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News November 2011 The 71A Locomotive Group held a drivers experience day on 4 & 5 November where the volunteers who worked on the overhaul of 33012 whilst it was in Eastleigh works being overhauled had the chance to drive our locomotive. Several of the volunteers took up the opportunity and enjoyed a drive along the length of the Swanage railway hauling a two coach train. Everybody had a great time not only driving but also riding on the special train. Photos here and here October 2011 It felt quite weird standing at Stewarts Lane Depot , a home of Cromptons for quite some years and it felt quite good to see ‘ one of my favourite standards ‘ on depot. An early afternoon departure from Stewarts Lane depot saw 33012 head up the Midland Mainline to Barrow Hill to collect Harry Needle's 20096 & 20107 this time with West Coast Railways John Daniel at the controls. Departure from Barrow Hill was at 10.25 on Thursday 15th September with West Coast Railways drivers Frank Coupland & Chris Cubitt at the controls as we headed from Barrow Hill to the National Railway Museum at York to collect 55002 ‘ Kings Own Yorkshire Light Infantry’ , itself working its first trains in nearly 14 years. The convoy was certainly attracting a lot of attention from lineside photographers and commuters stood on platforms who quite clearly realised that trains like this do not normally pass them. Rattling along the East Coast Mainline from York on 33012 with a convoy of heritage traction behind us really did feel quite surreal. We turned off the ECML at Northallerton as we headed for Middlesbrough passing the now demolished depot at Thornaby. Arrival at Battersby requires a run round for the last stretch of the journey to Grosmont which was reached at 15.50. A bit of shunting around of locos then took place before we went into the running shed at Grosmont where 33012 was given a fitness to run examination by the NYMR’s Bob Fussey. We then had a bit of a clear out of the cab from the accumulated rubbish from the day before signing off for the day and checking into the B&B which we would be staying at for the next 4 nights. We then met up with fellow 71A group members Dave Gravell, Ian McDavid, Marcus Betts & Dan Bennett who had journeyed north in a car. The following morning was the first day of the NYMR diesel gala and 33012’s first working was the 10.30 departure from Grosmont in multiple with 73136. The ED was removed at Levisham so that it could go on to work the local shuttles during the day. Other locomotives in use at the Gala were 31128, 37264, 24061 & 25278,20096, 20107 & 55002. The NYMR’s drivers seemed to fully approve of 33012 although one did seem a little confused when Ian McDavid appeared from the engine room with a boiling kettle and promptly started to make tea on the move. Good job it wasn’t James or they would have been treated to the smell of a curry being cooked on the stove! If anyone has not visited the NYMR before, this is one of the most scenic Railways in the country with breathtaking views, just don’t expect a phone signal! Another group member Alan Hawkins had now also arrived for support crew duties over the weekend. The Friday saw 33012 work 2 return trips between Grosmont & Pickering. The NYMR is an 18 mile railway and has some excellent gradients and curves as it winds itself through the Moors. The trains were all very well loaded. Arrival back at Grosmont before heading back to the B&B for a shower before heading out for a rather fine curry at the Passage to India in Whitby washed down by a couple of pints of the local water ….. On the Saturday morning , the bizarre sight of 73136 at the terminus of Whitby with 33012 on the rear of the train was the order of the day. 33012 then worked 2 more round trips to Pickering & back. Sunday saw 33012 stretch its legs away from the NYMR as it was rostered to work 2 return trips to Battersby and back. This stretch of track has a 45mph speed limit on it with some restrictions for loco hauled trains however the line has some good gradients and certainly gave 33012 a chance to show off what it can do. Steve Glendinning had now arrived to enjoy the sounds of 33012. The Monday morning saw the convoy set off from Grosmont at 10.10, 30 minutes behind schedule because of the late arrival of the road fuel tanker to refuel 33012 observed by the watchful eye of Norman Hugill, NYMR Operations Manager. James Cox, Steve Glendinning & Barry Evans were the support crew for the southbound journey. The return journey saw the other visiting locomotives dropped off in reverse order with 55002 being dropped off at the NRM just after lunchtime. We then set off to Barrow Hill to drop off 20096 & 20107 where we would recess for the night. Back to the Ibis at Chesterfield where James actually made the carvery for the first time in history. The following day we departed Barrow Hill at 08.50 en route back to Swanage via Stewarts Lane to drop off 73136. We were an hour early by Kew but any ideas of going past there were soon thwarted by control. All went without a hitch and a right time arrival was achieved back in Swanage. 33012 accumulated nearly 1130 miles over the 7 days away from Swanage and performed faultlessly throughout, a testament to all involved in the overhaul. The 71A Locomotive Group would like to thank Kevin Yeoman and all the volunteers at the North Yorkshire Moors Railway for inviting us and for making us so welcome during our visit. Photos added to the 33012 gallery August 2011 Our loco settled down into regular use at Swanage; first for the Annual Diesel Gala, then the regular Friday evening “Wessex Belle Bistro” train. And ECS movements of mainline charter stock.
