Welcome to our Quorn Wagon & Wagon update from the first week of March 2023.
1937 built LNER Plate wagon E212315 arrived at the GCR way back in 1997, and has been seen over the years operating in many mixed freight formations; however we thought it was about time we made a start on some well overdue restoration work.
The first task was to remove the old rotten floor planks, which revealed quite a lot of loose underframe surface rust, however the framework itself was found to be in very good overall condition.
Mark, Tom, Daniel and Charlie all helped Nick & Ross scraping and cleaning the underframe.
Once the underframe was scraped, cleaned and swept, a start was made applying bitumen paint to the inner faces of the framework that will be covered up once the new flooring is fitted.
A start was also made on scraping the side doors which revealed some original paintwork, numbering and lettering.
On Sunday I joined Ross & Nick to continue with the Plate underframe work.
The framework along the middle section of this wagon is 2″ lower than the side frames, therefore wooden battens are fitted on top of the frame longitudes to support the flooring planks that are laid across the wagon. These battens were all found to be rotten when the floor was removed, therefore replacements are required.
Ross and myself set about recovering some old floor planking, removing nails, measuring up and slicing to make the replacement battens.
Nick continued with the bitumen painting of the underframe inner surfaces.
The new battens were trimmed to give neat joints between each other, then marked and drilled for the mounting bolts. Our small pillar drill was temporarily mounted to the wagon underframe to help the process.
The replacement battens were all fitted in place with temporary bolts. They will be removed again next week for painting and final fitting once we have obtained some new coach bolts.
Join us again next week for some more Plate work, all the best, Dave
This week the team has been split, with Madge getting the attention at Quorn whilst the Coal Hopper saw progress at Rothley.
The Coal Hopper has been at Rothley for a while now and the decision was taken some time ago to get it painted before we move back to Quorn. A few weeks ago, Dan, Tom and Oliver scraped the wagon down. During this week, Thomas painted the inside of the hopper which then leaves us with the outside and the underframe. The underframe painting will come later, so Ross and Nick focused on the outside of the hopper. With Nick spotting, Ross made good time in spraying the hopper into the now familiar pink dark red undercoat.
Matt and myself were joined by Jack to make a start on Madge’s restoration. The garage was tidied and our collection of Scarab spares sorted through to see what may or may not be useable.
Once we had the garage workspace cleared we got stuck into the careful dismantling and labelling of parts from Madge. The first goal being to remove the cab so the terminal tin-worm that has taken hold in some of the panels can be attended to.
The cab doors were removed followed by the nose end, bumper, windows, seats, cab floor and nose end partition panels. She is now looking somewhat naked.
The next stage will be to unbolt the cab structure and remove so we can fully assess the panel work required, especially around the lower edges.
Back at Rothley Ross with Mark spotting, painted the hopper with 2 coats of Bauxite Gloss.
Nick with Dan and Tom took the wheelset swapped out of 3711 back to Quorn. When back at Rothley, Nick with Mark, Dan and Tom got the paint bruhses out, painting around the top of the hopper, and touching in some areas not easy to get with the spray gun. The team then moved onto black gloss on the underframe.
Ross took a look at the bearings on the ‘new’ wheelset fitted to 3711. A visual inspection and a grease purge is all that was required.
Lilibet helped out with some rubbish removal trips to the skip, showing off the new yellow British Railways livery on the shortened trailer that Matt has been working on.
Thanks for reading, join us again next week, all the best; Dave
We’re thankful to be out of the elements in the workshop at Rothley again this weekend. This means we have been able to progress the paintwork on 3711 and also take a look at the brakes on sister tank 3436.
With the shed foreman keeping a close eye on things throughout the weekend, Ross & Nick got stuck into the removal of the vacuum cylinder from 3436.
The vacuum release valve was removed and dismantled to find an amount of wet sludge inside, so Ross cleaned and rebuilt this with new seals.
