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47765 Restoration Diary |
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This page last updated: 24 July 2007 24 July 2007 As you might have read on the GCRN Diesel Group Website (www.gcrn.co.uk), 47765 has loaned it's batteries to 47292, the latter being successfully started for the first time in preservation on Monday 23 July. The replacement bearings are still awaited from the supplier. Given 47292s condition and potential debut at the GCRN August Bank Holiday Gala, it was a reasonable prioritisation of restoration efforts. Many of the team involved with 47765 have been working on 292. Once 292 is in service and bearings delivered, efforts will once again concentrate on completing the work to return 47765 to operation. Meanwhile, the battery condition will improve with use on 47292, and when the set of batteries have been obtained for 292, 765 will regain it's original set of batteries. 24 June 2007 Finally some more progress to report - though not the good news I would have ideally liked. On Saturday 23 June another attempt has been made to re-fit the new bearings to the loco. Yet again the new bearings cannot be fitted. As a result, additional part numbers have been taken and it's now without doubt that the bearing fitted to loco by EWS that has subsequently failed is the incorrect size. What led to EWS fitting an incorrect bearing is anyone's guess. Perhaps a fitter having a bad day, a lack of correct parts in the stores.... Who knows? Anyhow, an order will be placed on Monday for bearings of the correct size and we should be able to progress the loco once again. While this whole affair has been extremely frustrating (not helped by other GCRN workload imposing even more delays on progress), there is no substitute for getting the repair right. Finally I should be able to rectify a poor repair that could easily have sent this power unit to the scrapyard or caused an extremely expensive need to re-dress the crank. So - I can count some blessings. Even the time away from the locos on GCRN business is going to benefit the railway as a whole and ultimately provide a first-class railway on which the loco will operate are all ultimately steps in the right direction. 18 May 2007 While D7629 is still busy supporting the GCRN services, our team is still unable to spend as much time as we would like progressing the Big Sulzer. However, progress is still being made. In April we finally managed to look at the bearings again. Unfortunately the replacement new bearings were clearly not going to fit. There is a growing suspicion that the failed bearing that was fitted by EWS may in-fact be the incorrect size for the engine. This would explain why this bearing alone has failed! Of-course, we took the old bearing out and re-ordered based on the bearing information, and it's only the problems fitting the new replacement that's revealing a deeper issue and possible incorrect size having been on the loco. Oops. Sincere thanks to Keith at Daido for continuing to help, support and offer expertise and advice. We now have a set of bearings that will be test-fitted to the loco in the coming weeks. We've also continued to charge the loco batteries and run the auxiliaries. This ensures that the batteries will remain in a condition fit to attempt a start when the bearing issue is resolved. In early May the water circuit pipework was also reconnected around the triplepump. Class 47 spares acquisition has also continued. With D7629 earning it's keep in-traffic, the revenue generated is providing the means to continue to build the stocks of spares for the continued well-being of both D7629 and 47765. Thanks to Steve, Steve and Ron for their help during trips to scrapyards. 13 April 2007 Back in January we had expected the loco to have been serviceable by-now. That was until I/we got waylaid with other activities at GCRN! For me, as Director, Safety at GCRN, it became my responsibility to write and implement the new Safety Management System (implemented on 01 April). This took a great deal of personal time and effort, but has proved to be one of the most rewarding activities I've undertaken for GCRN. D7629 has also been far from idle. As you can read in the D7629 Restoration Diary, D7629 has found gainful employment undertaking testing for Sperry Rail as well as kicking-off the GCRN's 2007 Operating Season hauling services the first couple of operating weekends. All the crew working on the two Sulzers are still itching to get work back on-track with 47765, so it is hoped that we will pick-up again in the coming weeks. 17 January 2007 The new main bearings arrived from Daido during the Christmas break. These will be fitted to the 47 as soon as possible, and then the loco prepared for starting. 20 November 2006 Having obtained the required Sulzer tools, and with the Class 25 Railtour duty out of the way, a good start has been made on addressing the main bearing problem in 47765. Sunday 19th November has been the first chance to crack-on with the big Sulzer, and significant progress is again the result. B2 main bearing is now removed. As expected, the bearing has completely failed. B3 main bearing was also checked and is in excellent condition. Further bearing checks will be completed prior to the engine being run, specifically Nos 4 and 7 which are the ones most prone to excessive wear and damage. Photos of the work will be published on this website in due course. 