33012 is due to visit the North Yorkshire Moors Railway for their annual Diesel Gala on 16th – 18th September. As well as starring at the Gala, 33012 will be collecting 73136 from Stewarts Lane and two HNRC class 20s from Barrow Hill en route. And returning them after the Gala.
May 2011 The latter part of April was very busy for the Team. We were audited and 33012 inspected by GBRf, who were very content with the loco and most of our paperwork and procedures. There are a few items of sign off to be sorted over the next few months; including training a couple more FTR examiners, but GBRf will now use our loco. As will WCR who accepted 33012 onto their approved suppliers list on the basis of the certification. We were fortunate to have use of a load bank for a couple of days; so with guidance from Barry Stephens and a friend who used to load bank class 33s regularly, we disconnected the traction motor cables, and connected the load bank power leads in their place. The load bank we used has safety features that cut power or even shut the engine down if anything is wrong with connections or the load bank cooling fans. These safety circuits have to be wired into the locos control wiring to interrupt the Engine Run Solenoid and Power Control Relay. The load banking procedure was: run at about 1/3rd power for 20 minutes to warm up the power unit and load bank, take initial voltage & current reading to check the correct resistance was selected. Increase power in stages over about an hour until full power for about 20 minutes. Main Generator voltage & current, regulating air, charging air, governor position & temperatures were recorded regularly. Plus visual checking of main generator commutation for arcing. Our initial calculations suggested that the loco was about 25% overpowered! But this was traced to be an inaccurate ammeter in No1 cab. So we set up a Fluke type meter across the Load Bank ammeter shunt that was much more accurate. We ran the loco at sustained full power 3 times to obtain an average power; that was a pencil width below the desired position on the original Sulzer power curve. It wasn’t worth adjusting anything. After 3 hours on the load bank, we decided the power unit was in good order so ran the engine on idle to cool down for a few minutes then shut it down and disconnected the load bank and reconnected the traction motor and control cables. At last the day for the mainline test run was set; Thursday 5th May 2011. The test run ended up being part of a GBRf operated transit move for the Swanage Railway Diesel Gala. Swanage had hired 73205 from GBRf, in its new/old Intercity livery, 73136 “Perseverance” from Cambrian Transport and 3CIG 1498 from Epping Ongar Railway. GBRf moved the two class 73s to Eastleigh Works on Wednesday 4th. James and Kevin met Ian Shonhard and Dave Lamond, the drivers from GBRf at 0730 on Thursday morning. While Kev loaded some final spares and tools onto the loco, James applied the Data Panels that had arrived only the day before! Ian started 33012 in the Works, carried out brake tests and drove it out and coupled to “Perseverance”. 33012 was hauled out of Eastleigh Works by 73205; the loco that had taken it from Swanage to Eastleigh in January 2009, at 0941, into Eastleigh Station. After 15 minutes, while countless photographs were taken by the usual enthusiasts on Eastleigh Station, it was time for 33012 to do some work. We set off from Platform 3 and were soon up to line speed for light engines; 75 MPH. A stop for a red signal just before St Denys gave James the opportunity to check the cess side axleboxes for irregular heating, everything was in order. We continued on past Siemens Northam Depot and round Northam Curve and through Southampton Central. The ride was very smooth with no harsh noises going round the Curve. A clear run through the New Forest meant 75MPH was maintained for many miles; passing non-stop through Brockenhurst. Then Bournemouth, before arriving at Branksome. The drivers changed ends back to 73205 and the trio entered Bournemouth Depot. When we eventually made it into the Cleaning Shed, via what seemed like every siding in Bomo, the locos were coupled to 1498 and brakes tested. James checked all axlebox and suspension bearing temperatures with an Infrared detector, all OK. There was the usual slight panic over “paperwork issues”, something to do with the manner that SWT had transferred the CIG from their own system onto TOPS. It turned out to be as simple as; SWT do Unit Numbers, TOPS do Vehicle Numbers! The paperwork was all sorted in time for on time departure from Bournemouth Depot, back through Branksome and down Parkstone Bank to Poole and onwards to Wareham. Where Ian McDavid, who had got a lift up from Swanage to be the Swanage Railway pilotman; and Phil Emery from Network Rail, got on 33012 for the journey down the Furzebrook Branch, to Swanage, via the Motala connection. At Corfe Castle Station, there was the incredible occurrence of a class 33 turning up from Eastleigh with two class 73s and an EMU, only for 33103 to appear out of the sidings and remove the CIG from the 73s and put it in the Corfe Sidings! 33012 eventually arrived at Swanage to much interest from everyone that had wondered what we had been doing with our loco. Ready for 3 days use over the Diesel Gala. Photos here here here here and here April 2011 The overhaul of 33012 is nearly finished with all the major work completed with only minor tasks remain such as speedo calibration and cleaning the engine room following the repaint. Whilst no mainline work is actually booked yet we are confident that 33012 will make its main line debut before the end of May. Recent photos are here and here 33012 will be operated on the mainline by 71A locomotives Ltd and enquiries to hire 33012 should be to Brian Denton by email and the email should include all proposed details and the planned train operator. We have heard this week that the group has had another visit from the metal thieves, This time the groups containers at Norden were targeted. The thieves stole a turbo charger casting and some radiator elements. The group would appreciate being told if any one is offered these items.