The vacuum brake cylinder was dismantled and apart from cleaning this only required a new rolling ring and dome seal.
The vacuum cylinder was re-fitted and the branch pipe re-connected.
Whilst Ross and Nick were busy with 3436, I concentrated on the signwriting on the west side of 3711.
Then the tank-end numbers.
Sunday, and Ross joined me with some signwriting on 3711, finishing off the bodyside numbers and the solebar details.
Tom also helped with some detail painting, whilst Dan and Mark helped Nick with the removal of the vacuum cylinder from 3711. Although we had overhauled this cylinder a few weeks ago, when tested we found a problem with the partial brake application suggesting that the rolling ring was leaking past, therefore it was likely to need an oversize ring. An appropriate rolling ring was fitted and the cylinder re-instated under the wagon.
With the Class 10 shunting locomotive being operational today to move some grampus wagons to Swithland sidings, we took the opportunity when it returned to use its vacuum to carry out a brake test on the tank wagons.
Despite the showers the tanks were shunted out of the workshop.
5209 was also still at Rothley, so was duly coupled to 3436 and 3711 making this the first sight of our ‘TRIO’ of Esso tank wagons together.
The vacuum brake tests then being carried out successfully on all three tank wagons.
With a few small jobs still to do on 3711 before it can be released to traffic, but I think you’ll agree it does look a little different from when it arrived from Meldon Quarry in September 2021.
Join us again next week to see how we get on; all the best, Dave
His main task was the fitment of a new floor, using some of the reclaimed wood from Loughborough loco shed. 20 planks used for 30 spaces, utilising off cuts to make up full planks.
The two tank wagons 3711 and 5209 headed off to Rothley along with brake van B954268 and the spare brake van chassis which is to donate its wheelsets to go under B954268 whilst its own are away for their long awaited repairs.
In return brake van B954546 was brought from Rothley to Quorn so we could attend to the final items of interior work and get it ready for release to traffic.
Next a little admin, with thanks to the Killamarsh loco works and James Littlewood, Matt took delivery of the remains of a 15ft Scammell trailer. Originally from the former Manchester, Sheffield & Lincolnshire Station of Killamarsh, later named Killamarsh Central by BR. A genuine GCR connection.
As well as the trailer a former Great Western Railway Dray has joined the fleet, BR number 2901 W originally allocated to Wolverhampton Lowlevel station part of a batch of 3.
The intention being once restored to be loaded on the Single Bolster and also be available for Railways at Work.
On Friday evening along with the Windcutter group, we were invited to go along to the Friends of the Great Central Main Line, Leicester Area group monthly meeting to talk to them about Quorn Wagon & Wagon. Matt and myself prepared a presentation and took it turns to share some of our history and achievements with the group. Thanks Colin, a very enjoyable evening.
Saturday, and Matt made more progress fitting some new mudguards to the NVR trailer, followed by an assessment of the rear tailgate.
Then repaired one of the kerb rail supports that had a little oxidation
Myself and Ross turned our attention to brake van B954546, this vehicle was externally restored whilst at Rothley 2 years ago; however the interior had not been completed. We set about removing the very damaged stove, its stove base tray and baseplate; then cleaned the inside of the van.
The stove mountings on the baseplate had wasted badly and needed replacing, which meant the stove base had to be separated from the main baseplate. Once free we tried to remove the remnants of the old bolts, unfortunately these all sheared and the mounts needed grinding off. New mounts were made from sections of 2″ pipe cut to length.
The baseplate and stove base were cleaned and re-assembled with a replacement stove from the spares stock. Once this was nurtured back into place the stove pipe was fitted and secured by the clamp bolt on the roof.
Grate plated were installed and the whole installation looking very presentable.
To protect the top of the stovepipe Ross fabricated a cowl cap which was secured in place as the light faded.
Sunday was a celebration day for Nick, 60 years young ! Many Happy Returns Nick.