21 October 2006 The progress on 47765 continues to be extremely encouraging. The seized water pump on the triple pump has been freed-off and the pump now runs smoothly and quietly. Now that both the compressor and triple pump operate properly when "EO" is selected, the batteries on the loco are getting a workout and being cycled between a drain and charge current - which is improving them markedly. The operational triple pump has also allowed circulation of the oil that remains in the diesel engine. Immediately it has been suspected that the oil is very thin and has a high proportion of fuel in it. As the pump has been run, it has caused the oil to circulate. The extended period of storage of the loco will have enabled any particulates to "settle out" of the oil somewhat. Nevertheless, with the pump circulating oil, some of the particulates suspended in the oil will have been picked back up, making sampling and analysis of the oil worthwhile. The sampling tests for wear metals and contaminants in the oil. Readers of this log will already know that one main bearing has failed, so there was always the expectation of finding wear metals from this bearing in the oil. Nevertheless, if multiple bearings were also experiencing significant wear, then the oil sample would almost certainly reflect this. The results of the sample are therefore encouraging; The oil is indeed very thin, with a high proportion of diesel fuel in it. This was expected, but helps as we go forward because it suggests either a fuel injection problem (such as the "dribbling" pump and injector that D7629 had earlier this year), or a leak on the high-pressure fuel feeds to one or more cylinder heads. In-short, it helps the restoration team zero-in on a possible problem with a fuel leak of some form on the engine. The levels of bearing wear (copper, lead) in the sample are actually lower than expected. The actual levels are likely to be higher than the sample, due to the "settling out" of some particles suspended in the oil. However, the levels of wear metals in the oil are low, so indicating that the bearing damage is likely to be limited to the one failed bearing. Given that the turbocharger (potentially the most vulnerable bearing on the engine due to it's high speed and temperature environment), still turns freely and is not seized, this bodes well for the health of the other bearings. Investigations continue to ensure that these results are reflected in the wear visible on the bearings themselves. With the triplepump now running, it's also important not to pull-up sludge from the bottom of the fuel tanks into the fuel system. This is one reason for fuelling the locomotive. The other obvious reason for fuelling it is the progress being made, and the likelihood of starting the diesel for the first time coming very much closer. The load regulator has been replaced on the governor, and the position transducer wires reconnected. The load regulator also has three cam switches in the same unit. These wires have all been cut, so will need to be traced-out and jointed. Each and every relay and contactor on the locomotive has been cleaned and lubricated to ensure each moves as it should. Investigation also revealed the results of arcing on one of the start contactors, which has been rectified. Externally, the missing Main Res cock and pipe have been replaced, as has the coupling at No2 end. The restoration team are extremely buoyed-up by the progress on 47765. With the oil analysis results being in-line or better than expectation, it has provided a clear list of activities and actions that the team will be following in the coming weeks towards the first restart of the engine. The fuelling of the loco is a significant step forward and reflects just how much progress has been made and how close a startup actually may be. The oil to undertake a full oil change on the loco is already on-site, so once the engine has been proven free of liner leaks, the oil and filters will be changed. Clearly, the main job is to address the failed main bearing. A Sulzer engine Barring tool is required to complete this, and one is being sourced as soon as practicable. The bearing will be the focus in the coming weeks.
02 October 2006 Work proceeds apace on the "big Sulzer". The opportunity was taken on Sunday 1st October to test the brake system now that all valves have been replaced on the loco. D7629 was used to "blow-up" the 47 and test the brake systems. The tests were completely successful. Only two minor leaks were found, and 47765 certainly sounded "alive" again as the Spirex valves "popped" withdrawing damp from the air system as it charged. The readings on the bogie brakes and train pipe were all absolutely as they should be, horns operated correctly and bogie brakes applied in correct proportion to the reduction in train pipe. Given that a number of key brake valves (including the distributor and FV4 valves), have been replaced, the tests were extremely successful. The leaks have now been attended-to and the brake system on 47765 should be regarded as complete and ready for further tests when the loco is run. After the success with the brake system, efforts turned to the diesel engine itself. Some of the loose wedges were checked and the "wandering" free end bearing has been given attention. A 12LDA barring tool will need to be borrowed to replace the defective bearing and this is now the next focus of attention. Finally, the BIS was switched-in to test elements of the electrical system. The fault lights on the cubicle and both desks operate as they should, and in "EO" compressor #1 runs as it should. The commutator on the compressor needs cleaning (as do all the rotating machines), given the period of standing (surface oxidation has taken place). This will be done during preparation for the loco's eventual start. The progress on the loco is extremely encouraging. It has now had the water and brake systems proved, the electrical system is undergoing proving and the work on the Diesel engine started. Work in the coming weeks will be concentrated towards pushing progress with 765 even further forward.