33012 has been outshopped in BR Green at Eastleigh Works. A photo is here February 2011 33012 is looking very good now that the bodywork and repainting is nearly finished, however the group has hit a major problem with the batteries now needing replacing. The cost of new batteries has been quoted at £4500, unfortunately the group had not budgeted for this additional cost which only come to light after the locomotive failed to start during testing. This is likely to delay 33012 returning to the Swanage Railway and being used on the mainline whilst the money is raised to purchase a new set of batteries. Donations can be send to 71A Locomotive group, 1 Wayleaves, School Rd, Nomansland, Wilts. SP5 2BY. January 2011 During January Arlington fleet services Ltd finished the bodywork and the locomotive has now been moved into the paint shop. The first coat of primer / undercoat has been applied already. Once the painting has been finished the locomotive will be moved back into the work shop ready for the transfers to be applied. The windows and handrails, etc will be refitted at this time as well. It is hoped the overhaul will be finished before the spring and the locomotive will then return to Swanage.
The first week of November saw the culmination of nearly two years of hard work. A concerted effort by Dan, Kevin, Steve, Graham & James saw the bogies completely finished, ready for the loco to sit on them. To recap, we have carried out a thorough bogie overhaul: Bogies stripped to component parts; cleaned, examined and painted. Springs tested on calibrated press – defective ones replaced with serviceable spares. New Primary spring hanger bolts made & fitted. Axleboxes removed from bearings, bearings cleaned of all old grease. Bearings examined by SKF – one failed, replaced with a new one. Wheelsets stripped of all old paint, gearwheels cleaned of old Motak. Wheels, gearwheels, axles, primary hangers, swing links & safety links all subject to full NDT survey by Serco. Axlebox manganese liners and hornguide liners ground flat, axle centres set up to original dot marks on bogie frames, hornguides shimmed to book clearance, allowing for offsets from grinding – leaving as much material in situ as possible. Axleboxes remounted to bearings, filled with new Lithium 3 grease. Traction motors overhauled by contractor. Brake rigging overhauled with all new bushes in fulcrum levers and hangers, hardened pins cylindrically ground. Slack adjusters overhauled with new springs and piston seals, and replacement bellows. Traction motor suspension bearings examined and re-metalled, machined, blued & scraped as required. Bogie pipework cleaned, annealed & repaired. Brake cylinders stripped, cleaned & examined, new piston seals fitted. Bogies reassembled from overhauled parts: Hornguides fitted to frames with new bolts, equalising beams fitted, Primary spring bolts fitted to equalising beams. Primary springs & spring cups fitted to spring bolts with new nuts. Bogie frames sat on wheelsets. Swing & safety links fitted to bogie, spring plank and bolster springs fitted. Bolster fitted to spring plank. Overhauled brake levers fitted to bogie frames, traction motors fitted. Gearcases fitted, complete with new axle seal felts. Motak added to gearcases. Brake rigging fully fitted, slack adjusters assembled with pull rods and fitted to brake levers. The loco has received much attention: Power unit removed, engineroom floors lifted. Old control wiring removed, power cables removed, cleaned & stored. Underfloor trunking repaired or replaced, engine bedplate tank replaced. Control wiring completely replaced, except the control cubicle. Power cables refitted. Generator stripped & cleaned. Brushboxes overhauled, complete set of new main generator brushes fitted, serviceable old ones kept as spares. Engine sump drained of old oil, crankcase cleaned out. New oil filters fitted, heat exchanger overhauled by contractor. Air receivers removed, cleaned & painted. Examined by Insurance Inspector, pressure tested. Air receivers fitted to loco, connections made & tested. Power unit fitted to loco, bolted down. Pipework fitted and electrical connections made. Batteries returned to supplier for reconditioning. New battery boxes manufactured, batteries re-fitted. Additional wiring for TPWS & OTMR installed. AWS pipework altered for TPWS arrangement. OTMR transducers Teed into Air & vacuum brake pipes, and bogie gauge pipes. OTMR enclosure bracket designed, manufactured and fitted. Coolant system filled and pressure tested, new oil added to sump. Underside of loco cleaned off years of dirt and accumulated paint. Prepared & painted. Finally, the loco was lifted off the stands with the Bay 3 overhead cranes; travelled up the Works and lowered onto the bogies. After all this, it only took a day to refit the fuel tank, connect it. Add 1000 litres of fuel. The following day we connected the traction motor cables, handbrake pull-rods & flexible brake pipes. Primed lub oil system. The engine started first attempt and ran OK. Many checks were carried out: coolant, fuel and oil leaks monitored, charging current and voltage checked. Brake test carried out. Power tested, it didn't seem to work initially, on checking we found that the ammeters were connected backwards! There is still loads of work to do: line up main generator brushring, cure main reservoir leaks. Cure vacuum pipe & chamber leaks. Attend to fuel & oil leaks. Finish re-fitting no.2 cab doors to replated no. 2 cab. Fit tread plates to new bogie steps, paint tread plates with non-slip paint. Preliminary test OTMR. When Arlington have finished the contract bodywork overhaul, 33012 will go into their paintshop to receive its new 2 pack paintwork. October 2010 Work on 33012 is in the final stages and the end is in sight. Both bogies have been put back together, including fitting the motors and axles. Final adjustment is taken place on the brake rigging to ensure every thing works smoothly and trouble free. The welding on the bodywork prior to repainting is making good progress however there is still a long way to go. One cab has been finished and awaits repainting. Whilst the paneling on the bodyside has been removed one 71A group volunteer removed the 4 spectacle marker lights and overhauled and returned them to working