Despite being full of cake we still cracked on with the brake van; the stove had to be tested. The fire was lit and soon warmed the brake van up nicely. An infra-red thermometer was used to check temperatures around the stove, stovepipe and mounting plate.
The brake gauges & windows were cleaned up, and the first aid box fitted along with the track circuit clips.
The air brake handle, main reservoir & brake pipes were painted along with the vacuum brake application valve.
It was then time for a vacuum brake test; the test rig was coaxed into life however an initial leakage test highlighted a leak somewhere on the brake van that needed attention.
The vacuum brake application valve inside the brake van was found to be leaking slightly, so the valve was dismantled, cleaned and the worn seal replaced. After re-fitting the fresh red paint did need touching up .
Other leaks were found in the south end brake pipe and also at the vacuum branch pipe connection to the cylinder, both being replaced before retesting and obtaining an acceptable brake pipe leakage rate. The brake cylinder leakage was then checked, this was also acceptable; the brake still remaining fully applied 2 hours afterwards.
This completes the work on brake van B954546 which will now be available for operational use once signed off by the C&W department.
Welcome to this weeks’ Last Hurrah update, Lilibet and two tanks get some attention.
So who guessed Yellow? Matt would never be that predictable, for those who haven’t seen, Lilibet now carriers the 1963 Grey Railfreight livery trialed on a number of vehicles before the adoption of BR yellow.
Going back to Monday with Matt returning to Quorn once FedEx had paid him a visit. Two coats of BR Unfitted Grey were then applied. With assembly of the signwriting templates between coats.
Tuesday and on to the sign writing
Removed components were then refitted and bolt heads painted, as well as those on the rear number plate.
On to Wednesday and Matt joined by Ross removed the wiring loom.
Matt applied some tape and painted the parts of the rear wheels which were red.
Ross had to disappear with other commitments, so Matt made his way to Rothley to assist C&W adding the final details to BSO E9316, applying first coat of Guard, ELP and a vacuum release star to the east side.
Also on Wednesday after a chance conversation and a little bit of archeology, Matt discovered Lilibet’s in-service livery, that of the Mersey Docks & Harbour Board, a simple rendering below;
Thursday, and for Ross the wiring of a new loom, using copies of the original manufacturer’s wiring diagram.
Whilst Matt, second coated the already applied lettering as well as the first coat for the British Railways branding.
To complete the day Matt went back to Rothley to continue signwriting the BSO, second coat of Guard and the load detail added to the east side, as well as ELP and vacuum stars to the west.
Friday followed a similar pattern to Thursday, however Ross installed the loom and started wiring components up.
Matt, applied a second coat of paint to the BR branding, then went and woke Madge up, moving a few trailers and replacing her number plates with the new re-enacting ones.
Items started to come to life on Lilibet, but a dirty fuse box started causing some issues, but she is getting there.
As he has been all week, Matt then went off to a Rothley for more work on the BSO, this time lining the lettering applied to the east side.
A further visit to Quorn saw Matt refit Lilibet’s engine cover, check the fluids and take a few night shots in the lights of Butler Henderson’s.
Saturday saw the first day of the Last Hurrah. and another first, our two now BR liveried Scarabs together, Lilibet joining Madge outside the good shed.
With most of the team on-site as well as new volunteers Mark, Tom and Dan we decided to tackle the refurbishment of the vacuum cylinder on TSV tank wagon 5209.
The wagon being stabled at the north end of Quorn yard meant we had to move the necessary tools with the help of Zsa-Zsa, Danny, Hector and the Volvo.
The branch pipe, piston rod and safety loop were disconnected, then the Volvo was used to support the cylinder whilst the trunnion plate was removed. The cylinder was then lowered out of the wagon and placed on the trolley for transportation back to the repair sidings.
Many hands make light work; with the release valve removed the cylinder was quickly dismantled. Our own design of piston removal tool making it much easier.
Once cleaned thoroughly by Dan and Tom, Nick inspected the work.
Now clean the new rolling ring seal was fitted then the piston lowered carefully into the cylinder using our tool again.