25 September 2006 When work is undertaken on this loco, it certainly seems to make significant progress. With the GCRN running "Thomas" services with a steam loco, Dave Partner assisted with '765. As noted below, the new hoses required to replace the Driver's Auto Brake Valves have been in-stock for some time. Finally on 23rd September we had the chance to fit them to the loco. I must admit that the term "no user serviceable parts in this loco" came to mind! Working in the confined space in the corner of the cab was extremely difficult. Though the replacement hoses have some flexibility, that flexibility is limited and the space under the brake valve mounting bases was extremely restrictive. However, both brake valves have now been fitted successfully, marking a major step forward. In addition the horn valve was replaced in No1 cab, and the existing horn valve (which had been partially removed while the loco was stored at Wigan), was also reconnected. In the compressor compartment additional valves were also fitted, leaving only two valves to be replaced to complete the air system ready for testing. These are the Drivers straight air brake valve in No1 cab and the Pressure Control Valve in the compressor compartment. Both valves are in-stock and will be replaced in the coming days. The loco's air system will then be pressurised to test the brake system using D7629. If the air system checks-out, attention will turn to the power unit which requires attention to two bearings and replacement of the load control unit. All the restoration team are keen to get this locomotive running. With major developments at GCRN coming to fruition between now and the start of the 2007 season in April, it will be good to have our "big sulzer" in service alongside D7629 and 56097. 03 September 2006 With D7629 in service every weekend from early July, and then every Thursday, Saturday and Sunday in August, work had again ceased on 47765. However, the weekend of 2/3 September was a chance to get back to working on the locos. After some time doing tasks on D7629, the opportunity to test-fit a brake valve base in the 47 was too much to ignore. Danny, Rob Cuss and I fitted a new brake feed pipe, then made the necessary connections to a new FV4 mounting base. The fitting has gone well, paving the way to replacement of both valves on the loco. 12 June 2006 It has been a long time in coming, but there is finally something to say about the Big Sulzer. In support of the NSMEE Diesel Gala, 47765 was shunted out of it's siding and posed in-front of the main workshop at Ruddington. The A end cab was opened for visitors to see. The re-entry of D7629 into service and final completion of the 25 will see the team finally be able to focus on 47765. The successful running days of 10th and 11th June also gave the team new impetus to get-on with the 47. The original plan was to have used the Air Braked Air Cons on the service, but the 30-degree temperatures caused us to rethink and use the standard maroon rake instead. Even then the heat of the day was extremely oppressive and more than one person commented that air conditioning would have been most welcome! So - the team has renewed focus and vigour towards getting the 47 on the road. Watch this space! 18 March 2006 Only little progress to report as the focus is getting D7629 completed now that it is nearing completion. However, thanks to Flotec at Loughborough (not heard any more follow-up from Pirtek in Derby), new brake feed pipework has been made and is now ready to be fitted to 47765 which will enable the brake valves to be replaced. The new hoses were shown to the pressure vessel inspector and have received a very favourable nod and agreement from him that they are significantly better than the copper pipes formerly fitted. March 2006 Progress continues unabated. Dave Partner has removed more of the damaged pipework after a chance conversation at Pirtek in Derby revealed a fix for the problem. With the old, damaged pipework now removed and the brake valves and seats cleaned and prepared for installation, the visit from Pirtek is eagerly awaited. February 2006 While the winter weather slows paintwork on D7629, the opportunity to advance small projects on 47765 is taken. In late January the smashed gauges in the No2 end cab were all replaced. Two faulty switches were also replaced, further rectifying and improving the loco towards the day when it will be runnable again. A start has been made on preparing to sort-out the pipework that feeds the Driver's Auto Brake Valves. No1 end cab only has one of the pipes bent (during removal of the valves by EWS), so that's where Dave Partner started. The floor panel that hosts the DSD foot pedal was removed which has enabled us to reach the unions in the pipework. While the working area is tortuously small