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45149
Updated 2/4/11
On the drivers side of the number 2 cab all of the associated pipe work to the FV4 drivers brake valve has been refitted to the valve base. The original drivers brake has been found to be defective and is to be repaired or replaced. The straight air brake valve is to be replaced along with its associated pipe work when the driver’s desk is reinstated. The driver’s desk itself requires attention to various broken screws and the reinstatement of the original Formica if possible. The driver’s horn valve has been refitted as well as all associated pipe work. The window washer valve and window screen wiper motor valve have also been refitted as has the side cab heater on the driver’s side (this had been on the shelf following overhaul some 4 years ago). The dead mans peddle had proved difficult to refit and replacement flexible conduit has been installed due to the original conduit going brittle. The sanding peddle has also been overhauled and now operates correctly.
Electrical conduit on the second mans side was reinstated at the same time along with a cab heater and drop light window panel. The power unit was successfully motored over during August 2010. A problem was found with the bus bars at the time but this has been rectified. The fuel rack has been reset and the fuel injectors have also received attention. Corrosion was found with some of the brush boxes and some of the steel clamps that hold the carbon brushes in the brush boxes have been removed and lacquered. The springs on the brush boxes are next in line to be lacquered.
The loco has spent some time over an inspection pit to give the opportunity to survey what work is required underneath the loco. To date, two traction motors have been reconnected and it has been found that 4 brake hangers are not currently fitted. New replacement bolts and springs are required before they can be refitted.
Updated 8/8/10
45149 has had modification work completed to allow the silencer to ‘sit’ correctly, this required the silencer roof box section having new metal welded in to allow the repositioning of the silencers feet. On Sunday 25th July the silencer was refitted to the loco and the repositioned feet were found to line up completely with the holes in the filler pack. The fuel filter holders have been removed for internal cleaning and much scale and rust was found to have accumulated since they were fitted some four years ago. Work on the locos number 2 end power controller has been completed and this has been refitted back into the cab.
Replacement bus-bars fitted between the control cubicle and the main generator have been made and fitted. The original bus-bars were damaged when the power unit and generator were removed from the loco when it was owned by Pete Waterman. New nylon cable clamps have also been made for this area.
A problem was found with the fuel pipe which runs from the fuel header tank above the brake frame so, a new pipe was fitted on 25th July. The header tank had all of the (very) old diesel removed from it. Replacement fuses have been fitted where ones were found to be missing. Unfortunately, with the roof over the generator missing, 45149 was unable to be placed on display during the Gloucestershire and Warwickshire Railways 175th anniversary of the Great Western Railway.
Updated 3/6/10
45149 has seen progress on the power unit with one set of replacement bus bars fitted between the control cubicle and the generator. The locos missing fuel pipe (between the header tank and the fuel filters) has been fabricated. New seals have been fitted to the rocker covers. The locos traction motor blowers have both been tested and were both found to work, although one was found to run better than the other. Replacement segmental springs have been fitted as have new fuses where the various fuses were found to be missing.
The locos radiator roof section has been needle gunned to remove all of the old paint and has been painted in primer and then undercoated. The radiator fan has also been painted and the roof that is above the power unit has been painted in undercoat. New instruction label backing plates have been welded on to the locos body sides. Work on the locos silencer has been hampered recently but it is sitting back on the top of the air filter pack so that repositioning of the silencer’s feet can take place. You may recall that the silencer does not quite align with the clearance holes on the air filter box so the position of the feet needs to be adjusted.
A major step forward during the period under review was when the loco was filled with oil and water and the triple pump was run. With the triple pump running both oil and water pressure were noted on the pressure gauges although quite a few leaks were identified and cured on the oil side. The worst oil leak was found to be the valve on the oil filter leak off pipe into sump where one of the brass valves was found to be loose. The group had to make a special tool in order to tighten the joint. No work will be possible on the loco for some three weeks due to the railways Great Western 175th anniversary gala at which 45149 is expected to be on display.
Updated 7/4/10
45149 has had its nose end crown refitted at number one end and the number one end cab has had the drop-lights refitted on both sides. A replacement window pillar that holds the quarter light and drop-light runner on the secondman’s cab side window frame has been fitted as has the overhauled instrument panel complete with fault lights.
The refitting of the instrument panel was made much easier without the nose crown fitted. Following a rainwater test on quarter light windows, the FV4 auto air brake and the secondman’s arm rest will be fitted. The Number 1 end nose end louvre doors await fitting after having new filter trays made.