The dome sealing ring was fitted and the dome carefully lowered onto the cylinder, then bolts nipped-up. The outside was scraped, cleaned and the top given a coat of quick drying container black as it’s not easy to reach this once it’s back in the wagon.
The cylinder was taken back up the yard to the tank and refitted; being very much a reverse of the removal. A refurbished release valve from our stock was fitted along with a new piston rod gaiter and release chords.
Now complete Hector fetched the Vacuum Test Rig so we could check our work. The rig was connected to the tank and the brakes operated a number of times to ensure the slack adjuster was doing its job. Train pipe and cylinder leakage tests were then completed along with release valve operation. We did have one concern though, that the brakes appeared to be operating as if the wagon was loaded; so we needed to find out exactly how the empty load system should work.
Returning the test rig, Hector had a funny turn !
Madge & Lilibet completed the day entertaining visitors with a few tours of the yard as darkness fell.
Saturday evening and Sunday morning we all had a hand in some much needed tidying up in the GUV works vehicle, with Danny taking a rubbish load to the recycling skips. Some of the metal paint kettles also had their paint remnants removed by burning.
Dan helped Nick with some underframe scraping on tank 3711 and the seized screw couplings were freed off with the help of a little heat.
Over lunch we took a look at some reference material to confirm how the SAB empty/load system should operate on tank 5209. It was decided that to confirm if the problem lay with the mechanical load/weigh valve or the vacuum operated empty /load box, we should disconnect the vacuum supply to the empty /load box and re-check the brake operation. The test rig was again loaded onto a trolley and thanks to Hector made the trip up the yard to the tank.
The vacuum supply pipe was disconnected and temporarily plugged, then the brake operation checked. The brake applied as it should for an empty condition wagon, confirming that the SAB mechanical load/weigh valve was not operating correctly. As the wagon is currently only to operate in the empty condition, the empty/load vacuum valve was sealed and the feed blanked off to ensure the correct brake operation for that condition. At some point we will investigate the faulty SAB mechanical load/weigh valve.
Madge and Lilibet again got together outside the goods shed, posing for the cameras.
And watching the trains go by as the sun was setting.
Helping tidy away the trailers Lilibet was paired with Madge’sbox for the first time.
Thanks for reading that concludes a busy but enjoyable Last Hurrah weekend which saw BR Standard Class 2MT 78019 looking superb, operating its first event following restoration.
Join us again next week as we continue with work on the tanks.
Bonfire night weekend at Quorn saw another well attended event on Friday evening with the customary bonfire.
For our group this meant that Saturday morning we concentrated on checking over the mixed freight and tidying up before getting stuck into some work on Elizabeth and 22T tank wagon 3711.
Before we started there was time to watch some YouTube video footage taken during our Open Weekend by Ollie from Wardle Road. See below or alternatively click this link to watch:- “Quorn Wagon & Wagon Open Weekend”
Elizabeth or ‘Lilibet’ as she is becoming known, was woken from her week long slumber. I treated her to some air in her tyres; she was then used to move the small trailer for unloading of another load of recovered wood planks that were added to the storage pile.
After the trailer was unloaded Ross swept it clean, or so he thought.
Well, owner Matt didn’t seem to think his trailer was clean enough so he swept it again.
Danny was also woken up, treated to some air in the tyres and used to move some rubbish to the skips.
Richard and Nick made a start scraping and removing corrosion from the underframe of the tank wagon 3711.
Matt, Ross and myself tackling a few jobs on Lilibet, starting with the temperamental door handle removal then her ‘ears’ (sorry, roof mounted indicators) were removed as we previously did with Madge. These indicators were not fitted as standard to Scarabs for British Railways use.
A diesel pipe leak was fixed; the accelerator pedal adjusted, all grease points attended to with the grease gun and various linkages freed off with penetrating oil. We took a good look at the wiring, and it’s clear that Lilibet will need a new wiring loom making at some point. For the time being however we have got the battery charging re-connected and tested, although a new slightly shorter alternator belt will also be required to allow it to be adjusted satisfactorily.