and difficult, the pipe was disconnected and removed. We will attempt to straighten the pipe, but if that fails, a replacement will be made. So - while the activities on the 47 are limited, the progress report is very encouraging. The next activity will be to begin to remove the bent pipework from No2 end to get that replaced. This will be harder than No1 end in view of the fact that the damage to the pipes is far worse and impacts more than just the one pipe. A spare bogie (again from 47762), was delivered to Ruddington in early December. This will eventually be fitted beneath the loco at the No2 end to address the No2 TM with it's failed bearing. Also received are three barrels of oil for the sump. The sump won't be filled until the bearings (see below), are addressed. However, with the work thus-far done, the day the loco is able to start draws ever nearer. Finally, the batteries are regularly charged to keep them in good condition. All-in-all steady progress is being maintained on the locomotive, despite D7629's completion being the clear priority. The big jobs will have to wait until the 25 is complete, but with recent progress on D7629's restoration, 765 should not have to wait much longer for that attention. November 2005 The locomotive was successfully moved from Rushcliffe Halt (where it was delivered by road), to Ruddington in early October. Initially it was thought that the collapsed bearing on No2 Traction Motor would potentially seize. However, investigation (and reference to the Driver's notes in the loco repair book), revealed that the loco was at full power when the motor seized (the driver reporting a flash and bang). The driver was able to regain power after isolating the No2 TM (and completing a revolution test). I'm sure that there are interesting gear teeth to be found somewhere in the gearcase! The TM armature had obviously already dropped and impacted into the field windings, stopping the motor dead. So, good news and bad - the loco obviously works OK with No2 TM isolated, but the motor is scrap - all apart from those trophies from the gearcase. News that 47762 was moving to Booth's for scrap was met with immediate scheduling of a visit. I had seen 762 at Wigan and knew it to be substantially complete. The loco had suffered from derangement of the gears below the governor. Most other parts were complete. Luck was with me and Dave Partner and I were the first to get to the loco at Booths. Now, a month later, 762 is no-more, however it has provided a substantial number of parts for 765 which will enable the latter to survive for many years to come in preservation. Key parts given up by 762 include;
Good news and bad After replacing the missing water level gauge on 765, the water system was filled. The system holds water with only two minor leaks. No liners appear to leak and the water level was maintained for three weeks. The loco is now drained against frost damage. The batteries - obviously recently replaced by EWS - have taken a charge and the lighting circuit is proved. Progress indeed. The missing rocker covers have been sourced and fitted. One valve showed signs of recent water contact from a roof leak while the loco had been without the covers. There is no damage to the rocker gear or valve and both were cleaned and lubricated prior to the rocker covers going back on. There seems to be most of a fir tree around the top of the engine, so at some point 765 has been sitting under a fir tree with the engine roof covers open. Any ideas???? Work has already started to replace the broken cab gauges. The drivers power and reverser handles are all back, and defective switches are slated for replacement. Investigation of the hacked-out FV4 Valves reveals that one end has far less damage to the feed pipes than first thought. In any case, unions are just below the Deadman's pedal, so replacement of pipes isn't going to be as bad as first thought. Now the bad news. During a visual power unit check (internal), one of the main bearings is showing metal particles at the margin of the bearing. It has almost certainly "picked-up", so will need to be replaced. In addition, the free-end main bearing on "A" bank is able to move laterally. While the bearing and crank show no adverse affects, the bearing shouldn't be able to "wander" as it does. Also, some of the wedges that hold the main bearings in place show some small movement. These (and associated bearings) will have to be checked before a start is attempted. But a bit of good news - the turbo turns a treat. Work is proceeding on D7629 and until that loco is complete, no significant work will be undertaken on 765. However, the plan of work to return 765 to service is taking shape, and even though the bearing problems are a concern, I'm still very upbeat about the overall condition of the locomotive.