order. These lights have not been used in over thirty years – BR preferring to use the indicator blinds, luckily BR did not remove the fittings when the locos went through works choosing to simply paint over them instead! Photos are here here and here Overhauling a diesel electric locomotive to mainline standard is very expensive and the 71A locomotive group has carried out much more work than that to ensure the locomotive can remain in service for many more years and hopefully become a regular mainline performer. If you are able to help by making a donation please contact the treasurer on david@71A.co.uk Recent photos of 33012 are here and here September 2010 The overhaukl at Eastleigh works continues to make slow progress and one bogie has now be put back together including wheelsets and traction motors and the second bogie is nearly ready for the wheelsets to be craned in. Arlington Rail services have started work on the body and cut out the 6" inch line ready for new metal to be welded in place. Special attention is being given to the bottom of both cabs which urgently need attention. The long awaited springs have now arrived allowing the slack adjusters to be put back together which will complete the brake rigging. Recent photos are here here here here and here August 2010 During July & August we concentrated on the two bogies. All 16 horn liner block were removed from the bogie frames and the manganese steel liners ground flat. The axleboxes also had their manganese liners ground flat. Fortunately, there was sufficient thickness of liner plate remaining for the manganese steel plates to be within limits. The horn blocks were remounted to the bogie frames and horn clearances measured relative to the original alignment dot marks on the frames, allowing for potential offset axle bearings centres within the axleboxes. From the total clearances and horn to dot distances, we calculated the shim thickness required to bring the horns together to provide total axlebox to bogie horn clearance of 0.015” – 0045”. With the shimming done and checked, we could put the axleboxes back on the bearings and fill them with fresh Lithium no3 type grease. Bogie no1 has been about 85% reassembled at the time of writing: equalising beams slid inside frames, new side spring hanger bolts fitted. Side springs & cups fitted. Swing and safety links, after bushes being renewed, were fitted to bogie frame, then spring plank hung from swing links. Secondary springs placed onto spring plank, then bolster sat on springs. Bogie 1 sat onto its wheelsets, traction motors fitted to axle & bogie. Traction motor suspension caps fitted. One traction motor suspension bearing had run hot at some stage in its life, due to incorrect fitting of its key. We had the white metal built up and the bearings bored. Brake rigging work is fairly advanced, all old brakework bushes on both bogies were removed by various brutal methods, the holes cleaned up and new bushes jacked in. Off site at Swanage, the brake rigging has been overhauled with new bushes, hardened pins ground round, new brake block regulator assemblies. While all of this bogie work has been going on; the cleaning and painting of the loco underside has been completed, the engineroom has been heavily cleaned, remainder of pipe clips fitted and the new control wiring clipped and the conduits finished. Arlington Fleet Services have started on the bodywork repairs this week. New photos added to the overhaul gallery July 2010 The 71A Locomotive Group are selling the latest issue of "Modern Railways illustrated" - Issue 184 - Class 33 as well back issues of "Modern Railways illustrated", on behalf of the 71A Locomotive Group. All the profits from copies sold via the 71A Locomotive Group go towards the overhaul of 33012 / D6515 at Eastleigh Works. An order form for the Class 33 Issue is here and to order back issues please use this order form The 71A Locomotive Group are presently engaged in overhauling our Class 33 locomotive No 33012 to mainline standards at Eastleigh Works. As you will be well aware, this sort of task does not come cheaply, and while the 71A Locomotive Group have enough money to complete the basic overhaul itself, there are always additional items that come to light that creates extra work, tools wear out, something else needs painting, prices go up, etc, etc. To help the 71A Locomotive Group raise additional funds both now and in the future, we are looking for people to provide sponsorship for various items as listed below. If you can help out with this request in anyway, such as donating any particular item, or with any amount either small or large, we would be most grateful. Please fill out this form, particularly the last part with all your details, and return it to the address shown. June 2010 Progress on getting 33012 ready for the mainline is continuing but unfortunately all the work is left to the same small band of volunteers. However a lot of work has been completed up to the end of June. The worse job to date has been cleaning the underside of the locomotive back to bare metal and repainting with a couple of coats of Chassis black. Now completed hopefully this will enable the bottom of the locomotive to be kept clean and reduce the risk of fire. Testing of the cooling system revealed some minor water leaks which has now been rectified. The batteries has been returned to the locomotive after going back to the manufacturers, who have had the batteries on a maintenance/reconditioning charge since 33012 entered Eastleigh works. The batteries are now nearly as good as when first fitted to 33012 over ten years ago. OTMR wiring is now finished and waiting testing and certification by the official body however we have to finish our own power and control testing before they can connect the OTMR system up.. There was some minor air leaks discovered when the air system was tested however most now have been rectified and some seals have been identified for replacement in some of the valves. The last remaining major items which need to be re-assembled are the bogies. Work has commenced on this task but only one bogie can be worked on at a time. Axle boxes and the horn blocks have been machined and new shims have been ordered. The wheel bearings have been inspected by SKF staff but one bearing failed