Not wanting to get rid of Lilibet’s ears, Matt found a use for them; and presented Nick with some new head protection equipment.
Work continued into the evening on Lilibet, with both new door handles and locks fitted and working.
Sunday was a damp and overcast start to the day so I opted for some work inside Test Car 2, re-crimping and tidying the generator start battery cables and fitting a battery isolation switch.
Matt and Ross investigated Lilibet’s clutch that was in need of a bit of adjustment; the operating rods were cleaned, re-fitted and then adjusted.
Lilibet’s offside rear mudguard had vibrated loose, so was removed and the brackets cleaned before re-fitting with new locking washers.
Nick, helped by Charlie continued with the scraping and cleaning of the tank wagon 3711
The last job for the weekend on Lilibet was investigating the nearside door droplight that would not open. Removal of the door panel revealed why, the mechanism had been disconnected and a suitable wood prop inserted.
Matt fabricated a window attachment arm and operating mechanism slide using some spare scarab parts and a slice of drip-tray.
That’s all folks for this week, join us again next time to see how we get on with more work on Lilibet and the tank wagon.
As we look forward to our Open Weekend next week, the team have been busy making preparations as well as an opportunity to relax a little before a full on week of further prep.
We started by re-arranging some of the theatrical van contents to ensure things were in the right place for our event, and make better use of space, with a 4th theatrical van now available.
Matt & Ross then headed to Lincoln to attend Wilbur, topping up the essentials and fitting a new fan belt followed by the customary test drive to free up any sticky or stiff items.
Myself and Richard concentrated on getting Test Car 2 ready, tidying, cleaning and ensuring things are all ready to receive visitors next weekend.
Ross and Matt then attended a Timeline events photo charter at East Kirkby, both suitably attired as RAF ground crew, however it would have been remiss to leave Jerry out. So Jerry got to meet Jane.
Sunday, Jerry visited the Chasewater Coal train day.
Richard, Ross and Matt enjoying the day behind a selection of industrial traction. The guys extend their thanks to all at Chasewater for making them feel welcome.
Jerry apologies for his pretend “Coal sector manager”
All that is left to be said is come and see us next week.
We have tanks, opens, vans, amongst others on display, as well as the Heavy Tractor Group and West Hill Wagon works supporting us. With a 1960s goods yard and 1980s freight test scene too see, Test Car 2 open. Our road vehicles as well as some others setting the atmosphere. With the real ale bar open, if you like wagons it may be of interest to you.
Welcome to this week’s update from the Autumn Diesel Running and Quorn Swapmeet Weekend; joining the event was Iris, a single unit Derby Lightweight DMU that spent many years with the Research Division of BR as RDB975010, so will undoubtedly have rubbed shoulders with our Test Car 2 whilst working out of the Railway Technical Centre in Derby during the 1980s and 90s.
Another busy weekend for Nick, Matt, Ross and myself we have made good progress with work on Hector, two Vans & our new arrival.
Hector‘s steering wheel was smartened up with a replacement for the missing centre boss which I had 3d-printed using Matt’s drawing of the Lancing emblem as a template. A revised tow hitch arrangement was fabricated and fitted slightly lower to allow us to haul the Brute trolleys.
Hector has also received some more attention to tidy-up his wiring and had a cab interior front panel made and fitted. New brake pipes were flared and fitted, although some work is still needed to bleed and get the rear ones working properly. Matt was keen to show off his working flashing roof beacon.
Danny, Hector and the Brush Electric Vehicles have become very useful for transporting tools, equipment and us around the site; however the stone chippings that were spread over the yard at Quorn earlier in the year sometimes pose a challenge causing the single front drive wheel of the BEVs to loose traction and quickly become stuck in the deeper chipping ruts. On this occasion Danny came to the rescue.