August 2005 With a Sales Acceptance letter from EWS dated 27th July 2005, a new era has arrived with a second loco added to the collection. Getting to this point has been an interesting story in itself. EWS issued a tender for locomotives stored at Wigan in April 2004. While most were expected to be in poor condition, no opportunity can be overlooked. With some information provided by Nigel from the Brush Type 4 Fund, Dave Partner and I set-off for Wigan armed with the prerequisite tender list. A number of locos looked promising on paper, but inspection revealed otherwise in many cases. Of the six or so locos inspected, the "shortlist" we came away with was for two: 47624 and 47765. My notes from that day reveal the condition of both to be somewhat comparable. Both had suffered from some stripping of parts - specifically brake valves in the cabs. Both had a fairly major fault (624: Cut Traction Motor Cables, 765: Failed TM Bearing). Otherwise both locos were basically complete. Neither of the major faults was beyond rectification, so a speculative tender was in the offing. After much deliberation, the tender was sent back to EWS with bids for both locos - 624 being the preferred option on balance. EWS had already indicated that there had been issues with removing locos by road from Wigan. Putting a number of stories together, it seems that a local resident had had a wall damaged by a low-loader, had lodged a complaint to the local Council, who in-turn had ordered the cessation of further movements from site (and installed concrete bollards along the roadway outside the depot to prevent movements). EWS were already in negotiations with the council at Wigan to effect removal of the locomotives. So, from the outset, any movement of locos would depend on the talks between EWS and the Council. This turned-out to be far more protracted than anyone in April 2004 might have imagined. With tenders already let, it also stymied further loco sales until the situation was resolved. With probably above 40 locos at Wigan, the issues were significant. In June 2005 the deadlock was finally broken, with a 17-week "window" agreed for the removal of locos from Wigan. EWS wasted no time in contacting those that had tendered, given the clock was already running on the 17-weeks. I duly received my letter requesting that I re-confirm my bid. Wigan has been notorious for suffering from petty theft of parts from locos, specifically non-ferrous parts (such as aluminium and copper). With this in-mind, it would have been foolhardy to simply confirm the previous tender. The Disposals Manager at EWS, Russell Coggle (who I have to say has been most helpful throughout), confirmed that it would be possible to conduct a further inspection of the locos, so I duly set-off for Wigan once more. Sure enough, both locos had seen stripping of parts. 47624 was now in a sorry state with fairly extensive theft of parts. Of these, the removal of parts from the ETH cubicle, removal of batteries and extensive removal from the Electrical cubicle all led to a very quick and obvious conclusion that '624 was beyond redemption. 47765 had also seen theft and removal of parts. Notably copper busbars on one side of the cubicle, as well as engine room side doors and all rocker covers from the Sulzer 12LDA engine. However, the loco was basically still complete and sound, so my mind was pretty clear with respect to updating the tender between 765 and 624. I'd also been thinking a lot about whether I should wait for a "better loco" or tender at this point. I've been in preservation over 15 years now, and been involved in the purchase of six locomotives. It's pretty obvious that as a class becomes fewer, so do the spares. If you are on the tail end of the process, the spares become harder to obtain. With this in-mind, I'd started to think that the "better loco" might be a pipe dream (specifically given that a lot of locos have been lying in store for considerable time and/or subject to pretty major failure), and that as times passes, the opportunities could be somewhat less optimum with respect to timing a purchase. Lots to think about! So - the letter was sent back, removing 624 from the tender. The machinations with respect to timing led to me to also update the tender offer. Given the 17-week restriction, EWS turned the bids around very quickly, bringing us back to 27th July and a Sales Acceptance. I'd already phoned Robert Ford at Allely's. Anyone familiar with D7629 will know that I've used Allely's numerous times in the past, and they are the only contractor I'd trust to move my locos. Robert was helpful as usual, and with me about to Jet-off to Dallas on business, the road movement was well in-hand. On Monday August 1st Allely's retreived 47765 out of Wigan. The low-loader left site at 12:30PM with all paperwork in-order and 765 on the back. Dave Partner and I had gone out to take pictures and duly caught-up with 765 south of Jct23 on the M6. It never ceases to strike me as totally incongruous to see a loco on the motorway - and 765 was no different. Every line we passed over or under on the journey led me to wonder how many times '765 had passed the spot on rails rather than road during it's 40-year career. The route took the M6 to the A500, to the A50, then onto the M1 north to Jct 25, then on the A52 round Nottingham, and finally the A60 south, before taking the back road to the British Gypsum works at East Leake. BG had kindly allowed the low-loader to travel through their site to the GCRN's pad facility (used by EWS Gypsum trains), at Rushcliffe Halt. 765 arrived there at approx 17:30. A short wait ensued for the ramp to arrive to off-load the loco, but it was firmly on it's new home turf by 18:30 that evening. The following couple of days were spent securing the loco and reviewing the condition and missing parts. I have to say that the loco is in better condition than first thought (great news!!!!). However, the No2 TM bearing has indeed failed and confirms the need for a TM or bogie swap. Given that this was a "known" from the outset, it's not something of major concern. The broken glass and mess in the cabs and ETH compartment has been cleaned-out so that shards of glass aren't being walked through the loco. The first pictures detailing the loco's internal condition are now posted to the new Class 47 Gallery. An immediate start has been made on acquiring the missing parts. However, restoration of the loco to working order won't start until the ongoing work on D7629 is complete. Check back here to see further progress on 47765. Mark. |
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