and will need to be replaced. The wheelsets and suspension parts have also been tested this time by SECRO and I am pleased to report all passed. We are waiting for some bushes to be delivered which will allow the brake rigging to be assembled, the brake cylinders have already been cleaned and have had new rubber gaskets fitted. The traction motors were overhauled professional some time ago, so once the last few items are delivered back to Eastleigh work will began in earnest. We can not wait to see 33012 back on her wheels again Recent photos are here here here here and here February 2010 There has been good progress with actually putting the loco back together over the past few weeks. We have spent months; overhauling, cleaning, painting, grinding, welding & scraping various components and parts of the locomotive. Since December; we have completed the control re-wire, and wired a shore supply to the locos lighting circuits. The power unit has been cleaned, prepared and painted underneath. A small crack in the engine sump repaired. The Air receivers all passed their Insurance exam and hydraulic test, and are now fitted back onto the loco and pipework connected. The air system has been leak tested, a few joints needed tightening or re-sealing, but the main res. and control res. now keep their air for several hours. This is important for 33012 because it used to be able to retain main res. pressure overnight. Air drip cups/strainers and cocks have been dismantled, cleaned, examined and overhauled according to specifications. With the main air receivers back on, we fitted the new battery boxes, and their linking cables and conduits. This took a bit of persuasion, but the conduits are all clamped in place properly. We repaired the wiring side underfloor trunking a few months ago. Recently, the air side trunking - which bolts under the pipework on studs, has been renewed or repaired. All 8 brake cylinders have been, stripped down, cleaned, measured and new piston seals fitted. The Southern Region had the foresight to specify piston bellows for the Davies & Metcalfe brake cylinders fitted to class 33. So there is far less chance of rainwater and dirt entering the cylinder and corroding it. The brake slack adjusters have all been stripped, cleaned, examined and re-assembled with serviceable parts from spare slack adjusters. We are awaiting delivery of the new piston seals. The Aluminium engineroom floors have been steam cleaned, treated with Alushine and polished. Some of them have been laid back down and covered with cardboard to keep them clean! Coolant pipes are ready for fitting, after being stripped down, cleaned and painted. TPWS aerial, control panel and temporary isolation switch cables have been run to and from the control unit. New photos added to the overhaul gallery January 2010 New photos added to the 33012 overhaul gallery November 2009 Since the Summer; work has concentrated on finishing the jobs outstanding in order to re-fit the Power Unit before Christmas. The underfloor trunking has been replaced and repaired by Kevin and Alan, all corroded sections were cut out and new profiles welded in. Some smaller areas were repaired. As soon as the welding was finished the trunking was cleaned, primed and painted. The power cables were laid into the trunking almost as soon as the paint was dry! Traction motor, ETH , auxiliary machine cables all refitted and connected. Photo here The engineroom floor has been cleaned and painted by Kevin and Dave G, all that remains to be done is the new bedplate floor. Photo here Main , ETH and auxiliary generators were all in good condition with high insulation resistance, so we decided to do as much in-situ cleaning as we could. Electrical cleaner was blasted through the field coils and over the armature by high pressure spray. All brush boxes were stripped and de-scaled, insulators painted with anti-track paint, brush spring pressure reset to book values. The frame and field coils were similarly treated with anti-track paint. Photos here here here and here Both cabs have had all control wiring replaced; main terminal bars under the floor, desk connections and controllers. The instrument panels are in process of being re-wired. Photo here Overhauled bogies and fuel tank await re-fitting. Photo here August 2009 Work of 33012 at Eastleigh over the last month has included 1, heat exchanger has been removed ready to be send off to a contractor for overhaul. July 2009 The engine room floor panels have been steam cleaned. In order to access the under floor wiring duct for repairs some heavy cables were disconnected from the control cubicle: Battery , main generator, auxiliary generator, Traction motors 1&2, ETH, compressor, triple pump, blower motor, exhausters. We could remove some of these completely, which enabled them to be steam cleaned. With the under floor trunking cleared of cables and wires, we measured up for repair sections to be folded. The main generator brush boxes have been stripped and cleaned. Photos of the recent work are here here here here here here here and here June 2009 One of the reasons for removing the power unit was to gain access to the under floor trunking, to enable renewal of the control wiring and repair the corroded sections of the trunking. With the power unit out of the way, there is space to move and work in the engine room. All floor panels were lifted and stored out of the loco. Every wire in the control circuits between the cabs, control cubicle and engine room has been checked against wiring diagram, notes made and wires disconnected from terminal bars and equipment. The control wiring has been removed in original bundles and looms as far as possible. The Auxiliary and ETH generator brush boxes were overhauled to the same standard as the traction motor ones. The generator group has been cleaned by blowing out with compressed air then electrical solvent cleaner. All 3 armatures give excellent insulation resistance upon Megger testing. We overhauled the engine in 2002, so do not intend to do much work to it. Routine jobs completed; oil filters changed, strainer cleaned. May 2009 71A members were busy involved in the Swanage and Mid-Hants Diesel Galas, and of course the Eastleigh Works Open Weekend. But we managed to lift the power unit out of the loco in