The main announcement this week is the arrival of what is our eighth tank wagon; 5209 is a Norbrit Pickering 1964 built TSV 24T capacity Class A tank purchased from the Nottingham Heritage Railway who had used it as a water carrier.
The wagon fairies getting to work quickly to give the tank a clean-up so we could inspect and decide what, if any work was required to allow it to be moved safely.
The initial inspection went quite well however all four buffers were not good, three had loose heads and one was stuck compressed in.
The first task therefore was to remove all four buffers and fit serviceable ones.
Once the vacuum hoses on both ends of the wagon had been replaced, a brake system test was carried out using the vacuum rig and test gauges .
Although we could get the brakes to apply, the operation was not consistent and there were a few leaks. The DA valve was by-passed and branch-pipe hoses tightened to try and eliminate the problem, but it became clear than a full system overhaul will be required at some point.
After inspecting inside the tank we found that it was over half full of clean water, so with the wagon positioned alongside a yard drain, we set about trying to empty this out. Despite the use of a very large bar we were unable to shift either of the drain valves, which is probably why the tank had not been drained prior to transportation.
One of the valves therefore had to be removed, which got the water flowing.
It took some 25 minutes to drain the tank.
Work also continued with the two vans roof recovering. A coat of quick drying sealer/primer was applied followed by a coat of Bitumen paint to both 765272 and 786348.
The completion of the roof work on both 765272 and 786348 means these are now finished and looking a great deal smarter.
Matt has also been giving a couple of BR (M) lamps a spruce-up for a friend.
We then got out the pressure washer and made a start on the Hurst Nelson tank 3711 that has been patiently awaiting our attention for some time.
Although we were making good progress removing many years of grime, Ross found some snow-foam which has helped really clean up the west side of the tank nicely.
So to sum-up the weekend: Smart Vans and Lamps, Clean & Empty Tanks, and a happy Hector.
Join us again next week for (hopefully) some news of an upcoming event. All the best, Dave
Welcome to this week’s super-hot update from Quorn, with Nick, Matt, Ross and myself on-site.
Ross changed Hectors inverter, which after a little hesitance brought the 12v side alive. Although faults remain with the rear lights and indicators it does mean the main isolator now operates properly and he can see in the dark; the remaining faults are likely to be wiring as a fault is apparent.
New battery leads were also fitted to the jury rigged battery system and the image below serves as an example of up-to date electronic miniaturisation.
Matt woke Madge up giving her a wash before Ross and Matt loaded her with our bulk load for display.
I used Test Car 2’s compressor to pump up Madge’s tyres; I then joined Matt in the ‘office’ to prepare the signwriting templates for our Most Important Van.
Madge was joined in the yard by Jerry, my Stag, Nicks Morris Minor, Danny, Hector and our Tug, making quite a colourful line-up from our group to support the GCR’s Summer Classic and Vintage Vehicle Festival.
Matt and I continued with the work on the van, yellow and black panels being applied.
Ross and Nick attended to the sleeper crossing that was very much in need of attention.
I made a start with some signwriting on the van, applying the ZQO TOPS code to the chalkboards.
Test Car 2’s compressor was called upon again to assist with air for the tyres of a 125cc BSA Bantam from the TPO Museum in the LNER Postal set.
Ross then assisted getting it going, providing a customary ride-test.
Some late evening floodlit striping was carried out by Matt on the west side van doors, the livery really beginning to take shape.
The focus for Sunday was again on the van, Matt working at the south end marking out and applying the wasp stripes.
I got the signwriting brushes out and made a start on the west side number panel using the templates we had prepared on Saturday. First chalking up, then working bottom-up with the white paint.
Madge was joined again in the yard by Nick’s Morris Minor and my Stag. In order to prepare for the unloading of Madge’s trailer later in the day, Ross and Matt took the pick-up to unload a few parcels from one of the vans to make space for the bulk load. The pick-up was however out of gauge to pass under the gazebo, so rather than take it down the two-stage lift and drive-through method was used.
