Summarised Details as released in our April 2007 Newsletter (#46)
(note that these newsletter items were written around mid-March)
33065 – The 2007 UK Tour : 33 065 departed Tunbridge Wells on the morning of the 21st February by road for its first journey North of London since 1996! The locomotive arrived at Wansford on the Nene Valley Railway later that day. The locomotive successfully took part in an EMRPS photo charter event on Saturday 24th February.
The locomotive successfully played a starring guest role at the Nene Valley Railway Diesel Gala on Saturday 3rd/Sunday 4th March. Both days were greeted with large crowds all day and the Saturday was blessed with fine spring sunshine. The Crompton, making the first appearance of the type on the line, put in a faultless performance operating over 70 passenger miles including the final train on the Saturday, paired with 31 271, they hauled the 1920 Peterborough NV – Wansford with load 8 and 2 dead Class 56′s on the rear. As you can imagine, the sound was very loud. Its famous smoking tendencies were very much on display making for a fine sight and sound through the pleasant countryside.
have appeared on “Preserved Diesels“.
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With the gala success in the bag, next stop was a trip further east to the Mid Norfolk Diesel Gala on 17th/18th March (16th March sees Class 47, 47 596 work all trains) where 33 065 broke further new ground for the Class. 33 065 left Wansford on Monday 5th March arriving at Dereham the same afternoon. The locomotive was unloaded on Tuesday 6th March and given a full inspection and engine start up by Chris that afternoon. The locomotive will stay at the railway for a further 3 weeks following the gala and will see regular passenger operation as follows;
Saturday 24th March
Friday 30th March (SELG Charter)
Saturday 31st March
Sunday 8th April
Monday 9th April (top and tail with Class 31)
The locomotive will operate to the Orange timetable on these occasions which detail 3 round trips per day. A bus connection will be operating for the private charter which will then see the locomotive in operation on two consecutive days. The locomotive will then return home to the Spa Valley in time to support the 2007 operation season.
33 063 (R.J.Mitchell) : The paintwork clean up operation has continued apace with working parties most weekends and the results have been impressive. This coupled with a grey top coat has really made the engine and walls gleam. Even the air inlet side of the cylinder heads has appeared in painted grey and we have now progressed to the heat exchanger body and main static oil filter body (located under the platform which I have also painted topsides in black)
The cylinder heads have been painted in grey with black fixing knobs, this looked good so it was repeated on the air compressor head and lifting eyes. The crankcase of the compressor was also attacked with gunk and came up painted grey as did the panels under the traction motor blower.
Having removed and cleaned all the oily deposits, whenever the engine is run you can see the leaks!!! Apart from a mis-placed cylinder head cover gasket which was reseated, these are mainly oil dribbles from various cork gaskets, the main crankcase joints will ideally need replacing on the next crankcase inspection. You do not need to replace these in one gasket from a big sheet (expensive) but by mitering or scarfing the jointing you can make a good seal from four strips (or that’s how it could be done many years ago).
Finally, an excellent job has been made on the replacement cab floors.
A lot of water ingress from rain around exhausters in bilge so we took up floor plates around triple pump and down engine side. At same time, as it was dry inside elsewhere, the opportunity was taken to cleaned out around bottom of walls and gutters before applying more paint.
After about a bag full of oily sludge/BR gloves/nuts/screws was removed, it was discovered that a workshop drilled drain hole had been made in the floor under floor plate in front of triple pump. However, this appeared to let water drain into a conduit below so more investigation needed as also BR appeared to have tried to seal the metal floor with filler as well. This may explain all the dirt found in the Traction Motors. It looks like if ‘ways’ are cut in the respective chambers by cutting a slot in the partitions with an angle grinder, any water getting in would then drain down into engine bedplate and not down over and in the Traction Motors. Best solution would be to refit new sealing strips to radiator inspection doors which is how rain is getting in in the first place.
Gutters also look salvageable with some glass fibre tape which would save time and money.
Anyway, the floor plates removed were steamed cleaned and look the bees knees, showing up the remaining plates yet to be done (well we had to keep up with the standard set by the cab floor workers).