time for the Open Weekend. With the power unit out, work commenced with cleaning the floor and bedplate and preparing for painting. Engine room floor panels were lifted, ready for wiring attention. The Wheel sets were cleaned of paint and dirt. With the power unit out, there was far better access to the generator. We removed all; Main , ETH & auxiliary generator brush boxes. Photos here here here here here & here April 2009 The final brake rigging components were stripped and cleaned, ready for overhaul at Swanage. Our initial location in the Works was only temporary, while Knights Rail waited for Angel to dispose of a load of Valenta engines. When these engines had gone, we moved our entire operation; loco, components, traction motors, wheel sets, benches and container up Bay 3 into the loco Erecting Shop proper. Work continued with the removal of the BR fibreglass repair to the bedplate. We had expected huge holes in the steel drain tank, but there were just a couple of splits. All springs were tested on a calibrated press, 4 failed testing. So were replaced with tested good spare ones. The traction motor brush boxes were stripped of brushes, springs, dowels and insulators. All parts were cleaned in our Ultrasonic cleaning bath and the insulators stripped of old paint and recoated with Anti-Track paint. The brush boxes were reassembled, ready for fitting to the motors. March 2009 30 March We finished stripping the bogies of all moving parts by the middle of March. Some of the primary springs were seized to the spring bolts. We had to jack the equalising beams against the horn ties in order to compress the springs, which came unseized with some 14lb sledgehammer persuasion! Some swing link pins needed Oxy-Propane torch warming to free them. Last week the bogie frames visited PSP elsewhere on the Works site for shot blasting. They returned on Saturday, finished in 2 –pack polyurethane black gloss. The equalising beams are being so treated this week, as are the coil springs. The bogie frames are stacked, awaiting manufacture of new primary spring hanger bolts, which is being done at Swanage Railway. All 16 fulcrum lever assemblies have been stripped, cleaned and re-assembled, they are also at Swanage for contract overhaul. The main activity for the past 2 weeks has been cleaning all bogie suspension parts, ready for painting. Swing and safety links, tie bars, suss. cap and gearcase bolts, bogie end covers, handbrake linkages. The slack adjusters have been externally cleaned and removed from pull rods, ready for overhaul. We are having new battery box casings made, all fittings have been removed from the old boxes for re-use on the new boxes. Following inspection by Harry Frith, who used to be a Supervisor in Eastleigh Works; we have taken on the light overhaul of the traction motors ourselves. The Works' overhead cranes are ideal for removing armatures and end-covers. No 4 traction motor has had its brush boxes removed, ready for armature removal. A photo is here 12 March During the past month there has been good progress with stripping both bogies to their component parts. All brake rigging removed from both bogies, Bolsters and secondary suspension springs out. No 1 bogie is completely stripped of all moving parts; primary springs, spring hangers, equalising beams, spring plank. The brake rigging has been steam cleaned prior to stripping and assessment for bush and pin replacement. Axlebox liners measured, bogie horn liners measured. Although there is excessive clearance, the good news is that there is sufficient material thickness on both the Axlebox and horn liner plates for them to be machined flat and the horn liners shimmed to close the gap to 0.015”. Fuel tank cleaned ready for storage. We have also created more working space by reducing the size of our huge workbench so that it fits between two stanchions.
Recent photos are here here here here and here February 2009 7th February During the week Arlington Rail Services have been assisting the 71A Locomotive Group by lifting the 4 traction motors out of the bogies and removing the wheelsets ready for overhaul The 4 traction motors have been put onto pallets and will be given a heavy clean before being carefully packed away for storage. These will be kept as spare motors as we will be using the motors from 33204’s bogies once they have been fully overhauled. 6 members of the group have been at Eastleigh Works today and have spent the day stripping down the bogies and cleaning the many years of accumulated muck that had built up where steam cleaning could not reach. All of the associated bogie pipework has been removed as well as the brake hangers, handbrake rigging etc. There is a little bit more work to do such as removing the springs for testing but hopefully this should be completed next weekend. The bogies will then be shot blasted and repainted. There will be much cleaning and painting over the next few weeks so that all the removed items will be ready to be refitted to the bogies after being carefully labelled and marked. 31st January Dan Bennett, Nathan Rogers and myself, finished stripping the traction motor gearcases, axle covers and suspension caps on the No 1 bogie. All the various items were marked using paint pens. We then removed all the brake cylinders and all the sandboxes, on both bogies. James continued to prepare the power unit for removal; the remainder of electrical connections to gauge panel and water temperature sender were disconnected, hydrostatic fan pipework removed. On Sunday 1st February, John the electrician and myself, removed the slack adjusters from both bogies, various brackets from both bogies, the AWS magnet from No 2 bogie, and all the pipework from No 2 bogie (No 1 bogie pipework was done by a couple of other lads). Again, everything was marked using paint pens, except the pipework, which we marked using marking tape. I also got off three brake blocks which were loose, and these and their associated pins are in the container. All bolts, nuts, washers and brackets from all of the above, are in plastic containers which are marked up with what the contents are, and these are in the container as well. Barry and Dave Axton finished removing the power unit holding down bolts, then they lifted out the header tank and hydrostatic tank.