As the sun came round the west side of the van in the afternoon we had to put up some shade to allow us to work safely in the heat. An old gazebo cover was spread over the end of the van and the tank wagon which was coupled to it providing a good amount of shade for Matt.
I used our new gazebo positioned to give me some shade to continue with the signwriting.
By the end of the day we had completed the west side & south end wasp stripes, and the west side number panel.
As Matt said last week, we intended to reveal the final livery for our Most Important Van this week; unfortunately due to late delivery of the paint we have not been able to reveal the actual body colour, so here it is on the diagram; BR Engineers Olive BS381C 220, commonly known as Olive Green which was introduced by BR in 1967.
Hopefully the Olive Green paint will be here before next weekend so we can reveal the colour actually on the van; tune in to see how we get on.
We start this update with the announcement that we have reached 100 rail vehicles. Number 100 has been on the railway for a number of years and was transferred to us earlier this year. Currently carrying the number 771908 the vehicle is in fact 781908, a 1960 Wolverton build diagram 1/211 Palvan from lot 3310.
On to the update, it has been another busy one for us, with Dave carrying out some midweek work, applying primer and undercoat to B765272’s east side. Followed by a touch of gloss the day after.
Dave and I popped to Rothley to complete the east side of our little Mineral Project. Our thanks not only to C&W for asking us to do something unusual but to the Windcutter Group for giving permission to do that unusual thing to one of their vehicles.
Not content with signwriting one vehicle we headed to Quorn and the west side of 765272. Dave applying the left hand details whilst I applied the right and XP square.
So why this hybrid scheme I hear you say. Well quite simply thats what was applied to the vehicle. Looking through Paul Bartlett’s excellent site we come across the following image of the vehicle in 1979, removing the metric and condemned markings results in the steam era appropriate scheme above.
Next task on the list, application of underframe black, yes you guessed it, to the underframe. Jake and Dave doing the honours, between spots of rain.
I also applied matt black to the west side data panel in preparation for dates to be applied.
I then completed Dannys repaint. Rear axle, steering arms, inner chassis and some detailing, including the inside of the front wheels.
That was until the curse of the Green paint came back to haunt us. After completion of work mentioned below the new replacement tin, for the one that got thrown over me a few weeks ago, was squashed into the ground. We shall no longer be attempting to paint anything in that shade of green again.
So what squashed the paint? I am pleased to say Hector did.
Ross spending the day looking at the original batteries, this confirms 3 dead cells as advised by the previous owner. Whilst we look at replacements for these, Ross jury rigged a temporary solution to begin bringing Hector to life.
With 51 volts available nothing seemed to be working until the key is physically held in the on position. This allows you to motor the vehicle.
What is missing however is the 12v supplies and the ability for the key to latch. This has been found to be a faulty inverter, which takes the incoming supply and drops it to 12v, a new and a spare have been ordered.
But that did not stop us having a little bit of fun.
We took Hector to the station after getting the handbrake to work on the left hand wheel, this is temporary until we look into the Hydraulic brakes in more depth.
Next task was to sand down the ends of 765272, New volunteer Steve having the honours with air supplied from the test car.
I applied the details to the data panel and painted the brake cylinder.
Whilst Dave started the sole bar signwriting.
After Steve had worked his magic, I followed up with primer on the bare areas. This included etch primer for the south end vent, which we took back to bare metal due to the paint condition.
It was then on to glossing the ends. the majority of the gloss and undercoat was intact and with the surfaced keyed Steve went for it.
Dave and I began the east side signwriting. Same order as the west side.
This was followed up by a re-coat of the head stocks. Painting the north swan neck and refitting the Instanter couplings.
There was also time to fit a notice to the other tug, this is a replica of those applied to BR platform tugs and was kindly sent to us. Thank you Andy.
Only a few finishing touches to apply next week. We will let you know if we are able to manage them.