Contract repairs have now been completed on the silencer roof section with further grinding and painting of the roof section continuing. Unfortunately the silencer does not quite align with the clearance holes on the air intake filters so the feet on the silencer may need to be removed and refitted. There is a problem with the ‘silencer elbow’ following contract repairs where the length of the exhaust pipe may be too long.
The generator brush boxes have been removed, cleaned, repaired, new brush springs have been fitted then fitted into the generator. The governor wiring has been reconnected and the auxiliary electrical motors are being run at weekends to use the batteries. A replacement crane seal has been fitted in the triple pump and new replacement hoses have been fitted around the coolant system. Following this work, another water test is planned to ensure that there are no obvious water leaks. Assuming that this test goes okay, replacement engine oil that has arrived at Toddington in readiness for oil to be added to the engine.
The loco has been requested for display during Great Western 175th anniversary gala which is being held at Toddington later this year. The display is planned to include diesel locos that worked on Great Western Railway metals currently based on the line such as 47105, 37215 and 24081 as well as proposed visitors of classes 42, 50, 52 and the Gas Turbine loco 18000. The restoration group are trying to locate the fuel pipe that runs from the fuel tank, above the brake frame and down to the free end of the power unit as 45149 is missing this item. Please contact the address in this newsletter if you have this item and are willing to trade.
Updated 6/2/10
Current restoration work on 45149 has seen the silencer roof section receive attention and the damage at the generator end that occurred in 1993 has been repaired by group members. The roof arch had lost its shape when some of the bolts were left in when the roof was taken off the loco during restoration at Heysham with its previous owner. To regain its shape, the angle iron roof frame had slots cut into it and then using ratchet straps (as used to secure lorry trailer loads) the arch was gradually pulled down into position. Whilst this made a considerable difference to the shape, it was not quite close enough so a special clamp was made which anchored and pulled down the roof. This finally achieved the desired result and the roof is now back in shape again. The silencer has had two new mounting feet drilled and tapped after the originals broke off and a new leather connecting bellows between the silencer and turbo charger exhaust pipe made by a local saddlers. The fuel tank gauge has also been fitted.
The generator and auxiliary cables have been reconnected, completing the electrical connections between the power unit and the loco. The power unit has had all of the old coolant hoses removed and replaced with new hoses. Engine mounting bolts are in place and oil poured down the push rod tubes to lubricate the camshaft and rollers. The triple pump (which failed during the water pressure test undertaken towards the end of last year) has been found to have a couple of faults. The crane seal was leaking and the impellor and its housing were found to be damaged with a broken brass bolt on the housing. The impellor was also found to have a broken blade. A new crane seal came the group’s way after an appeal on the preserved-diesels web-site forum which prompted a response from a generous peak owning group and this has now been fitted.
The nose end crown has had the insulation fitted following weld repairs and the crown is now repainted and the insulation sealed with tape. The light and fittings are ready to be put back on and cab work at number 2 cab has seen attention to the ceiling with the wood frame put back up along with 2 overhauled cab lights.
Updated 5/12/09
45149 has had its missing radiator water sight glasses (donated by the Peak Loco Co.) fitted and the loco was filled with water to see how water tight it is. The water test showed up various water leaks, which is not a surprise taking into account how long that the loco has been out of service. A failed seal in the locos triple pump as well as a broken bolt on the end housing gave water leaks and the bolt has been replaced whilst a replacement seal is found. All of the locos coolant hoses have been replaced as a precaution because it was seen that corrosion oat the ends of some metal pipes had damaged the hoses.
Upon examination of the radiator elements that the group fitted some 8 years ago, it was discovered that one had failed with a quarter inch diameter hole in it allowing water to leak out and others were found to have leaking seals. A replacement leather bellows for the turbo-charger to air filter pack has been made by a local saddlers for a third of the price that the group had been quoted from the more usual railway suppliers. A replacement fuel sight glass has also being purchased.
The silencer roof section is proving to be troublesome due to the damage sustained during removal back in 1993 by the previous owners. Work is on going to repair the damaged end and once completed a refit of the silencer roof section is planned. All of the cables from the ETH alternator have been connected while segmental bearing plate retention springs have been ordered from the Peak Loco Co. Work insulating number 2 end nose crown continues.
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Updated 5/10/09
45149 is having bodywork repairs on the A bank side of loco with a different tactic being taken to that used on the B side. The method in use is to needle gun all of paint off and then to wire wheel the exposed steel and then fill any areas that need it. Whilst undertaking this work, evidence of previous scrapes has been found on the body side.