No more BE ! January 2009 24/1/09 After two very productive days on the loco, we spent Saturday on the Establishment; Light fittings repaired for illuminating our work area better. A bench was procured and installed in the container, and plywood sourced for fitting in the container for hanging large spanners etc on. There is still plenty of work to do in our bay to ensure that, as parts are removed from 33012 we are able to clean, overhaul and store them. On 33012 the fuel tank was removed using a forklift along with further work on traction motor gearcase bolts. 22/1/09 Today six 71A Locomotive Group members attended Eastleigh Works to assist with the lifting of 33012 off its bogies onto stands. The loco was shunted into our compound on Wednesday afternoon. We started today by working with Richard from Knights Rail and Paul & Barry from Arlington Fleet to rig the spreader beams with their loco lifting brackets. Then the stands were positioned and measurements taken for appropriate hardwood blocks. Both 50t overhead cranes were used to lift 33012 off its bogies and traverse across the other road above the stands. With the loco only a couple of inches from the blocks, it was lowered no.1 end first (which is heavier than no 2) onto the stand. When No1 end was settled, the other end was finally lowered. All this was accomplished by 1100. So we spent the remainder of the day on the bogies, removing traction motor bellows for safe storage. Then TM nose suspension bolts, gearcase bolts, axle covers and Suspension bearing caps. No. 1 TM is ready for lifting out. Not content with that, progress was made on preparing the power unit for lifting out. Main, Auxiliary & ETH generator cables disconnected, turbo drain pipe removed, coolant drained for storage, coolant drain disconnected, lub oil filler pipe removed. Oil priming pipes removed, main coolant pipes disconnected and more work to free the battery boxes for removal. 14/1/09 Preparation for 33012 to be towed on Network Rail took place at Swanage. All 4 axles were ultrasonically tested with a clean bill of health. The air receivers are due 10 yearly inspection in October 2009, so are still in date. Bogies & underframe were thoroughly steam cleaned and a full inspection of traction motor axle suspension cap oil levels, gearcase Motak levels and general examination of bogies, brakes and underframe; prior to the VAB inspector’s visit. We had to apply an orange wash strip and overhead electrification warning flashes, despite the loco only travelling on DC electrified lines. The VAB inspector gave 33012 a clean bill of health for being towed dead on Network Rail. The date booked with GBRf was 14th January. Then came the problems… Network Rail carried out an inspection of the Worgret Junction – Motala section only one week before the move was due to take place. Unfortunately they found timber weigh beams on the River Frome bridge were rotten. For a few days the move was off, with no news of when it could take place, then a bridge engineer inspected on Monday 12th January, his verdict was inconclusive. So his boss had a look on Tuesday 13th, and gave the bridge 5mph speed restriction. So we could go ahead. GBRf’s 73205 arrived on time at Wareham, collected the Network Rail Mobile Operations Manager and they trundled on down the Furzebrook Branch to Motala, then on to Norden to collect 33012. The move to Eastleigh went without a hitch, plenty of photographers out and about. On arrival at Eastleigh Station; the GBRf Ops. Manager made arrangements with the Signalbox for the time honoured propelling move into the Works with two drivers. Once in the Works Yard, 33012 was started and was utilised to shunt some empty 100t oil tank wagons, excellent photographic opportunity. Then shut down for the final time for many months. Knights Rail Services shunted ’12 into a pit road in the Erecting Shop, ready for our first work party on Sunday 18th January. 10 71A Locomotive Group members and Supporters met at 1000 for a briefing from Dave Axton and James Cox about work practices and to gauge the likely level of support over the next few weeks. Then we got to work: Fire bottles disconnected, bogie “D” brackets removed, brake and sander flexi pipes removed, traction motor cables disconnected, earth straps removed, blower bellows detached, handbrake pull rods disconnected and tied up. Battery cells removed and onto pallet for collection by Pb Batteries, who are going to store them at their workshop and deep-cycle charge them every couple of weeks. Battery boxes disconnected and all but two bolts removed from each. Underframe air receivers removed, exhaust stack cowl removed, roof catches slackened. A start was made on disconnecting the power unit; holding down bolts removed – except for one in each corner, ETH generator cables disconnected, hydrostatic fan system drained. 33012 is due to be lifted off bogies onto stands on Thursday 22nd January. Knights Rail have provided a dedicated compound for 33012 and its components. We have acquired a 20’ container as a workshop/ store. The next phase of work is to fit out the container with lighting, workbench, racking and cupboards. Before we continue to disconnect the power unit, for removal. November 2008 The induction course was held at Eastleigh works on November 1st for the members of the 71A group who will work on 33012 next year during the overhaul. 19 Members of the group attended the course run by Richard Sinclair of Knight Rail Services, who hold the lease on Eastleigh Works. 