has been on test and pronounced functional, so we are working towards doing a changeover in a week or two. But that means draining 80-100lires of oil, disconnecting electrics, propshaft, engine fuel feed, air cleaner, casing tops and fuel tank such that a single HIAB lorry can lift the lump off, the duff powershift out and the new one in, then replace the bits leaving us to reconnect all and (please, please) end up with a working loco. So far I have got out about 70 litres, but half the converter remains full and we did not, in the rush, put a proper drain arrangement in so that will be rather tricky to extract and recover. Andrew meanwhile stripped and cleaned a spare Westinghouse compressor governor and swapped that on Beverley. By late afternoon we were ready and Beverley was started up. Oil pressure started at between 4 and 5 bar but we were concerned with what it did as the engine got warmer, so I drove it up and down, propelling a 50 ton Janus and a 30ton saddle tank up the grade from the shed and into a sharp curve. Earlier in the day the Janus had slipped to a stand here with much the same load - Beverley took it in its stride again and again until we had 80-odd degrees on the engine. A few weeks ago Bev would have shut down on low oil pressure but now it held up at 2.5 bar. Andrew was not satisfied until he came home and checked the Cummins manuals which, if it wasn't quite good enough for a new engine, was certainly within tolerance.

On Sunday we headed to Rowsley to take stock of "Tom". Andrew set to and put the drive belts on to compressor, fan, charge pump, etc, while I made a start by removing the inappropriate flameproof cab light (it is a low enough cab without that thing sticking 8" down!). Andrew modified and fitted the clutch operating arm to the converter and after a general tidy-up and "Planning Meeting", he moved over to "Libby" to carry on with bodywork (fillering and priming the cab rear outside of where the cupboard was) while I picked up where I left off with wiring. In the light of the work I did on the 03, using a Paxolin base with umpteen M5 bolts through as connection points, I am beginning to regret not going down that route with Tom. Somehow I suspect I am going to have more trouble with this, especially as some of the old Thomas Hill cable number sleeves are faded and hard to read, and I am coming up with cable numbers that do not appear in the standard TH system. Next week we must try and get the engine mount made and changed on the left hand side so that the converter cooler can be finally sited and the plumbing commenced.

I hope many of you will be reading this directly on the blog's new home - www.weekendrails.co.uk. All the old entries from Railnuts are now here (though not all the pictures - yet). Feel free to add a comment.

get [DOT] lost [AT] disneyisfun [DOT] com (Weekend Rail) 2012 Apr-Jun Sun, 24 Jun 2012 01:00:00 +0100


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When maverick movie star Sean O'Toole is forced to leave the glamour of Hollywood to make a film about an Irish gangster, he's not best pleased - and even less so when he finds out he'll be joined by hapless local journalist Dan Starkey, who is writing his biography. It's a job that plunges Dan into the murky underbelly of the movie business, and from the backstreets of Belfast to the fleshpots of Amsterdam and the glitz of the Cannes Film Festival. Along the way a smouldering romance threatens the frequently rocky balance of his marriage to Patricia while he battles his way through kidnap, extortion and murder, and all of it liberally sprinkled with Hollywood gold dust.

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Smart or Lucky? How Technology Leaders Turn Chance into Success About the Book: An insider s look at the combination of luck and smarts you need to succeed in today's changing tech world. To be successful in any highly competitive market, you have to be smart, but you also have to be lucky by being at the right place at the right time. The most successful technology entrepreneurs understand the value of the combination of luck and smarts and make it work for them. Those who fail are the ones who may be lucky but get complacent, believe they're the smartest players in the market, and fail to make the changes needed to sustain leadership. Smart or Lucky? is for business leaders who are interested in learning what it takes to be successful in emerging markets and how to sustain success over the long term. It shows entrepreneurs how to recognize a lucky break and have the foresight to take advantage of it. Offers concrete lessons based on well-tested principles that have broad applications for business leaders and entrepreneurs across industriesBased on experiences with hundreds of successful and failed companies in the software market over three decadesAuthor s method has resulted in expanded revenue and increased market success for both large and small companies Informative and highly detailed, this is a must-read for all business leaders and emerging entrepreneurs who want to understand how to stay nimble and succeed in complicated, competitive markets.

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