An attempt to refit the silencer box roof section was carried out recently, but unfortunately the roof section would not sit down properly. Further investigation revealed that when the roof had last been removed (in 1993 by the previous owner) two bolts, just over the electrical cubicle had not been disconnected prior to removal of the roof. This is a set-back and will need a contractor to visit Toddington to rectify it. The silencer has had the last of the broken bolts drilled out of the flange that couples to the silencer elbow. All the spigots have now been fitted to the silencer that support the roof cover. The final couple of tasks in this area are to remove the cracked baffle plate and drill and tap 5/8” Whitworth holes in the silencers new feet.
The repaired silencer elbow has been refitted to the locos power unit and all of the fuel pumps have been refitted on both A and B banks and the tappets set. All of the injectors have been fitted and all of the associated pipe work connected and wire locked where required between the fuel pumps and the injectors. In addition, the 2 air manifolds have been fitted with the B bank air manifold proving to be a bit of a challenge. The drain pipe from the turbo has also been reconnected. The lack of an available pit did not stop progress on the loco and one hardy volunteer spent the day in the confines of the area between bogie & battery box fitting the outlet hose to the sump. In the cab, the dead mans foot pedal floor panel has been fitted allowing the air brake pipes to be fitted and the sanding pedal. The nose end grill frames have been fitted to the loco.
Updated 3/8/09
On-going track work in Toddington yard has hampered the progress on 45149 mentioned in the previous issue of Great Gable News. The sump drain has yet to be reconnected as the loco needs to go over a pit for this to happen. The silencer needs a repair to the internal baffles and some of the spigots that hold the cover on top of the silencer are broken so 13 new replacements have been made by group.
Two new feet for the silencer have been made as the originals were broken off in 1993. The silencer roof section was also repaired by the group’s welder. The engine intake air filter is now back on top of generator following an overhaul that included parts from a class 37 cab being used and some welding repairs. The last engine room floor panel has been repaired (another outstanding issue from when the group took ownership of 45149). This floorplate goes over the main generators bus bars. The floorplate had been twisted and required straightening using a JCB and brute force! The next tasks are to sort out the broken red glass fibre cover (does anyone know of a spare that the group can negotiate over?) and replace the leather bellows between turbo charger and air intake which was in poor condition.
The nose end is back on at number 2 end with the side door frames being refitted and about 50 new holes drilled in the new plate work to fasten the nose end onto the loco frame. The tail lights have also been re-fitted. The nose-end louvre doors will need some special attention due their poor condition. In the cab, a start has been made on back bulkhead wall insulation. Two floor panels have also received new aluminium trim. It is planned to refit the power controller, cooker cupboard and various bits of pipework into the cab in the next couple of weeks. Bodywork repairs on the loco have reached the filling, sanding and priming stage on one side of the loco.
Updated 6/6/09
45149 has had its power unit barred over with the de-compression plugs removed and an oil/diesel mix was sprayed into the cylinders and was found to spin freely. The sump drain cock chain and pipes will be reconnected soon which in turn will allow the sump to be filled with oil. A pipe between sump drain and brass junction ‘T’ joint is all that is needed to allow this task to occur. Unfortunately the original ‘T’ junction was damaged during the removal of the locos power unit back in 1997. A new chain has been purchased for the drain mechanism. Preparations are now under way to set the engine tappets. All of the remaining pipe work is ready for refitting to the cylinder heads and copper washers have just been purchased in readiness for this task. The last two injectors have been returned from overhaul; two of the original ones from 45149 failed when they were tested so two spares were sent away for overhaul.
The group have made up a testing rig using compressed air to allow the testing of brake cylinders. The air filter pack is now serviceable after welding repairs and replacement latches that hold in the filters have been fitted. These were salvaged from scrap class 37s. The silencer has been assessed and was found to require attention to several broken studs. In addition two of the silencers ‘legs’ were found to be broken and need to be remanufactured. The silencer elbow (which was again damaged in the 1997 lift of the power unit) has been sent away for repair which will take up to 8 weeks.
The number 2 end of the loco has had new plate work completed on the nose end and some 30 holes have been drilled in the plate work. Further welding repairs around nose door apertures have also occurred. The number 2 end nose end door frames have been repaired in readiness for refitting. The nose end door grills themselves are in poor condition. The generator/eth cubical cables have been joined but a setback happened with the clamp arrangement on the top of the cubicle as it was found to be distorted. Again, this damage can be traced back to the removal of the locos power unit back in 1997 when the loco was in the ownership of Pete Waterman. As a consequence of this damage, new cross members have been made.
2 Paxolin tubes for the large diameter cables are missing presumed damaged in 1997 so replacements are being sourced. Also on the wanted list are radiator sight glasses (which can be borrowed to replicate).