33012 will move to the former BREL works from Swanage in early 2009. October 2008 The Swanage Railway are holding a '1960's Weekend' on November 29 & 30. Both 33012 and 33111 are expected to be in action. August 2008 The 71A Locomotive Group AGM was held at Corfe in August and the meeting agreed that D6515 (33012) would be taken out of service at the start of 2009 for a general overhaul. This would take between nine and twelve months with the work being undertaken at Eastleigh Works. We have been concerned for some time about the state of the underfloor trunking over the bogies and when the chance to do this work at Eastleigh Works came about, it was felt that was too good an opportunity to miss. The use of the overhead cranes and other lifting gear will enable the power unit and generator to be removed allowing work to be done on the bedplate. The brake rigging and the traction motors will be removed from the bogies as well. The opportunity will also be taken to send the generator and traction motors away to be overhauled. The brake rigging will be fitted with new bushes fitted to compensate for any wear and to ensure that it is fit for further use. The brake valves will be stripped, cleaned and put back together with new diaphragms and seals. TPWS and OTMR will possibly be fitted during this overhaul as well so that in the future if we decide to operate D6515 (33012) on the mainline the equipment will already be fitted. In fact we intend to do as much work as is necessary so that D6515 (33012) will last for enough 50 years and returns back to the Swanage Railway as one of the best locomotives in diesel preservation. A full press release is here May 2008 A report on work carried out on 33012 during the spring can be found here. February 2008 The theft of copper and brass pipework and fittings from 33034 has been discovered after reports that the protective tarpaulins had blow off. The thieves had cut the tarpaulins off to allow themselves access to 33034. The plan was always to use 33034 for spares to keep 33012 running however in light of the thefts the group has decided to dismantle 33034 and remove the spares to a secure location for further storage. January 2008 A detailed report of the work carried out on 33012 during 2007 can be viewed here. Forthcoming work to 33012 includes:- Re-torquing of head nuts, setting tappets, clean main generator ,clean auxiliary generator & finish the cab 2 internal refurbishment. We are also investigating the possibility of fittting TPWS and OTDR with a view to returning the loco to the mainline. If you would like to donate towards returning 33012 to the mainline then please contact the treasurer and if you would like to assist at the 71A Locomotive Group at Swanage please contact James Cox
November 2007 33012 has had its electric train heating supply re-instated and it is the intention of the Swanage Railway to re-commission the ETH on one of its rake of coaches for use with our loco. August 2007 33012 has had number 1 & 2 traction motors cleaned which were then tested with a megger gauge to ensure there was no problems with the motor or the cabling. The brush boxes were also removed from the traction motors to allow cleaning to remove the sooty deposits, this will reduce the risk of flashovers. Work has continued on the refurbishment of both cabs although this is still some way off completion. Class 20, D8188 left Swanage in the latter half of July and is on loan to the Severn Valley Railway to assist in the lines reconstruction after major flood damage. July 2007 A 71A working party was held on the 14th during which 33034 was covered with tarpaulins to protect it from the elements and the stores container at Norden was re-organised ready for the transfer of items currently stored at Ropley. Further working parties will be held on
28 July, 26 August & 16 September.
They will start at 1030 and finish around 1630, meeting at Swanage.
We will aim to complete some of the following tasks :- All welcome as any required training will be given. If you are interested in helping please contact David Blandford by email [david.blandford1ATtiscali.co.uk] or phone 07739 523416.
March 2007 Although the exterior work was all completed before 33012 left the shed, some areas in the engine room were bare metal after new sections had been welded in. These have been coated with anti-corrosive primer, pending further painting. It was about due a B8 exam, so this has been carried out over 3 weekends, while 33012 has been in use Monday – Friday on engineering trains. Photos here here and here. Minor items like loose suspension cap bolts were attended to at the time of inspection. Work for the future includes a new set of seals for the feed cut off valves and cleaning traction motors. 33012 will be doing a Crompton Running Day on Friday 13th April. This was originally advertised as Sat 14th.. The Swanage Railway Green Timetable will operate, with the 33 in the diesel path. From 1810 the advertised DMU service will be replaced with 33012 hauling a normal train on evening service timings. Please note that Norden Station closes at 1930, but the train will still go there to run-round. A buffet service serving fine ale, hot & cold drinks, hot & cold snacks will be open all day and evening. Normal day rover fares apply.126.5 miles in one day - that's more like it! February 2007 33012 finally emerged from the carriage shed at Swanage 9th February, under its own power. 71A members and supporters continued with finishing touches, fitting wipers, steam cleaning bogies & under frame. Some essential tasks were also undertaken; pit exam including checking suspension cap oil levels, battery exam. Full brake test and A exam. The loco entered service with the Operations Dept. who quickly found tasks for it! . Photos here here here here here and here
The bodywork restoration of 33012 is now at an advanced and a report of the work so far is here
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