Restoration diary

Ian Kemp, Peter Carter and Wes Needle continued fitting coolant and oil pipework to the power unit, while Dave Rolfe carried on painting the other side of the power unit.

I removed the battery charge contactor so I could clean and undercoat the compartment where the CU2 and CU7 go, then did the same for the compartment underneath where the CU1 sits, in readiness for having them temporarily fitted for the open day. Topcoat will be applied next workparty. I also cleaned the dirtiest two of the cubicle doors ready for painting.

Mark Burrows and myself were on site today.  A slight mix-up over keys to the container resulted in a delay getting started and curtailed the working day somewhat.  Mark scraped off the worst of the crap from both the 037 cab and no. 2 cab of 30, then painted grey undercoat on the cab front of 037 to 'smarten it up a bit'.  The paintwork on all of our assets is looking faded and dirty after several years of no attention.  I pulled out the cables from under the floor in front of the aux gen that go to the load limiting potentiometer to bell them out. I identified and marked all but one, which will require further investigation. I did the same for several smaller severed cables from the cubicle to the main gen. This took all day as I was doing it on my own, so I had to make repeated trips into the Thin Man's passage to move the belling lead.  Although the work I've described here doesn't sound like much, it did take up a whole day but was very satisfying as it pinned down more of the cabling inside 50030.

During the work party of 19th April Andy Rowlands connected up the reverser air piston coils and tidied up the cables in the electrical cubicle in 50030, then started investigating the severed cables under the main cubicle walkway. They appear to be from the DSD relay box but further investigation will be required to trace them exactly.

Peter Carter and Ian Kemp together with Dave Rolfe continued fitting oil and water pipes to the ex-50008 power unit (see previous report, Power unit progress) in continued preparation for its use inside the overhauled 50030.

The restoration of the power unit ex-50008 Thunderer which was purchased by RRRG for use in 50030 is now almost complete.  This has involved removing all sixteen cylinder heads and either overhauling them or replacing them with overhauled heads, then removing all sixteen pistons and con rods before replacing both big and small end bearings, piston rings and if necessary pistons to effectively return the power unit to "zero hours" status.  Even with highly dedicated volunteer labour this has been a lengthy process but is now well into the "home straight".

Dave Rolfe has concentrated on an external overhaul of the unit, cleaning and painting especially auxiliary items such as water rails (blue) and oil feed pipes (pink).  This will enable us to identify potential problems such as oil leaks when the unit is in service inside 50030.  Ian Kemp, RRRG's mechanical team leader, and his fellow dedicated volunteer Peter Carter have been refitting the auxiliary pipework to the unit.  This has now reached the stage of refitting the lower cooling water rails.

In common with other Class 50 owners we have decided to manufacture our own gaskets as this is much cheaper than buying ready-made items.  Ian and Pete were busy today cutting out and fitting the water rail gaskets to one side of the power unit before refitting and attaching one of the water rails.  This is not an easy task because the casting of the engine block makes accessing the fastening nuts very difficult!  The corresponding water rail on the other side will be refitted in due course.

The tasks remaining to complete the overhaul of the diesel engine part of the power unit are to complete the refitting of oil and cooling water feed pipes and to test and overhaul the Woodward engine governor if necessary.  We also need to source a set of braided hoses which feed cooling water to the turbos - these were either missing or rotten when we bought the power unit.  The main generator attached to the engine is in good condition and will be detached and overhauled separately nearer the time the unit is ready to be installed inside 50030.

The power unit currently in 50030 is also practically complete and serviceable.  We did start an overhaul of this power unit before the Thunderer power unit came on the market and it is turn intended for use in 50029, to replace the power unit in that locomotive which suffered a serious seizure that was the cause of 50029's BR withdrawal in 1992.  An exchange of main generators is possible, to mate the good generator on 50029's damaged block with the good block attached to the main generator with flashover damage that is currently in 50030 - however this is a decision some time in the future.

Recent work in the cabs of 50030 has been concentrating on freeing off the power controllers.  Ian Kemp and Dave Rolfe have sprayed them liberally with WD40 and worked them backwards and forwards.  As a result they move for the first time since 1992, albeit rather stiffly in the case of no 2 end controller at the moment.  Andy Rowlands fitted, tightened up and reconnected the cables on the replacement set of contacts Dave had removed from one of our spare power controllers, to replace the set found to be broken during our freeing-off of the controllers. To achieve this you need to unbolt the plate that holds the sets of contacts so it swings away from the cams, and refitting the bolts that hold the plate is difficult as the contact springs keep pushing the plate away from the cams, which makes it not the easiest job when hunched up under the driver's desk and you need three hands!

The controller in no 2 cab is still quite stiff despite repeated applications of various lubricants, but the one in no 1 cab is much easier to move. If we cannot make them easier to rotate, we may have to look at removing the entire controller pedestals and dis-assembling them totally to see if the nylon bearings need replacing.

Ian and Peter Carter oiled the main big end bearings and barred the engine round.  Andy Rowlands has also been working to refit the reverser air piston in the electrical cubicle of 50030.