These are the same as found on class 24s and 25s. In addition a brush spring (‘U’ shaped with the coil) for the nose end compressor is also required. The group would be grateful if anyone can help with any of the mentioned items and they have various Davis and Metcalfe valves that they can trade. If anybody can help with the groups’ requirements then please make contact via e-mail michael.pember@btinternet.com as the Cotswold Mainline Diesel Group website is currently unavailable. The load regulator is now refitted and proved to be a 2 man job when it came to getting the cover back on. The group have also purchased a spare Automatic Voltage Regulator.
Updated 4/4/09
45149 has seen its metalwork above the cab rain strips cleaned and painted with green primer. The locos silencer box has also been painted into green primer but two support legs need to be made for the silencer as they have corroded away. The floor in the locos engine and ETH room has been refitted following a thorough cleaning out of the areas with a vacuum cleaner. The control cubicle has been completely painted in undercoat and a rewire of the governor is underway. In the cab, the AWS sundial bracket has been refitted as well as a general tidy-up having taken place.
Updated 1/2/09
45149 has had its engine room roof overhauled. The work required re-plating to be undertaken at the top of the roof between the access doors. The doors, hinge pins and hinges themselves were all removed to gain access to the rotten plate work. It was found the most of the hinge pins had been bent from where fitters had walked on the top of the doors. It was also discovered that when the doors were opened the pins moved with the door, so the group needed to use a brazing torch in order to heat up the hinges to separate the pins and the hinges. BR used 2BA grub screws to hold the pins, but the group believed the grub screws were inadequate for the job and so when refitting the doors the pins were welded to the holders. The aluminium roof doors practically fell apart where the rivets had corroded and over the Christmas period, 1 door was dismantled cleaned & re-riveted. Some hinges were found to be twisted so they had to be straightened and both doors needed to be completely re-riveted before everything was re-fitted. Several roof clamps on 45149 were missing so the group made replacements. Pictures of the work being done on the roof as well as other work that the group have completed on the loco can be found in the gallery http://www.preserved-iesels.co.uk/engines/45149_ohaul_index.htm. The only outstanding item needed to complete this job is the door seal which looks like it maybe be the most expensive part of the of whole roof door restoration. After some filling and painting in etch primer, the roof section will be refitted to the loco as there is nowhere to store it at Toddington.
The rebuild of number 2 end nose section is nearing completion and all of the cab gauge pipe work on the driver’s side along with the brake valves have been re-fitted. All of the instruments have had brake dust removed and then sprayed. The instrument panel has also been refitted. The traction motor blower motor has been reassembled after its bearings had been inspected and the snail shaped housing the traction motor blower was refitted over the weekend of 17th/18th January. It is hoped that by February the group will be reassembling the cab. On the engine, two of the original injectors were found to be faulty so a batch acquired from 47146 are to be tested to give a complete set. The tappets will then be set-up. One of the generator brush boxes has been sent to Anstey & Ware. The springs were broken due to corrosion but with a minimum order of 25 means a bill of £1000, so the group are after a cheaper option. If anyone reading this has any ideas on a cheaper alternative then please let us know.
A recent issue of Railways Illustrated stated that 45149 is to return to the mainline. The group would like it known that this is not the case and they don’t know where the quote came from. Finally if you are interested where the set of air horns advertised on e-Bay just before Christmas ended up, you should be able to hear them when 45149 returns to service as they are to be fitted in the number 2 end cab.
Updated 5/12/08
45149 has had its number 2 end nose end crown and front removed for re-plating by a specialist contractor. Once the nose end had been removed it was discovered that the floor around the traction motor blower needs some weld repairs and that the traction motor blower stand is in a poor condition. The removed traction motor blower has been stripped and cleaned and requires a replacement bearing for one end.
The compressor from the nose end of 45128 has been overhauled and painted and is now ready for fitting into the nose end of 45149. The area in the nose end on 45149 where the compressor sits has been cleaned and prepared for the compressor to be fitted and the sump drain pipe has also been unblocked. In addition to this the air pipes to the compressor and various instruments in the instrument panel box have been cleaned and sprayed white. The cab instrument panel has been removed and cleaned with the inside sprayed white and all of the lamp holders have been cleaned of brake dust.
Due to the on-going bodywork repairs, no work is currently being undertaken on the power unit which was craned back into the loco August 5th. 45149’s power unit was removed prior to the locos move from Crewe to Heysham for restoration (never started) in January 1993 whilst owned by Pete Waterman.
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If you have any 45149 news or pictures you would like added to the website, email them to mark@greatgable.co.uk
